Stern machine gear shifting clutch device

Abstract

The utility model provides a stern engine gear-shifting clutch device which comprises a transmission system composed of a driving gear, a driven gear A, a driven gear B and a driven shaft, and a gear-shifting system composed of a clutch friction cone, a clutch adjusting sleeve, a gear-shifting shifting fork, a gear-shifting cam, a shifting fork shaft and a supporting sleeve. And the gear shifting positioning system consists of a gear shifting positioning steel ball, a positioning pressure spring and a gear shifting rocker arm. An operator can easily achieve the functions of advancing, neutral gear sliding or retreating by rotating the gear shifting rocker arm, and the device is simple in structure, small in size, light in weight, low in cost, free of special maintenance and capable of being widely applied to small equipment and machine tools.

Description

Technical Field

[0001] The utility model relates to the technical field of stern engines, and in particular to a stern engine shift clutch device. Background Art

[0002] The torque transmission of the existing stern engine shift structure generally adopts a clutch slider and realizes torque transmission through a concave-convex structure. For example, CN117360751A is an outboard engine integrated shift mechanism and CN220430494U is an outboard engine electric shift mechanism. The shift structure has a large impact force when shifting gears. There is a risk of breaking gears when shifting at high speed. The smoothness and reliability of shifting need to be improved. At the same time, it is necessary to design a shift positioning locking device. If the locking force of the positioning device is insufficient, there is a risk of slipping. Summary of the invention

[0003] The utility model aims to provide a stern engine shift clutch device, which can smoothly realize forward movement, neutral sliding and reverse movement through the operation of the shift fork, and has small shift impact force, reliable operation, long service life and no need for special maintenance. Since the inner hole of the clutch friction cone and the outer diameter of the driven shaft are provided with matching spiral keyways, there is no need to specially design a locking structure for shift positioning.

[0004] According to one purpose of the utility model, the utility model provides a stern engine shift clutch device, including a transmission system consisting of a driving gear, a driven gear A, a driven gear B, and a driven shaft, a shift system consisting of a clutch friction cone, a clutch adjustment sleeve, a shift fork, a shift cam, a shift fork shaft, and a support sleeve, and a shift positioning system consisting of a shift positioning steel ball, a positioning compression spring, and a shift rocker arm, characterized in that: the driven gear A and the driven gear B are both provided with tapered holes inside, which can transmit torque after being fitted with the clutch friction cone that moves up and down, the inner hole of the clutch friction cone and the outer diameter of the driven shaft are provided with matching spiral keyways, the greater the transmitted torque, the tighter the tapered holes of the driven gears A and B fit with the clutch friction cone, and the conical surfaces at both ends of the clutch friction cone are provided with an annular groove surrounding the axis and a groove perpendicular to the annular groove and parallel to the conical surface, to ensure that dirt on the conical surface enters the annular groove or the groove, thereby improving the fitting rate of the taper.

[0005] Furthermore, the driving gear is meshed with the driven gear A and the driven gear B at the same time, and the clutch adjustment sleeve is fastened to the end faces of the driven gear A and the driven gear B through a threaded structure, and the height of the clutch adjustment sleeve can be adjusted through the thread.

[0006] Furthermore, the clutch friction cone is sleeved on the driven shaft and is located between the driven gear A and the driven gear B.

[0007] Furthermore, the middle section of the clutch friction cone is provided with an annular groove, and the shift fork is clamped in the groove.

[0008] Furthermore, the spiral keyway of the inner hole of the clutch friction cone and the outer diameter of the driven shaft is a right-hand structure.

[0009] Furthermore, the clutch friction cone is provided with an outer cone structure at both ends, which can fit with the inner cone hole of the driven gear A when sliding upwards, and can fit with the inner cone hole of the driven gear B when sliding downwards.

[0010] Furthermore, the two shift cams are fixed face to face by bolts, and the shift fork is clamped in between.

[0011] Furthermore, an arc-shaped hole is provided on the shift fork, and the support sleeve is sleeved on the fastening bolt and clamped in the arc-shaped hole of the shift fork located between the two shift cams. The shift fork is clamped and fastened between the two shift cams, and the shift fork will translate axially together with the shift cam and the fork shaft. Due to the support of the support sleeve, the shift fork can rotate around the shift shaft relative to the two shift cams within a certain range.

[0012] Further, the shift cam is fastened to the shift shaft by bolts.

[0013] Furthermore, the contact surface between the shift cam and the clutch adjustment sleeve during the rotation process is designed as a cam profile structure that can be raised and lowered.

[0014] Furthermore, three grooves are provided on the side surface of the shift rocker arm.

[0015] Furthermore, the positioning compression spring presses the shift positioning steel ball into the groove of the shift rocker arm to achieve shift positioning.

[0016] The technical solution of the utility model drives the rotation of the shift cam by rotating the shift rocker arm, adjusts the up and down movement of the clutch friction cone to achieve the fit with the driven gear A and the driven gear B, and then transmits torque to achieve the functions of forward, neutral sliding and reverse. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the specific implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 It is a front view of an embodiment of the utility model;

[0019] Figure 2 This utility model embodiment Figure 1 A cross-sectional view of

[0020] Figure 3 It is a schematic structural diagram of the shift cam and the shift fork shaft in the embodiment of the utility model;

[0021] Figure 4 It is a structural schematic diagram of a clutch friction cone and a driven shaft in an embodiment of the utility model.

[0022] In the figure: 1. driven gear A; 2. driving gear; 3. clutch adjustment sleeve; 4. driven gear B; 5. driven shaft; 6. shift positioning steel ball; 7. positioning compression spring; 8. shift fork shaft; 9. shift cam; 10. shift fork; 11. clutch friction cone; 12. positioning compression spring sleeve; 13. shift rocker arm; 14. support sleeve. DETAILED DESCRIPTION

[0023] The technical solution of the utility model will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the utility model.

[0024] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0025] In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, "multiple" means two or more, unless otherwise clearly and specifically defined. In addition, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal connection of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0026] The first embodiment, as Figure 1-Figure 4As shown, a stern engine shift clutch device includes a transmission system consisting of a driving gear 2, a driven gear A1, a driven gear B4, and a driven shaft 5, a shift system consisting of a clutch friction cone 11, a clutch adjustment sleeve 3, a shift fork 10, a shift cam 9, a shift fork shaft 8, and a support sleeve 14, and a shift positioning system consisting of a shift positioning steel ball 6, a positioning compression spring 7, and a shift rocker arm 13.

[0027] The driving gear 2 of the utility model is meshed with the driven gear A1 and the driven gear B4 at the same time, the clutch adjustment sleeve 3 is fastened to the end faces of the driven gear A1 and the driven gear B4 by threads, the driven gear A1 and the driven gear B4 are both provided with tapered holes, the clutch friction cone 11 is sleeved on the driven shaft 5, and is located between the driven gear A1 and the driven gear B4, the middle section of the clutch friction cone 11 is provided with an annular groove, the shift fork 10 is stuck in the annular groove, the inner hole of the clutch friction cone 11 and the outer diameter of the driven shaft 5 are provided with matching spiral keyways, through the action of the keyways, the clutch friction cone 11 can drive the driven shaft 5 to rotate and output torque, the clutch friction cone 11 is provided with outer cones at both ends, and can be fitted with the inner tapered hole of the driven gear A1 by sliding upwards, and can be fitted with the inner tapered hole of the driven gear B4 by sliding downwards, and the two shift cams 9 are fixed face to face by bolts. The shift fork 10 is fixed and the shift fork 10 is clamped in the middle. The shift fork 10 is provided with an arc-shaped hole. The support sleeve 14 is sleeved on the fastening bolt and stuck in the arc-shaped hole of the shift fork 10 located between the two shift cams 9. The shift fork 10 is clamped and fastened in the middle by the two shift cams 9. The shift fork 10 will translate axially together with the shift cam 9 and the fork shaft 8. Due to the support of the support sleeve 14, the shift fork 10 can rotate around the shift shaft 8 relative to the two shift cams 9 within a certain range. The shift cam 9 is also bolted to the shift shaft 8. The shift rocker arm 13 is located at the bottom of the fork shaft 8 and is bolted to the fork shaft 8. The shift rocker arm 13 is provided with 3 adjacent pits. When the shift positioning steel ball 6 compressed by the compression spring 7 falls into 3 different pits, the forward gear, neutral gear and reverse gear are determined.

[0028] When the utility model is normally shifted, the operator will rotate the shift rocker arm 13, and the shift rocker arm 13 drives the shift fork shaft 8 to rotate. Because the shift rocker arm 13, the shift cam 9, and the shift fork shaft 8 are respectively fastened as a whole by bolts, the shift cam 9 will rotate together, and the contact surface of the shift cam 9 and the clutch adjustment sleeve 3 is a cam profile structure. At this time, the shift rocker arm 13, the shift cam 9, the shift fork shaft 8, and the shift fork 10 will be lifted up together along the cam profile axially by the clutch adjustment sleeve 3. Because the shift fork 10 is provided with an arc-shaped hole, the axial direction can be rotated along the axial direction of the shift fork shaft 8. The shift fork 10 stuck in the groove of the clutch friction cone 11 will drive the clutch friction cone 11 to move up and down, realizing the shift function.

[0029] like Figure 1When the shift rocker arm 13 shown in the figure rotates clockwise, the clutch adjustment sleeve 3 above will push the shift fork 10 downward through the profile of the shift cam 9. Because the shift fork 10 is stuck in the groove of the clutch friction cone 11, it will drive the clutch friction cone 11 to move downward. During the movement, the outer cone surface of the lower end of the clutch friction cone 11 will be combined with the inner cone surface of the driven gear B4. At this time, the rotating driving gear 2 drives the driven gear B4 to rotate. The driven gear B4 drives the clutch friction cone 11 to rotate by fitting the cone surface with the clutch friction cone 11. The clutch friction cone 11 will drive the central driven shaft 5 to rotate through the inner spiral keyway to output power. Because the spiral keyway is a right-handed structure, the driving gear 2 rotates clockwise when viewed from the right end face under normal circumstances, and the driven gear B4 and the clutch friction cone 11 rotate clockwise from the right end face. Figure 1 Assuming it rotates counterclockwise, under the action of the right-hand spiral keyway, the driven shaft 5 will be subjected to an upward axial force, and the reaction force will press the clutch friction cone 11 downward tightly onto the conical surface of the driven gear B4. At this time, the driven shaft 5 will rotate counterclockwise to output torque. The higher the speed, the greater the bonding force of the two conical surfaces, and the higher the transmitted torque, thus solving the problem of increased torque and conical surface slippage.

[0030] On the contrary, if the shift rocker arm 13 rotates counterclockwise, the clutch adjustment sleeve 3 below will push the shift fork 10 upward through the profile of the shift cam 9, and at the same time drive the clutch friction cone 11 to move upward, and the clutch friction cone 11 will be tightly pressed against the cone surface of the driven gear A1, such as Figure 1 As shown, the driven shaft 5 will rotate clockwise to output torque at this time.

[0031] Similarly, when the shift rocker arm 13 stops at the middle position, the conical surface of the clutch friction cone 11 will not contact any conical surface of the driven gear A1 and the driven gear B4. At this time, it is neutral and there is no torque output.

[0032] The three grooves on the side of the shift rocker arm 13 determine the positions of the forward gear, neutral gear and reverse gear. The positioning compression spring 7 presses the shift positioning steel ball into the groove to ensure that the gear will not automatically jump after the gear is changed.

[0033] In addition, Figure 4 The conical surfaces at both ends of the clutch friction cone 11 shown are provided with an annular groove surrounding the axis and a groove perpendicular to the annular groove and parallel to the conical surface. During operation, impurities on the conical surface will be squeezed into the annular groove and the groove, avoiding the presence of impurities to reduce the fit rate when the inner and outer cones are combined, and solving the problem of slippage of the inner and outer cones during rotation.

[0034] The clutch adjustment sleeve 3 is fastened to the end faces of the driven gear A1 and the driven gear B4 by threads. The height of the clutch adjustment sleeve 3 is controlled by adjusting the position of the threads, thereby controlling the positions of the shift cam 9 and the shift fork 10. The machine part controls the position of the clutch friction cone 11 to ensure that the two cone surfaces fit closely when shifting.

[0035] The structure is simple and reliable, the operation is flexible and convenient, the size is small, the weight is light, the cost is low, and no special maintenance is required. It is suitable for large-scale promotion on small equipment and machines.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, ordinary technicians in the field should understand that they can still modify the technical solutions recorded in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents, and these modifications or replacements do not make the essence of the corresponding technical solution deviate from the scope of the technical solution of the embodiments of the utility model.

Claims

1. A stern engine shift clutch device, comprising a transmission system consisting of a driving gear, a driven gear A, a driven gear B, and a driven shaft, a shift system consisting of a clutch friction cone, a clutch adjustment sleeve, a shift fork, a shift cam, a shift fork shaft, and a support sleeve, and a shift positioning system consisting of a shift positioning steel ball, a positioning compression spring, and a shift rocker arm, characterized in that: The driven gear A and the driven gear B are both provided with tapered holes, the inner hole of the clutch friction cone and the outer diameter of the driven shaft are provided with matching spiral keyways, and the conical surfaces at both ends of the clutch friction cone are provided with an annular groove surrounding the axis and a groove perpendicular to the annular groove and parallel to the conical surface, to ensure that dirt on the conical surface enters the annular groove or the groove.

2. The stern engine shift clutch device according to claim 1, characterized in that: The driving gear is meshed with the driven gear A and the driven gear B at the same time, and the clutch adjustment sleeve is fastened to the end faces of the driven gear A and the driven gear B through a threaded structure.

3. The stern engine shift clutch device according to claim 1, characterized in that: The clutch friction cone is sleeved on the driven shaft and is located between the driven gear A and the driven gear B.

4. The stern engine shift clutch device according to claim 1, characterized in that: The middle section of the clutch friction cone is provided with an annular groove, and the shift fork is clamped in the groove.

5. The stern engine shift clutch device according to claim 1, characterized in that: Outer cone structures are provided at both ends of the clutch friction cone.

6. The stern engine shift clutch device according to claim 1, characterized in that: The two shift cams are fixed face to face by bolts, and the shift fork is clamped in between.

7. The stern engine shift clutch device according to claim 1, characterized in that: The shift fork is provided with an arc-shaped hole, the support sleeve is sleeved on the fastening bolt and clamped in the arc-shaped hole of the shift fork between the two shift cams, and the shift fork is clamped and fastened between the two shift cams.

8. The stern engine shift clutch device according to claim 1, characterized in that: The contact surface between the shift cam and the clutch adjustment sleeve during the rotation process is designed as a cam profile structure that can be raised and lowered.

9. The stern engine shift clutch device according to claim 1, characterized in that: The side surface of the shift rocker arm is provided with three grooves.

10. The stern engine shift clutch device according to claim 1, characterized in that: The positioning compression spring presses the shift positioning steel ball tightly into the groove of the shift rocker arm.

Images