Marine gearbox

Abstract

The utility model discloses a marine gearbox. An input clutch component comprises an input flange, a clutch and a transmission shaft. The input flange and the transmission shaft are coaxially arranged and are in transmission connection through a clutch; the input flange is mounted on the clutch, the clutch is rotationally mounted on the box body through a rolling bearing, and the transmission shaft is rotationally mounted on the box body through a sliding bearing; the output shaft part comprises an output shaft; the output shaft and the transmission shaft are in meshed connection through herringbone teeth; the output shaft is rotationally installed on the box body through a sliding bearing, one end of the output shaft is an output end, a thrust part is arranged on the output end in a protruding mode, a forward thrust bearing and a reverse thrust bearing are arranged on the left side and the right side of the thrust part respectively, the forward thrust bearing is located between the box body and the thrust part, and the reverse thrust bearing is arranged between the end cover and the thrust part. And the end cover is fixed on the box body. By means of the arrangement, the gearbox can work under the working condition of extra-large torque, and equipment is more economical and reliable.

Description

Technical Field

[0001] The utility model relates to the field of ship power transmission devices, in particular to a ship gear box. Background Art

[0002] Marine gearboxes for medium and high-speed diesel engines used to use an input clutch component structure with all rolling bearings and all sliding bearings, and the transmission structure generally used single helical teeth. Due to the large torque of low-speed diesel engines, the gears need to have a higher load-bearing capacity, and the vibration and noise of the gear meshing are relatively large during use.

[0003] The prior art with publication number CN106763614A discloses a multi-stage compact high-speed gearbox with a hydraulic clutch, including a housing, a high-speed stage assembly, an intermediate stage assembly, and a low-speed stage assembly. The high-speed stage assembly is a herringbone planetary gear system structure, the sun gear and the left and right gear rings are all floating components, the gear ring connecting plate is connected to the intermediate gear shaft in the intermediate stage assembly through a spline, the intermediate gear shaft is meshed with the low-speed gear of the low-speed stage assembly, the low-speed gear is loosely sleeved on the low-speed shaft through a bearing, the low-speed gear is also connected to the outer ring of the clutch through a bolt, the inner ring of the clutch is connected to the low-speed shaft through a key, the low-speed shaft is provided with a non-through internal oil channel, a rotary joint is installed at the outlet end of the internal oil channel, the internal oil channel of the low-speed shaft is respectively connected to the internal oil chamber of the rotary joint and the pressure oil hole of the hydraulic clutch, and the hydraulic clutch is provided with combined pressure oil and heat dissipation lubricating oil.

[0004] The clutch of the gearbox in the prior art is arranged at the output end, and the shaft system is supported by rolling bearings, which results in a weak bearing capacity of the gearbox, large vibration and noise, and obvious jerking when the shaft system rotates at high speed and engages the clutch. Utility Model Content

[0005] In order to solve the problems of weak load-bearing capacity and high vibration and noise of gear boxes in the prior art, the purpose of the utility model is to provide a marine gear box, which improves the load-bearing capacity of the gear box through the technology of herringbone gear transmission and hybrid bearings, reduces the vibration and noise of gear meshing, and makes the transmission process of the gear box smoother.

[0006] In order to achieve the above-mentioned purpose, the utility model adopts the following technical solutions: a marine gearbox, comprising a housing and an input clutch component, an output shaft component and a housing arranged on the housing;

[0007] The input clutch component includes an input flange, a clutch and a transmission shaft; the input flange and the transmission shaft are coaxially arranged, and the input flange and the transmission shaft are connected through the clutch transmission; the input flange is mounted on the clutch, the clutch is rotatably mounted on the housing through a rolling bearing, and the transmission shaft is rotatably mounted on the housing through a sliding bearing;

[0008] The output shaft component includes an output shaft. The output shaft and the drive shaft are connected by a herringbone gear engagement. The output shaft is rotatably mounted on the housing through a sliding bearing. One end of the output shaft is the output end, and a thrust portion protrudes on the output end. A ahead thrust bearing and an astern thrust bearing are respectively arranged on the left and right sides of the thrust portion. The ahead thrust bearing is located between the housing and the thrust portion, and the astern thrust bearing is arranged between the end cover and the thrust portion. The end cover is fixed on the housing.

[0009] Preferably, the drive shaft is a one-piece formed gear shaft; a herringbone gear is fixed on the output shaft.

[0010] Preferably, the clutch includes an oil cylinder body, a clutch housing, a housing flange, a piston, a spline seat, an elastic member, inner friction plates and outer friction plates. The oil cylinder body and the housing flange are fixedly connected by being respectively fixed at the left and right ends of the clutch housing. The piston is located between the oil cylinder body and the housing flange. An oil cavity is arranged between the piston and the oil cylinder body. The inner friction plates and the outer friction plates are located between the piston and the housing flange, and between the spline seat and the clutch housing. The inner friction plates and the outer friction plates are sleeved on the spline seat. A plurality of inner friction plates and a plurality of outer friction plates are arranged at intervals. The inner friction plates are spline-connected with the spline seat, and the outer friction plates are spline-connected with the clutch housing. The elastic member is arranged between the drive shaft and the piston. The spline seat is sleeved on the drive shaft and is spline-connected with the drive shaft. The oil cylinder body is fixedly connected with the input flange, and the input flange is connected with the coupling.

[0011] Preferably, a first oil outlet is arranged on the drive shaft. The drive shaft and the power take-off shaft are in clearance fit. The oil fluid entering between the drive shaft and the power take-off shaft can enter the clutch through the first oil outlet hole.

[0012] Preferably, an inner hole is arranged on the drive shaft, and the oil fluid can enter and exit the clutch through the inner hole.

[0013] Preferably, it further includes an oil pump drive component. The oil pump drive component includes a power take-off shaft. The power take-off shaft passes through the inner hole of the drive shaft. The drive shaft is in transmission connection with the input flange. The power take-off shaft is in transmission connection with the oil pump through a gear, and the oil pump supplies oil to the clutch.

[0014] Preferably, the oil pump drive component further includes a shaft sleeve, an oil pump connection housing, an oil pump driven gear and an oil pump driving gear. The oil pump driving gear and the oil pump driven gear are rotatably mounted in the oil pump connection housing. The oil pump driving gear and the oil pump driven gear are in meshing transmission. One end of the power take-off shaft is inserted into the oil pump driving gear and is spline-connected. The oil pump is mounted on the oil pump connection housing. The input shaft of the oil pump is spline-connected with the oil pump driven gear. The oil pump connection housing is fixed on the housing.

[0015] Preferably, a first oil injection hole communicating with the inside of the shaft sleeve is provided on the oil pump connection housing, and a second oil injection hole communicating the first oil injection hole with the inner through hole is provided on the shaft sleeve. The oil fluid enters between the shaft sleeve and the power take-off shaft through the first oil injection hole and the second oil injection hole, and then the oil fluid can enter between the transmission shaft and the power take-off shaft, and then the oil fluid can enter the clutch through the first oil outlet hole on the transmission shaft.

[0016] Preferably, an electric standby pump is further included, and the electric standby pump starts when the lubrication pressure is insufficient.

[0017] Preferably, the pipeline components include a first check valve, a second check valve and an electro-hydraulic control valve; the inlet of the oil pump is communicated with the bottom of the box body through a pipeline, the outlet of the oil pump is communicated with the electro-hydraulic control valve through a pipeline, the first check valve is installed on the pipeline between the oil pump and the electro-hydraulic control valve, and the electro-hydraulic control valve is communicated with the third oil injection hole and the first oil outlet hole through a pipeline; the inlet of the electric standby pump is communicated with the bottom of the box body component through a pipeline, the outlet of the electric standby pump is connected with the electro-hydraulic control valve through a pipeline, and the second check valve is installed on the pipeline between the electric standby pump and the electro-hydraulic control valve.

[0018] The beneficial effects of the technical solution of the present utility model are as follows: The clutch and the transmission shaft on the same axis adopt rolling bearings and sliding bearings, and sliding bearings and thrust bearings are adopted on the output shaft. Due to the design technology of the hybrid bearings on the transmission path, the gearbox can operate under extremely large torque conditions, making the equipment more economical and reliable; The herringbone tooth structure is adopted, which can offset the axial force generated during gear meshing, thereby reducing the influence of the gear axial force on the sliding bearing, making the force on the bearing more balanced, improving the reliability of the sliding bearing, increasing the gear load-carrying capacity, and reducing the vibration and noise of gear meshing. Description of the Drawings

[0019] Figure 1 is a structural schematic diagram of the propulsion system;

[0020] Figure 2 is a structural schematic diagram of the gearbox Figure 1 ;

[0021] Figure 3 is a structural schematic diagram of the gearbox Figure 2 ;

[0022] Figure 4 is a structural schematic diagram of the input clutch component;

[0023] Figure 5 is a structural schematic diagram of the output component;

[0024] Figure 6 is a structural schematic diagram of the oil pump component.

[0025] Reference Signs: Ⅰ, low-speed diesel engine; Ⅱ, coupling; Ⅲ, gearbox; Ⅳ, propeller shaft; Ⅴ, propeller

[0026] 1. Input clutch component; 101, input flange; 102, cylinder block; 103, first rolling bearing; 104, stud; 105, piston; 106, elastic member; 107, clutch housing; 108, external friction plate; 109, internal friction plate; 110, housing flange; 111, spline seat; 112, second rolling bearing; 113, second sliding bearing; 114, transmission shaft; 115, first sliding bearing

[0027] 2. Output shaft component; fourth sliding bearing; 202, herringbone gear; 203, third sliding bearing; 204, thrust baffle; 205, ahead thrust bearing; 206, astern thrust bearing; 207, output shaft

[0028] 3. Housing; 301, upper housing; 302, middle housing; 303, lower housing

[0029] 4. Oil pump drive component; 401, power take-off shaft; 402, bushing; 403, oil pump connection housing; 404, sixth rolling bearing; 405, oil pump driven gear; 406, fifth rolling bearing; 407, oil pump driving gear; 408, third rolling bearing; 409, fourth rolling bearing

[0030] 5. Pipeline component; 501, electric standby pump; 502, second check valve; 503, first check valve; 504, electro-hydraulic control valve; 505, oil pump Detailed Embodiment

[0031] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention, but should not be construed as limiting the present invention.

[0032] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. These are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

[0033] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, unless otherwise specified, the meaning of "a plurality of" is two or more, unless otherwise clearly defined.

[0034] In the present utility model, unless otherwise clearly defined and limited, the terms such as "mounted", "connected", "connected to", "fixed" and the like shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model may be understood according to specific circumstances.

[0035] In the present utility model, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on the top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "under", "beneath" and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature. Embodiment

[0036] As Figures 2 to 6 shown, a marine gearbox includes a housing 3 and an input clutch component 1, an output shaft component 2, a housing 3 and an oil pump drive component 4 provided on the housing 3;

[0037] The input clutch component 1 includes an input flange 101, a clutch and a transmission shaft 114; the output shaft component 2 includes an output shaft 207; the oil pump drive component 4 includes a power take-off shaft 401;

[0038] As Figure 4As shown in the figure, the clutch includes an oil cylinder body 102, a clutch housing 107, a housing flange 110, a piston 105, a spline seat 111, an elastic member 106, an inner friction plate 109, and an outer friction plate 108; the oil cylinder body 102 and the housing flange 110 are fixedly connected by being respectively fixed at the left and right ends of the clutch housing 107, the clutch housing 107 is connected to the housing flange 110 through a stud 104, the piston 105 is located between the oil cylinder body 102 and the housing flange 110, an end plate is fixed on the end face of the oil cylinder body facing the housing flange, the piston 105 is sleeved on the end plate, an oil cavity 117 is provided between the piston 105 and the oil cylinder body 102, a third oil injection hole communicating with the oil cavity is provided on the oil cylinder body, and a fourth oil injection hole communicating with the third oil injection hole is provided on the end plate. The inner friction plate 109 and the outer friction plate 108 are located between the piston 105 and the housing flange 110, the inner friction plate 109 and the outer friction plate 108 are located between the spline seat 111 and the clutch housing 107, the inner friction plate 109 and the outer friction plate 108 are sleeved on the spline seat 111, a plurality of inner friction plates 109 and a plurality of outer friction plates 108 are arranged at intervals, the inner friction plate 109 is in spline connection with the spline seat 111, the outer friction plate 108 is in spline connection with the clutch housing 107, and the elastic member 106 is provided between the transmission shaft 114 and the piston 105; among them, there are 11 outer friction plates 108 and 10 inner friction plates 109 in total.

[0039] The oil cylinder body 102 is rotatably installed on the box body 3 through a first rolling bearing 103, one end of the oil cylinder body 102 extends out of the box body 3 and is in interference connection with the input flange 101, the clutch housing 107 is rotatably installed on the box body 3 through a second rolling bearing 112, the transmission shaft 114 is installed on the box body 3 through a first sliding bearing 115 and a second sliding bearing 113, and the first sliding bearing 115 and the second sliding bearing 113 are respectively arranged on the left and right sides of the herringbone teeth on the transmission shaft 114; the spline seat 111 is sleeved on the transmission shaft 114, and the transmission shaft is in spline connection with the spline seat 111.

[0040] The transmission shaft 114 is a hollow shaft, one end of the power take-off shaft 401 passes through the inner hole 118 of the transmission shaft 114 and is fixedly connected to the oil cylinder body 102, and the other end of the power take-off shaft 401 is in transmission connection with the oil pump 505; an inner hole communicating with the clutch oil cavity 117 is provided in the power take-off shaft 401.

[0041] As Figure 5As shown in the figure, the output shaft 207 is mounted on the housing 3 through the third sliding bearing 203 and the fourth sliding bearing 201. The third sliding bearing 203 and the fourth sliding bearing are respectively arranged on the left and right sides of the herringbone teeth on the output shaft 207. The output end of the output shaft 207 extends out of the housing 3 and passes through the end cover. The end cover is fixedly connected to the housing 3. A thrust portion protrudes on the output end of the output shaft 207. The thrust portion is located between the housing 3 and the end cover. A ahead thrust bearing 205 and an astern thrust bearing 206 are respectively arranged at both ends of the thrust portion. The ahead thrust bearing 205 is arranged between the housing 3 and the thrust portion, and the astern thrust bearing 206 is arranged between the end cover and the thrust portion. Further, a thrust baffle 204 is arranged between the ahead thrust bearing and the housing.

[0042] With such an arrangement, on the same axis, the clutch housing 107 only transmits large torque, and the forces at both ends of the clutch are relatively small. The clutch is supported on the housing 3 by two rolling bearings. The transmission shaft 114 is connected to the housing 3 through two sets of sliding bearings. The herringbone tooth transmission structure enables the transmission shaft 114 and the output shaft 207 to transmit and bear huge loads. Both the transmission shaft 114 and the output shaft 207 are supported on the housing 3 by two sets of sliding bearings. Therefore, the marine gearbox Ⅲ with hybrid bearings can be applied to ships with extremely large torque, and the equipment is more economical and reliable. The above marine gearbox Ⅲ uses a herringbone tooth structure for transmission, so the axial force generated during gear meshing can be offset, thereby reducing the influence of the gear axial force on the sliding bearings, making the forces on the front and rear bearings more balanced, and further improving the reliability of the sliding bearings. In the above gearbox Ⅲ, whether the clutch participates in power transmission or not, the oil cylinder block 102 can always drive the oil pump 505 to work, thereby ensuring the lubrication and stability of the gearbox Ⅲ.

[0043] In this embodiment, as Figure 3 and Figure 4 shown, the transmission shaft 114 is a gear shaft integrally formed. A herringbone gear 202 is fixed on the output shaft 207. With such an arrangement, the integrally formed transmission shaft 114 can bear greater loads.

[0044] In this embodiment, the elastic member 106 includes a return spring. Among them, a connecting portion protrudes on the end plate. A spring seat sleeve is sleeved and threadedly connected on the connecting portion. At one end of the elastic member, a limiting portion protrudes on the spring seat sleeve. A push plate is fixed on the piston. One end of the push plate extends between the end plate and the limiting portion. The return spring is sleeved on the spring seat sleeve, and both ends of the return spring are respectively abutted against the limiting portion and the push plate.

[0045] In this embodiment, as Figure 3As shown, the housing 3 includes an upper housing 301, a middle housing 302, and a lower housing 303 connected in sequence. The input clutch component 1 is installed between the upper housing 301 and the middle housing 302; the output shaft 207 component 2 is installed between the middle housing 302 and the lower housing 303. Specifically, the cylinder block 102 is supported on the upper housing 301 and the middle housing 302 by the first rolling bearing 103, the clutch housing 107 is rotatably supported on the upper housing 301 and the middle housing 302 by the second rolling bearing 112, the transmission shaft 114 is supported on the upper housing 301 and the middle housing 302 by the first sliding bearing 115 and the second sliding bearing 113, and the output shaft 207 is supported on the middle housing 302 and the lower housing 303 by the third sliding bearing 203 and the fourth sliding bearing 201. With such a setting, it is convenient for the marine gearbox III to be assembled.

[0046] As Figure 3 shown, in this embodiment, the transmission shaft and the power take-off shaft are in clearance fit. A first oil outlet hole 116 is provided on the transmission shaft 114, and the first oil outlet hole 116 communicates with the inner hole 118 of the transmission shaft 114. A second oil outlet hole communicating with the first oil outlet hole 116 is provided on the spline seat 111; the oil can enter the clutch through the first oil outlet hole 116 and the second oil outlet hole between the inner wall of the transmission shaft 114 and the outer wall of the power take-off shaft 401. With such a setting, the inner wall of the transmission shaft 114 and the outer wall of the power take-off shaft 401 cooperate to form a channel for lubricating, controlling the temperature, and injecting oil into the clutch, and the oil passage for controlling whether the clutch works is located in the power take-off shaft 401, thereby making the structure of the marine gearbox III more compact and the working process and service life of the gearbox III more stable.

[0047] In this embodiment, as Figure 6As shown in the figure, the oil pump drive components further include a bushing 402, an oil pump connection housing 403, a third rolling bearing, an oil pump driven gear 405, a fourth rolling bearing, an oil pump driving gear 407, a fifth rolling bearing, and a sixth rolling bearing; the oil pump driving gear 407 and the oil pump driven gear 405 are rotatably installed in the oil pump connection housing 403, the oil pump driving gear 407 and the oil pump driven gear 405 are in meshing transmission, one end of the power take-off shaft 401 is inserted into the oil pump driving gear 407 and is splined, the oil pump 505 is installed on the oil pump connection housing 403, and the input shaft of the oil pump 505 is splined to the oil pump driven gear 405; the oil pump connection housing 403 is fixed to the box body 3. Specifically, the oil pump driving gear 407 is connected to the oil pump connection housing 403 through the third rolling bearing 408 and the fourth rolling bearing 409, and the third rolling bearing 408 and the fourth rolling bearing 409 are respectively arranged on both sides of the oil pump driving gear 407; inside the oil pump connection housing 403; the oil pump driven gear 405 is rotatably connected to the oil pump connection housing 403 through the fifth rolling bearing 406 and the sixth rolling bearing 404, and the fifth rolling bearing 406 and the sixth rolling bearing 404 are respectively arranged on both sides of the oil pump driven gear 405; inside the oil pump connection housing 403.

[0048] For the convenience of oil injection into Gearbox III, in this embodiment, as Figure 3 shown, the bushing 402 is sleeved on the oil pump connection housing 403, the bushing 402 is in a tight fit with the oil pump connection housing 403, the inside of the bushing 402 is communicated with the inner hole 118 of the transmission shaft 114, one end of the bushing 402 is inserted into and tightly fitted with one end of the transmission shaft 114; a first oil injection hole 410 communicated with the inside of the bushing 402 is provided on the oil pump connection housing 403, a second oil injection hole communicating the first oil injection hole and its internal middle hole is provided on the bushing, and the oil liquid enters between the bushing 402 and the power take-off shaft 401 through the first oil injection hole 410 and the second oil injection hole, and then enters the transmission shaft 114 and enters the clutch through the first oil outlet hole 116 and the second oil outlet hole.

[0049] Since the low-speed diesel engine has two steering directions, forward and reverse; when the ship is backing, the diesel engine needs to reduce speed and then reverse. During the ship's backing process, the rotation speed of the oil pump 505 is relatively low, and the lubricating pressure cannot be effectively established between the clutch and each gear. In this embodiment, as Figure 2 shown, it further includes a pipeline component. The pipeline assembly includes an oil pump 505 for oil supply and an electric standby pump 201, and the oil pump 505 is a two-way gear pump. With such a setting, in the way of using a two-way gear pump and an electric standby pump 201, when the rotation speed of the diesel engine is relatively high, the two-way pump is used for oil supply; during the reverse process, when the diesel engine drops below the idle speed, the electric standby pump 201 automatically starts, the rotation speed increases to above the idle speed, and when the two-way gear pump can effectively establish the lubricating pressure, the electric standby pump 201 automatically shuts down; thus ensuring the effective lubrication of Gearbox III.

[0050] In this embodiment, the pipeline component 5 further includes a first check valve 503, a second check valve 502, and an electro-hydraulic control valve 504; the power take-off shaft 401 is drivingly connected to the oil pump 505 through a gear, the inlet of the oil pump 505 is communicated with the bottom of the box body 3 through a pipeline, the outlet of the oil pump 505 is communicated with the electro-hydraulic control valve 504 through a pipeline, the first check valve 503 is installed on the pipeline between the oil pump 505 and the electro-hydraulic control valve 504, and the electro-hydraulic control valve 504 is communicated with the third oil injection hole through a pipeline; the inlet of the electric standby pump 201 is communicated with the bottom of the box body 3 through a pipeline, the outlet of the electric standby pump 201 is communicated with the electro-hydraulic control valve 504 through a pipeline, and the second check valve 502 is installed on the pipeline between the electric standby pump 201 and the electro-hydraulic control valve 504.

[0051] In this implementation, the electric standby pump 201, the oil pump 505, and the electro-hydraulic control valve 504 are all fixed on the box body 3. Among them, the electric standby pump 201 and the oil pump 505 directly inject oil into the first oil injection hole 410 through an oil pipe. Embodiment

[0052] A marine propulsion system, as Figure 1 shown, the marine propulsion system includes the marine gearbox described in the above Embodiment 1, and further includes a low-speed diesel engine I, a propeller shaft IV, and a propeller V; the engine I is connected to the input flange 101 of the gearbox III through a coupling II, one end of the propeller shaft IV is connected to the output shaft 207 of the gearbox III, and the propeller is installed at the other end of the propeller shaft IV.

[0053] With such a setting, this propulsion system overcomes the disadvantage that the economic operating speed of the low-speed diesel engine does not match the efficient operating speed of the propeller V. In this way, in a ship system with a large-diameter propeller V, it can ensure that the diesel engine can operate in the economic speed range and reduce fuel consumption; the above marine gearbox III has the functions of engaging, decelerating, and being able to withstand the thrust of the propeller V, so that the propulsion system can withstand a greater thrust of the propeller V. The ahead thrust bearing 205 is used to withstand the ahead thrust of the propeller V, and the astern thrust bearing 206 is used to withstand the astern thrust of the propeller V; the above marine gearbox III has the function of engaging. The clutch is a wet multi-disc friction clutch. When the clutch engages, the power of the output shaft 207 component 2 is output to the propeller V; when the clutch does not engage, the output shaft component stops rotating and the power is disconnected; and the on-off of the working oil is controlled by the electro-hydraulic control valve 504 to achieve power output or not.

[0054] The working process of this propulsion system is as follows:

[0055] During the combined operation condition: When the oil pump drives the working oil, it is introduced into the oil chamber 117 between the input cylinder block 102 and the piston 105 through the electro-hydraulic control valve 504. The oil pushes the piston 105 to move, which will press the outer friction plate 108 and the inner friction plate 109 together. After the diesel engine starts running, the power is sequentially transmitted to the input flange 101, the input cylinder block 102, the clutch housing 107, the outer friction plate 108, the inner friction plate 109, the spline seat 111, the transmission shaft 114, the output gear, and the output shaft 207 through the high-elastic coupling II. Then the power is transmitted to the propeller shaft IV via the output shaft 207, and then the marine power output is realized through the propeller V.

[0056] During the declutching condition: Under the action of the return spring, the piston 105 resets to separate from the friction plates, releasing the friction plates. The transmission path between the clutch housing 107 and the transmission shaft 114 is interrupted, and the ship stops.

[0057] When the oil pump 505 is driving: After the main engine starts running, the input cylinder block 102 drives the power take-off shaft 401, the oil pump driving gear 407, and the oil pump driven gear 405 through the spline, and then drives the oil pump to operate, so as to supply working oil and lubricating oil to the gearbox III.

[0058] When the rotational speed of the diesel engine is relatively high, the oil pump 505 supplies oil. When the diesel engine runs in reverse and the rotational speed output by the diesel engine drops below the idle speed, the rotational speed of the low-speed diesel engine (I) drops below the idle speed. Then the electric standby pump (501) automatically starts to drive the working oil to be introduced into the clutch through the electro-hydraulic control valve (504). The electric standby pump (501) supplements the reduction in the working oil volume caused by the decrease in the rotational speed of the oil pump, so as to maintain the combined operation state of the clutch and ensure the lubrication of the system. When the rotational speed of the diesel engine increases above the idle speed and the oil pump 505 can effectively establish the lubrication pressure, the electric standby pump 201 automatically shuts down. The oil pump 505 independently establishes the lubrication pressure for the gearbox III, thereby ensuring the effective lubrication of the gearbox III.

[0059] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0060] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention.

Claims

1. A marine gearbox, characterized in that: It comprises a housing (3), and an input clutch component (1), an output shaft component (2) and the housing (3) which are arranged on the housing (3); The input clutch component (1) comprises an input flange (101), a clutch and a transmission shaft (114); the input flange (101) and the transmission shaft (114) are coaxially arranged, and the input flange (101) and the transmission shaft (114) are connected by transmission via the clutch; the input flange (101) is mounted on the clutch, the clutch is rotatably mounted on the housing (3) via a rolling bearing, and the transmission shaft (114) is rotatably mounted on the housing (3) via a sliding bearing; The output shaft component (2) comprises an output shaft (207), and the output shaft (207) and the transmission shaft (114) are meshedly connected via herringbone teeth; the output shaft (207) is rotatably mounted on the housing (3) via a sliding bearing, one end of the output shaft (207) is the output end, a thrust portion is protruded on the output end, a forward thrust bearing (205) and a reverse thrust bearing (206) are respectively arranged on the left and right sides of the thrust portion, the forward thrust bearing (205) is located between the housing (3) and the thrust portion, and the reverse thrust bearing (206) is arranged between an end cover and the thrust portion, and the end cover is fixed to the housing (3).

2. A marine gearbox according to claim 1, characterized in that: The transmission shaft (114) is an integrally formed gear shaft; and a herringbone gear (202) is fixed on the output shaft (207).

3. A marine gearbox according to claim 1, characterized in that: The clutch comprises a cylinder body (102), a clutch housing (107), a housing flange (110), a piston (105), a spline seat (111), an elastic member (106), an inner friction plate (109) and an outer friction plate (108); the cylinder body (102) and the housing flange (110) are fixedly connected by being respectively fixed to the left and right ends of the clutch housing (107); the piston (105) is located between the cylinder body (102) and the housing flange (110); an oil chamber (117) is provided between the piston (105) and the cylinder body (102); a third oil filling hole connected to the oil chamber (117) is provided on the cylinder body (102); the inner friction plate (109) and the outer friction plate (108) are located between the piston (105) and the housing flange (110); the inner friction plate (117) and the outer friction plate (108) are fixedly connected to the clutch housing (107); The inner friction plate (109) and the outer friction plate (108) are located between the spline seat (111) and the clutch housing (107); the inner friction plate (109) and the outer friction plate (108) are sleeved on the spline seat (111); a plurality of inner friction plates (109) and a plurality of outer friction plates (108) are arranged at intervals; the inner friction plate (109) is spline-connected to the spline seat (111); the outer friction plate (108) is spline-connected to the clutch housing (107); the elastic member (106) is arranged between the transmission shaft (114) and the piston (105); the spline seat (111) is sleeved on the transmission shaft (114); the spline seat (111) is spline-connected to the transmission shaft (114); the oil cylinder body (102) is fixedly connected to the input flange (101); and the input flange (101) is connected to the coupling (II).

4. A marine gearbox according to claim 3, characterized in that: A first oil outlet hole (116) is provided on the transmission shaft (114), and the transmission shaft (114) and the power take-off shaft (401) are clearance-matched; oil entering between the transmission shaft (114) and the power take-off shaft (401) can enter the clutch through the first oil outlet hole (116).

5. A marine gearbox according to claim 1, characterized in that: An inner hole (118) is provided on the transmission shaft (114), and oil can enter and exit the clutch through the inner hole (118).

6. A marine gearbox according to claim 5, characterized in that: The invention also comprises an oil pump transmission component (4), the oil pump transmission component (4) comprising a power take-off shaft (401), the power take-off shaft (401) passing through the inner hole (118) of the transmission shaft (114), the transmission shaft (114) being in driving connection with the input flange (101); the power take-off shaft (401) being in driving connection with the oil pump (505) via gears, and the oil pump (505) supplying oil to the clutch.

7. A marine gearbox according to claim 6, characterized in that: The oil pump transmission component (4) further comprises a shaft sleeve (402), an oil pump connecting housing (403), an oil pump driven gear (405) and an oil pump driving gear (407); the oil pump driving gear (407) and the oil pump driven gear (405) are rotatably mounted in the oil pump connecting housing (403); the oil pump driving gear (407) and the oil pump driven gear (405) are meshed for transmission; one end of the power take-off shaft (401) is inserted into the oil pump driving gear (407) and spline-connected; the oil pump (505) is mounted on the oil pump connecting housing (403); the input shaft of the oil pump (505) is spline-connected to the oil pump driven gear (405); and the oil pump connecting housing (403) is fixed on the casing (3).

8. A marine gearbox according to claim 7, characterized in that: The oil pump connection housing (403) is provided with a first oil filling hole (410) connected to the shaft sleeve (402), and the shaft sleeve (402) is provided with a second oil filling hole connected to the first oil filling hole (410) and the inner center hole thereof. The oil enters between the shaft sleeve (402) and the power take-off shaft (401) through the first oil filling hole (410) and the second oil filling hole, and then the oil can enter between the transmission shaft (114) and the power take-off shaft, and then the oil can enter the clutch through the first oil outlet hole (116) on the transmission shaft (114).

9. A marine gearbox according to claim 6, characterized in that: It also includes an electric standby pump (501), which starts when the lubrication pressure is insufficient.

10. A marine gearbox according to claim 9, characterized in that: The pipeline component comprises a first check valve (503), a second check valve (502) and an electro-hydraulic control valve (504); the inlet of the oil pump (505) is connected to the bottom of the housing (3) through a pipeline, the outlet of the oil pump (505) is connected to the electro-hydraulic control valve (504) through a pipeline, the first check valve (503) is installed on the pipeline between the oil pump (505) and the electro-hydraulic control valve (504), and the electro-hydraulic control valve (504) is connected to the third oil filling hole and the first oil outlet hole (116) through a pipeline; the inlet of the electric standby pump (501) is connected to the bottom of the housing (3) component through a pipeline, the outlet of the electric standby pump (501) is connected to the electro-hydraulic control valve (504) through a pipeline, and the second check valve (502) is installed on the pipeline between the electric standby pump (501) and the electro-hydraulic control valve (504).

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