High-power marine gearbox with electronic control flexible connecting arrangement

Abstract

The utility model discloses a high-power marine gearbox with electronic control and flexible connection, which comprises a first input shaft and a main clutch, and a PTO / PTH clutch component comprises a second input shaft, a PTO clutch, a PTH clutch and an output shaft. The first input shaft, the second input shaft and the output shaft are all rotationally installed on the box body component, the PTO clutch and the PTH clutch are both installed on the second input shaft, and a main clutch of the main clutch component is installed on the first input shaft. The motor is in transmission connection with the second input shaft, the diesel engine is in transmission connection with the first input shaft through the main clutch, the main clutch can be connected with the second input shaft through the PTO clutch, the second input shaft can be in transmission connection with the first input shaft through the PTH clutch, and the second input shaft is in transmission connection with the output shaft. When the gearbox is matched with the adjustable propeller transmission system, the multiple sets of propelling modes of the gearbox can be better matched with all propelling working conditions of the adjustable propeller transmission system, and high propelling efficiency can be achieved.

Description

Technical Field

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

[0002] For multi-operating condition transmission systems equipped with adjustable propellers, engine-propeller matching is generally achieved by varying the pitch. However, the propellers are only designed for free navigation conditions.

[0003] The prior art with the announcement number CN104859827A discloses a marine diesel-electric hybrid power device based on the parallel propulsion of a shaft belt motor and a diesel engine, including a diesel engine main engine, a diesel engine electronic control system, a gearbox, a gearbox control mechanism for controlling the connection and disconnection of the gearbox, a first elastic coupling, a second elastic coupling, a PTO / PTI reversible shaft belt motor, a PTO / PTI mode switching control device and a parallel control device. The parallel control device is bidirectionally electrically connected to the diesel engine electronic control system, the gearbox control mechanism and the PTO / PTI mode switching control device respectively.

[0004] In the prior art, if other operating conditions need to be taken into account while a ship is sailing, achieving these other operating conditions only by changing the propeller pitch will result in the propeller pitch not matching the input propeller during other operations, resulting in low propeller efficiency and waste of propulsion power. Utility Model Content

[0005] In order to solve the problem of propulsion power waste caused by the mismatch between propeller pitch and gearbox output in the prior art, the purpose of the utility model is to provide a high-power electronically controlled flexible marine gearbox, which solves the problem of matching the diesel engine with the adjustable propeller speed and improves the efficiency of the gearbox in various operating modes.

[0006] In order to achieve the above-mentioned purpose, the utility model adopts the following technical scheme: a high-power marine gearbox with electronic control and flexible connection, comprising a box body component and a main clutch component, a PTO / PTH clutch component and an output component installed on the box body component; the main clutch component comprises a first input shaft and a main clutch, the PTO / PTH clutch component comprises a second input shaft, a PTO clutch and a PTH clutch, and the output component comprises an output shaft; the first input shaft, the second input shaft and the output shaft are all rotatably mounted on the box body component, the PTO clutch and the PTH clutch are both mounted on the second input shaft, and the main clutch of the main clutch component is mounted on the first input shaft; the motor is transmission-connected to the second input shaft, the diesel engine is transmission-connected to the first input shaft through the main clutch, the main clutch can be connected to the second input shaft through the PTO clutch, the second input shaft can be transmission-connected to the first input shaft through the PTH clutch, and the second input shaft is transmission-connected to the output shaft.

[0007] Preferably, the clutch includes a master cylinder body, a stud, a master piston, a master return spring, master inner friction plates, master outer friction plates, a master clutch housing gear, a master clutch housing flange, and a master friction plate seat; the master cylinder body is rotatably mounted on the box body component, the master clutch housing gear, the master clutch housing flange, and the master friction plate seat are all sleeved on the first input shaft, the master clutch housing flange, the master clutch housing gear, and the master cylinder body are arranged in sequence and fixedly connected, the master friction plate seat is located inside the master clutch housing gear, the master friction plate seat is splined to the first input shaft, the master inner friction plates and the master outer friction plates are all sleeved on the master friction plate seat, a plurality of master inner friction plates and a plurality of master outer friction plates are alternately arranged, the master inner friction plates are splined to the master friction plate seat, the master outer friction plates are splined to the master clutch housing gear, a piston seat is fixed at the central position of the end of the master cylinder body, the master piston is arranged between the master cylinder body and the piston seat, the master piston, the master cylinder body, and the piston seat cooperate to form a master oil cavity, and a first oil hole communicating with the master oil cavity is provided on the first input shaft.

[0008] Preferably, the PTO clutch includes a PTO driven gear, a PTO bronze bushing, a PTO pressure plate, PTO outer friction plates, PTO inner friction plates, a PTO piston, and a PTO clutch housing; a PTO / PTH clutch housing is sleeved and fixed on the second input shaft, the PTO driven gear is sleeved on the second input shaft through the PTO bronze bushing, one end of the PTO driven gear is input into the PTO / PTH clutch housing, the PTO outer friction plates and the PTO inner friction plates are arranged between the PTO / PTH clutch housing and the PTO driven gear, a plurality of PTO outer friction plates and a plurality of PTO inner friction plates are alternately arranged, the PTO outer friction plates are splined to the PTO / PTH clutch housing, the PTO inner friction plates are splined to the PTO driven gear, a PTO pressure plate is fixed on the PTO / PTH clutch housing, the PTO piston is arranged inside the PTO / PTH clutch housing and is in sliding fit, the PTO piston and the PTO / PTH clutch housing cooperate to form a PTO oil cavity, the PTO outer friction plates and the PTO inner friction plates are arranged between the PTO piston and the PTO pressure plate, a PTO return spring is arranged between the PTO piston and the PTO driven gear, and a PTO oil passage communicating with the PTO oil cavity is provided on the second input shaft; the master clutch housing gear meshes with the PTO driven gear for transmission.

[0009] Preferably, the PTH clutch includes a PTH piston, PTH outer friction plates, PTH inner friction plates, a PTH pressure plate, a PTH driving gear, and a PTH bronze bushing; the PTH driving gear and the PTO driven gear are respectively arranged on both sides of the PTO / PTH clutch housing; the PTH driving gear is sleeved on the second input shaft through the PTH bronze bushing, one end of the PTH driving gear extends into the PTO / PTH clutch housing, the PTH outer friction plates and the PTH inner friction plates are arranged between the PTO / PTH clutch housing and the PTH driving gear, multiple PTH outer friction plates and multiple PTH inner friction plates are arranged alternately, the PTH outer friction plates are spline-connected to the PTO / PTH clutch housing, the PTH inner friction plates are spline-connected to the PTH driving gear, a PTH pressure plate is fixed to the other end of the PTO / PTH clutch housing, the PTH piston is arranged in the PTO / PTH clutch housing and is in sliding fit, the PTH piston and the PTO / PTH clutch housing cooperate to form a PTH oil chamber, the PTH outer friction plates and the PTH inner friction plates are arranged between the PTH piston and the PTH pressure plate, a PTH return spring is arranged between the PTH piston and the PTH driving gear, and a PTH oil passage communicating with the PTH oil chamber is arranged on the second input shaft; the PTH driving gear meshes with a PTH driven gear fixed on the first input shaft for transmission.

[0010] Preferably, the second input shaft is rotationally connected to the box body component through a seventh bearing and an eighth bearing, the seventh bearing is a cylindrical roller bearing, and the eighth bearing is a four-point angular contact bearing; the second input shaft is connected to a PTO / PTH flange, the PTO / PTH flange is installed at the end of the second input shaft where the eighth bearing is arranged, and the PTO / PTH flange is connected to the motor.

[0011] Preferably, the first input shaft is a gear shaft, and the first input shaft meshes with an output gear fixed on the output shaft for transmission.

[0012] Preferably, an end cover is fixed to the box body component, the end cover and the box body component cooperate to form a thrust space, a thrust portion protrudes on the output shaft, the thrust portion is located in the thrust space, a ahead thrust bearing and an astern thrust bearing are respectively arranged on both sides of the thrust portion, the ahead thrust bearing is arranged between the thrust portion and the end cover, and a thrust baffle is arranged between the astern thrust bearing and the outer wall of the box body component.

[0013] Preferably, a pipeline component is further included, and the pipeline component includes a first electro-hydraulic control valve for controlling the PTO clutch, a second electro-hydraulic control valve for controlling the main clutch, and a proportional control valve for controlling the PTH clutch.

[0014] Preferably, the pipeline component includes a main oil passage for supplying oil to the first electro-hydraulic control valve and the second electro-hydraulic control valve, and also includes a PTH oil passage for supplying oil to the proportional control valve; the first electro-hydraulic control valve, the second electro-hydraulic control valve, and the proportional control valve can all control the rate of oil entering the clutch, so that the clutch engages smoothly.

[0015] Preferably, the pipeline component further includes a engine-driven pump and a standby pump for supplying oil to the main oil passage, and also includes a PTH electric pump for supplying oil to the PTH oil passage.

[0016] The beneficial effect of the technical solution of the present utility model is that when the gearbox is adapted to the adjustable-pitch propeller drive system, multiple propulsion modes of the gearbox can better match various propulsion working conditions of the adjustable-pitch propeller drive system, ensuring that the adjustable-pitch propeller can achieve a higher propulsion efficiency under two working conditions, solving the problem of the matching of the rotational speeds of the diesel engine and the adjustable-pitch propeller in different operating modes of the drive system, thereby improving the efficiency of the gearbox in each operating mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is the transmission principle diagram of the first main propulsion mode of the gearbox;

[0018] Figure 2 is the transmission principle diagram of the second main propulsion mode of the gearbox;

[0019] Figure 3 is the transmission principle diagram of the PTH mode of the gearbox;

[0020] Figure 4 is the structural schematic diagram of the gearbox;

[0021] Figure 5 is the structural schematic diagram of the main clutch component;

[0022] Figure 6 is the structural schematic diagram of the output component;

[0023] Figure 7 is the structural schematic diagram of the PTO / PTH clutch component;

[0024] Figure 8 is the pipeline component principle diagram.

[0025] Reference numerals: 1, main clutch component; 101, main flange; 102, main cylinder block; 103, first bearing; 104, stud; 105, main piston; 106, main return spring; 107, main inner friction plate; 108, main outer friction plate; 109, main clutch housing gear; 110, main clutch housing flange; 111, main friction plate seat; 112, second bearing; 113, third bearing; 114, first input shaft; 115, PTH driven gear; 116, fourth bearing; 117, fifth bearing;

[0026] 2. Output component; 201. Fifth bearing; 202. Output gear; 203. Sixth bearing; 204. Thrust baffle; 205. Ahead thrust bearing; 206. Astern thrust bearing; 207. Output shaft;

[0027] 3. PTO / PTH clutch component; 301. Seventh bearing; 302. PTO driven gear; 303. PTO bronze bushing; 304. PTO pressure plate; 305. PTO outer friction plate; 306. PTO inner friction plate; 307. PTO piston; 308. PTO clutch housing; 309. PTH piston; 310. PTH outer friction plate; 311. PTH inner friction plate; 312. PTH pressure plate; 313. PTH driving gear; 314. PTH bronze bushing; 315. Eighth bearing; 316. Second input shaft; 317. PTO / PTH flange;

[0028] 4. Housing component; 401. First housing; 402. Second housing; 403. Third housing; 404. Fourth housing; 405. End cover;

[0029] 501. Engine-driven pump; 502. Standby pump; 503. First working oil filter; 504. Two-stage control valve; 505. Lubricating oil filter; 506. Cooler; 507. First electro-hydraulic control valve; 508. Second electro-hydraulic control valve; 509. Proportional control valve; 510. Second working oil filter; 511. Pressure valve; 512. PTH electric pump;

[0030] 100. Main clutch; 200. PTO clutch; 300. PTH clutch; 400. Motor; 500. Diesel engine. Detailed implementation mode

[0031] The embodiments of the present utility model will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, in which 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 by referring to the accompanying drawings are exemplary and are intended to explain the present utility model, and should not be construed as a limitation to the present utility model.

[0032] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present utility model.

[0033] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the 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" is two or more, unless otherwise clearly defined.

[0034] In the present utility model, unless otherwise clearly specified and defined, terms such as "mounted", "connected", "connected to", "fixed" should be understood 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 can be understood according to specific circumstances.

[0035] In the present utility model, unless otherwise clearly specified and defined, 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 other 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 "below", "beneath" and "under the bottom of" 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] Such as Figures 1 to 8A high-power marine gearbox with an electronically controlled flexible connection row shown includes a box body component 4 and a main clutch component 1, a PTO / PTH clutch component 3, and an output component 2 mounted on the box body component 4; the main clutch component 1 includes a first input shaft 114 and a main clutch 100, the PTO / PTH clutch component 3 includes a second input shaft 316, a PTO clutch 200, and a PTH clutch 300, and the output component 2 includes an output shaft 207;

[0037] The first input shaft 114, the second input shaft 316, and the output shaft 207 are all rotatably mounted on the box body component 4. The PTO clutch 200 and the PTH clutch 300 are both mounted on the second input shaft 316, and the main clutch 100 of the main clutch component 1 is mounted on the first input shaft 114; the motor 400 is in transmission connection with the second input shaft 316, and the diesel engine 500 is in transmission connection with the first input shaft 114 through the main clutch 100. The main clutch 100 can be connected to the second input shaft 316 through the PTO clutch 200, the second input shaft 316 can be in transmission connection with the first input shaft 114 through the PTH clutch 300, and the second input shaft 316 and the output shaft 207 are in transmission connection.

[0038] With such a setting, when the above gearbox is adapted to an adjustable pitch propulsion system, it can better match the various propulsion conditions of the adjustable pitch propulsion system, ensuring that the adjustable pitch can achieve a higher propulsion efficiency under two conditions. It solves the problem of the matching of the rotational speeds of the diesel engine and the adjustable pitch in different operating modes of the transmission system, thereby improving the efficiency in each operating mode.

[0039] In this embodiment, as Figure 4 and Figure 5As shown in the figure, the main clutch 100 includes a main cylinder block 102, a stud 104, a main piston 105, a main return spring 106, main internal friction plates 107, main external friction plates 108, a main clutch housing gear 109, a main clutch housing flange 110, and a main friction plate seat 111; the main cylinder block 102 is rotatably installed on the box body component 4, the main clutch housing gear 109, the main clutch housing flange 110, and the main friction plate seat 111 are all sleeved on the first input shaft 114, the main clutch housing flange 110, the main clutch housing gear 109, and the main cylinder block 102 are arranged in sequence and fixedly connected, the main friction plate seat 111 is located inside the main clutch housing gear 109, the main friction plate seat 111 is splined to the first input shaft 114, the main internal friction plates 107 and the main external friction plates 108 are both sleeved on the main friction plate seat 111, multiple main internal friction plates 107 and multiple main external friction plates 108 are arranged alternately, the main internal friction plates 107 are splined to the main friction plate seat 111, the main external friction plates 108 are splined to the main clutch housing gear 109, a piston seat is fixed at the central position of the end of the main cylinder block 102, the main piston 105 is arranged between the main cylinder block 102 and the piston seat, the main piston 105, the main cylinder block 102, and the piston seat cooperate to form a main oil chamber, and a first oil hole communicating with the main oil chamber is provided on the first input shaft 114.

[0040] Further preferably, as Figure 5 shown in the figure, the main flange 101 is interference-connected to the main cylinder block 102, and the main flange 101 is connected to the diesel engine; the main cylinder block 102, the clutch housing gear 109, and the main clutch housing flange 110 are fixedly connected by the stud 104; the main friction plate seat 111 is interference-fitted with the first input shaft 114 and connected by a flat key.

[0041] Further preferably, as Figure 5 shown in the figure, the main cylinder block 102 is rotatably connected to the box body component 4 through a first bearing 103, the main clutch 100 housing flange 110 is rotatably connected to the box body component 4 through a second bearing 112, the first input shaft 114 is rotatably connected through a third bearing 113, a fourth bearing 116, and a fifth bearing 117, the third bearing 113 is arranged at a position close to the main clutch 100, and the fourth bearing 116 and the fifth bearing 117 are jointly arranged at the end of the first input shaft 114.

[0042] Further, the first bearing 103 is a four-point angular contact bearing, the second bearing 112, the third bearing 113, and the fourth bearing 116 are all cylindrical bearings, and the fourth bearing 117 is a ball bearing. The main flange 101 is installed at the end of the first input shaft where the first bearing is installed. With such an arrangement, it can effectively withstand a higher power input.

[0043] In this embodiment, the first input shaft is a gear shaft, and a PTH driven gear 115 is fixed on the first input shaft. The PTH driven gear 115 and the first input shaft 114 are in interference connection.

[0044] In this embodiment, as Figure 4 and Figure 6 shown, in the output shaft component 2, the output shaft 207 is rotatably mounted on the housing component 4 through a fifth bearing 201 and a sixth bearing 203; both the fifth bearing 201 and the sixth bearing 203 are sliding bearings. The output gear 202 and the output shaft 207 are in interference connection. With such a setting, it can effectively bear a higher power output.

[0045] In this embodiment, as Figure 4 and Figure 6 shown, an end cover 405 is fixed on the housing component 4. The end cover and the housing component 4 cooperate to form a thrust space. A thrust portion protrudes on the output shaft, and the thrust portion is located in the thrust space. The ahead thrust bearing 205 and the astern thrust bearing 206 are respectively arranged on both sides of the thrust portion. The ahead thrust bearing 205 is arranged between the thrust portion and the end cover, and a thrust baffle 204 is arranged between the astern thrust bearing 206 and the outer wall of the housing component 4. With such a setting, the transmission can effectively bear a higher power and more stable output.

[0046] In this embodiment, as Figure 7As shown, the PTO clutch 200 includes a PTO driven gear 302, a PTO bronze bushing 303, a PTO pressure plate 304, PTO outer friction plates 305, PTO inner friction plates 306, a PTO piston 307, and a PTO clutch 200 housing 308; a PTO / PTH clutch housing 308 is sleeved and fixed on the second input shaft 316. The PTO driven gear 302 is sleeved on the second input shaft through the PTO bronze bushing 303. One end of the PTO driven gear 302 extends into the PTO / PTH clutch housing 308. The PTO outer friction plates 305 and the PTO inner friction plates 306 are arranged between the PTO / PTH clutch housing 308 and the PTO driven gear 302. A plurality of PTO outer friction plates 305 and a plurality of PTO inner friction plates 306 are alternately arranged. The PTO outer friction plates 305 are splined to the PTO / PTH clutch housing 308, and the PTO inner friction plates 306 are splined to the PTO driven gear 302. A PTO pressure plate 304 is fixed to one end of the PTO / PTH clutch housing 308. The PTO piston 307 is arranged inside the PTO / PTH clutch housing 308 and is in sliding fit. The PTO piston 307 and the PTO / PTH clutch housing 308 cooperate to form a PTO oil chamber. The PTO outer friction plates 305 and the PTO inner friction plates 306 are arranged between the PTO piston 307 and the PTO pressure plate 304. A PTO return spring is arranged between the PTO piston 307 and the PTO driven gear 302. A PTO oil passage communicating with the PTO oil chamber is provided on the second input shaft.

[0047] As Figure 7As shown in the figure, the PTH clutch 300 includes a PTH piston 309, PTH outer friction plates 310, PTH inner friction plates 311, a PTH pressure plate 312, a PTH driving gear 313, and a PTH bronze bushing 314; the PTH driving gear 313 is sleeved on the second input shaft through the PTH bronze bushing 314, and the PTH driving gear 313 and the PTO driven gear 302 are respectively arranged on both sides of the PTO / PTH clutch housing 308. One end of the PTH driving gear 313 extends into the PTO / PTH clutch housing 308. The PTH outer friction plates 310 and the PTH inner friction plates 311 are arranged between the PTO / PTH clutch housing 308 and the PTH driving gear 313. A plurality of PTH outer friction plates 310 and a plurality of PTH inner friction plates 311 are alternately arranged. The PTH outer friction plates 310 are spline-connected to the PTO / PTH clutch housing 308, and the PTH inner friction plates 311 are spline-connected to the PTH driving gear 313. A PTH pressure plate 312 is fixed to the other end of the PTO / PTH clutch housing 308. The PTH piston 309 is arranged inside the PTO / PTH clutch housing 308 and is in sliding fit. The PTH piston 309 and the PTO / PTH clutch housing 308 cooperate to form a PTH oil chamber. The PTH outer friction plates 310 and the PTH inner friction plates 311 are arranged between the PTH piston 309 and the PTH pressure plate 312. A PTH return spring is arranged between the PTH piston 309 and the PTH driving gear 313. A PTH oil passage communicating with the PTH oil chamber is arranged on the second input shaft; the PTO driven gear 302 is meshed and connected with the main clutch housing gear 109, and the PTH driving gear 313 is in meshing transmission with the PTH driven gear 115.

[0048] In this embodiment, as Figure 7 shown, both ends of the second input shaft 316 are respectively rotationally connected through a seventh bearing 301 and an eighth bearing 315. The seventh bearing 301 is a cylindrical roller bearing, and the eighth bearing 315 is a four-point angular contact bearing; the second input shaft 316 is in interference connection with the PTO / PTH flange 317, and the PTO / PTH flange 317 is connected to the motor.

[0049] In this embodiment, the clutch housing 308 is in interference connection with the PTO / PTH transmission shaft 316. The PTO / PTH flange 317 is in interference connection with the PTO / PTH transmission shaft 316.

[0050] In this embodiment, as Figure 4 shown, the box body component 4 includes a first box body 401, a second box body 402, a third box body 403, and a fourth box body 404 connected in sequence from top to bottom. The second input shaft is arranged between the first box body 401 and the second box body 402, the first input shaft is arranged between the second box body 402 and the third box body 403, and the output shaft is arranged between the third box body 403 and the fourth box body 404.

[0051] The motor uses a power frequency motor. When the motor drives the propeller through a gearbox, the motor is often overloaded due to excessive starting torque. Therefore, in this embodiment, as Figure 8 shown, the gearbox further includes a pipeline component 5 for controlling the main clutch 100, the PTO clutch 200, and the PTH clutch 300. The pipeline component 5 includes a main oil passage, a PTH oil passage, a first electro-hydraulic control valve 507 for controlling the PTO clutch 200, a second electro-hydraulic control valve 508 for controlling the main clutch 100, and a proportional control valve 509 for controlling the PTH clutch 300. The first electro-hydraulic control valve 507 and the second electro-hydraulic control valve 508 are both connected in parallel to the main oil passage, and the main oil passage supplies oil to the first electro-hydraulic control valve 507 and the second electro-hydraulic control valve 508. The proportional control valve 509 is connected in parallel to the PTH oil passage, and the PTH oil passage supplies oil to the proportional control valve 509. The first electro-hydraulic control valve 507, the second electro-hydraulic control valve 508, and the proportional control valve 509 can all control the rate of oil entering the clutch, thereby ensuring the flexible engagement of the clutch.

[0052] With such a setting, through the above pipeline components, each clutch of the gearbox can be controlled by each solenoid valve, and an adjustable response technology is adopted. When the motor uses a power frequency motor, to prevent the PTH clutch 300 from jamming during engagement, an electronic control flexible engagement method can be achieved through each valve, which prolongs the engagement time of the clutch. By the long-time slip friction of the clutch, the starting torque of the motor is reduced, and the jamming phenomenon of the motor is avoided.

[0053] In this embodiment, a first working oil filter 503 is installed on the main oil passage, and the oil enters the first electro-hydraulic control valve 507 and the second electro-hydraulic control valve 508 after being filtered by the first working oil filter 503.

[0054] In this embodiment, a second working oil filter 510 is installed on the oil path where the proportional control valve 509 is connected in parallel to the PTH oil passage, and the oil enters the proportional control valve 509 after being filtered by the second working oil filter 510.

[0055] In this embodiment, a two-stage control valve 504 is further included and installed on the main oil passage, and the oil enters the main clutch 100 after passing through the two-stage control valve 504.

[0056] In this embodiment, a lubricating oil filter 505, a cooler 506, and a pressure valve 511 are further installed on the PTH oil passage.

[0057] In this embodiment, the pipeline component further includes an engine-driven pump 501 and a standby pump 502 for supplying oil to the main oil passage, and a PTH electric pump 512 for supplying oil to the PTH oil passage.

[0058] The above gearbox includes the following working modes:

[0059] Main propulsion mode 1: As Figure 1 shown, the main clutch 100 engages and rows. After the torque is input from the diesel engine, it passes through the main clutch 100, the first input shaft, the output gear, and the output shaft in sequence, and then the torque is transmitted to the shafting and the propeller. The specific working process is as follows: The working oil is introduced into the main oil chamber of the main clutch 100 through the second electro-hydraulic control valve. The working oil pushes the piston 105 to move, so that the main outer friction plate 108 and the main inner friction plate 107 are pressed tightly. After the diesel engine runs, the diesel engine transmits the power to the main flange 101 through the high-elastic coupling, and then the power passes through the main oil cylinder block 102, the stud 104, the main clutch housing gear 109, the main outer friction plate 108, the main inner friction plate 107, the main friction plate seat 111 to rotate, the first input shaft 114, the output gear 202, and the output shaft 207. The output shaft 207 outputs the power to the shafting and the propeller to realize the power output of the ship. Among them, the diesel engine runs first, and then the main clutch 100 engages and rows.

[0060] Main propulsion mode 2: As Figure 2 shown, the PTO clutch 200 and the PTH clutch 300 engage and row. After the torque from the diesel engine passes through the PTO clutch 200, the PTH clutch 300, the PTH driving gear, the PTH driven gear, the first input gear, the output gear, and the output shaft, the torque of the diesel engine is sent to the shafting and the propeller. The specific working process is as follows: First, the working oil is introduced into the PTH oil chamber through the proportional control valve 509 to push the PTH piston 309 to press the PTH outer friction plate 310 and the PTH inner friction plate 311 tightly. Then, the working oil is introduced into the PTO oil chamber through the first electro-hydraulic control valve 507 to push the PTO piston 307 to press the PTO outer friction plate 305 and the PTO inner friction plate 306 tightly. After the diesel engine runs, the power is transmitted to the main flange 101, the main oil cylinder block 102, the stud 104, the main clutch housing gear 109, the PTO driven gear 302, the PTO inner friction plate 306, the PTO outer friction plate 305, the PTO / PTH clutch housing 308, the PTH outer friction plate 310, the PTH inner friction plate 311, the PTH driving gear 313, the PTH driven gear 115, the first input shaft 114, the output gear 202, and the output shaft 207 through the high-elastic coupling. The output shaft 207 outputs the power to the shafting and the propeller to realize the power output of the ship. Among them, the diesel engine, the PTH clutch 300, and the PTO clutch 200 act in sequence.

[0061] PTH mode: As Figure 3As shown, after the PTH clutch 300 engages, torque is transmitted from the motor through the second input shaft, PTH clutch 300, PTH driving gear, PTH driven gear, first input shaft, output gear, and output shaft to the shafting and propeller. The specific process is as follows: First, start the standby pump 502 and PTH electric pump 512. After the motor runs, the power of the motor is sent to the PTO / PTH flange 317 through the high-elastic coupling. The PTO / PTH flange 317 transmits the power to the second input shaft 316, PTO / PTH clutch housing 308, and PTH outer friction plate 310 in sequence. Then, open the proportional control valve 509, and the working oil is slowly introduced into the PTH oil chamber. The working oil gradually rises under the control of the proportional control valve 509, pushing the PTH piston 309 to press the PTH outer friction plate 310 and PTH inner friction plate 311. Then, the PTH outer friction plate 310 transmits the power to the inner friction plate 311, PTH driving gear 313, PTH driven gear 115, first input shaft 114, output gear 202, and output shaft in sequence. The output shaft 207 outputs the power to the shafting and propeller to achieve the power output of the ship. When the working oil pressure in the PTH oil chamber rises slowly, the pressing force between the inner and outer friction plates also gradually increases. During the pressing process of the inner and outer friction plates, the rotating parts at the rear end are driven by skidding. The skidding process lasts for 5 - 15 seconds, greatly reducing the starting torque of the motor.

[0062] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. 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.

[0063] 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 purposes of the present invention.

Claims

1. A high-power marine gearbox with an electronically controlled flexible connection row, characterized in that: It includes a box body component (4) and a main clutch component (1), a PTO / PTH clutch component (3) and an output component (2) mounted on the box body component (4); the main clutch component (1) includes a first input shaft (114) and a main clutch (100), the PTO / PTH clutch component (3) includes a second input shaft (316), a PTO clutch (200) and a PTH clutch (300), and the output component (2) includes an output shaft (207); The first input shaft (114), the second input shaft (316) and the output shaft (207) are all rotatably mounted on the box body component (4), the PTO clutch (200) and the PTH clutch (300) are both mounted on the second input shaft (316), and the main clutch (100) of the main clutch component (1) is mounted on the first input shaft (114); The motor (400) is drivingly connected to the second input shaft (316), the diesel engine (500) is drivingly connected to the first input shaft (114) through the main clutch (100), the main clutch (100) can be drivingly connected to the second input shaft (316) through the PTO clutch (200), the second input shaft (316) can be drivingly connected to the first input shaft (114) through the PTH clutch (300), and the second input shaft (316) is drivingly connected to the output shaft (207).

2. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 1, characterized in that: The main clutch (100) includes a main oil cylinder body (102), a stud (104), a main piston (105), a main return spring (106), a main inner friction plate (107), a main outer friction plate (108), a main clutch housing gear (109), a main clutch housing flange (110) and a main friction plate seat (111); The main oil cylinder body (102) is rotatably mounted on the box body component (4), the main clutch housing gear (109), the main clutch housing flange (110) and the main friction plate seat (111) are all sleeved on the first input shaft (114), the main clutch housing flange (110), the main clutch housing gear (109) and the main oil cylinder body (102) are arranged in sequence and fixedly connected, the main friction plate seat (111) is located inside the main clutch housing gear (109), the main friction plate seat (111) is splined to the first input shaft (114), the main inner friction plate (107) and the main outer friction plate (108) are both sleeved on the main friction plate seat (111), a plurality of main inner friction plates (107) and a plurality of main outer friction plates (108) are arranged alternately, the main inner friction plate (107) is splined to the main friction plate seat (111), the main outer friction plate (108) is splined to the main clutch housing gear (109), a piston seat is fixed at the central position of the end of the main oil cylinder body (102), the main piston (105) is arranged between the main oil cylinder body (102) and the piston seat, the main piston (105), the main oil cylinder body (102) and the piston seat cooperate to form a main oil cavity, and a first oil hole communicating with the main oil cavity is provided on the first input shaft (114).

3. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 2, characterized in that: The PTO clutch (200) includes a PTO driven gear (302), a PTO bronze bushing (303), a PTO pressure plate (304), PTO outer friction plates (305), PTO inner friction plates (306), a PTO piston (307), and a PTO clutch housing (308); The PTO / PTH clutch housing (308) is sleeved and fixed on the second input shaft (316). The PTO driven gear (302) is sleeved on the second input shaft (316) through the PTO bronze bushing (303). One end of the PTO driven gear (302) extends into the PTO / PTH clutch housing (308). The PTO outer friction plates (305) and the PTO inner friction plates (306) are arranged between the PTO / PTH clutch housing (308) and the PTO driven gear (302). Multiple PTO outer friction plates (305) and multiple PTO inner friction plates (306) are arranged alternately. The PTO outer friction plates (305) are spline-connected to the PTO / PTH clutch housing (308), and the PTO inner friction plates (306) are spline-connected to the PTO driven gear (302). The PTO pressure plate (304) is fixed on the PTO / PTH clutch housing (308). The PTO piston (307) is arranged inside the PTO / PTH clutch housing (308) and is in sliding fit. The PTO piston (307) and the PTO / PTH clutch housing (308) cooperate to form a PTO oil chamber. The PTO outer friction plates (305) and the PTO inner friction plates (306) are arranged between the PTO piston (307) and the PTO pressure plate (304). The PTO return spring is arranged between the PTO piston (307) and the PTO driven gear (302). A PTO oil passage communicating with the PTO oil chamber is arranged on the second input shaft. The main clutch housing gear (109) meshes and drives with the PTO driven gear (302).

4. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 3, characterized in that: The PTH clutch (300) includes a PTH piston (309), PTH outer friction plates (310), PTH inner friction plates (311), a PTH pressure plate (312), a PTH driving gear (313), and a PTH bronze bushing (314); The PTH driving gear (313) and the PTO driven gear (302) are respectively arranged on both sides of the PTO / PTH clutch housing (308); The PTH driving gear (313) is sleeved on the second input shaft (316) through the PTH bronze bushing (314). One end of the PTH driving gear (313) extends into the PTO / PTH clutch housing (308). The PTH outer friction plates (310) and the PTH inner friction plates (311) are arranged between the PTO / PTH clutch housing (308) and the PTH driving gear (313). A plurality of PTH outer friction plates (310) and a plurality of PTH inner friction plates (311) are arranged alternately. The PTH outer friction plates (310) are spline-connected to the PTO / PTH clutch housing (308), and the PTH inner friction plates (311) are spline-connected to the PTH driving gear (313). The other end of the PTO / PTH clutch housing (308) is fixed with a PTH pressure plate (312). The PTH piston (309) is arranged in the PTO / PTH clutch housing (308) and is in sliding fit. The PTH piston (309) and the PTO / PTH clutch housing (308) cooperate to form a PTH oil cavity. The PTH outer friction plates (310) and the PTH inner friction plates (311) are arranged between the PTH piston (309) and the PTH pressure plate (312). The PTH return spring is arranged between the PTH piston (309) and the PTH driving gear (313). A PTH oil passage communicating with the PTH oil cavity is arranged on the second input shaft (316). The PTH driving gear (313) meshes and drives with the PTH driven gear (115) fixed on the first input shaft (114).

5. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 4, characterized in that: The second input shaft (316) is rotatably connected to the box body component (4) through the seventh bearing (301) and the eighth bearing (315). The seventh bearing (301) is a cylindrical roller bearing, and the eighth bearing (315) is a four-point angular contact bearing; The second input shaft (316) is connected to the PTO / PTH flange (317). The PTO / PTH flange (317) is installed at the end of the second input shaft (316) where the eighth bearing (315) is arranged. The PTO / PTH flange (317) is connected to the motor (400).

6. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 4, characterized in that: The first input shaft (114) is a gear shaft. The first input shaft (114) meshes and drives with the output gear (202) fixed on the output shaft (207).

7. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 1, characterized in that: An end cover (405) is fixed on the box body component (4). The end cover (405) and the box body component (4) cooperate to form a thrust space. A thrust portion protrudes on the output shaft (207). The thrust portion is located in the thrust space. The ahead thrust bearing (205) and the astern thrust bearing (206) are respectively arranged on both sides of the thrust portion. The ahead thrust bearing (205) is arranged between the thrust portion and the end cover (405). A thrust baffle (204) is arranged between the astern thrust bearing (206) and the outer wall of the box body component (4).

8. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 1, characterized in that: It further includes a pipeline component (5), and the pipeline component (5) includes a first electro-hydraulic control valve (507) for controlling the PTO clutch (200), a second electro-hydraulic control valve (508) for controlling the main clutch (100), and a proportional control valve (509) for controlling the PTH clutch (300).

9. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 8, characterized in that: The pipeline component (5) includes a main oil passage for supplying oil to the first electro-hydraulic control valve (507) and the second electro-hydraulic control valve (508), and further includes a PTH oil passage for supplying oil to the proportional control valve (509); the first electro-hydraulic control valve (507), the second electro-hydraulic control valve (508), and the proportional control valve (509) can all control the rate of oil entering the clutch to enable the clutch to engage flexibly.

10. A high-power marine gearbox with an electronically controlled flexible connection row according to claim 9, characterized in that: The pipeline component further includes an engine-driven pump (501) and a standby pump (502) for supplying oil to the main oil passage, and further includes a PTH electric pump (512) for supplying oil to the PTH oil passage.

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