Power matching transmission mechanism of engine and propeller

Abstract

The invention belongs to the technical field of power transmission, and particularly relates to a power matching transmission mechanism of an engine and a propeller. The clutch is mounted on one side of the power mechanism through a crankshaft; the two-stage speed reducing mechanism is mounted on one side of the clutch through an input shaft; the propeller body is fixedly connected to one side of the two-stage speed reducing mechanism through an output shaft; a first sun gear is driven to rotate through an input shaft, first-time speed reduction is achieved through transmission cooperation among the first sun gear, a first planet gear, a first inner gear ring and a first rotating plate, and then the first rotating plate drives a second sun gear to rotate through a transmission shaft; and through transmission cooperation among a second sun gear, a second planet gear, a second inner gear ring and a second rotating plate, further speed reduction is conducted, finally, power is transmitted to an output shaft, the propeller body is driven to rotate through the output shaft, the total speed reduction ratio is 3-5: 1, the transmission efficiency is larger than or equal to 95%, power loss is small, and power output is achieved.

Description

Technical Field

[0001] This invention belongs to the field of power transmission technology, specifically a power matching transmission mechanism for an engine and a propeller. Background Technology

[0002] Ground engines include car engines, motorcycle engines, etc., whose output speed is usually 5000-10000 rpm, while the optimal operating speed of a propeller is 1500-2500 rpm. The speeds of the two are mismatched, so they cannot be directly connected for drive.

[0003] Chinese patent CN104118319A discloses a power conversion device for amphibious vehicles, including a shaft, a propeller, and a land gear. The propeller is fitted onto the first end of the shaft, and the land gear is fitted onto the second end. The device also includes a synchronizer sleeve, with its end sliding towards the first end of the shaft fixedly connected to the propeller, and its end sliding towards the second end of the shaft fixedly connected to the land gear. In use, the synchronizer sleeve is driven left and right by a hub motor to switch power transmission modes. Using a synchronizer to switch power transmission modes better eliminates the speed difference between the engine idle speed and the propeller or transmission speed, allowing the engine to be switched without shutting it off and without generating noise.

[0004] In existing technologies, only single-stage gear reduction is used. The transmission ratio of a single-stage gear is limited by the gear diameter and installation space, resulting in insufficient reduction ratio. If the transmission ratio is forcibly increased, it will lead to problems such as insufficient strength of the pinion, excessive size of the gear, and excessive span. At the same time, the relative speed at the gear contact line is high, which causes serious heat generation, especially under high speed and heavy load, resulting in low transmission efficiency.

[0005] Therefore, the present invention provides a power matching transmission mechanism for an engine and a propeller. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.

[0007] The technical solution adopted by this invention to solve its technical problem is: a power matching transmission mechanism for an engine and a propeller, comprising:

[0008] Power mechanism;

[0009] The clutch is mounted on one side of the power mechanism via the crankshaft;

[0010] A two-stage reduction mechanism is mounted on one side of the clutch via the input shaft;

[0011] The propeller body is fixed to one side of the two-stage reduction gear via the output shaft.

[0012] The two-stage reduction mechanism includes a reduction gearbox. The input shaft and output shaft are rotatably connected to the two side walls of the reduction gearbox via bearings. A first internal gear ring and a second internal gear ring are also rotatably connected to the inner wall of the reduction gearbox via bearings. A first sun gear is fixedly connected to one end of the input shaft. A first rotating plate is rotatably connected to one end of the input shaft. Four first planetary gears are rotatably connected to the side wall of the first rotating plate near the first sun gear via rotating shafts. The first planetary gears are all located between the first internal gear ring and the first sun gear, and mesh with both the first internal gear ring and the first sun gear respectively. A drive shaft is fixedly connected to the side wall of the first rotating plate away from the first planetary gears. A second sun gear is fixedly connected to the outer wall of the drive shaft. A second rotating plate is rotatably connected to one end of the drive shaft. Four second planetary gears are rotatably connected to the side wall of the second rotating plate near the second sun gear via rotating shafts. The second planetary gears are all located between the second internal gear ring and the second sun gear, and mesh with both the second internal gear ring and the second sun gear respectively. One end of the output shaft is fixedly connected to the second rotating plate.

[0013] Preferably, an oil reservoir is fixedly connected to the outer wall of the gearbox; an oil injection pipe is fixedly connected to the bottom of the oil reservoir, and the oil injection pipe includes two oil outlets; each oil outlet of the oil injection pipe is equipped with a nozzle; two second solenoid valves are installed on the oil injection pipe; the top inner wall of the gearbox is fixedly connected to both ends of the oil injection pipe through two connecting plates; a filter assembly is provided inside the oil reservoir; a temperature sensor and a vibration sensor are fixedly connected to the outer walls of both the first internal gear ring and the second internal gear ring.

[0014] Preferably, the filter assembly includes a filter basket inserted into the top of the oil storage tank; a cover plate is inserted into the top of the filter basket; a lifting plate is slidably connected inside the filter basket, and a return spring is fixed between the lifting plate and the bottom inner wall of the filter basket.

[0015] Preferably, the oil tank is equipped with an oil level sensor; a winding box is fixedly connected to the top of the oil tank; an oil delivery pipe is connected and fixedly connected to the cover plate, and the oil delivery pipe is wound inside the winding box; a first solenoid valve is installed on the oil delivery pipe.

[0016] Preferably, the power mechanism includes a base, with two fixed plates fixed to the top of the base; multiple crankshafts are fixed between the two fixed plates, and a connecting plate is fixed between each pair of adjacent crankshafts; a connecting rod is rotatably connected between each pair of adjacent connecting plates via a pin, and a piston plate is fixed to the top of each connecting rod; multiple cylinders are fixed to the base via L-shaped plates, and each piston plate slides within its corresponding cylinder; the reduction gearbox is fixed to the side wall of the base via a mounting bracket.

[0017] Preferably, one end of the crankshaft passes through the connecting plate and is fixedly connected to a flywheel; the end of the input shaft near the flywheel is fixedly connected to a clutch via a spline; the clutch is fixedly connected to the side wall of the flywheel by bolts.

[0018] Preferably, the clutch includes a clutch housing; one side wall of the clutch housing is fixed to a flywheel, and a pressure plate is mounted on the other side wall of the clutch. The pressure plate is slidably connected to a spline via a moving block. Multiple pressure rods are fixed to the inner wall of the pressure plate. A pressure plate is fixed to the inner wall of the pressure plate via multiple pressure springs, and a friction plate is fixed to one side of the pressure plate via a connecting block. A drive mechanism is provided on one side of the clutch.

[0019] Preferably, the driving mechanism includes a first link rotatably connected to the outer wall of the moving block via a pin, one end of the first link being rotatably connected to a second link via a pin, and the end of the second link away from the first link being rotatably connected to a pedal.

[0020] The beneficial effects of this invention are as follows:

[0021] 1. The power matching transmission mechanism for an engine and propeller described in this invention comprises a two-stage reduction gear mechanism. Power is transmitted to the crankshaft via a power mechanism, then to the clutch via the crankshaft, and finally to the two-stage reduction gear mechanism via an input shaft. The input shaft drives the first sun gear to rotate, achieving initial reduction through the transmission between the first sun gear, first planet gears, first internal gear ring, and first rotating plate. The first rotating plate then drives the second sun gear to rotate via a transmission shaft, further reducing speed through the transmission between the second sun gear, second planet gears, second internal gear ring, and second rotating plate. Finally, the power is transmitted to the output shaft, which drives the propeller body to rotate, achieving power output. Speed ​​matching is achieved through a two-stage planetary gear reducer. The input shaft connects to the engine crankshaft, and the output shaft connects to the propeller body flange. The overall reduction ratio is 3-5:1, with a transmission efficiency ≥95% and minimal power loss.

[0022] 2. The power matching transmission mechanism for an engine and propeller described in this invention, by setting a filter basket and a return spring, allows lubricating oil to be filtered through the filter basket and lifting plate when it enters the oil tank. During the filtration process, some oil residue is filtered into the filter basket. To prevent some oil residue from clogging the filter holes of the filter basket, a return spring is set. When oil enters, the lifting plate shakes under the action of the return spring, scraping off the oil residue on the inner wall of the filter basket, thus improving the filtration effect. After a period of time, the filter basket needs to be cleaned, which can be removed by disassembling the cover plate.

[0023] 3. The power matching transmission mechanism for an engine and a propeller described in this invention, by setting a clutch, drives a moving block to move axially along the spline through a trigger drive mechanism. The moving block drives the pressure plate to move axially as a whole through the spline, compressing the pressure spring. Multiple pressure rods on the inner wall of the pressure plate move with the pressure plate, dispersing and transmitting the axial thrust to the pressure plate. The pressure plate retracts inward under the thrust of the pressure rods, and the connecting block forces the friction plate to press tightly against the outer surface of the crankshaft, realizing power output. The clutch adopts a friction structure, with its right end connected to the first sun gear, and the preset disconnection torque is 1.2-1.5 times the maximum output torque of the engine. Attached Figure Description

[0024] The invention will now be further described with reference to the accompanying drawings.

[0025] Figure 1 This is a perspective view of the present invention;

[0026] Figure 2 This is a cross-sectional view of the present invention;

[0027] Figure 3 This is the present invention. Figure 2 Enlarged view of point A in the middle;

[0028] Figure 4 This is a schematic diagram of the crankshaft structure in this invention;

[0029] Figure 5 This is a schematic diagram of the oil storage tank in this invention;

[0030] Figure 6 This is a schematic diagram of the two-stage reduction mechanism in this invention;

[0031] Figure 7 This is a schematic diagram of the cross-sectional structure of the filter basket in this invention;

[0032] Figure 8 This is a schematic diagram of the winding box in this invention;

[0033] In the diagram: 1. Base; 2. Cylinder; 21. Piston plate; 22. Connecting rod; 23. Fixing plate; 24. Crankshaft; 25. Connecting plate; 3. Flywheel; 31. Clutch housing; 32. Pressure plate; 33. Moving block; 34. First connecting rod; 35. Second connecting rod; 36. Pedal; 37. Pressure plate; 38. Pressure spring; 39. Pressure rod; 310. Friction plate; 4. Gearbox; 41. Mounting bracket; 42. Output shaft; 43. Propeller body; 44. Input shaft; 441. Spline; 442. First sun 443. First planetary gear; 444. First internal gear ring; 445. First rotating plate; 45. Drive shaft; 451. Second sun gear; 452. Second planetary gear; 453. Second internal gear ring; 454. Second rotating plate; 46. Oil reservoir; 461. Cover plate; 462. Filter basket; 463. Lifting plate; 464. First solenoid valve; 465. Winding box; 466. Oil level sensor; 467. Oil delivery pipe; 47. Injection pipe; 471. Second solenoid valve; 472. Nozzle; 473. Connecting plate. Detailed Implementation

[0034] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0035] like Figures 1 to 6As shown in the embodiment of the present invention, a power matching transmission mechanism for an engine and a propeller includes: a power mechanism; a clutch mounted on one side of the power mechanism via a crankshaft 24; a two-stage reduction mechanism mounted on one side of the clutch via an input shaft 44; and a propeller body 43 fixedly connected to one side of the two-stage reduction mechanism via an output shaft 42. The two-stage reduction mechanism includes a reduction gearbox 4, and the input shaft 44 and output shaft 42 are rotatably connected to two side walls of the reduction gearbox 4 via bearings. A first internal gear ring 444 and a second internal gear ring 453 are also rotatably connected to the inner wall of the reduction gearbox 4 via bearings. A first sun gear 442 is fixedly connected to one end of the input shaft 44. A first rotating plate 445 is rotatably connected to one end of the input shaft 44, and the side walls of the first rotating plate 445 near the first sun gear 442 are all rotatable via shafts. Four first planetary gears 443 are connected; each of the first planetary gears 443 is located between the first internal gear ring 444 and the first sun gear 442, and meshes with the first internal gear ring 444 and the first sun gear 442 respectively; a drive shaft 45 is fixedly connected to the side wall of the first rotating plate 445 away from the first planetary gears 443, and a second sun gear 451 is fixedly connected to the outer wall of the drive shaft 45; one end of the drive shaft 45 is rotatably connected to a second rotating plate 454, and four second planetary gears 452 are rotatably connected to the side wall of the second rotating plate 454 near the second sun gear 451 via rotating shafts; each of the second planetary gears 452 is located between the second internal gear ring 453 and the second sun gear 451, and meshes with the second internal gear ring 453 and the second sun gear 451 respectively; one end of the output shaft 42 is fixedly connected to the second rotating plate 454.

[0036] When the two-stage reduction mechanism provided by this invention is in use, after the engine starts, the power is transmitted to the crankshaft 24 through the power mechanism, and then to the clutch through the crankshaft 24. The power is then transmitted to the two-stage reduction mechanism through the input shaft 44. The input shaft 44 drives the first sun gear 442 to rotate. Through the transmission cooperation between the first sun gear 442, the first planet gear 443, the first internal gear ring 444 and the first rotating plate 445, the first reduction is achieved. Then, the first rotating plate 445 drives the second sun gear 451 to rotate through the transmission shaft 45. Through the transmission cooperation between the second sun gear 451, the second planet gear 452, the second internal gear ring 453 and the second rotating plate 454, the reduction is further achieved. Finally, the power is transmitted to the output shaft 42, and the output shaft 42 drives the propeller body 43 to rotate, thereby achieving power output.

[0037] The clutch adopts a friction-type structure, with its right end connected to the first sun gear 442. The preset disconnection torque is 1.2-1.5 times the maximum output torque of the engine. By setting the clutch, when the propeller body 43 jams and the torque exceeds the preset value, the clutch will automatically disengage to protect the engine. The speed matching is achieved through a two-stage planetary gear reducer 4. The input shaft 44 is connected to the engine crankshaft 24, and the output shaft 42 is connected to the flange of the propeller body 43. The total reduction ratio is 3-5:1, the transmission efficiency is ≥95%, and the power loss is small.

[0038] When the propeller body 43 rotates, the axial reaction force of the propeller body 43 is transmitted to the engine base 1 through the thrust bearing and the gearbox 4; when the propeller body 43 jams, the torque increases sharply, triggering the clutch to disengage and cutting off the power transmission.

[0039] like Figure 2 and Figure 7 As shown, an oil reservoir 46 is fixedly connected to the outer wall of the gearbox 4; an oil injection pipe 47 is fixedly connected to the bottom of the oil reservoir 46, and the oil injection pipe 47 includes two oil outlets; each oil outlet of the oil injection pipe 47 is equipped with a nozzle 472; two second solenoid valves 471 are installed on the oil injection pipe 47; the top inner wall of the gearbox 4 is fixedly connected to both ends of the oil injection pipe 47 through two sleeve plates 473; a filter assembly is provided inside the oil reservoir 46; a temperature sensor and a vibration sensor are fixedly connected to the outer walls of the first internal gear ring 444 and the second internal gear ring 453.

[0040] The oil reservoir 46 provided by this invention adds lubricating oil to the two-stage reduction mechanism during use, maintaining lubrication and reducing wear. During operation, temperature and vibration sensors monitor the working status of the internal gear ring in real time. When the temperature or vibration frequency reaches a set threshold, the signal is transmitted to the system, which controls the second solenoid valve 471 to open. Then, the lubricating oil in the oil reservoir 46 is sprayed onto the gears and other components in the reduction gearbox 4 through the nozzle 472 on the oil spray pipe 47 for lubrication, thereby improving the service life of the two-stage reduction mechanism.

[0041] like Figure 7 and Figure 8 As shown, the filter assembly includes a filter basket 462 inserted into the top of the oil storage tank 46; a cover plate 461 is inserted into the top of the filter basket 462; a lifting plate 463 is slidably connected inside the filter basket 462, and a return spring is fixed between the lifting plate 463 and the bottom inner wall of the filter basket 462.

[0042] When the lubricating oil enters the oil storage tank 46, it first passes through the filter basket 462. The filter basket 462 and the lifting plate 463 filter the lubricating oil. During the filtration process, some oil residue is filtered into the filter basket 462. To prevent some oil residue from clogging the filter holes of the filter basket 462, a return spring is provided. When oil is introduced, the lifting plate 463 shakes under the action of the return spring, scraping off the oil residue on the inner wall of the filter basket 462, which facilitates the improvement of the filtration effect. After a period of time, the filter basket 462 needs to be cleaned. The filter basket 462 can be removed by disassembling the cover plate 461.

[0043] like Figure 7 As shown, an oil level sensor 466 is provided inside the oil storage tank 46; a winding box 465 is fixedly connected to the top of the oil storage tank 46; an oil delivery pipe 467 is connected and fixedly connected to the cover plate 461, and the oil delivery pipe 467 is wound inside the winding box 465; a first solenoid valve 464 is installed on the oil delivery pipe 467.

[0044] The oil level sensor 466 provided by the present invention is used to monitor the remaining amount of lubricating oil in the oil storage tank 46. When the lubricating oil is less than the set value, one end of the oil supply pipe 467 needs to be pulled out and placed in the oil tank through the winding mechanism. Oil is supplied to the oil storage tank 46 by turning on the oil pump and the first solenoid valve 464 to maintain the supply of lubricating oil.

[0045] like Figure 1 and Figure 4 As shown, the power mechanism includes a base 1, with two fixed plates 23 fixed to the top of the base 1; multiple crankshafts 24 are fixed between the two fixed plates 23, and a connecting plate 25 is fixed between each adjacent crankshaft 24; a connecting rod 22 is rotatably connected between each adjacent connecting plate 25 via a pin, and a piston plate 21 is fixed to the top of each connecting rod 22; multiple cylinders 2 are fixed to the base 1 via L-shaped plates, and each piston plate 21 slides within its corresponding cylinder 2; the reduction gearbox 4 is fixed to the side wall of the base 1 via a mounting bracket 41.

[0046] The power mechanism provided by this invention is used to provide power. During the process of piston plate 21 moving from top dead center to bottom dead center, a negative pressure is formed in cylinder 2, the intake valve opens, and the mixed gas is drawn into cylinder 2. When piston plate 21 moves from bottom dead center upward, the intake valve closes, and the mixed gas is compressed to a high pressure and high temperature state. The mixed gas burns violently, and the gas pressure rises sharply, pushing piston plate 21 to move up and down. Piston plate 21 drives connecting rod 22 to move up and down. One end of connecting rod 22 drives connecting plate 25 to rotate, and connecting plate 25 drives crankshaft 24 to rotate, thereby transmitting power to crankshaft 24 through the engine to provide a power source.

[0047] like Figure 3 , Figure 4 and Figure 5 As shown, one end of the crankshaft 24 passes through the connecting plate 25 and is fixedly connected to the flywheel 3; the end of the input shaft 44 near the flywheel 3 is fixedly connected to the clutch via spline 441; the clutch is fixedly connected to the side wall of the flywheel 3 by bolts.

[0048] When in use, the flywheel 3 provided by the present invention is a disc with a large moment of inertia, usually made of cast iron or steel. It stores mechanical energy through high-speed rotation. The engine only generates power during the power stroke. During the other three strokes, intake, compression and exhaust all rely on the kinetic energy stored in the flywheel 3 to drive the crankshaft 24 to run continuously, ensuring that the engine can still run smoothly during non-power strokes and avoiding shutdown due to power interruption.

[0049] like Figure 3 As shown, the clutch includes a clutch housing 31; one side wall of the clutch housing 31 is fixed to the flywheel 3, and a pressure plate 32 is installed on the other side wall of the clutch. The pressure plate 32 is slidably connected to the spline 441 via a moving block 33; multiple pressure rods 39 are fixed to the inner wall of the pressure plate 32; a pressure plate 37 is fixed to the inner wall of the pressure plate 32 via multiple pressure springs 38, and a friction plate 310 is fixed to one side wall of the pressure plate 37 via a connecting block; a drive mechanism is provided on one side of the clutch.

[0050] The clutch provided by the present invention includes an engaged state and a disengaged state during use. When engaged, the drive mechanism is triggered to push the moving block 33 to move axially along the spline 441. The moving block 33 drives the pressure plate 32 to move axially as a whole through the spline 441, compressing the pressure spring 38. Multiple pressure rods 39 on the inner wall of the pressure plate 32 move with the pressure plate 32, dispersing and transmitting the axial thrust to the pressure plate 37. The pressure plate 37 retracts inward under the thrust of the pressure rods 39, and the connecting block forces the friction plate 310 to press tightly against the outer surface of the crankshaft 24, thereby realizing power output.

[0051] When the drive mechanism is de-energized or the propeller body 43 is stuck, the driving force on the moving block 33 is lost. The compressed pressure spring 38 pushes the pressure plate 32 away from the flywheel 3, and the pressure rod 39 moves back with the pressure plate 32, relieving the pressure on the pressure plate 37. The pressure plate 37 expands outward under its own elasticity or gravity, causing the friction plate 310 to disengage from the crankshaft 24. Although the flywheel 3 continues to rotate, the power cannot be transmitted to the input shaft 44 through the clutch, and the equipment enters an unloaded state.

[0052] Frequent joining and separating of the friction plate 310 will cause the friction plate 310 to undergo high-temperature annealing. It is equipped with heat dissipation fins on the outside and requires forced air cooling when necessary.

[0053] like Figure 2As shown, the driving mechanism includes a first connecting rod 34 rotatably connected to the outer wall of the moving block 33 via a pin. One end of the first connecting rod 34 is rotatably connected to a second connecting rod 35 via a pin. The end of the second connecting rod 35 away from the first connecting rod 34 is rotatably connected to a pedal 36.

[0054] When the clutch needs to be engaged, the drive mechanism provided by the present invention is used by stepping on the pedal 36, which drives the second connecting rod 35 to rotate, and the second connecting rod 35 drives the first connecting rod 34 to rotate. During the movement, the first connecting rod 34 drives the moving block 33 to move, which facilitates the connection between the friction plate 310 and the crankshaft 24.

[0055] Working principle: After the engine starts, power is transmitted to the crankshaft 24 through the power mechanism. The power is then transmitted to the clutch through the crankshaft 24, and then to the two-stage reduction mechanism through the input shaft 44. The input shaft 44 drives the first sun gear 442 to rotate. Through the transmission cooperation between the first sun gear 442, the first planetary gear 443, the first internal gear ring 444, and the first rotating plate 445, the first reduction is achieved. Then, the first rotating plate 445 drives the second sun gear 451 to rotate through the transmission shaft 45. Through the transmission cooperation between the second sun gear 451, the second planetary gear 452, the second internal gear ring 453, and the second rotating plate 454, the reduction is further achieved. Finally, the power is transmitted to the output shaft 42, which drives the propeller body 43 to rotate, thus achieving power output.

[0056] The clutch adopts a friction-type structure, with its right end connected to the first sun gear 442. The preset disconnection torque is 1.2-1.5 times the maximum output torque of the engine. By setting the clutch, when the propeller body 43 jams and the torque exceeds the preset value, the clutch will automatically disengage to protect the engine. The speed matching is achieved through a two-stage planetary gear reducer 4. The input shaft 44 is connected to the engine crankshaft 24, and the output shaft 42 is connected to the flange of the propeller body 43. The total reduction ratio is 3-5:1, the transmission efficiency is ≥95%, and the power loss is small.

[0057] During operation, temperature and vibration sensors monitor the working status of the internal gear ring in real time. When the temperature or vibration frequency reaches a set threshold, a signal is transmitted to the system, which controls the second solenoid valve 471 to open. Then, the lubricating oil in the oil tank 46 is sprayed onto the gears and other components in the gearbox 4 through the nozzle 472 on the oil spray pipe 47 for lubrication, thereby improving the service life of the two-stage reduction mechanism. The oil level sensor 466 is used to monitor the remaining lubricating oil in the oil tank 46. When the lubricating oil level is lower than the set value, one end of the oil delivery pipe 467 needs to be pulled out and placed in the oil tank through the winding mechanism. The oil pump and the first solenoid valve 46 are then activated. 4. Oil is supplied to the oil storage tank 46 to maintain the supply of lubricating oil. When the lubricating oil enters the oil storage tank 46, it first passes through the filter basket 462. The lubricating oil is filtered by the filter basket 462 and the lifting plate 463. During the filtration process, some oil residue is filtered into the filter basket 462. To prevent some oil residue from clogging the filter holes of the filter basket 462, a return spring is set. When oil is introduced, the lifting plate 463 shakes under the action of the return spring, scraping off the oil residue on the inner wall of the filter basket 462, which facilitates the improvement of the filtration effect. After a period of time, the filter basket 462 needs to be cleaned. The filter basket 462 can be removed by disassembling the cover plate 461.

[0058] As the piston plate 21 moves from top dead center to bottom dead center, a negative pressure is formed inside the cylinder 2, the intake valve opens, and the air-fuel mixture is drawn into the cylinder 2. As the piston plate 21 moves from bottom dead center upward, the intake valve closes, and the air-fuel mixture is compressed to a high-pressure and high-temperature state. The air-fuel mixture burns violently, and the air pressure rises sharply, pushing the piston plate 21 to move up and down. The piston plate 21 drives the connecting rod 22 to move up and down, and one end of the connecting rod 22 drives the connecting plate 25 to rotate. The connecting plate 25 drives the crankshaft 24 to rotate, thereby transmitting power to the crankshaft 24 through the engine to provide a power source.

[0059] When the clutch is in use, it includes an engaged state and a disengaged state. When engaged, the trigger drive mechanism pushes the moving block 33 to move axially along the spline 441. The moving block 33 drives the pressure plate 32 to move axially as a whole through the spline 441, compressing the pressure spring 38. Multiple pressure rods 39 on the inner wall of the pressure plate 32 move with the pressure plate 32, dispersing and transmitting the axial thrust to the pressure plate 37. The pressure plate 37 retracts inward under the thrust of the pressure rods 39, forcing the friction plate 310 to press tightly against the outer surface of the crankshaft 24 through the connecting block, thereby realizing power output.

[0060] When the drive mechanism is de-energized or the propeller body 43 is stuck, the driving force on the moving block 33 is lost. The compressed pressure spring 38 pushes the pressure plate 32 away from the flywheel 3, and the pressure rod 39 moves back with the pressure plate 32, relieving the pressure on the pressure plate 37. The pressure plate 37 expands outward under its own elasticity or gravity, causing the friction plate 310 to disengage from the crankshaft 24. Although the flywheel 3 continues to rotate, the power cannot be transmitted to the input shaft 44 through the clutch, and the equipment enters an unloaded state.

[0061] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A power matching transmission mechanism for an engine and a propeller, comprising: Power mechanism; The clutch is mounted on one side of the power mechanism via the crankshaft (24); A two-stage reduction mechanism is mounted on one side of the clutch via an input shaft (44); The propeller body (43) is fixed to one side of the two-stage reduction gear via the output shaft (42). The two-stage reduction mechanism is characterized by the following features: a reduction gearbox (4) is included, and the input shaft (44) and output shaft (42) are rotatably connected to the two side walls of the reduction gearbox (4) via bearings; a first internal gear ring (444) and a second internal gear ring (453) are also rotatably connected to the inner wall of the reduction gearbox (4) via bearings; a first sun gear (442) is fixedly connected to one end of the input shaft (44); a first rotating plate (445) is rotatably connected to one end of the input shaft (44), and four first planetary gears (443) are rotatably connected to the side wall of the first rotating plate (445) near the first sun gear (442) via rotating shafts; the first planetary gears (443) are all located between the first internal gear ring (444) and the first sun gear (442), and are respectively connected to the first internal gear ring (444). The ring (444) meshes with the first sun gear (442); a drive shaft (45) is fixedly connected to the side wall of the first rotating plate (445) away from the first planetary gear (443), a second sun gear (451) is fixedly connected to the outer wall of the drive shaft (45), a second rotating plate (454) is rotatably connected to one end of the drive shaft (45), and four second planetary gears (452) are rotatably connected to the side wall of the second rotating plate (454) near the second sun gear (451) through a rotating shaft; the second planetary gears (452) are all located between the second internal gear ring (453) and the second sun gear (451), and mesh with the second internal gear ring (453) and the second sun gear (451) respectively; one end of the output shaft (42) is fixedly connected to the second rotating plate (454).

2. The power matching transmission mechanism for an engine and a propeller according to claim 1, characterized in that: An oil reservoir (46) is fixedly connected to the outer wall of the gearbox (4); an oil injection pipe (47) is fixedly connected to the bottom of the oil reservoir (46), and the oil injection pipe (47) includes two oil outlets; each oil outlet of the oil injection pipe (47) is equipped with a nozzle (472); two second solenoid valves (471) are installed on the oil injection pipe (47); the top inner wall of the gearbox (4) is fixedly connected to both ends of the oil injection pipe (47) through two sleeve plates (473); a filter assembly is provided inside the oil reservoir (46); a temperature sensor and a vibration sensor are fixedly connected to the outer walls of the first internal gear ring (444) and the second internal gear ring (453).

3. The power matching transmission mechanism for an engine and a propeller according to claim 2, characterized in that: The filter assembly includes a filter basket (462) inserted into the top of the oil storage tank (46); a cover plate (461) is inserted into the top of the filter basket (462); a lifting plate (463) is slidably connected inside the filter basket (462), and a return spring is fixed between the lifting plate (463) and the bottom inner wall of the filter basket (462).

4. The power matching transmission mechanism for an engine and a propeller according to claim 3, characterized in that: An oil level sensor (466) is provided inside the oil storage tank (46); a winding box (465) is fixedly connected to the top of the oil storage tank (46); an oil delivery pipe (467) is connected and fixedly connected to the cover plate (461), and the oil delivery pipe (467) is wound inside the winding box (465); a first solenoid valve (464) is installed on the oil delivery pipe (467).

5. The power matching transmission mechanism for an engine and a propeller according to claim 4, characterized in that: The power mechanism includes a base (1), and two fixing plates (23) are fixedly connected to the top of the base (1); multiple crankshafts (24) are fixedly connected between the two fixing plates (23), and a connecting plate (25) is fixedly connected between two adjacent crankshafts (24); a connecting rod (22) is rotatably connected between two adjacent connecting plates (25) by a pin, and a piston plate (21) is fixedly connected to the top of each connecting rod (22); multiple cylinders (2) are fixedly connected to the base (1) by an L-shaped plate, and the piston plates (21) slide in the corresponding cylinders (2); the reduction gearbox (4) is fixedly connected to the side wall of the base (1) by a mounting bracket (41).

6. The power matching transmission mechanism for an engine and a propeller according to claim 5, characterized in that: One end of the crankshaft (24) passes through the connecting plate (25) and is fixedly connected to the flywheel (3); the end of the input shaft (44) near the flywheel (3) is fixedly connected to the clutch via a spline (441); the clutch is fixedly connected to the side wall of the flywheel (3) by bolts.

7. The power matching transmission mechanism for an engine and a propeller according to claim 6, characterized in that: The clutch includes a clutch housing (31); one side wall of the clutch housing (31) is fixed to the flywheel (3), and a pressure plate (32) is installed on the other side wall of the clutch. The pressure plate (32) is slidably connected to the spline (441) via a moving block (33); a plurality of pressure rods (39) are fixed to the inner wall of the pressure plate (32); a pressure plate (37) is fixed to the inner wall of the pressure plate (32) via a plurality of pressure springs (38), and a friction plate (310) is fixed to one side wall of the pressure plate (37) via a connecting block; a drive mechanism is provided on one side of the clutch.

8. The power matching transmission mechanism for an engine and a propeller according to claim 7, characterized in that: The drive mechanism includes a first link (34) rotatably connected to the outer wall of the moving block (33) via a pin. One end of the first link (34) is rotatably connected to a second link (35) via a pin. The end of the second link (35) away from the first link (34) is rotatably connected to a pedal (36).

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