A synchronous automatic clutch full disengagement device and method

Abstract

The application relates to a synchronous automatic clutch full disengaging device and method, and relates to the technical field of a marine synchronous automatic clutch. The application solves the problem that the existing synchronous automatic clutch cannot complete the single test run of a marine power main engine when the ship is stationary at a wharf. A pressing block is coaxially inserted into a pressing block assembly hole of an output part, the upper end of a gear sleeve is coaxially inserted into a gear sleeve assembly hole of the pressing block, a driving screw sleeve end is provided with a transmission gear, the transmission gear is meshed with a lower end connecting gear of the gear sleeve, a locking sleeve is coaxially inserted into a gear sleeve hole, a center rod is coaxially inserted into a center rod assembly hole of the locking sleeve, a tail end of the center rod is provided with a step, a spring is sleeved on the tail end step of the center rod, the upper end of the spring is in contact with a step surface of the center rod assembly hole, and the head of the center rod is in contact with a sliding part. The application is used for realizing the single test run of the power main engine when the ship is stationary at the wharf.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of synchronous automatic clutch, and is applied to a synchronous automatic clutch for ships. BACKGROUND

[0002] At present, new transmission devices such as CODOG, COGOG and COGAG have been widely used in ship power transmission devices due to their superior performance. In the above power devices, a fully automatic synchronous automatic clutch is needed to switch the working condition according to the working condition of the power system. The synchronous automatic clutch is a fully automatic one-way overrunning clutch that transmits power through gear elements. It only relies on the change of the rotational speed of the input end and the output end to automatically engage and disengage. When the input end rotational speed is higher than the output end rotational speed, the clutch automatically engages; when the output end rotational speed is higher than the input end rotational speed, the clutch automatically disengages. The engagement and disengagement process of the clutch is automatically completed without any external control.

[0003] The function of the synchronous automatic clutch is:

[0004] (1) Realize the propulsion of the power main engine in the static state;

[0005] (2) Realize the working condition switching between different power main engines;

[0006] (3) Realize the combined driving of different power main engines;

[0007] (4) Realize the single test run of the power main engine when the ship is stationary at the wharf.

[0008] The synchronous automatic clutch is arranged in the ship transmission system, and the input end of the clutch is connected with the power main engine through a diaphragm coupling or the like, and the output end is connected with the transmission propeller shaft through a gear shaft or the like. Before each departure of the ship, the power main engine test run must be carried out to ensure the safety and reliability of the main engine operation. The start of the main engine will inevitably drive the transmission propeller shaft to rotate through the synchronous automatic clutch and other transmission devices, thereby driving the ship to move. In this case, the single test run of the ship power main engine cannot be completed when the ship is stationary at the wharf. SUMMARY

[0009] The purpose of the present application is to solve the problem that the single test run of the ship power main engine cannot be completed when the ship is stationary at the wharf in the existing synchronous automatic clutch, and to provide a synchronous automatic clutch full disengagement device and method.

[0010] The technical solution of the present application is:

[0011] A synchronous automatic clutch full disengaging device, comprising a pressing block 8, a locking sleeve 9, a spring 10, a center rod 11 and a gear sleeve 4, a pressing block assembly hole is formed in the radial direction on the side of an output member 5 close to an input member 7, the pressing block assembly hole is coaxially inserted with the pressing block 8, a through gear sleeve assembly hole is formed in the center of the pressing block 8, the upper end of the gear sleeve 4 is coaxially inserted into the gear sleeve assembly hole, the lower end of the gear sleeve 4 is connected with a gear 12 below the pressing block 8, a driving screw sleeve 6 is provided with a transmission gear 13 at the end of the side of the gear sleeve 4, the transmission gear 13 is engaged with the lower end connecting gear 12 of the gear sleeve 4, the locking sleeve 9 is coaxially inserted into the hole of the gear sleeve 4, a center rod assembly hole is formed in the inside of the locking sleeve 9, the center rod assembly hole is coaxially inserted with the center rod 11, the tail of the center rod 11 is provided with a step, the center rod assembly hole is a circular stepped hole, the spring 10 is sleeved on the tail step of the center rod 11, the upper end of the spring 10 is in contact with the step surface of the center rod assembly hole, and the head of the center rod 11 is in contact with a sliding member 3.

[0012] Further, a blocking ring positioning ring groove is formed in the bottom of the hole of the gear sleeve 4, the bottom of the locking sleeve 9 is provided with a blocking ring 14, and the blocking ring 14 is located in the blocking ring positioning ring groove.

[0013] Further, the diameter of the lower hole section of the center rod assembly hole is equal to the diameter of the head of the center rod 11, and the diameter of the upper hole section of the center rod assembly hole is equal to the diameter of the tail step part of the center rod 11.

[0014] Further, the end of the upper end connecting sleeve of the gear sleeve 4 is processed with a gear sleeve 15.

[0015] Further, a trapezoidal internal thread 16 is processed in the inside of the driving screw sleeve 6, and a trapezoidal external thread 17 matched with the trapezoidal internal thread 16 of the driving screw sleeve 6 is processed on the side end of the sliding member 3 close to the input member.

[0016] Further, it further comprises a plurality of pressing block connecting bolts, the pressing block assembly hole of the output member 5 is a circular stepped hole, a plurality of lower pressing block connecting thread holes are uniformly formed on the step surface of the pressing block assembly hole in the circumferential direction, the pressing block 8 is a circular column structure, a plurality of lower pressing block connecting thread holes corresponding to the lower pressing block connecting thread holes are processed on the pressing block 8, and the pressing block 8 is fixedly connected with the output member 5 through the plurality of pressing block connecting bolts.

[0017] The application discloses a method for full disengagement of a synchronous automatic clutch, and the synchronous automatic clutch full disengagement method is as follows: when the clutch is in a disengaged state, external force is applied on the gear sleeve 4, the connecting gear 12 on the gear sleeve 4 drives the transmission gear 13 on the driving screw sleeve 6 to rotate in a circle, the force between the connecting gear 12 and the transmission gear 13 overcomes the friction between the trapezoidal inner thread 16 of the driving screw sleeve 6 and the trapezoidal outer thread 17 of the sliding part 3, the sliding part 3 is spirally slid in an axial direction, the pawl 1 on the input part 7 is axially disengaged from the ratchet wheel 2 on the sliding part 3, the driving teeth 18 on the input part 7 are disengaged from the driven teeth 19 on the output part 5, the input part 7 and the output part 5 are not in contact, and the clutch is in a full disengaged state.

[0018] Compared with the prior art, the application has the following effects:

[0019] The synchronous automatic clutch full disengagement device can disconnect the power host and the transmission paddle shaft, and the power host can be tested alone when the ship is static at the wharf. After the synchronous automatic clutch full disengagement device is operated by a tool, the clutch is in a full disengaged state, the connecting gear 12 of the input part 7 and the transmission gear 13 of the output part 5 are completely disengaged, the pawl 1 and the ratchet wheel 2 are also completely disengaged, the input part 7 of the clutch is operated alone after the power host is started, the output part 5 is completely disconnected from the input part 7, the output part 5 is static, the transmission paddle shaft is not rotated, and the ship does not move, so that the power host can be tested alone when the ship is static at the wharf. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is a schematic diagram of the synchronous automatic clutch full disengagement device.

[0021] Figure 2 is a schematic diagram of the synchronous automatic clutch in an engaged state.

[0022] Figure 3 is a schematic diagram of the synchronous automatic clutch in a disengaged state.

[0023] Figure 4 is a schematic diagram of the synchronous automatic clutch in a full disengaged state.

[0024] In the drawing: 1-pawl; 2-ratchet wheel; 3-sliding part; 4-gear sleeve; 5-output part; 6-driving screw sleeve; 7-input part; 8-pressing block; 9-locking sleeve; 10-spring; 11-center rod; 12-connecting gear; 13-transmission gear; 14-stop ring; 15-tooth sleeve; 16-trapezoidal inner thread; 17-trapezoidal outer thread; 18-driving teeth; 19-driven teeth. DETAILED DESCRIPTION

[0025] Specific implementation method one: Combining Figures 1 to 4 This embodiment describes a synchronous automatic clutch fully disengagement device, comprising a pressure block 8, a locking sleeve 9, a spring 10, a center rod 11, and a gear sleeve 4. The output component 5 has a radially arranged pressure block mounting hole on the side near the input component 7. The pressure block 8 is coaxially inserted into the pressure block mounting hole. A through gear sleeve mounting hole is formed in the center of the pressure block 8. The upper end of the gear sleeve 4 is coaxially inserted into the gear sleeve mounting hole. The lower end of the gear sleeve 4 is connected to a gear 12 located below the pressure block 8. A drive gear 12 is located on the side of the gear sleeve 4. A transmission gear 13 is machined at the end of the moving screw sleeve 6. The transmission gear 13 meshes with the lower end connecting gear 12 of the gear sleeve 4. A locking sleeve 9 is coaxially inserted into the inner hole of the gear sleeve 4. A center rod assembly hole is opened inside the locking sleeve 9. A center rod 11 is coaxially inserted into the center rod assembly hole. The tail of the center rod 11 is provided with a step. The center rod assembly hole is a circular stepped hole. A spring 10 is sleeved on the step at the tail of the center rod 11. The upper end of the spring 10 contacts the stepped surface of the center rod assembly hole. The head of the center rod 11 contacts the sliding member 3.

[0026] In this embodiment, the spring 10 is sleeved on the step of the center rod 11, and the two are combined and installed in the locking sleeve 9. The locking sleeve 9 is then installed in the gear sleeve 4. The entire clutch disengagement device is fixed to the output component 5 by the pressure block 8. The head of the center rod 11 is in contact with the sliding component 3. Through the action of the spring 10, the locking sleeve 9 and the gear sleeve 4 can be lifted up to prevent them from falling and contacting the sliding component 3 due to gravity.

[0027] The gear sleeve 4 is the active force-bearing component of the synchronous automatic clutch fully disengagement device. The fully disengagement device generates sliding force of the sliding component 3 through the interaction between the connecting gear 12 in the gear sleeve 4 and the transmission gear 13 in the drive screw sleeve 6 by the operation of the tool, so that the clutch pawl 1 and ratchet 2 are separated.

[0028] In this embodiment, the connecting gear 12 at the lower end of the gear sleeve 4 and the driving screw sleeve 6 on the side of the gear sleeve 4 are both bevel gears.

[0029] When the synchronous automatic clutch is engaged, the connecting gear 12 of the input component 7 and the transmission gear 13 of the output component 5 mesh. When the main engine starts, it will transmit power to the transmission propeller shaft, and the ship will move. When the clutch is engaged, it is impossible to conduct a test run of the main engine alone when the ship is stationary at the dock.

[0030] When the synchronous automatic clutch is disengaged, the connecting gear 12 of the input component 7 and the transmission gear 13 of the output component 5 are completely disengaged. After the main engine is started, the clutch will automatically engage. In the disengaged state, it is impossible to complete the test run of the main engine alone when the ship is stationary at the dock.

[0031] Specific Implementation Method Two: CombiningFigures 1 to 4 The embodiment is described as follows. The gear sleeve 4 is provided with a blocking ring positioning groove at the bottom of the inner hole, and the blocking ring 14 is arranged at the bottom of the locking sleeve 9 and located in the blocking ring positioning groove. In this way, the locking sleeve 9 is provided with a blocking ring structure, and when the clutch rotates, the locking sleeve 9 can be positioned in the gear sleeve 4. The other components and connection relationships are the same as those in the first embodiment.

[0032] The third embodiment is described as follows. Figures 1 to 4 The embodiment is described as follows. The lower hole section of the center rod assembly hole is equal in diameter to the head of the center rod 11, and the upper hole section of the center rod assembly hole is equal in diameter to the tail step portion of the center rod 11. The other components and connection relationships are the same as those in the first or second embodiment.

[0033] The fourth embodiment is described as follows. Figures 1 to 4 The embodiment is described as follows. The end of the upper end connecting sleeve of the gear sleeve 4 is provided with a tooth sleeve 15. In this way, the gear sleeve 4 and the driving screw sleeve 6 have a pair of gears (i.e., the connecting gear 12 and the transmission gear 13). When the clutch is in the disengaged state, an external force is applied to the tooth sleeve 15 of the gear sleeve 4 by a tool, so that the gear sleeve 4 rotates circumferentially. The other components and connection relationships are the same as those in the first, second, or third embodiment.

[0034] The tool in the embodiment can be a wrench, pliers, or other tools that apply force to the tooth sleeve 15 to drive the gear sleeve 4 to rotate.

[0035] The fifth embodiment is described as follows. Figures 1 to 4 The embodiment is described as follows. The driving screw sleeve 6 is internally provided with a trapezoidal internal thread 16, and the side end of the sliding part 3 close to the input part is provided with a trapezoidal external thread 17 matching the trapezoidal internal thread 16 of the driving screw sleeve 6. The other components and connection relationships are the same as those in the first, second, third, or fourth embodiment.

[0036] The sixth embodiment is described as follows. Figures 1 to 4 The embodiment is described as follows. The embodiment further includes a plurality of pressing block connecting bolts. The pressing block assembly hole of the output part 5 is a circular stepped hole, and a plurality of lower pressing block connecting thread holes are uniformly arranged on the stepped surface of the pressing block assembly hole in the circumferential direction. The pressing block 8 is a circular columnar structure, and a plurality of lower pressing block connecting thread holes corresponding to the lower pressing block connecting thread holes are arranged on the pressing block 8. The pressing block 8 is fixedly connected to the output part 5 through the plurality of pressing block connecting bolts. In this way, the gear sleeve 4 is positioned by the pressing block 8, so that the locking sleeve 9 and the gear sleeve 4 are not thrown out under the action of centrifugal force when the clutch rotates. The other components and connection relationships are the same as those in the first, second, third, fourth, or fifth embodiment.

[0037] The seventh embodiment is described as follows. Figures 2 to 4The present embodiment is a method for full disengagement of a synchronous automatic clutch, which is in a disengaged state. By applying an external force to the tooth sleeve 15 of the gear sleeve 4, the connecting gear 12 on the gear sleeve 4 drives the transmission gear 13 on the drive screw sleeve 6 to rotate in a circle. The force between the connecting gear 12 and the transmission gear 13 overcomes the friction between the trapezoidal internal thread 16 of the drive screw sleeve 6 and the trapezoidal external thread 17 of the sliding member 3, causing the sliding member 3 to slide in an axial direction in a spiral manner. The pawl 1 on the input member 7 and the ratchet wheel 2 on the sliding member 3 are axially disengaged. At this time, the driving teeth 18 on the input member 7 and the driven teeth 19 on the output member 5 are disengaged, and the input member 7 and the output member 5 are not in contact, and are in a fully disengaged state. The other components and connection relationships are the same as those in the first, second, third, fourth, fifth, or sixth embodiments.

[0038] It is particularly important to note that the operation of the synchronous automatic clutch full disengagement device must be carried out when the entire transmission device is in a stationary state, and the state of the clutch is in a disengaged state, otherwise it will cause damage to the clutch. In the full disengaged state of the clutch, the input member 7 is rotated alone, the output member 5 will not drive the transmission shaft to rotate, and the ship will not move, achieving the purpose of completing the single test run of the power host when the ship is stationary at the dock.

[0039] When the rotational speed of the input member 7 of the clutch is higher than that of the output member 5, the clutch is automatically engaged;

[0040] Figure 2 is a schematic diagram of the engaged state of the synchronous automatic clutch. As shown in Figure 2 , the pawl 1 is located on the input member 7, which is connected to the end of the ship's power host, the ratchet wheel 2 is located on the sliding member 3, which is connected to the drive screw sleeve 6 through the trapezoidal thread, the drive screw sleeve 6 is connected to the output member 5, and the output member 5 is connected to the end of the transmission shaft. In the engaged state of the clutch, the pawl 1 and the ratchet wheel 2 are axially separated, and the driving teeth 18 on the input member 7 and the driven teeth 19 on the output member 5 are engaged. In the engaged state of the clutch, the power host is started, and the power is transmitted to the transmission shaft through the driving teeth 18 on the input member 7 and the driven teeth 19 on the output member 5, driving the transmission shaft to rotate, and the ship will inevitably move. The engaged state of the clutch cannot achieve the purpose of completing the single test run of the power host when the ship is stationary at the dock.

[0041] When the rotational speed of the output member 5 is higher than that of the input member 7, the clutch is automatically disengaged;

[0042] Figure 3 is a schematic diagram of the disengaged state of the synchronous automatic clutch. As shown in Figure 3As shown, the pawl 1 is in contact with the ratchet wheel 2, and the pawl 1 and the ratchet wheel 2 are used to align the driving teeth 18 on the input member 7 and the driven teeth 19 on the output member 5 when the clutch is engaged, so that the pair of driving teeth can be normally engaged; when the clutch is disengaged, the static starting power master, the rotation speed of the input member 7 is higher than that of the output member 5, and the clutch will make the pair of driving teeth on the input member 7 and the output member 5 engaged under the alignment of the pawl 1 and the ratchet wheel 2, and the clutch will be necessarily engaged, so as to transmit power to drive the transmission paddle shaft to rotate, and the clutch cannot be disengaged to complete the power master test run alone when the ship is stationary at the wharf.

[0043] Working principle

[0044] Combination Figures 1 to 4 The working principle of the full disengagement device of the synchronous automatic clutch is described as follows: the full disengagement device can separate the input member and the output member of the clutch axially, so that the clutch is in a full disengagement state, that is, the power master connected to the input end of the clutch and the transmission paddle shaft connected to the output end of the clutch are completely disconnected. When the power master is started, only the input member of the clutch is driven to rotate, and the output member of the clutch and the transmission paddle shaft are not driven to rotate, so that the ship does not move, and the power master test run alone can be completed when the ship is stationary at the wharf.

[0045] The above examples are only used to illustrate the technical solutions of the present application, but not to limit it; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that the technical solutions recorded in the foregoing examples can be modified, or some technical features can be replaced equivalently; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A synchronous automatic clutch fully disengagement device, characterized in that: It includes a pressure block (8), a locking sleeve (9), a spring (10), a center rod (11), and a gear sleeve (4). The output component (5) has a pressure block mounting hole on the radial side near the input component (7). The pressure block (8) is coaxially inserted into the pressure block mounting hole. A through gear sleeve mounting hole is opened in the center of the pressure block (8). The upper end connecting sleeve of the gear sleeve (4) is coaxially inserted into the gear sleeve mounting hole. The lower end connecting gear (12) of the gear sleeve (4) is located below the pressure block (8) and is positioned at the gear... A transmission gear (13) is machined at the end of the drive screw sleeve (6) on the side of the gear sleeve (4). The transmission gear (13) meshes with the lower end connecting gear (12) of the gear sleeve (4). A locking sleeve (9) is coaxially inserted into the inner hole of the gear sleeve (4). A center rod assembly hole is opened inside the locking sleeve (9). A center rod (11) is coaxially inserted into the center rod assembly hole. A step is provided at the tail of the center rod (11). The center rod assembly hole is a circular stepped hole. A sleeve is fitted on the step at the tail of the center rod (11). There is a spring (10), the upper end of the spring (10) contacts the stepped surface of the mounting hole of the center rod, and the head of the center rod (11) contacts the sliding part (3). When the clutch is disengaged, by applying an external force to the gear sleeve (15) of the gear sleeve (4), the connecting gear (12) on the gear sleeve (4) drives the transmission gear (13) on the drive screw sleeve (6) to rotate in a circle. The force between the connecting gear (12) and the transmission gear (13) overcomes the trapezoidal inner screw of the drive screw sleeve (6). The friction between the thread (16) and the trapezoidal external thread (17) of the sliding member (3) causes the sliding member (3) to slide spirally along the axial direction until the pawl (1) on the input member (7) disengages axially from the ratchet (2) on the sliding member (3). At this time, the active drive tooth (18) on the input member (7) and the driven drive tooth (19) on the output member (5) disengage. The input member (7) and the output member (5) have no contact and are completely disengaged. This state is the fully disengaged state of the clutch.

2. The synchronous automatic clutch fully disengagement device according to claim 1, characterized in that: The bottom of the inner hole of the gear sleeve (4) is provided with a retaining ring positioning groove, and the bottom of the locking sleeve (9) is provided with a retaining ring (14), which is located in the retaining ring positioning groove.

3. The synchronous automatic clutch fully disengagement device according to claim 2, characterized in that: The diameter of the lower section of the central rod assembly hole is equal to the diameter of the head of the central rod (11), and the diameter of the upper section of the central rod assembly hole is equal to the diameter of the tail step portion of the central rod (11).

4. The synchronous automatic clutch fully disengagement device according to claim 3, characterized in that: The upper end of the gear sleeve (4) is machined with a gear sleeve (15).

5. The synchronous automatic clutch fully disengagement device according to claim 4, characterized in that: The drive sleeve (6) has a trapezoidal internal thread (16) machined inside, and the sliding part (3) has a trapezoidal external thread (17) that matches the trapezoidal internal thread (16) of the drive sleeve (6) at one end near the input part.

6. The synchronous automatic clutch fully disengagement device according to claim 5, characterized in that: It also includes multiple pressure block connecting bolts. The pressure block assembly hole of the output component (5) is a circular stepped hole. Multiple lower pressure block connecting threaded holes are evenly opened on the stepped surface of the pressure block assembly hole along the circumferential direction. The pressure block (8) is a circular columnar structure. Multiple lower pressure block connecting threaded holes corresponding to the lower pressure block connecting threaded holes are machined on the pressure block (8). The pressure block (8) is fixedly connected to the output component (5) through multiple pressure block connecting bolts.

7. A method for using a synchronous automatic clutch fully disengagement device as described in any one of claims 1-6, characterized in that: The method for fully disengaging the synchronous automatic clutch is as follows: when the clutch is disengaged, an external force is applied to the gear sleeve (15) of the gear sleeve (4), and the connecting gear (12) on the gear sleeve (4) drives the transmission gear (13) on the drive screw sleeve (6) to rotate in a circle. The force between the connecting gear (12) and the transmission gear (13) overcomes the friction between the trapezoidal internal thread (16) of the drive screw sleeve (6) and the trapezoidal external thread (17) of the sliding member (3), causing the sliding member (3) to slide spirally along the axial direction until the pawl (1) on the input member (7) and the ratchet (2) on the sliding member (3) are axially disengaged. At this time, the active drive tooth (18) on the input member (7) and the driven drive tooth (19) on the output member (5) are disengaged, and the input member (7) and the output member (5) have no contact and are completely disengaged. This state is the fully disengaged state of the clutch.

Images