Centrifugal force driving structure of engine output shaft

Abstract

This utility model belongs to the technical field of engine output shaft technology and discloses a centrifugal force drive structure for engine output shaft, including a base, an engine body fixedly connected to the outer surface of the base, an output shaft fixedly connected to the output end of the engine body, a drive gear plate fixedly connected to the outer surface of the output shaft, a deformable active member mounted on the outer surface of the drive gear plate, a notch provided on the deformable active member, a driven member mounted on the outer surface of the output shaft, a first threaded hole provided on the output shaft, a bearing mounted on one side of the driven member, and a locking bolt mounted on the driven member. This utility model is only activated when the target speed is reached, avoiding ineffective friction and energy loss at low speeds, helping to reduce load and vibration during the starting phase. The centrifugal force increases with the speed, the response mechanism is relatively direct, and it can switch from a "non-working" state to a "working" state in a short time.

Description

Technical Field

[0001] This utility model belongs to the field of engine output shaft technology, specifically an engine output shaft centrifugal force drive structure. Background Technology

[0002] In engine power output systems, traditional power output structures have gradually revealed their inadequacy in meeting the needs of specific scenarios (such as small marine propulsion, special machinery drive, etc.) for "on-demand distribution," "start-up protection," and "simplified structure." For example, during the low-load demand of the start-up phase: the engine has limited power when starting, and if the load (such as the propeller or working parts) is directly driven at this time, the starting resistance will be too high, leading to starting difficulties and even damaging components such as the starter motor and battery. During the power control demand for operating conditions: when operating at low speeds (such as idling or low-speed cruising), the load does not need to work (such as marine engines not needing propulsion when idling), and if power is continuously transmitted, it will cause ineffective energy consumption (fuel waste) and unnecessary mechanical wear.

[0003] Meanwhile, the engine power output connection device with application number CN201320096661.X includes: a drive disc body for transmitting torque from the engine crankshaft to the driven device, the drive disc body having a first fixing part for connecting the engine crankshaft and a second fixing part for connecting the driven device; and a positioning plate, installed on one side of the drive disc body and used to make the drive disc body coaxial with the engine crankshaft, the positioning plate having an inner hole for engaging with a flange of the engine crankshaft, the inner hole for inserting into the flange of the engine crankshaft and engaging with the outer peripheral surface of the flange, so that the drive disc body is coaxial with the engine crankshaft, the positioning plate including a vertical portion and a ring extending laterally from the vertical portion, the vertical portion being installed on one side of the drive disc body, and the ring having the inner hole.

[0004] However, the following problems were found in the implementation of the relevant technology: when the engine output shaft is directly and rigidly connected to the load, the load resistance during the starting phase is entirely borne by the engine, resulting in starting difficulties (especially in low temperature and low power environments); at the same time, the load is forced to rotate synchronously when running at low speed, resulting in ineffective energy consumption of "low speed load", increasing fuel consumption, and the continuous rotation of the load will aggravate mechanical wear.

[0005] Therefore, we propose a centrifugal force drive structure for the engine output shaft. Utility Model Content

[0006] To address the problems mentioned in the background art, this utility model provides a centrifugal force drive structure for engine output shaft, which is activated only when the target speed is reached, avoiding ineffective friction and energy loss at low speeds, helping to reduce load and vibration during the start-up phase, while also having the advantages of simplified structure, high reliability, and low maintenance cost.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a centrifugal force drive structure for an engine output shaft, comprising a base, an engine body fixedly connected to the outer surface of the base, an output shaft fixedly connected to the output end of the engine body, a drive gear plate fixedly connected to the outer surface of the output shaft, a deformable active member mounted on the outer surface of the drive gear plate, a notch provided on the deformable active member, a driven member mounted on the outer surface of the output shaft, a first threaded hole provided on the output shaft, a bearing mounted on one side of the driven member, and a locking bolt mounted on the driven member.

[0008] Preferably, a threaded paddle is mounted on the outer surface of the driven member, and the threaded paddle is mounted on the driven member through a second threaded hole and a fixing bolt.

[0009] Preferably, the driven member is mounted on the outside of the deforming active member.

[0010] Preferably, the driven member is mounted on the output shaft via a locking bolt and a first threaded hole.

[0011] Preferably, the deforming active member and the driven member are movably connected.

[0012] Preferably, the locking bolt is provided with an anti-slip plate.

[0013] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0014] 1. At low speeds, the active deformation component is not triggered by centrifugal force and remains relatively stationary or in low-friction contact with the driven component. When the speed exceeds a certain threshold, under the action of centrifugal force, the active deformation component deforms through its cut and expands outward, making contact between the active component and the interior of the driven component, thereby driving the driven component to rotate, and subsequently driving the screw propeller to rotate. It is only activated when the target speed is reached, avoiding ineffective friction and energy loss at low speeds, and helping to reduce the load and vibration during the start-up phase. The centrifugal force increases with the speed, and the response mechanism is relatively direct, enabling it to switch from a "non-working" state to a "working" state in a short time.

[0015] 2. This utility model has a simplified structure, high reliability, and low maintenance cost. The structure achieves the combination and separation of power through a purely mechanical principle, without the need for additional hydraulic, electromagnetic, or electronic control systems. This reduces complex control components, lowers structural weight and manufacturing costs, eliminates the risk of failure of electronic or hydraulic components, and the mechanical triggering method is more resistant to harsh environments and has higher reliability. At the same time, the number of components is small, and the wear points are concentrated at the contact points between the deforming active and driven parts. Maintenance does not require complex debugging and costs are lower. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0017] Figure 2 This is a schematic diagram of the engine body connection structure of this utility model;

[0018] Figure 3 This is a rear view schematic diagram of the driven member connection structure of this utility model;

[0019] Figure 4 This is a front view schematic diagram of the driven member connection structure of this utility model;

[0020] Figure 5 This is a schematic diagram of the connection structure of the deformable active component of this utility model.

[0021] In the diagram: 1. Base; 2. Engine body; 3. Output shaft; 4. Drive gear; 5. Deformable driving component; 6. Cutout; 7. Driven component; 8. Bearing; 9. First threaded hole; 10. Locking bolt; 11. Second threaded hole. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] like Figures 1 to 5As shown, this utility model provides a centrifugal force drive structure for an engine output shaft, including a base 1, an engine body 2 fixedly connected to the outer surface of the base 1, an output shaft 3 fixedly connected to the output end of the engine body 2, a drive gear 4 fixedly connected to the outer surface of the output shaft 3, and a deformable active member 5 installed on the outer surface of the drive gear 4. When the rotational speed is greater than 3300, the deformable active member 5 deforms outward due to the centrifugal force and through the cut 6, and contacts the inside of the driven member 7. The deformable active member 5 is provided with the cut 6. The driven member 7 is installed on the outer surface of the output shaft 3. The output shaft 3 is provided with a first threaded hole 9. A bearing 8 is installed on one side of the driven member 7. A locking bolt 10 is installed on the driven member 7.

[0024] Specifically, a threaded propeller is mounted on the outer surface of the driven member 7, and the threaded propeller is mounted on the driven member 7 through the second threaded hole 11 and the fixing bolt.

[0025] Furthermore, the driven member 7 is installed on the outside of the deformable active member 5.

[0026] Furthermore, the driven member 7 is mounted on the output shaft 3 via the locking bolt 10 and the first threaded hole 9.

[0027] It is worth noting that the deformable active component 5 and the driven component 7 are movably connected.

[0028] It is worth noting that the locking bolt 10 is equipped with anti-slip pads.

[0029] The base 1 is existing technology and will not be described further. Additionally, this utility model also includes a power supply, controller, and switch, which are not the main technical points of this patent and will not be described further. The "front, back, left, and right" views of this device are... Figure 1 The direction shown in the diagram is the reference.

[0030] Working principle: During installation, the deformable active component 5 is first installed on the drive gear 4. Then, the driven component 7 is passed through the output shaft 3 and fitted onto the deformable active component 5. The locking bolt 10 is passed through the driven component 7 and locked into the first threaded hole 9 on the drive gear 4, thereby fixing the position of the driven component 7. Then, the propeller is installed on the driven component 7 through the second threaded hole 11. During use, the engine body 2 drives the output shaft 3 to rotate, the output shaft 3 drives the drive gear 4 to rotate, and the drive gear 4 drives the deformable active component 5 to rotate. When the speed is less than 3,300, the driven component 7 will not rotate. When the speed is greater than 3,300, the deformable active component 5, due to the centrifugal force, expands outward through the cut 6 and contacts the inside of the driven component 7, thereby driving the driven component 7 to rotate, and then driving the propeller to rotate.

[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0032] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A centrifugal force drive structure for an engine output shaft, comprising a base (1), characterized in that: The outer surface of the base (1) is fixedly connected to the engine body (2), the output end of the engine body (2) is fixedly connected to the output shaft (3), the outer surface of the output shaft (3) is fixedly connected to the drive gear (4), the outer surface of the drive gear (4) is mounted with a deformable active member (5), the deformable active member (5) is provided with a cut (6), the outer surface of the output shaft (3) is mounted with a driven member (7), the output shaft (3) is provided with a first threaded hole (9), a bearing (8) is mounted on one side of the driven member (7), and a locking bolt (10) is mounted on the driven member (7).

2. The centrifugal force drive structure for an engine output shaft according to claim 1, characterized in that: The outer surface of the driven member (7) is fitted with a threaded propeller, which is mounted on the driven member (7) via a second threaded hole (11) and a fixing bolt.

3. The centrifugal force drive structure for an engine output shaft according to claim 1, characterized in that: The driven member (7) is mounted on the outside of the deformable active member (5).

4. The centrifugal force drive structure for an engine output shaft according to claim 1, characterized in that: The driven member (7) is mounted on the output shaft (3) via a locking bolt (10) and a first threaded hole (9).

5. The centrifugal force drive structure for an engine output shaft according to claim 1, characterized in that: The deformable active member (5) is movably connected to the driven member (7).

6. The centrifugal force drive structure for an engine output shaft according to claim 1, characterized in that: The locking bolt (10) is provided with anti-slip pads.

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