Marine propeller gearbox clutch structure

Abstract

The utility model discloses a marine propeller gearbox clutch structure which comprises a box body shell, a steering motor arranged in the box body shell and a steering shaft capable of being driven by the steering motor, a gear assembly used for transmission is arranged between the steering motor and the steering shaft, and the gear assembly comprises a plurality of gear pieces. At least one gear piece is provided with a clutch device capable of enabling the steering motor and the steering shaft to be in a disengaged state, when the propeller encounters large impact, power transmission between the steering motor and the steering shaft is temporarily cut off through deformation compression of a spring, and direct damage caused by external force to components in the gearbox is effectively prevented.

Description

Technical Field

[0001] The utility model relates to the technical field of gear transmission, in particular to a marine propeller gear box clutch structure. Background Art

[0002] Small marine thrusters, also known as top-stream anchor throwing machines, are typically equipped with a steering motor controlled by a remote control system and a transmission gear connected to the steering motor with the development of automatic remote control technology. The transmission gear rotates a hollow rod, one end of which is connected to a propulsion motor to achieve remote steering. Due to the particularity of ship applications, ships often face shocks or turbulence, such as sudden changes in water flow, incorrect operation, or the influence of other external factors. These shocks may cause the thruster to be subjected to unexpected external force impacts. These impacts are transmitted to the gearbox through the thruster, potentially causing damage or failure of the internal components of the gearbox, which will not only increase maintenance costs and time, but may also affect the safety of the ship and its operational efficiency. In addition, frequent replacement of damaged parts will also bring additional financial burdens. Utility Model Content

[0003] In view of this, the purpose of the present invention is to provide a marine propeller gearbox clutch structure, which has the characteristics of a relatively simple structure and can enhance the impact resistance of the gearbox.

[0004] The technical solution adopted by the utility model to solve its technical problems is:

[0005] A marine propeller gearbox clutch structure includes a housing, a steering motor arranged in the housing, and a steering shaft that can be driven by the steering motor. A gear assembly for transmission is arranged between the steering motor and the steering shaft. The gear assembly includes a plurality of gear parts, and at least one of the gear parts is provided with a clutch device that can disengage the steering motor and the steering shaft.

[0006] The gear assembly includes a first gear meshed with the rotating shaft of the steering motor, a second gear meshed with the first gear, and a third gear meshed with the second gear and sleeved outside the steering shaft. The clutch device abuts against the second gear so that the second gear can jump in the axial direction.

[0007] The second gear includes a gear shaft arranged in the box shell along the up and down directions, the gear shaft is provided with a first transmission tooth, a second transmission tooth is located above the first transmission tooth and can rotate in conjunction with the first transmission tooth or is in a disengaged state, and the clutch device includes an abutment fixed to the upper end of the gear shaft, and a spring located between the abutment and the second transmission tooth.

[0008] A plurality of protrusions are evenly arranged on the upper surface of the first transmission tooth along the circumferential direction, and a groove capable of connecting and cooperating with the protrusions is provided on the lower surface of the second transmission tooth.

[0009] The second transmission tooth is engaged with the first gear, and the first transmission tooth is engaged with the third gear.

[0010] The box shell includes an upper shell and a lower shell. The top inner wall of the upper shell is provided with a fixing hole that cooperates with the upper end of the gear shaft. The abutment is installed outside the fixing hole. The abutment is provided with an annular groove. The upper end of the spring abuts in the annular groove.

[0011] The beneficial effects of the utility model are:

[0012] A clutch device is provided on the second gear in the gearbox. The spring of the clutch device abuts against the coaxial second transmission tooth. During normal operation, the spring presses the second transmission tooth downward through elastic force, and the second transmission tooth cooperates with the first transmission tooth below it, so that the power of the first gear is transmitted to the third gear, and the steering motor can drive the steering shaft to steer; when the propeller encounters a large impact, the second transmission tooth moves up and disengages from the first transmission tooth through the deformation and compression of the spring, temporarily cutting off the power transmission between the steering motor and the steering shaft, effectively preventing direct damage to the internal components of the gearbox by external force, thereby extending the service life of the gearbox and the entire propulsion system, reducing maintenance frequency and repair costs; at the same time, it also avoids system failures caused by emergencies that affect the safety of ship navigation. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is an exploded diagram of the structure of the propeller gearbox;

[0014] Figure 2 It is a schematic diagram of the exploded structure of the gear assembly;

[0015] Figure 3 is a schematic structural diagram of the second gear and the clutch device;

[0016] Figure 4 1 is a schematic structural diagram of a first transmission tooth and a second transmission tooth;

[0017] Figure 5 It is a schematic diagram of the installation of the clutch device in the housing shell. DETAILED DESCRIPTION

[0018] To make the technical problems solved, the technical solutions adopted, and the technical effects achieved by the present invention more clearly understood, the technical solutions of the present invention are further described below with reference to the accompanying drawings and through specific embodiments. It should be understood that the specific embodiments described herein are merely intended to explain the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all of it.

[0019] Reference Figure 1 The utility model proposes a marine propeller gearbox clutch structure, including a box shell 1, a steering motor 4 arranged in the box shell 1, a steering shaft 2 that can be driven by the steering motor 4, a gear assembly 3 for transmission is provided between the steering motor 4 and the steering shaft 2, the gear assembly 3 includes a plurality of gear parts, and at least one of the gear parts is provided with a clutch device 5 that can disengage the steering motor 4 from the steering shaft 2.

[0020] Reference Figure 2 The gear assembly 3 includes a first gear 30 meshing with the rotating shaft of the steering motor 4, a second gear 31 meshing with the first gear 30, and a third gear 32 meshing with the second gear 31 and sleeved on the outside of the steering shaft 2. The clutch device 5 abuts against the second gear 31, allowing the second gear 31 to jump in the axial direction. Preferably, the steering motor 4 is horizontally arranged, and the first gear 30 is vertically arranged. The rotating shaft of the steering motor 4 is a worm, and the first gear 30 is a worm wheel. The two constitute a worm gear transmission pair. When the second gear 31 jumps in the axial direction, the impact force on the steering motor 4 through the first gear can be further alleviated.

[0021] Reference Figure 3 The second gear 31 includes a gear shaft 312 arranged in the box shell 1 along the up and down directions, and a first transmission tooth 311 is provided on the gear shaft 312, and a second transmission tooth 310 is located above the first transmission tooth 311 and can rotate in conjunction with the first transmission tooth 311 or be in a disengaged state. The clutch device 5 includes an abutment 50 fixed to the upper end of the gear shaft 312, and a spring 51 located between the abutment 50 and the second transmission tooth 310.

[0022] Specifically, during normal operation, the spring 51 presses the second transmission tooth 310 downward through elastic force, and the second transmission tooth 310 cooperates with the first transmission tooth 311 below it, so that the power of the first gear 30 is transmitted to the third gear 32, and the steering motor 4 is able to drive the steering shaft 2 to steer; when the propeller encounters a large impact, the second transmission tooth 310 moves up and disengages from the first transmission tooth 311 through deformation compression of the spring 51, temporarily cutting off the power transmission between the steering motor 4 and the steering shaft 2, effectively preventing direct damage to the internal components of the gearbox caused by external forces, thereby extending the service life of the gearbox and the entire propulsion system, reducing maintenance frequency and repair costs; at the same time, it also avoids system failures caused by emergencies that affect the safety of ship navigation.

[0023] Reference Figure 4 The upper surface of the first transmission tooth 311 has a plurality of protrusions 3110 evenly arranged along the circumference, and the lower surface of the second transmission tooth 310 has a groove 3100 that can engage with the protrusions 3110. Specifically, during normal operation, under the elastic force of the spring 51, the second transmission tooth 310 is pressed against the first transmission tooth 311, and the groove 3100 and the protrusion 3110 are in an engaged state. Preferably, the protrusion 3110 is in the shape of a boss that gradually increases in volume from top to bottom, so that the second transmission tooth 310 can better connect from a disengaged state to an engaged state.

[0024] The second transmission tooth 310 is engaged with the first gear 30 , and the first transmission tooth 311 is engaged with the third gear 32 . When the propeller is subjected to a large impact, the second transmission tooth 310 jumps upward, temporarily cutting off the transmission between the first gear 30 and the third gear 32 .

[0025] Reference Figure 5 The housing 1 comprises an upper shell and a lower shell. The top inner wall of the upper shell is provided with a fixing hole 10 that mates with the upper end of the gear shaft 312. The abutment 50 is mounted outside the fixing hole 10 and is provided with an annular groove. The upper end of the spring 51 abuts within the annular groove. Furthermore, impact force transmitted to the gearbox is transmitted via the abutment 50 to the spring 51, causing the second transmission tooth 310 to bounce up and down along the gear shaft 312, acting as a buffer and effectively preventing direct damage to the gearbox's internal components caused by external forces.

Claims

1. A marine propeller gearbox clutch structure, characterized in that: The invention comprises a housing (1), a steering motor (4) arranged in the housing (1), a steering shaft (2) capable of being driven by the steering motor (4), a gear assembly (3) for transmission arranged between the steering motor (4) and the steering shaft (2), and a clutch device (5) arranged on the gear assembly (3); The gear assembly (3) includes a first gear (30) meshed with the rotating shaft of the steering motor (4), a second gear (31) meshed with the first gear (30), and a third gear (32) meshed with the second gear (31) and sleeved outside the steering shaft (2); The second gear (31) comprises a gear shaft (312) arranged in the box shell (1) along the up-down direction, a first transmission tooth (311) arranged on the gear shaft (312), and a second transmission tooth (310) located above the first transmission tooth (311); The clutch device (5) comprises an abutment member (50) fixed to the upper end of the gear shaft (312) and a spring (51); the spring (51) abuts between the abutment member (50) and the second transmission tooth (310), enabling the second transmission tooth (310) to jump along the axial direction to rotate with or disengage from the first transmission tooth (311), thereby achieving a disengaged state between the steering motor (4) and the steering shaft (2).

2. A marine propeller gearbox clutch structure according to claim 1, characterized in that: The upper surface of the first transmission tooth (311) is provided with a plurality of protrusions (3110) evenly arranged along the circumferential direction, and the lower surface of the second transmission tooth (310) is provided with a groove (3100) capable of connecting and cooperating with the protrusions (3110).

3. A marine propeller gearbox clutch structure according to claim 2, characterized in that: The second transmission tooth (310) is engaged with the first gear (30), and the first transmission tooth (311) is engaged with the third gear (32).

4. A marine propeller gearbox clutch structure according to claim 1, characterized in that: The box shell (1) comprises an upper shell and a lower shell. The top inner wall of the upper shell is provided with a fixing hole (10) that matches the upper end of the gear shaft (312). The abutment member (50) is installed outside the fixing hole (10). The abutment member (50) is provided with an annular groove. The upper end of the spring (51) abuts in the annular groove.

Images