Engine output shaft self-locking mounting structure

Abstract

The utility model discloses an engine output shaft self -locking formula installation fixed knot relates to power transmission technical field, and this utility model includes engine body, one end of engine body is equipped with the axle body and is fixedly connected with transmission mechanism, the clutch device includes spring seat, the outer surface rotation sleeve joint of axle body and spring seat inner wall, one end fixedly connected with compression spring of spring seat, one end fixedly connected with driving half clutch of compression spring, one side fixedly connected with driven half clutch of driven disc, the other side fixedly connected with propeller through bolt of driven disc, the utility model discloses the linkage cooperation of setting transmission mechanism and clutch device to reach the effect that automatic power transmission and cut off according to engine speed, need not manual operation or electronic control, realized the automatic clutch and self -locking of output shaft and propeller.

Description

Technical Field

[0001] This utility model relates to the field of power transmission technology, specifically to a self-locking mounting and fixing structure for an engine output shaft. Background Technology

[0002] The engine output shaft is a key component that transmits the power generated by the engine to external loads (such as propellers, wheels, generators, etc.). It is usually a metal cylindrical shaft, with one end connected to the power output end such as the crankshaft inside the engine, and the other end connected to the load through a coupling or other device. Its function is to transmit the rotational motion and torque of the engine to achieve the external output of power. The self-locking mounting and fixing structure of the engine output shaft is a power transmission device used between the engine output shaft and the load (such as a propeller) to achieve automatic clutch and reliable self-locking through pure mechanical linkage.

[0003] Early power transmission structures mostly used rigid connections, where the output shaft and load were directly fixed via flanges or couplings. While this structure could transmit power, it could not provide a clutch function. When the engine started, it needed to drive the load synchronously, which not only increased the starting load but also posed a risk of the load inertia dragging the engine after shutdown. To solve the clutch problem, manual clutch structures were later developed. However, manual operation not only increased labor costs but also had the problem of response lag. With the development of automation technology, electronic control clutch systems were gradually applied to power transmission structures. However, such structures rely on complex electronic components. In humid, dusty, and vibrating working conditions (such as ship engine rooms and agricultural operating environments), sensors are easily interfered with, and solenoid valves may become stuck due to oil stains and corrosion, leading to clutch failure. To address these issues, the industry urgently needs an engine output shaft mounting and fixing structure that does not require electronic components, can achieve automatic clutch and reliable self-locking, and has strong adaptability. Utility Model Content

[0004] In order to solve the problem of automatic control of power transmission in the traditional structure during the power transmission process between the engine output shaft and the load (such as a propeller), the purpose of this utility model is to provide a self-locking mounting and fixing structure for the engine output shaft.

[0005] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: a self-locking mounting and fixing structure for an engine output shaft, comprising an engine body, one end of which is provided with a shaft and fixedly connected to a transmission mechanism, a clutch device sleeved on the outer surface of the shaft, one end of which is fixedly connected to a propeller, the clutch device including a spring seat, the inner wall of which is rotatably sleeved with the outer surface of the shaft, one end of which is fixedly connected to a compression spring, one end of which is fixedly connected to an active half-clutch, the end of which is rotatably sleeved with a driven disc via a bearing, one side of which is fixedly connected to a driven half-clutch, and the other side of which is fixedly connected to the propeller via bolts.

[0006] Preferably, the transmission mechanism includes a centrifugal disc, a connecting plate is fixedly sleeved on the outer surface of the shaft, one side of the connecting plate is fixedly connected to the centrifugal disc, multiple ends of the centrifugal disc are rotatably connected to flying hammers, one side of the ends of the multiple flying hammers is spherically connected to a connecting rod, a transmission disc is slidably sleeved on the outer surface of the shaft, one end of the multiple connecting rods is spherically connected to one side of the transmission disc, three outwardly extending mounting ears are evenly distributed on the edge of the centrifugal disc, each mounting ear is rotatably connected to one end of the flying hammer through a pin, providing a rotation fulcrum for the flying hammer, the flying hammers are arranged in a swing arm-like circular distribution, one end of the flying hammer is rotatably connected to the end of the centrifugal disc through a rotating shaft, and the other end is a free end, which can swing radially around the connection point with centrifugal force.

[0007] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0008] 1. This utility model, through the coordinated operation of the transmission mechanism and the clutch device, utilizes the centrifugal force effect of the flyweight in the transmission mechanism to automatically complete the engagement and disengagement of the clutch device according to the engine speed without additional electronic control or manual operation. When the speed reaches the set value, the driving tooth and the driven tooth automatically engage to achieve power transmission, and automatically disengage when the engine stops or at low speed, simplifying the power control process. It is especially suitable for unattended or automated operation scenarios. The entire structure relies on mechanical forces such as centrifugal force and spring force to achieve linkage, without the need for electronic components such as sensors and solenoid valves, reducing the risk of failure due to circuit faults. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1This is a schematic diagram of the structure of this utility model.

[0011] Figure 2 This is a schematic diagram of the transmission mechanism of this utility model.

[0012] Figure 3 This is a schematic diagram of the clutch device of this utility model.

[0013] In the diagram: 10. Shaft; 11. Engine body; 12. Transmission mechanism; 13. Clutch device; 14. Propeller; 15. Connecting plate; 16. Centrifugal disc; 17. Flying hammer; 18. Connecting rod; 19. Transmission disc; 20. Spring seat; 21. Compression spring; 22. Active half-clutch; 23. Push rod; 24. Active tooth; 25. Driven disc; 26. Driven half-clutch; 27. Driven tooth. Detailed Implementation

[0014] 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.

[0015] Example: Figure 1-3 As shown, this utility model provides a self-locking mounting structure for an engine output shaft. The structure includes an engine body 11, with a shaft 10 coaxially mounted on the output end of the engine body 11. The shaft 10 is drive-connected to the power output end of the engine body 11, and a transmission mechanism 12 is fixedly connected to the end of the shaft 10 closest to the engine body 11. A clutch device 13 is movably sleeved on the outer surface of the shaft 10. A propeller 14 is fixedly connected to the end of the clutch device 13 away from the engine body 11 by bolts. The propeller 14 serves as a load component for power output, rotating or remaining stationary with the action of the clutch device 13.

[0016] The clutch device 13 includes a spring seat 20, which is a cylindrical structure. Its inner wall is rotatably sleeved with the outer surface of the shaft 10 through a bearing, ensuring that the spring seat 20 can remain relatively stable or move in conjunction with a specific mechanism when the shaft 10 rotates. A compression spring 21 is fixedly connected to one end of the spring seat 20 near the transmission mechanism 12. The compression spring 21 is sleeved on the outside of the shaft 10, and an active half-clutch 22 is fixedly connected to the other end away from the spring seat 20. The active half-clutch 22 is a disc-shaped structure that can slide along the axial direction of the shaft 10. A driven disc 25 is rotatably sleeved at the end of the shaft 10 through a deep groove ball bearing. A driven half-clutch 26 is integrally formed on the side of the driven disc 25 facing the active half-clutch 22. The size of the driven half-clutch 26 is adapted to that of the active half-clutch 22. Four bolt holes are evenly opened on the other side of the driven disc 25, and it is fixedly connected to the propeller 14 by bolts to realize the transmission of power from the driven disc 25 to the propeller 14.

[0017] The transmission mechanism 12 includes a centrifugal disc 16. A connecting plate 15 is fixedly sleeved on the outer surface of the shaft 10 via a flat key. The connecting plate 15 is an annular steel plate, and its side facing the centrifugal disc 16 is fixedly connected to the centrifugal disc 16 by bolts. Both the connecting plate 15 and the outer surface of the centrifugal disc 16 have three corresponding connecting holes arranged in a circular array. Bolts pass through the connecting holes to secure the two, ensuring that the centrifugal disc 16 rotates synchronously with the shaft 10. The centrifugal disc 16 is forged from No. 45 steel, with three outwardly extending mounting ears evenly distributed along its edge. Each mounting ear is rotatably connected to a flyweight 17 via a pin. A copper wear-resistant bushing is provided between the pin and the connecting hole of the mounting ear to reduce wear during the rotation of the flyweight 17. The flyweight 17 is arranged in a swing-arm manner around the outer side of the centrifugal disc 16. It is made entirely of cast steel, with one end rotatably connected to the mounting ear of the centrifugal disc 16 via a rotating shaft, and the other end being a free end. The mass of the free end is greater than that of the connected end, causing the center of gravity of the flyweight 17 to be biased towards the free end. Each fly hammer 17 has a connecting rod 18 connected to one side of its free end via a ball joint. The connecting rod 18 is made of high-strength alloy steel tubing, and its end away from the fly hammer 17 is connected to one side of the transmission disk 19 via a ball joint. The transmission disk 19 has a ring structure, and its inner hole is clearance-fitted with the outer surface of the shaft 10, allowing it to slide along the axial direction of the shaft 10. The connection points of the multiple connecting rods 18 and the transmission disk 19 are arranged in a ring array, and the connection surfaces of the connecting rods 18 and the transmission disk 19 are set at an inclined angle to ensure that the radial oscillation of the fly hammer 17 can be efficiently converted into the axial thrust of the transmission disk 19.

[0018] Three push rods 23 arranged in a ring array are fixedly connected to the side of the active half-clutch 22 facing the transmission disk 19. The ends of the push rods 23 away from the active half-clutch 22 are welded and fixed to one side of the transmission disk 19, so as to realize the synchronous axial movement of the transmission disk 19 and the active half-clutch 22. The active half-clutch 22 has a plurality of active teeth 24 arranged in a ring array on the side facing the driven half-clutch 26. The driven half-clutch 26 has the same number of driven teeth 27 arranged in a ring array on the side facing the active half-clutch 22 as the active teeth 24. The number and arrangement angle of the active teeth 24 and the driven teeth 27 are completely corresponding, and their tooth profiles are complementary triangular structures, which not only facilitates meshing guidance, but also generates radial self-locking force through tooth surface contact after meshing, preventing axial separation.

[0019] Working principle: When the engine body 11 is not started, the shaft 10 is stationary, the compression spring 21 in the clutch device 13 is in a naturally compressed state, the active half clutch 22 is away from the driven half clutch 26, at this time, the active tooth 24 and the driven tooth 27 are in a disengaged state, and power cannot be transmitted from the shaft 10 to the propeller 14. In the transmission mechanism 12, the flyweight 17 remains in a contracted state due to the absence of centrifugal force and under its own gravity or reset tendency. The connecting rod 18 does not generate thrust, and the transmission disc 19 is in the initial position.

[0020] After the engine starts, the shaft 10 rotates synchronously with the increase of engine speed, driving the connecting plate 15 and the centrifugal disk 16 fixed on the shaft 10 to rotate together. When the centrifugal disk 16 rotates, the fly hammer 17 on its edge is subjected to centrifugal force and swings outward around the pin of the mounting lug to open radially. The swing of the fly hammer 17 is converted into axial thrust through the inclined ball-connected connecting rod 18, which pushes the transmission disk 19 sleeved on the shaft 10 to move towards the clutch device 13. The transmission disk 19 drives the active half clutch 22 to overcome the elastic force of the compression spring 21 and move closer to the driven half clutch 26 through the push rod 23. When the speed reaches the set value, the active tooth 24 on the active half clutch 22 and the driven tooth 27 on the driven half clutch 26 are fully engaged. At this time, the power of the shaft 10 is transmitted to the driven disk 25 through the engaged active tooth 24 and driven tooth 27, which ultimately drives the propeller 14 to rotate.

[0021] When the engine stops or the speed drops below the critical value, the centrifugal force on the fly hammer 17 decreases, and it can no longer maintain the open state. The elastic force of the compression spring 21 is restored, which drives the active half clutch 22 to reset. The active tooth 24 and the driven tooth 27 separate, cutting off the power transmission. The transmission disc 19 returns to the initial position under the action of the push rod 23. The fly hammer 17 contracts as the speed of the centrifugal disc 16 decreases, and the entire structure returns to the initial state.

[0022] Obviously, those skilled in the art can make various modifications and variations to this utility model without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this utility model and their equivalents, this utility model also intends to include these modifications and variations.

Claims

1. A self-locking mounting and fixing structure for an engine output shaft, comprising an engine body (11), characterized in that: One end of the engine body (11) is provided with a shaft (10) and a transmission mechanism (12) is fixedly connected thereto. A clutch device (13) is sleeved on the outer surface of the shaft (10), and a propeller (14) is fixedly connected to one end of the clutch device (13). The clutch device (13) includes a spring seat (20), the inner wall of the spring seat (20) is rotatably sleeved with the outer surface of the shaft (10), a compression spring (21) is fixedly connected to one end of the spring seat (20), an active half clutch (22) is fixedly connected to one end of the compression spring (21), a driven disc (25) is rotatably sleeved at the end of the shaft (10) through a bearing, a driven half clutch (26) is fixedly connected to one side of the driven disc (25), and the other side of the driven disc (25) is fixedly connected to the propeller (14) by bolts.

2. The self-locking mounting and fixing structure for an engine output shaft as described in claim 1, characterized in that, The transmission mechanism (12) includes a centrifugal disc (16), a connecting plate (15) is fixedly sleeved on the outer surface of the shaft (10), one side of the connecting plate (15) is fixedly connected to the centrifugal disc (16), multiple ends of the centrifugal disc (16) are rotatably connected to flying hammers (17), one side of the ends of multiple flying hammers (17) is spherically connected to a connecting rod (18), the outer surface of the shaft (10) is slidably sleeved with a transmission disc (19), one end of multiple connecting rods (18) is spherically connected to one side of the transmission disc (19).

3. The self-locking mounting and fixing structure for an engine output shaft as described in claim 1, characterized in that, The active half-clutch (22) has a plurality of push rods (23) arranged in a ring array fixedly connected to one side, and one end of the plurality of push rods (23) is fixedly connected to one side of the transmission disc (19).

4. The self-locking mounting and fixing structure for an engine output shaft as described in claim 1, characterized in that, The active half-clutch (22) has multiple active teeth (24) arranged in a ring array on one side, and the driven half-clutch (26) has multiple driven teeth (27) arranged in a ring array on one side. The active teeth (24) and driven teeth (27) are used in conjunction.

5. The self-locking mounting and fixing structure for an engine output shaft as described in claim 2, characterized in that, The multiple flying hammers (17) and multiple connecting rods (18) are arranged in a ring array, and the multiple connecting rods (18) are set at an inclined angle.

6. The self-locking mounting and fixing structure for an engine output shaft as described in claim 2, characterized in that, The outer surfaces of the connecting plate (15) and the centrifugal disc (16) are provided with multiple corresponding connecting holes, and the multiple connecting holes are distributed in a ring array.

7. The self-locking mounting and fixing structure for an engine output shaft as described in claim 2, characterized in that, The centrifugal disc (16) has three outwardly extending mounting ears evenly distributed on its edge. Each mounting ear is rotatably connected to one end of the fly hammer (17) via a pin, providing a fulcrum for the fly hammer (17). The fly hammer (17) is arranged in a swing arm-like manner around the disc. One end of the fly hammer (17) is rotatably connected to the end of the centrifugal disc (16) via a rotating shaft, while the other end is a free end that can swing radially around the connection point with centrifugal force.

8. The self-locking mounting and fixing structure for an engine output shaft as described in claim 4, characterized in that, The number and arrangement angle of the active teeth (24) and the driven teeth (27) are corresponding, and the active teeth (24) and the driven teeth (27) can be meshed together.

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