Outboard motor reverse lock mechanism

Abstract

The utility model discloses an outboard engine reverse lock mechanism, including fuselage and the hanging arm structure of fuselage outside side, and the fixed end is integrative on fuselage outside side, and the fixed end rotationally connected in the inside of hanging arm structure, and the hanging arm structure includes both sides' suspension arm, and the adjusting unit one is installed between both sides' suspension arm, and the adjusting unit one includes: cross bar no.

Description

Technical Field

[0001] This utility model relates to the field of outboard motor technology, and in particular to an outboard motor reverse gear locking mechanism. Background Technology

[0002] Existing outboard motors mainly consist of a fuselage and a boom structure. The fuselage is used to generate thrust to propel the hull, while the boom structure connects the fuselage and the hull, ensuring that the hull is propelled when the fuselage generates thrust.

[0003] The announcement CN210391532U, entitled "A Reverse Gear Locking Mechanism for Outboard Motors," mentions that when the outboard motor body is in reverse gear, the body is locked to prevent the propeller from tilting out of the water. It can also tilt freely when encountering obstacles while moving forward, avoiding impact and damage to underwater parts. In addition, it can also tilt the propeller out of the water when not in operation.

[0004] The aforementioned patent primarily relies on the locking action of the reverse gear hook to limit the outboard motor's position, maintaining its position in reverse. However, water depths vary, requiring adjustment of the outboard motor's tilt angle during forward or reverse operation. This alters the propeller's depth and the boat's attitude, preventing the propeller and gearbox from hitting the bottom and colliding with rocks, sand, or weeds, which could cause serious damage. The patent mentioned does not offer an adjustable tilt angle for the outboard motor in reverse. Utility Model Content

[0005] In view of the problems mentioned above, the technical problem to be solved by this utility model is to provide an outboard motor reverse gear locking mechanism.

[0006] The technical solution adopted by this utility model to solve the above-mentioned technical problems is as follows: an outboard motor reverse gear locking mechanism, including a fuselage and a boom structure on the outside of the fuselage, a fixed end integrally formed on the outside of the fuselage, the fixed end being rotatably connected inside the boom structure, the boom structure including two suspension arms on both sides, and an adjustment part one installed between the two suspension arms, the adjustment part one including:

[0007] Both crossbar one and crossbar two are located between the two suspension arms. Crossbar one is located at the upper end of crossbar two, and crossbar two has a through hole.

[0008] A metal rope is fixed to the lower end of the crossbar and extends downward from the through hole;

[0009] The connecting frame is fixed to the outside of the machine body, and a metal rope runs downward through the connecting frame and is fastened to the connecting frame.

[0010] The positions of crossbar one and crossbar two can be adjusted vertically, changing the length of the metal rope between crossbar two and the connecting frame, and thus changing the adjustable tilt angle of the outboard motor.

[0011] A further preferred embodiment of this utility model is: both sides of the suspension arm are provided with corresponding longitudinal grooves, and both sides of the suspension arm are provided with horizontal frames arranged in an arrangement on the outward side, and the horizontal frames are connected to the corresponding longitudinal grooves.

[0012] The two ends of the crossbar 1 and crossbar 2 pass through the longitudinal grooves on both sides respectively. One end of the crossbar 1 and crossbar 2 is integrally formed with a cross block 1 that cooperates with the cross frame, and the other end is provided with a horizontal opening. A cross block 2 for cooperating with the cross frame is inserted in the horizontal opening. The end of the crossbar 1 and crossbar 2 with the horizontal opening is threaded with a fastening nut for pressing the corresponding cross block 2.

[0013] A further preferred embodiment of this utility model is: the lower end of the metal rope is welded with a circular metal end, which is used to limit the connection frame.

[0014] A further preferred embodiment of this utility model is: an adjustment part two is also installed between the two suspension arms, the adjustment part two including:

[0015] The stop block is located on the outside of the fuselage and is integrated with the fuselage.

[0016] The abutment shaft is installed between the two suspension arms. When the fuselage drives the propeller forward, the end of the abutment block abuts against the abutment shaft. The position of the abutment shaft is adjustable.

[0017] A further preferred embodiment of this utility model is: multiple through-holes are provided on the outer sides of both suspension arms, the circumferential axis formed by the multiple through-holes coincides with the rotation axis of the machine body, and the abutment passes through a set of corresponding through-holes in one of the two suspension arms.

[0018] A further preferred embodiment of this utility model is: the outer end of the abutment block has an abutment opening, which is C-shaped and used to abut against the abutment shaft.

[0019] A further preferred embodiment of this utility model is: a slot is provided at the upper end of the abutment block, and a sheet metal frame extending out of the outer wall of the abutment shaft is fitted inside the abutment shaft. When the abutment shaft is rotated, the sheet metal frame can be engaged with the slot.

[0020] A further preferred embodiment of this utility model is: the abutment shaft has a groove extending along the abutment shaft, and the sheet metal frame is fitted into the groove, the groove being T-shaped.

[0021] A further preferred embodiment of this utility model is that the outer wall of the abutment shaft and the inner wall of the through connecting hole are arranged in a compression configuration.

[0022] A further preferred embodiment of this utility model is: locking handles are threaded to the outer sides of both suspension arms for fixing the suspension arms to the hull, and a fixing shaft is fixed between the two suspension arms.

[0023] Compared with the prior art, the advantages of this utility model are:

[0024] 1. The adjustable length metal rope can control the angle at which the machine body tilts upward under the reverse thrust, thus limiting the machine body and effectively preventing it from colliding with rocks, sandy bottoms, or aquatic plants. This greatly reduces the risk of damage during reverse operation and achieves controllable tilt protection during reverse operation.

[0025] 2. The adjustable axle and the body block provide tilt angle support for the forward gear, effectively preventing it from colliding with rocks, sand, or seaweed, and greatly reducing the risk of damage during forward operation; the sheet metal frame and the slot rotate and lock together, and the tilt position of the forward or reverse gear is completely locked, which can maintain stability in complex working conditions or when the hull is violently shaking. Attached Figure Description

[0026] The present invention will be further described in detail below with reference to the accompanying drawings and preferred embodiments. However, those skilled in the art will understand that these drawings are drawn only for the purpose of explaining the preferred embodiments and therefore should not be regarded as a limitation on the scope of the present invention. In addition, unless otherwise specified, the drawings are only schematic representations of the composition or structure of the described objects and may contain exaggerated displays, and the drawings are not necessarily drawn to scale.

[0027] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0028] Figure 2 This is a schematic diagram of the separation structure of the fixed end and the hanging arm structure of this utility model;

[0029] Figure 3 This is a partially exploded structural diagram of the hanging arm structure of this utility model;

[0030] Figure 4 This is a schematic diagram of the structure of the adjustment part of this utility model;

[0031] Figure 5 This is a schematic diagram of the separately removable adjustment part of this utility model;

[0032] Figure 6 This is a schematic diagram of the second adjustment part of this utility model;

[0033] Figure 7 This is a schematic diagram of the stress structure of the connecting frame of this utility model.

[0034] In the diagram: 1. Machine body; 2. Fixed end; 3. Hanging arm structure; 31. Suspension arm; 32. Locking handle; 33. Fixed shaft; 4. Adjustment part one; 41. Longitudinal groove; 42. Horizontal frame; 43. Connecting frame; 44. Horizontal bar one; 45. Horizontal bar two; 46. Metal rope; 47. Through hole; 48. Metal end; 401. Horizontal block one; 402. Horizontal opening; 403. Horizontal block two; 404. Fastening nut; 5. Adjustment part two; 51. Abutment block; 52. Abutment opening; 53. Slot; 54. Connecting hole; 55. Abutment shaft; 56. Sheet metal frame. Detailed Implementation

[0035] The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Those skilled in the art will appreciate that these descriptions are merely descriptive and exemplary and should not be construed as limiting the scope of protection of the present invention.

[0036] It should be noted that similar labels in the following figures indicate similar items; therefore, once an item is defined in one figure, it may not be further defined and explained in subsequent figures.

[0037] This embodiment mainly describes the outboard motor reverse gear locking mechanism. Please refer to [link / reference needed]. Figures 1-7 Specifically, the following applies: When the outboard motor starts moving forward or backward, it needs to be adjusted to different tilt positions to change the propeller's depth in the water and the hull's attitude. This is to prevent the propeller and gearbox from hitting the bottom and colliding with rocks, sand, or seaweed, which could cause serious damage. Changing the tilt angle when the outboard motor hull 1 moves forward is already known, but changing the tilt angle when the outboard motor hull 1 moves backward requires improvement. The outboard motor reverse gear locking mechanism includes the hull 1 and a boom structure 3 on the outer side of the hull 1. A fixed end 2 is integrally formed on the outer side of the hull 1 and is rotatably connected inside the boom structure 3. The boom structure 3 includes two suspension arms 31 on both sides, and an adjustment part 4 is installed between the two suspension arms 31. The adjustment part 4 includes:

[0038] Both the first crossbar 44 and the second crossbar 45 are located between the two suspension arms 31. The first crossbar 44 is located at the upper end of the second crossbar 45, and the second crossbar 45 has a through hole 47.

[0039] Metal rope 46 is fixed to the lower end of crossbar 44 and extends downward from through hole 47;

[0040] The connecting frame 43 is fixed to the outside of the body 1, and the metal rope 46 passes through the connecting frame 43 downwards. The metal rope 46 is fastened to the connecting frame 43.

[0041] The positions of crossbar 44 and crossbar 45 can be adjusted vertically to change the length of the metal rope 46 between crossbar 45 and the connecting frame 43, thereby changing the adjustable tilt angle of the outboard motor.

[0042] Specifically, the connection between the fuselage 1 and the boom structure 3 is existing technology. The fuselage 1 and the boom structure 3 are rotatably connected at one position. By changing the distance between the first crossbar 44 and the second crossbar 45, the distance between the second crossbar 45 and the connecting frame 43 can be changed, thus changing the length of the metal rope 46 between the second crossbar 45 and the connecting frame 43. It should be noted that when the propeller of the fuselage 1 drives the hull to move backward, the fuselage 1 is subjected to forces due to the rotatable connection between one position and the boom structure 3. Figure 7 The dashed arrow in the diagram indicates that the body 1 is driven to a tilted state, but according to the length of the metal rope 46 between the second crossbar 45 and the connecting frame 43, another position of the body 1 is limited. The length of the metal rope 46 between the second crossbar 45 and the connecting frame 43 controls the tilt range of the body 1. The length of the metal rope 46 between the second crossbar 45 and the connecting frame 43 can be adjusted, so the tilt range can be adjusted.

[0043] like Figures 3-5 As shown, both sides of the suspension arm 31 have corresponding longitudinal grooves 41, and both sides of the suspension arm 31 have horizontal frames 42 arranged in an arrangement on the outward side. The horizontal frames 42 are connected to the corresponding longitudinal grooves 41.

[0044] The two ends of the crossbar 44 and the crossbar 45 pass through the longitudinal grooves 41 on both sides. One end of the crossbar 44 and the crossbar 45 is integrally formed with a cross block 401 that cooperates with the cross frame 42, and the other end is provided with a cross opening 402. A cross block 403 for cooperating with the cross frame 42 is inserted in the cross opening 402. The end of the crossbar 44 and the crossbar 45 with the cross opening 402 is threaded with a fastening nut 404 for pressing the corresponding cross block 403.

[0045] Specifically, the first crossbar 44 and the second crossbar 45 are fixed to the two side suspension arms 31 by the first crossbar 401 and the second crossbar 403. The second crossbar 403 is detachable by fastening nut 404, so the first crossbar 44 and the second crossbar 45 can be adjusted to be in different positions, thereby changing the length of the metal rope 46 between the second crossbar 45 and the connecting frame 43.

[0046] like Figure 4 As shown, a circular metal end 48 is welded to the lower end of the metal rope 46. The metal end 48 is used to limit the connection frame 43. Specifically, the metal rope 46 is flexible and has a metal end 48 at its lower end to lock the connection frame 43 in place and prevent the connection frame 43 from detaching.

[0047] like Figure 2 , Figure 3 and Figure 6 As shown, an adjustment section 2 5 is also installed between the two suspension arms 31. The adjustment section 2 5 includes:

[0048] Block 51 is located on the outside of the body 1 and is integrally set with the body 1;

[0049] The abutment shaft 55 is installed between the two suspension arms 31. When the fuselage 1 drives the propeller forward, the end of the abutment block 51 abuts against the abutment shaft 55. The position of the abutment shaft 55 is adjustable.

[0050] Specifically, when the propeller of fuselage 1 moves forward, fuselage 1 is thrust, causing the stop block 51 to press against the stop shaft 55, thus controlling fuselage 1 to be in a suitable position. It should be noted that the position of the stop shaft 55 can be changed, so fuselage 1 can be controlled to different tilt positions.

[0051] like Figures 2-3 As shown, multiple through-holes 54 are provided on the outer sides of both suspension arms 31. The circumferential axis formed by the multiple through-holes 54 coincides with the rotation axis of the body 1. The abutment 55 passes through a set of corresponding through-holes 54 in one of the suspension arms 31.

[0052] Specifically, the abutment 55 can be manually inserted into different sets of corresponding connecting holes 54 in the two side suspension arms 31 to change the position of the abutment 55, which is suitable for different tilt positions of the fuselage 1.

[0053] like Figure 6 As shown, the outer end of the abutment block 51 has abutment opening 52, which is C-shaped and used to abut against the abutment shaft 55. Specifically, when the abutment opening 52 on the outside of the abutment block 51 abuts against the abutment shaft 55, it will not cause misalignment with the abutment shaft 55, ensuring the accurate tilt position of the body 1.

[0054] like Figure 6 As shown, the upper end of the abutment block 51 is provided with a slot 53, and a sheet metal frame 56 extending out of the outer wall of the abutment shaft 55 is fitted inside the abutment shaft 55. When the abutment shaft 55 is rotated, the sheet metal frame 56 can be engaged with the slot 53.

[0055] Specifically, by setting the slot 53 on the abutment block 51, the sheet metal frame 56 on the abutment shaft 55 can rotate and cooperate with the slot 53. That is to say, the abutment block 51 and the abutment shaft 55 are always in a cooperative state. Therefore, under the forward or backward force of the propeller, the position of the fuselage 1 remains unchanged, which is suitable for various environments.

[0056] like Figure 6As shown, the abutment 55 has a slot extending along the abutment 55, and the sheet metal frame 56 is fitted into the slot, which is T-shaped. Specifically, the sheet metal frame 56 slides along the slot of the abutment 55, allowing the sheet metal frame 56 to engage with the abutment 55. The T-shaped slot ensures that the sheet metal frame 56 rotates with the abutment 55 without disengaging from it.

[0057] The outer wall of the abutment 55 is pressed against the inner wall of the through connection hole 54. Specifically, the abutment 55 will not rotate automatically without manual control, thus preventing accidental disengagement of the sheet metal frame 56 from the slot 53.

[0058] Both sides of the suspension arm 31 are threaded with locking handles 32 to fix the suspension arm 31 to the hull. A fixing shaft 33 is fixed between the two sides of the suspension arm 31. It should be noted that the locking handles 32 are existing technology. Rotating the locking handles 32 fixes the suspension arm 31 to the hull.

[0059] Working principle: When the propeller of the fuselage 1 is working, it drives the hull to move forward or backward. When the fuselage 1 is driven forward, the fuselage 1 is pushed, which causes the abutment block 51 to abut against the abutment shaft 55, supporting the fuselage 1. It should be noted that the abutment shaft 55 can be set in different connecting holes 54 to adjust the fuselage 1 to different tilt angles, change the depth of the propeller in the water and the attitude of the hull. In addition, by rotating the abutment shaft 55, the sheet metal frame 56 is engaged with the slot 53 on the abutment block 51, which can fix the position of the fuselage 1 and maintain a fixed position when the hull moves forward or backward, adapting to different environments.

[0060] Secondly, when the ship reverses, the fuselage 1 experiences thrust, which causes one side of the propeller to tilt upwards, such as... Figure 7 The solid arrow indicates the direction of force on the fuselage 1 and connecting frame 43. The fuselage 1 is rotatably connected to the hanging arm structure 3 via the fixed end 2, so that the fuselage 1 and connecting frame 43 are subjected to force when the hull reverses. Through the adjustable part 4, the position of the first crossbar 44 is fixed, while the position of the second crossbar 45 can be adjusted, allowing the length of the metal rope 46 between the second crossbar 45 and the connecting frame 43 to be adjusted. When the fuselage 1 and connecting frame 43 are subjected to force, such as… Figure 7 When the movement is in the direction of the dotted arrow in the middle arc, the metal rope 46 between the second crossbar 45 and the connecting frame 43 moves along with it, which will cause the metal rope 46 between the second crossbar 45 and the connecting frame 43 to be straightened, limiting the fuselage 1 and the connecting frame 43. When the hull is reversed, it can cause the fuselage 1 to tilt to a certain extent. The degree of tilt can be adjusted according to the length of the metal rope 46 between the second crossbar 45 and the connecting frame 43, changing the depth of the propeller in the water and the attitude of the hull when it is reversed.

[0061] In the description of this utility model, it should be noted that the terms "upper", "lower", "front", "rear", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the utility model product is usually placed in during use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0062] The outboard motor reverse gear locking mechanism provided by this utility model has been described in detail above. Specific examples have been used to illustrate the principle and implementation of this utility model. The description of the above embodiments is only for the purpose of helping to understand this utility model and its core ideas. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principle of this utility model, and these improvements and modifications also fall within the protection scope of the claims of this utility model.

Claims

1. An outboard motor reverse gear locking mechanism, comprising a fuselage and a boom structure on the outer side of the fuselage, wherein a fixed end is integrally formed on the outer side of the fuselage, and the fixed end is rotatably connected inside the boom structure, characterized in that, The hanger structure includes two suspension arms on both sides, and an adjustment part is installed between the two suspension arms. The adjustment part includes: Both crossbar one and crossbar two are located between the two suspension arms. Crossbar one is located at the upper end of crossbar two, and crossbar two has a through hole. A metal rope is fixed to the lower end of the crossbar and extends downward from the through hole; The connecting frame is fixed to the outside of the machine body, and a metal rope runs downward through the connecting frame and is fastened to the connecting frame. The positions of crossbar one and crossbar two can be adjusted vertically, changing the length of the metal rope between crossbar two and the connecting frame, and thus changing the adjustable tilt angle of the outboard motor.

2. The outboard motor reverse gear locking mechanism according to claim 1, characterized in that, Both sides of the suspension arm have corresponding longitudinal slots, and both sides of the suspension arm have horizontal frames arranged in an arrangement on the outward side. The horizontal frames are connected to the corresponding longitudinal slots. The two ends of the crossbar 1 and crossbar 2 pass through the longitudinal grooves on both sides respectively. One end of the crossbar 1 and crossbar 2 is integrally formed with a cross block 1 that cooperates with the cross frame, and the other end is provided with a horizontal opening. A cross block 2 for cooperating with the cross frame is inserted in the horizontal opening. The end of the crossbar 1 and crossbar 2 with the horizontal opening is threaded with a fastening nut for pressing the corresponding cross block 2.

3. The outboard motor reverse gear locking mechanism according to claim 1, characterized in that, The lower end of the metal rope is welded with a circular metal end, which is used to limit the connection frame.

4. The outboard motor reverse gear locking mechanism according to claim 1, characterized in that, An adjustment unit two is also installed between the two suspension arms. The adjustment unit two includes: The stop block is located on the outside of the fuselage and is integrated with the fuselage. The abutment shaft is installed between the two suspension arms. When the fuselage drives the propeller forward, the end of the abutment block abuts against the abutment shaft. The position of the abutment shaft is adjustable.

5. The outboard motor reverse gear locking mechanism according to claim 4, characterized in that, Multiple through-holes are provided on the outer sides of both suspension arms. The circumferential axis formed by the multiple through-holes coincides with the rotation axis of the fuselage, and the abutment passes through a set of corresponding through-holes in one of the two suspension arms.

6. The outboard motor reverse gear locking mechanism according to claim 4, characterized in that, The outer end of the abutment has a C-shaped notch for abutting against the abutment shaft.

7. The outboard motor reverse gear locking mechanism according to claim 4, characterized in that, The upper end of the abutment block is provided with a slot, and a sheet metal frame extending out of the outer wall of the abutment shaft is installed inside the abutment shaft. When the abutment shaft is rotated, the sheet metal frame can be engaged with the slot.

8. The outboard motor reverse gear locking mechanism according to claim 7, characterized in that, The abutment shaft has a slot extending along the abutment shaft, and the sheet metal frame is fitted into the slot, which is T-shaped.

9. The outboard motor reverse gear locking mechanism according to claim 5, characterized in that, The outer wall of the abutment shaft and the inner wall of the through-hole are pressed together.

10. The outboard motor reverse gear locking mechanism according to claim 1, characterized in that, Both sides of the suspension arms have locking handles threaded to their outer sides for fixing the suspension arms to the hull, and a fixing shaft is fixed between the two sides of the suspension arms.

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