Two-stage ratio four-speed transmission

Abstract

The utility model discloses a two-stage variable ratio four-speed transmission, which belongs to the technical field of gearboxes, and comprises a primary input shaft, a secondary input shaft and an output shaft coaxially connected in sequence in a housing, and a first intermediate shaft and a second intermediate shaft arranged in parallel; the secondary input shaft and the output shaft are respectively keyed with axially movable clutch discs, and two ends of the corresponding clutch discs on the shafts are respectively provided with idle gears; the power output ends of the primary input shaft and the secondary input shaft are respectively fixed with a driving gear and a fixed gear, and the first intermediate shaft is provided with a first gear meshed with the driving gear, and a transmission gear meshed with the shift gear on the secondary input shaft; the second intermediate shaft is provided with a fourth gear meshed with the fixed gear, and a transmission gear meshed with the shift gear on the output shaft. The utility model adopts a two-stage variable ratio mechanism, which reduces the application and installation space of the transmission.

Description

Technical Field

[0001] The utility model relates to the field of motor ships, in particular to a two-stage ratio four-speed transmission device. Background Art

[0002] At present, there are four main types of power plant solutions for motor ships:

[0003] 1. All-electric propulsion scheme: Its structure is as follows: power - generator - motor - propeller. The power includes nuclear reactor plus steam turbine, gas engine, and diesel engine.

[0004] 2. Gas turbine solution: gas turbine - reducer - propeller. Since the gas turbine has the characteristics of high power density, high speed and wide effective working speed range, it is an efficient and advanced ship propulsion solution. However, due to its high cost, it is only used in high-end ships and warships.

[0005] 3. Diesel engine plan A: diesel engine - speed reducer - variable pitch propeller. A variable pitch propeller is a propeller device that can change the angle of the propeller blades on the propeller hub and change the amount of water pushed according to the load. It effectively overcomes the shortcoming of the narrow working speed range of diesel engines and is an important option for mid- to high-end ships. Of course, the variable pitch propeller set is expensive and the maintenance cost is high, which limits its popularity.

[0006] 4. Diesel engine plan B: diesel engine - speed reducer - fixed-pitch propeller. The blades and hub of the fixed-pitch propeller are made into an integrated whole, so it is strong and durable, with low procurement and maintenance costs. It is a solution commonly used by a large number of mid- and low-end ships in my country.

[0007] Diesel engines have the advantages of low cost and good fuel economy, but their disadvantage is that the speed range of "high torque and economical fuel consumption" is narrow. Therefore, although the purchase price of ships using Option 4 is low, the disadvantages are very obvious: low ship speed and high fuel consumption. In order to avoid the diesel engine from shutting down in severe sea conditions and overload, the shipyard will select fixed-pitch propellers with low water-pushing efficiency and large reduction ratio gearboxes, using low ship speed and low efficiency in exchange for safe driving when the ship is overloaded.

[0008] In today's era when my country is constantly strengthening environmental protection and energy security, the solution of exchanging high emissions and high fuel consumption for low-cost shipbuilding is obviously unsustainable. For shipowners, it is not cost-effective to exchange long-term high fuel costs and low shipping efficiency for a one-time low cost when purchasing a ship. This trend has long attracted the attention of many knowledgeable people.

[0009] The China Fisheries Inspection Bureau wrote that fuel costs for marine fishing account for 40% of total fishing costs in the world, but in China the proportion is as high as 65%-70%, which is a major issue that the country needs to solve urgently.

[0010] In 1996, Xu Yiyong, Fan Dinghua and others from Wuhan Jiaotong University published a paper entitled "Research on Autonomous Adjustment System of Marine Gear Reduction Ratio". The abstract of the paper is "This paper explains the basic principle of using multi-stage or stepless gearboxes to achieve optimal coordination between the engine and propeller, proposes a control scheme for automatically adjusting the reduction ratio according to the ship's operating conditions, and analyzes the working principle of the system and some problems in its use."

[0011] Therefore, it is necessary to invent a marine transmission to provide an improved and upgraded technical transformation plan for the large number of low- and medium-end motor ships in use in my country that adopt the above-mentioned diesel engine B plan, and to improve the technical plan of "diesel engine-transmission-reducer-high-efficiency fixed-pitch propeller" for newly built motor ships on the basis of the original plan, so as to achieve the goals of saving fuel, increasing torque and improving efficiency, and contribute to the country's major policies of low-carbon environmental protection and energy security.

[0012] The utility model belongs to the category of fixed-axis gear transmission mechanism. Therefore, before describing it, it is necessary to briefly describe the common structure of the current mainstream fixed-axis gear transmission as follows:

[0013] The current transmission consists of an input shaft and a coaxially arranged output shaft forming a central channel, and a parallel intermediate shaft forming a return channel. Multiple sets of gear pairs with different speed ratios and meshing with each other are installed on the two channel shafts, and multiple sliding clutch discs are also installed on the channel shafts. The sliding clutch discs are connected to the shafts in a splined manner and can stop at the left, middle, and right positions. The sliding clutch disc is provided with an annular groove and can slide under the push of the shift fork. The two ends of the sliding clutch disc are provided with internal splines, which form a key relationship with the external splines of the gear ends arranged on the left and right sides. The gears arranged on both sides of the sliding clutch disc are installed on the journal in a dynamic matching manner, and are usually in an idling state of offline transmission. A synchronizer is also provided between the sliding clutch disc and the idling gear to improve the spline coupling efficiency of the two. The gears matched with the idling gear group are fixedly connected to the parallel shafts on the opposite side. When the sliding clutch disc is driven by the shift fork and coupled with the spline of the idling gear on one side, the gear pair that is offline on standby is converted to online power transmission.

[0014] In order to obtain a good speed change width and speed change gradient, a transmission is usually equipped with more than two sliding clutch units. In order to prevent multiple sets of gears from transmitting force online at the same time, the transmission is equipped with an exclusive single-selection shift mechanism. All shafts, gears, clutch plates, shift forks, and shift mechanisms are integrated and installed in the gearbox with lubricant cooling. The shift mechanism is connected to the gear shift device next to the operator through one or two pull rods (or flexible shafts) to achieve long-distance shifting.

[0015] However, the current fixed-axis gear transmission uses a one-stage ratio mechanism. Taking a four-speed transmission as an example, the two clutch plates set in the one-stage ratio only allow one of the left or right positions to engage the gear, and the other clutch plate must be parked in the middle position. The trouble it brings is that if a manual lever is used for continuous shifting, a set of gear selection and shifting mechanisms with exclusive functions must be set up. If an electric (gas, liquid) shift is used, there is a hidden danger of damaging the transmission once an error is made. This is the first disadvantage. The second disadvantage of the one-stage ratio mechanism is that the gear pair occupies a large space. For example, for a 1:4 reduction, the driving gear is set with 25 teeth, and the number of teeth on the driven gear is as high as 100 teeth. The consequence is that a large gearbox is required for installation, which not only has high manufacturing costs, but also has space limitations for transmission applications. Utility Model Content

[0016] The utility model aims to solve the above problems existing in the transmission in the prior art and proposes a two-stage ratio four-speed transmission device.

[0017] In order to achieve the above utility model purpose, the technical solution of the utility model is as follows:

[0018] A two-stage variable ratio four-speed transmission device is characterized in that it includes a primary input shaft, a secondary input shaft and an output shaft coaxially connected to the case to form a central channel, and a first intermediate shaft and a second intermediate shaft arranged parallel to the central channel to form a loop channel; two axially displaceable clutch plates are connected to the shaft forming the central channel, and multiple groups of gear transmission pairs are arranged between the central channel and the loop channel. The two clutch plates are driven by a clutch control device to move axially to the left or right, and are combined with different gear transmission pairs to form power circuits with different gear positions.

[0019] Preferably, the housing comprises a left housing and a right housing, the first-stage input shaft is installed at the center of the right housing with a bearing; a bearing hole is formed at the center of the left end of the first-stage input shaft, and the right end journal of the second-stage input shaft is supported in the bearing hole; the left side of the second-stage input shaft is supported on the housing with a bearing, a bearing hole is formed at the center of the left end, and the right end journal of the output shaft is supported in the bearing hole; the left end of the output shaft is supported on the center of the left housing with a bearing.

[0020] Preferably, the housing comprises a left housing and a right housing; the primary input shaft is installed at the inner center of the right housing with a bearing, and its left end is centrally mounted on the center hole bearing of the secondary input shaft in a dynamic fit; the right end of the secondary input shaft is supported on the housing with a bearing, and its left end is supported on the center hole bearing of the output shaft; the output shaft is installed at the center of the left housing with a bearing.

[0021] Preferably, the secondary input shaft and the output shaft are key-connected with the first clutch disc and the second clutch disc respectively, and the secondary input shaft and the output shaft are provided with journals at both ends of the splines connected to the clutch discs to connect the shift gear and limit the position.

[0022] Preferably, the primary input shaft and the secondary input shaft are key-connected to the first clutch disc and the second clutch disc respectively, and the primary input shaft and the secondary input shaft are provided with journals at both ends of the splines connected to the clutch discs to connect to the shift gear.

[0023] Preferably, the left ends of the primary input shaft and the secondary input shaft are respectively connected to a driving gear and a fixed gear, and the first intermediate shaft is provided with a first gear, a second gear, and a third gear, which respectively form a meshing transmission pair with the driving gear and the two shift gears on the secondary input shaft; the second intermediate shaft is provided with a fourth gear, a fifth gear, and a sixth gear, which respectively form a meshing transmission pair with the fixed gear and the two shift gears on the output shaft.

[0024] Preferably, the right ends of the secondary input shaft and the output shaft are respectively connected to a driving gear and a fixed gear, and the first intermediate shaft is provided with a first gear, a second gear, and a third gear, which respectively form a meshing transmission pair with the driving gear and the two shift gears on the primary input shaft; the second intermediate shaft is provided with a fourth gear, a fifth gear, and a sixth gear, which respectively form a meshing transmission pair with the fixed gear and the two shift gears on the secondary input shaft.

[0025] Preferably, both the first intermediate shaft and the second intermediate shaft are provided with unequally divided straight-through splines for cooperating with the transmission gears on the intermediate shafts.

[0026] Preferably, the left and right boxes of the box body both adopt the "three intermediate shaft standard", that is, the intermediate shafts and the transmission gears fixed on the intermediate shafts are three sets of the same specifications, and the three sets of intermediate shafts and their connected transmission gears are equally installed on the circumference of the central channel, 120° to each other.

[0027] Preferably, the right box and the left box of the box body are each provided with an oil seal, and the oil seal and the sealing journals of the primary input shaft and the output shaft form a sealing ring.

[0028] In summary, the utility model has the following advantages:

[0029] 1. The transmission device of the utility model adopts a two-stage ratio mechanism. The power route of each gear is realized by two clutch plates. Even if an error occurs, the transmission will not be damaged. Another advantage of the two-stage ratio is that it provides designers with a loose gear ratio calculation space, which has advantages in reducing the cross-sectional area of ​​the gearbox body and reducing the application and installation space of the transmission.

[0030] 2. The utility model adopts modular design. When designing the shaft and gear connection, the utility model tries to use split key connection to achieve the purpose of modularization of one machine with multiple models. When mass production is carried out, only some or all gears need to be replaced, and the box, shaft and other components are universalized to obtain models with different parameters.

[0031] 3. The utility model adopts a synchronizer-free design, which perfectly implements smooth gear shifting by widening the engagement tooth pair cutting window. The synchronizer-free design not only saves manufacturing costs, but also eliminates the weak link of the gearbox. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 This is a cross-sectional view of the overall structure of a two-ratio four-speed transmission device in Embodiment 1 of the utility model;

[0033] Figure 2 It is a side view of the two-ratio four-speed transmission device according to the second embodiment of the utility model;

[0034] Figure 3 This is a schematic diagram of the structure of the "three intermediate shafts system" in the second embodiment of the utility model;

[0035] Figure 4 It is a structural schematic diagram of the clutch control device in the utility model;

[0036] Figure 5 It is a schematic diagram of the structure of the clutch plate and the shift gear in the first embodiment of the utility model;

[0037] Figure 6 The second-gear power route diagram of the two-ratio four-gear transmission in the first embodiment of the utility model;

[0038] Figure 7 The third-speed power route diagram of the two-ratio four-speed transmission device in the first embodiment of the utility model;

[0039] Figure 8 This is a four-speed power route diagram of a two-stage variable ratio four-speed transmission device in Embodiment 1 of the utility model;

[0040] Fig. 9 This is a cross-sectional view of the overall structure of a two-ratio four-speed transmission device in Embodiment 5 of the present utility model;

[0041] Fig.10 The second-gear power route diagram of the two-ratio four-gear transmission in the fifth embodiment of the utility model;

[0042] Fig.11 This is a three-speed power route diagram of a two-stage ratio four-speed transmission in Embodiment 5 of the utility model;

[0043] Fig.12 This is a four-speed power route diagram of a two-stage variable ratio four-speed transmission in Embodiment 5 of the utility model;

[0044] Fig.13 It is a schematic diagram of the structure of the clutch plate and the shift gear in the fourth embodiment of the utility model;

[0045] In the figure:

[0046] 1. Primary input shaft, 2. Bearing, 3. Right box, 4. First clutch plate, 5. Tooth, 6. Coupling end face tooth, 7. First shift gear, 8. Second shift gear, 11. First bearing hole, 12. First intermediate shaft, 13. Non-uniform through spline, 14. Second gear, 15. Third gear, 16. First gear, 17. Driving gear, 18. Left box, 19. Second input shaft, 20. Second clutch plate, 21. Third shift gear wheel, 22, fifth gear, 23, fourth shift gear, 24, sixth gear, 25, output shaft, 26, fixed gear, 27, fourth gear, 29, shift fork, 30, power arm, 31, resistance arm, 32, shaft, 33, shift finger, 34, pusher, 35, sensor, 36, solenoid valve, 38, panel, 39, display light, 40, electronic control, 41, wiring harness, 43, second intermediate shaft, 51, convex pin, 61, arc groove. DETAILED DESCRIPTION

[0047] In order to more clearly illustrate the utility model, the utility model is further described below in conjunction with preferred embodiments and drawings. Those skilled in the art should understand that the content described below is illustrative rather than restrictive, and should not be used to limit the scope of protection of the utility model.

[0048] Embodiment 1

[0049] The utility model provides a two-stage ratio four-speed transmission device, such as Figure 1 As shown, the transmission case includes a transmission case and a primary input shaft 1, a secondary input shaft 19, an output shaft 25, a first clutch disc 4, a second clutch disc 20, a first intermediate shaft 12, a second intermediate shaft 43, etc. installed in the case. The primary input shaft 1, the secondary input shaft 19 and the output shaft 25 are coaxially connected to form a central channel, and the first intermediate shaft 12 and the second intermediate shaft 43 are arranged in parallel with the central channel to form a loop channel. The first clutch disc 4 and the second clutch disc 20 are respectively installed on the secondary input shaft 19 and the output shaft 25, and shift gears are respectively arranged at both ends of the secondary input shaft 19 and the output shaft 25 corresponding to the respective clutch discs. The first clutch disc 4 and the second clutch disc 20 are axially displaced under the push of the shift fork to mesh with the corresponding shift gears to achieve shifting.

[0050] Specifically, in this embodiment, the transmission case includes a symmetrical left case 18 and a right case 3. The primary input shaft 1 is mounted at the inner center of the right case 3 with a bearing 2, and a spline is formed on the right end thereof for connecting with the main engine clutch of the diesel engine. A driving gear 17 is formed on the left end of the primary input shaft 1, and the driving gear 17 is meshed with a first gear 16 fixedly connected to the first intermediate shaft 12. The first intermediate shaft 12 of the right case 3 is supported on the case body at both ends with bearings, and a non-equally divided straight-through spline 13 is formed on the first intermediate shaft 12, and the spline is fixedly connected to the first gear 16, the second gear 14 and the third gear 15. The function of the non-equally divided straight-through spline 13 is to ensure that the starting teeth of the first gear 16, the second gear 14 and the third gear 15 are at a specified angle.

[0051] A bearing hole is formed at the center of the left end of the primary input shaft 1, and a bearing is installed in the bearing hole to support the journal 10 at the right end of the secondary input shaft 19. The right end journal 10 of the secondary input shaft 19 is supported in the bearing hole at the center of the left end of the primary input shaft 1, and a spline is provided in the middle position. The first clutch plate 4 is key-connected with the secondary input shaft 19 through the spline, and can move on the secondary input shaft 19 along the keyway on the spline. The first shift gear 7 and the second shift gear 8 are respectively installed on the smooth journals on both sides of the spline of the secondary input shaft 19 in a dynamic fit, and are axially limited.

[0052] like Figure 5 As shown, teeth 5 are formed on the two end faces of the first clutch disc 4, and coupling end face teeth 6 are provided on the end faces of the first shift gear 7 and the second shift gear 8 close to the first clutch disc 4. When the first clutch disc 4 moves left or right, it meshes with the coupling end face teeth 6 on the adjacent first shift gear 7 or second shift gear 8. Preferably, the meshing mode of the first clutch disc 4 and the first shift gear 7 and the second shift gear 8 can also adopt a spline structure or a pin-hole structure, and in this embodiment, it is an oblique back straight tooth form. When not meshing with the first clutch disc 4, the first shift gear 7 or the second shift gear 8 is in an idling state. The first shift gear 7 and the second gear 14 fixedly connected to the first intermediate shaft 12 are a transmission coupling pair, and the second shift gear 8 and the third gear 15 fixedly connected to the intermediate shaft 12 are a coupling pair.

[0053] The left side of the secondary input shaft 19 is supported on the housing by a bearing, and the left end of the secondary input shaft 19 extends into the left housing 18. The left end of the secondary input shaft 19 is fixedly connected to a fixed gear 26, and the fixed gear 26 and the fourth gear 27 fixedly connected to the second intermediate shaft 43 form a transmission coupling pair. The second intermediate shaft 43 of the left housing 18 is supported on the housing by bearings at both ends, and the fourth gear 27, the fifth gear 22 and the sixth gear 24 are fixedly connected to the second intermediate shaft 43 through non-uniform straight-through splines.

[0054] A bearing hole is machined at the center of the left end of the secondary input shaft 19, and a bearing is placed in this bearing hole to support the output shaft 25. The output shaft 25 is installed in the center of the left case 18 with a bearing. The right end journal of the output shaft 25 is supported on the bearing at the left end of the secondary input shaft 19. A spline is machined at the left end of the output shaft 25 for connection with other devices of the motorboat.

[0055] The second clutch disc 20 is installed at the middle section of the output shaft 25, and its structure and connection method are the same as those of the first clutch disc 4 on the secondary input shaft 19. The third shift gear 21 and the fourth shift gear 23 are respectively installed at both ends of the output shaft 25 corresponding to the second clutch disc 20. The relationship and keying method between the second clutch disc 20 and the third shift gear 21 and the fourth shift gear 23 are the same as those between the first clutch disc 4 and the first shift gear 7 and the second shift gear 8 in the secondary input shaft 19.

[0056] The third shift gear 21 and the fourth shift gear 23 are fixedly connected to the second intermediate shaft 43, and are respectively meshed with the fifth gear 22 and the sixth gear 24 on the second intermediate shaft 43. Oil seals 28 are provided in the right case 3 and the left case 18 respectively. The oil seals 28 and the sealed journals of the primary input shaft 1 and the output shaft 25 form a sealing ring to prevent the lubricating fluid in the case from leaking.

[0057] Embodiment 2

[0058] On the basis of Embodiment 1, this embodiment further proposes a two-stage variable ratio four-speed transmission device with a "three intermediate shaft system". The difference from Embodiment 1 is as follows:

[0059] In this embodiment, both the left case and the right case of the gearbox body adopt the "three intermediate shaft system", that is, there are three sets of intermediate shafts and the three gears fixedly installed on the intermediate shafts are of the same specification. The three sets of intermediate shaft gears are equally divided and installed on the circumference of the primary input shaft 1 and the secondary input shaft 19, with an angle of 120° between each other, as Figure 2 and Figure 3 shown.

[0060] In the right case 3 and the left case 18, the three intermediate shafts are arranged in a "pin" shape. For the left case, the fourth gear 27, the fifth gear 22, and the sixth gear 24 are fixedly connected to the three sets of second intermediate shafts 43 of the same specification. The fourth gear 27, the fifth gear 22, and the sixth gear 24 on each set of the second intermediate shafts 43 respectively form a coupling pair meshing relationship with the fixed gear 26, the third shift gear 21, and the fourth shift gear 23. The same arrangement is made for the right case.

[0061] The constraint condition for adopting the "three intermediate shaft system" is that the number of teeth of the gears installed on the primary input shaft 1, the secondary input shaft 19, and the output shaft 25 is a multiple of 3, and the gear form is an involute spur gear.

[0062] The three intermediate shafts envelop the central shaft in a planetary shape, and transmit power in three ways, which greatly reduces the radial repulsion of the gear transmission, optimizes the transmission, and achieves miniaturization and lightweight. In theory, the gear module of the "three intermediate shafts" is 1 / 3 of the gear module of the "one intermediate shaft", and the spatial layout is more economical and reasonable. Therefore, the cross-section of the three intermediate shaft standard case is usually less than 50% of that of the one intermediate shaft case, which can greatly save materials and reduce costs.

[0063] Embodiment 3

[0064] As a preferred implementation of the present utility model, this embodiment proposes another combinable structural form for the clutch plate and the shift gear in the first embodiment.

[0065] like Fig.13 As shown, the two end faces of the first clutch disc 4 are provided with evenly distributed protruding pins 51, which form a clutch-engagement pair with evenly distributed arc grooves 61 on the first shift gear 7 and the second shift gear 8. When not meshed with the first clutch disc 4, the first shift gear 7 or the second shift gear 8 is in an idling state; when the first clutch disc 4 moves left or right, its protruding pins mesh with the arc grooves 61 on the adjacent first shift gear 7 or the second shift gear 8. The clutch-engagement mode of the first clutch disc 4 and the first shift gear 7 and the second shift gear 8 can also be in the form of splines or face teeth.

[0066] Embodiment 4

[0067] Based on any of the above embodiments, this embodiment further describes the clutch control mechanism of the two-ratio four-speed transmission. Figure 4 As shown, in this embodiment, the clutch control mechanism includes an actuating device, a shift fork 29 , a power arm 30 , a resistance arm 31 , and a shift finger 33 .

[0068] The left case 18 and the right case 3 are each provided with a shift fork 29, the power arms 30 of the two shift forks 29 are arranged outside the case, and the resistance arms 31 are arranged on both sides of the first clutch disc 4 and the second clutch disc 20 in the case, respectively. The lower end of the resistance arm 31 is hinged to the shift finger 33, which is stuck in the annular groove of the clutch disc to drive the clutch disc to axially displace. The shift fork 29 uses the shaft 32 penetrating the case wall as a fulcrum to do work.

[0069] The actuating device of the shift fork 29 is two bidirectional pushers 34 arranged outside the box. The pushers 34 can be air cylinders, oil cylinders or electric push rods. In this embodiment, air cylinders are used. The solenoid valve 36 controls the on-off movement of the cylinder. The pushers 34 are also provided with a group of position sensors 35 for feeding back the position status of the pushers 34 to the electronic control.

[0070] The shifting mode of the utility model can adopt the "manual electric button electric control wire transmission gas (oil, electric) mode", that is, an operation panel 38 is set in the cockpit of the motor ship, and the operation panel 38 is provided with first gear, second gear, third gear, and fourth gear electric buttons, and display lights 39 are set corresponding to the electric buttons. The control electric buttons and display lights of the main engine clutch of the diesel engine can also be integrated on the panel 38. An electric control 40 is set, and the electric control 40 can be built with a customized logic circuit, or it can be manufactured by entering a program with a PLC single-chip computer. Similarly, the separation-disconnection control circuit of the main engine clutch can also be integrated in the electric control 40, and the panel 38, the electric control 40, the solenoid valve 36, and the sensor 35 are connected by a wire harness 41 to transmit electricity. The use of the electric transmission mode is more suitable for the complexity of the position and distance between the driving cabin and the engine room of the motor ship.

[0071] The shifting process of the two-stage variable ratio four-speed transmission device in the first embodiment is described below:

[0072] The speed change device in this embodiment is a four-speed transmission with four ratios. The power routes of the four gears are realized by the first clutch plate 4 and the second clutch plate 20 in the left position or the right position. The position relationship between each gear and the clutch plate in this embodiment is as follows:

[0073] 1st gear = second clutch disc 20 left, first clutch disc 4 left;

[0074] 2nd gear = second clutch disc 20 left position, first clutch disc 4 right position;

[0075] 3rd gear = second clutch disc 20 right position, first clutch disc 4 left position;

[0076] 4th gear = second clutch disc 20 right position, first clutch disc 4 right position.

[0077] The power transmission route and embodiment parameters are as follows:

[0078] 1st gear: Start the diesel engine, press the main engine clutch button on the operation panel 38, and the clutch disengagement indicator 39 is lit. Press the 1st gear button, the electronic control 40 instructs the solenoid valve 36 to connect the relevant passages of the cylinder 34, the cylinder 34 drives the two shift forks 33 to work, the shift forks 33 push the first clutch plate 4 and the second clutch plate 20 to move left, and respectively mesh with the second shift gear 8 and the fourth shift gear 23 end face gear pair, the second shift gear 8 and the fourth shift gear 23 are switched from idle standby to online transmission;

[0079] Sensor 35 feeds back the position signal, lights up the first gear indicator, releases the switch and the main engine clutch switch, the main engine clutch engages, and the indicator light goes out. The diesel engine power is transmitted to the transmission, and its power route is as follows Figure 1It is shown as: diesel engine → main engine clutch → primary input shaft 1 → driving gear 17 → first gear 16 → first intermediate shaft 12 → third gear 15 → second shift gear 8 → first clutch plate 4 → secondary input shaft 19 → fixed gear 26 → fourth gear 27 → second intermediate shaft 43 → sixth gear 24 → fourth shift gear 23 → second clutch plate 20 → output shaft 25 →… propeller.

[0080] The number of teeth and ratio of the 1st gear pair are: (45 / 27) x (36 / 36) x (48 / 24) x (36 / 36) = 3.3, that is, the speed ratio is reduced to 1 / 3.3, and the torque is increased to 3.3 times.

[0081] 2nd gear: Press the clutch button to disengage the main engine clutch; press the 2nd gear button, the cylinder 34 with the shift fork 33 pushes the first clutch plate 4 to move rightward and engage with the first shift gear 7, and the second clutch plate 20 is still in the left position and engages with the fourth shift gear 23. Release the clutch button and the 2nd gear button, and the diesel engine power route is changed. Its power route is as follows Figure 6 It is shown as: diesel engine → main engine clutch → primary input shaft 1 → driving gear 17 → first gear 16 → first intermediate shaft 12 → second gear 14 → first shift gear 7 → first clutch plate 4 → secondary input shaft 19 → tooth fixed gear 26 → fourth gear 27 → second intermediate shaft 43 → sixth gear 24 → fourth shift gear 23 → second clutch plate 20 → output shaft 25 →… propeller.

[0082] The number of teeth and ratio of the 2nd gear pair are: (36 / 36) x (36 / 36) x (48 / 24) x (36 / 36) = 2, that is, the speed ratio is reduced to 1 / 2 and the torque is increased to 2 times.

[0083] 3rd gear: Press the main engine clutch button to disengage the main engine clutch, press the third gear button, the cylinder 34 drives the shift fork 33 to push the first clutch plate 4 to the left position, and engage with the second shift gear 8; the shift fork 33 pushes the second clutch plate 20 to the right position, and engages with the third shift gear 21. Release the clutch button and the third gear button, and the power route is as follows Figure 7 The replacement shown is: diesel engine → main engine clutch → primary input shaft 1 → driving gear 17 → first gear 16 → first intermediate shaft 12 → third gear 15 → second shift gear 8 → first clutch plate 4 → secondary input shaft 19 → fixed gear 26 → fourth gear 27 → second intermediate shaft 43 → fifth gear 22 → third shift gear 21 → second clutch plate 20 → output shaft 25 →… propeller.

[0084] The number of teeth and ratio of the 3rd gear pair are: (45 / 27) x (36 / 36) x (30 / 42) x (36 / 36) = 1.2. That is, the speed ratio is reduced to 1 / 1.2, and the torque is increased to 1.2 times.

[0085] 4th gear: Press the main engine clutch button to disengage the main engine clutch, press the 4th gear button, the shift fork 33 pushes the first clutch plate 4 to move to the right position and engage with the first shift gear 7, the second clutch plate 20 is still in the right position and engages with the third shift gear 21, release the clutch button and the 4th gear button.

[0086] like Figure 8 As shown, its power route is changed to: diesel engine → main engine clutch → primary input shaft 1 → driving gear 17 → first gear 16 → first intermediate shaft 12 → second gear 14 → first shift gear 7 → first clutch plate 4 → secondary input shaft 19 → fixed gear 26 → fourth gear 27 → second intermediate shaft 43 → fifth gear 22 - third shift gear 21 → second clutch plate 20 → output shaft 25 → ... propeller.

[0087] The number of teeth and ratio of the 4th gear pair are: (36 / 36) x (36 / 36) x (30 / 42) x (36 / 36) = 0.71, that is, the speed ratio is increased to 1 / 0.71, the speed increase is 1.4 times, and the torque is reduced to 71%.

[0088] Since the utility model adds multiple sets of alternative transmission ratios to the original transmission chain, the output torque is greatly increased. Under this condition, the original low-efficiency fixed-pitch propeller can be replaced with a high-efficiency fixed-pitch propeller, which can not only ensure the normal operation of the diesel engine in bad sea conditions, but also improve the overall propulsion efficiency of the ship, save fuel, and reduce emissions. In addition, the utility model can also provide an overdrive gear - 4th gear, which can sail at high speed in good sea conditions.

[0089] Compared with the existing fixed-axis gear transmission, the two-stage ratio design of the utility model is that the power route of each gear is realized by two clutch plates together, and even if an error occurs, the transmission will not be damaged. Another advantage of the two-stage ratio is that it provides designers with a loose gear ratio calculation space. For example, if a 1:4 reduction ratio gear pair is to be designed, it can be set to (50 / 25)X(50 / 25). The small ratio gear set creates conditions for the miniaturization and lightweight of the transmission.

[0090] At the same time, modularization is also a benefit brought by the two-stage ratio loose tooth number calculation space. When designing the shaft and gear fixed connection, the utility model tries to use the split key connection method to achieve the purpose of modularization of one machine with multiple models. When mass production is carried out, only some or all gears need to be replaced, and the box, shaft and other components are universal, so that models with different parameters can be obtained. One machine with multiple models can meet more user needs, and the modular design also reduces manufacturing costs and production investment.

[0091] The modular models of the utility model embodiment are:

[0092] Type A: 1st gear 3.3--2nd gear 2--3rd gear 1.2--4th gear 0.71;

[0093] Type B: 1st gear 3.9 -- 2nd gear 2.3 -- 3rd gear 1.4 -- 4th gear 0.84;

[0094] Type C: 1st gear 5.4 -- 2nd gear 2.8 -- 3rd gear 1.6 -- 4th gear 0.8;

[0095] Type D: 1st gear 4.6 -- 2nd gear 2.8 -- 3rd gear 1.7 -- 4th gear 1.

[0096] Embodiment 5

[0097] As a preferred embodiment of the utility model, this embodiment provides another structural form of a two-stage variable ratio four-speed transmission device.

[0098] like Fig. 9 As shown, the two-stage variable ratio four-speed transmission device of this embodiment includes a transmission case and a primary input shaft 1, a secondary input shaft 19, an output shaft 25, a first clutch plate 4, a second clutch plate 20, a first intermediate shaft 12, a second intermediate shaft 43, etc. installed in the case. The primary input shaft 1, the secondary input shaft 19 and the output shaft 25 are coaxially connected to form a central channel, and the first intermediate shaft 12 and the second intermediate shaft 43 are arranged in parallel with the central channel to form a loop channel.

[0099] The difference from the first embodiment is that:

[0100] The first clutch disc 4 and the second clutch disc 20 are respectively mounted on the primary input shaft 1 and the secondary input shaft 19. Shift gears are respectively provided at the two ends of the secondary input shaft 19 and the primary input shaft 1 corresponding to the respective clutch discs. The first clutch disc 4 and the second clutch disc 20 are axially displaced and meshed with the corresponding shift gears to achieve gear shifting under the push of the shift fork.

[0101] Specifically, in this embodiment, the primary input shaft 1 is installed at the center of the right case 3 with a bearing 2, and its right end is splined for connecting with the main engine clutch of the diesel engine. The middle section of the primary input shaft 1 is splined to connect with the first clutch plate 4, and the smoothed journals on both sides of the spline are respectively connected with the first shift gear 7 and the second shift gear 8. The first shift gear 7 and the second shift gear 8 are installed on the journal of the primary input shaft 1 with a core sleeve, and are freely idling on the journal in a dynamic fit. When not engaged with the first clutch plate 4, they are in an offline non-transmitting state. The first shift gear 7 and the second shift gear 8 are respectively meshed with the second gear 14 and the third gear 15 fixed on the first intermediate shaft 12 to form a transmission coupling pair.

[0102] The left end of the first-stage input shaft 1 is supported by the center hole bearing of the second-stage input shaft 19 in a dynamic fit.

[0103] The secondary input shaft 19 is installed in the center of the left case 18, and has the same structure as the primary input shaft 1. The right end of the secondary input shaft 19 is supported on the case body by a bearing, and the left end is supported on the center hole bearing of the output shaft 25. The right end of the secondary input shaft 19 is splined and extends into the right case 3, and a driving gear 17 is fixedly connected through the spline. The driving gear 17 is meshed with the first gear 16 fixedly connected to the first intermediate shaft 12 to form a transmission pair.

[0104] The middle section of the secondary input shaft 19 is splined, and the second clutch disc 20 that can be axially displaced is keyed. The third shift gear 21 and the fourth shift gear 23 of the movable matching type are installed on both sides of the spline. The structure of the second clutch disc 20 is the same as that of the first clutch disc 4. It can be keyed and displaced on the middle section spline of the secondary input shaft 19. When displaced, it is respectively combined with the third shift gear 21 and the fourth shift gear 23 to form an online force transmission. The third shift gear 21 and the fourth shift gear 23 are respectively meshed with the fifth gear 22 and the sixth gear 24 fixedly connected to the second intermediate shaft 43 to form a transmission pair.

[0105] The output shaft 25 is installed in the center of the left box 18 with a bearing, and its left end is splined to connect with other devices of the motor boat, and its right end is located inside the left box 18. The right end of the output shaft 25 is provided with a fixed gear 26, which meshes with the fourth gear 27 fixedly connected to the second intermediate shaft 43 to form a transmission pair. The left end of the output shaft 25 is splined to connect with other devices of the motor boat. The output shaft 25 is provided with a smooth journal to cooperate with the sealing ring installed in the left box 18 to form a closed ring to prevent the lubricating oil from leaking inward. Similarly, the same closed ring is also provided at the connection between the primary input shaft 1 and the right box 3.

[0106] Except for the above description, the rest of the structure is consistent with that of the first embodiment. The design of the three intermediate shafts, the combination of the clutch plate and the shift gear, and the structural design of the clutch plate control device in the second, third and fourth embodiments are also applicable to the two-stage variable ratio four-speed transmission device in this embodiment.

[0107] The shifting process of the two-stage variable ratio four-speed transmission of this embodiment is described below:

[0108] The position relationship between each gear and the clutch plate in this embodiment is as follows:

[0109] 1st gear = disk 20 left, disk 4 left; 2nd gear = disk 20 right, disk 4 left,

[0110] 3rd gear = disk 20 left, disk 4 right; 4th gear = disk 20 right, disk 4 right.

[0111] The power transmission route and embodiment parameters are as follows:

[0112] 1st gear: Start the diesel engine, press the main engine clutch button on the operation panel 38, and the clutch disengagement indicator 39 is lit. Press the 1st gear button, the electronic control 40 instructs the solenoid valve 36 to connect the relevant passages of the cylinder 34, the cylinder 34 drives the two shift forks 33 to work, the shift forks 33 push the first clutch plate 4 and the second clutch plate 20 to move left, and respectively mesh with the second shift gear 8 and the fourth shift gear 23 end face gear pair, the second shift gear 8 and the fourth shift gear 23 are switched from idle standby to online transmission;

[0113] Sensor 35 feeds back the position signal, lights up the first gear indicator, releases the switch and the main engine clutch switch, the main engine clutch engages, and the indicator light goes out. The diesel engine power is transmitted to the transmission, such as Fig. 9 As shown, its power route is: diesel engine → main engine clutch → primary input shaft 1 → first clutch plate 4 → second shift gear 8 → third gear 15 → first intermediate shaft 12 → first gear 16 → driving gear 17 → secondary input shaft 19 → second clutch plate 20 → fourth shift gear 23 → sixth gear 24 → second intermediate shaft 43 → fourth gear 27 → fixed gear 26 → output shaft 25 →… propeller.

[0114] The number of teeth and ratio of the 1st gear pair are: (42 / 30) x (42 / 30) x (42 / 30) x (42 / 30) = 3.8, that is, the speed ratio is reduced to 1 / 3.8 and the torque is increased to 3.8 times.

[0115] 2nd gear: Press the clutch button to disengage the main engine clutch; press the 2nd gear button, the cylinder 34 with the shift fork 33 pushes the second clutch disc 20 to the right, disengages from the fourth shift gear 23, and engages with the third shift gear 21. The first clutch disc 4 is still in the left position and engages with the fourth shift gear 23. Release the clutch button and the 2nd gear button, the main engine clutch engages, and the diesel engine power route is changed, such as Fig.10 As shown, its power route is: diesel engine-main engine clutch→primary input shaft 1→first clutch plate 4→second shift gear 8→third gear 15→first intermediate shaft 12→first gear 16→driving gear 17→secondary input shaft 19→second clutch plate 20→third shift gear 21→fifth gear 22→second intermediate shaft 43→fourth gear 27→fixed gear 26→output shaft 25→…propeller.

[0116] The number of teeth and ratio of the 2nd gear pair are: (42 / 30) x (33 / 39) x (42 / 30) x (42 / 30) = 2.3, that is, the speed ratio is reduced to 1 / 2.3 and the torque is increased to 2.3 times.

[0117] 3rd gear: Press the main engine clutch button to disengage the main engine clutch, press the third gear button, the cylinder 34 drives the shift fork 33 to push the second clutch disc 20 to the left position, and engage with the fourth shift gear 23; the shift fork 33 pushes the first clutch disc 4 to the right position, and engages with the first shift gear 7. Release the clutch button and the third gear button, as shown in the figure. Fig.11 As shown, the power route is changed to: diesel engine → main engine clutch → primary input shaft 1 → first shift gear 7 → second gear 14 → first intermediate shaft 12 → first gear 16 → driving gear 17 → secondary input shaft 19 → second clutch plate 20 → fourth shift gear 23 → sixth gear 24 → second intermediate shaft 43 → fourth gear 27 → fixed gear 26 → output shaft 25 →… propeller.

[0118] The number of teeth and ratio of the 3rd gear pair are: (42 / 30) x (42 / 30) x (42 / 30) x (24 / 48) = 1.4, that is, the speed ratio is reduced to 1 / 1.4, and the torque is increased to 1.4 times.

[0119] 4th gear: Press the main engine clutch button to disengage the main engine clutch, press the 4th gear button, the shift fork 33 pushes the second clutch plate 20 to move to the right position and engage with the third shift gear 21, the first clutch plate 4 is still in the right position and engages with the first shift gear 7, release the clutch button and the 4th gear button.

[0120] like Fig.12 As shown, the power route is changed to: diesel engine → main engine clutch → primary input shaft 1 → first clutch plate 4 → first shift gear 7 → second gear 14 → first intermediate shaft 12 → first gear 16 → driving gear 17 → secondary input shaft 19 → second clutch plate 20 → third shift gear 21 → fifth gear 22 → second intermediate shaft 43 → fourth gear 27 → fixed gear 26 → output shaft 25 →… propeller.

[0121] The number of teeth and ratio of the 4th gear pair are: (42 / 30) x (33 / 39) x (42 / 30) x (24 / 48) = 0.83, that is, the speed ratio is increased to 1 / 0.83, the speed increase is 1.2 times, and the torque is reduced to 83%.

[0122] The modular models of this embodiment are:

[0123] Type A: 1st gear 3.8 - 2nd gear 2.3 - 3rd gear 1.4 - 4th gear 0.83;

[0124] Type B: 1st gear 3.2 - 2nd gear 2 - 3rd gear 1.2 - 4th gear 0.7;

[0125] Type C: 1st gear 4.6 - 2nd gear 2.8 - 3rd gear 1.6 - 4th gear 1;

[0126] D type: 1st gear 2.3 - 2nd gear 1.6 - 3rd gear 1.2 - 4th gear 0.8;

[0127] Type E: 2.7 in first gear, 2 in second gear, 1.4 in third gear, and 1 in fourth gear.

[0128] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification or equivalent changes made to the above embodiments based on the technical essence of the present invention shall fall within the protection scope of the present invention.

Claims

1. A two-stage ratio four-speed transmission, characterized in that: The invention comprises a primary input shaft (1), a secondary input shaft (19) and an output shaft (25) which are coaxially connected to a housing to form a central channel, and a first intermediate shaft (12) and a second intermediate shaft (43) which are arranged in parallel with the central channel to form a circuit channel; two clutch plates which can be axially displaced are connected to the shafts forming the central channel, and a plurality of gear transmission pairs are arranged between the central channel and the circuit channel; the two clutch plates are driven by a clutch control device to move axially to the left or right, and are combined with different gear transmission pairs to form power circuits of different gear positions.

2. The two-ratio four-speed transmission device according to claim 1, characterized in that: The housing comprises a left housing (18) and a right housing (3); the first-stage input shaft (1) is mounted at the center of the right housing (3) by means of a bearing (2); a bearing hole is formed at the center of the left end of the first-stage input shaft (1), and the right end journal of the second-stage input shaft (19) is supported in the bearing hole; the left side of the second-stage input shaft (19) is supported on the housing by means of a bearing (2), the center of the left end of the second-stage input shaft (19) is provided with a bearing hole, and the right end journal of the output shaft (25) is supported in the bearing hole; the left end of the output shaft (25) is supported at the center of the left housing (18) by means of a bearing (2).

3. The two-ratio four-speed transmission device according to claim 1, characterized in that: The housing comprises a left housing (18) and a right housing (3); the first-stage input shaft (1) is mounted at the center of the right housing (3) with a bearing (2), and the center of the left end of the first-stage input shaft (1) is smoothed and supported on the center hole bearing of the second-stage input shaft (19) in a dynamic fit; the right end of the second-stage input shaft (19) is supported on the housing with a bearing (2), and the left end of the second-stage input shaft (19) is supported on the housing with a bearing (2), and the left end of the second-stage input shaft (19) is supported on the center hole bearing of the output shaft (25); the output shaft (25) is mounted at the center of the left housing (18) with a bearing.

4. The two-ratio four-speed transmission device according to claim 1 or 2, characterized in that: The secondary input shaft (19) and the output shaft (25) are respectively key-connected with a first clutch disc (4) and a second clutch disc (20). The secondary input shaft (19) and the output shaft (25) are provided with journals at both ends of the splines connected to the clutch discs to connect the shift gears and limit the position.

5. The two-ratio four-speed transmission device according to claim 1 or 3, characterized in that: The first input shaft (1) and the second input shaft (19) are key-connected to the first clutch disc (4) and the second clutch disc (20) respectively. The first input shaft (1) and the second input shaft (19) are provided with journals at both ends of the splines connected to the clutch discs to connect the shift gears.

6. The two-ratio four-speed transmission device according to claim 4, characterized in that: The left ends of the primary input shaft (1) and the secondary input shaft (19) are respectively connected to a driving gear (17) and a fixed gear (26); the first intermediate shaft (12) is provided with a first gear (16), a second gear (14), and a third gear (15) which respectively form a meshing transmission pair with the driving gear (17) and the two shift gears on the secondary input shaft (19); and the second intermediate shaft (43) is provided with a fourth gear (27), a fifth gear (22), and a sixth gear (24) which respectively form a meshing transmission pair with the fixed gear (26) and the two shift gears on the output shaft (25).

7. The two-ratio four-speed transmission device according to claim 4, characterized in that: The right ends of the secondary input shaft (19) and the output shaft (25) are respectively connected to a driving gear (17) and a fixed gear (26); the first intermediate shaft (12) is provided with a first gear (16), a second gear (14), and a third gear (15) which respectively form a meshing transmission pair with the driving gear (17) and the two shift gears on the primary input shaft (1); and the second intermediate shaft (43) is provided with a fourth gear (27), a fifth gear (22), and a sixth gear (24) which respectively form a meshing transmission pair with the fixed gear (26) and the two shift gears on the secondary input shaft (19).

8. The two-ratio four-speed transmission according to any one of claims 1 to 7, characterized in that: The first intermediate shaft (12) and the second intermediate shaft (43) are both provided with unequally divided straight-through splines (13) for cooperating with the transmission gears on the intermediate shafts.

9. The two-ratio four-speed transmission according to any one of claims 1 to 7, characterized in that: The left and right boxes of the box body both adopt the "three intermediate shafts standard", that is, the intermediate shafts and the transmission gears fixed on the intermediate shafts are three sets of the same specifications. The three sets of intermediate shafts and their fixed transmission gears are equally installed on the circumference of the central channel, 120° to each other.

10. The two-ratio four-speed transmission device according to claim 2 or 3, characterized in that: The right box and the left box of the box body are each provided with an oil seal, and the oil seal and the sealing journals of the primary input shaft (1) and the output shaft (25) form a sealing ring.

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