Amphibious vehicle water steering control device

Abstract

The present invention belongs to the field of rudder steering technology, and specifically relates to a water steering control device for an amphibious vehicle. The device comprises a vehicle body, wherein a front float is fixedly provided at the front of the vehicle body, and a rear float is fixedly provided at the rear of the vehicle body; a propulsion mechanism is rotatably connected to the bottom of the front float, and a steering rudder mechanism is rotatably connected to the bottom of the rear float; a control mechanism is installed inside the vehicle body, and the control mechanism is used to control the steering of the propulsion mechanism and the steering rudder mechanism; the present invention enables the vehicle body to quickly adjust its direction at a small angle on the water; when an underwater foreign object causes one of the vehicles to become stuck and unable to steer, the present invention can quickly adjust the control mechanism so that the control mechanism can control an independent steering, thereby achieving single-direction emergency adjustment and avoiding the problem of being stuck during operation in the water; the present invention requires only one person to quickly operate, and facilitates single-direction emergency adjustment.

Description

Technical Field

[0001] The invention belongs to the technical field of rudder steering, and in particular relates to a water steering control device for an amphibious vehicle. Background Art

[0002] An amphibious vehicle is a specialized vehicle capable of traveling on both land and water. It typically combines the features of a car and a boat, enabling it to float in water while also being able to navigate on land. Demand for amphibious vehicles, particularly in tourism, emergency rescue, and adventure travel, is growing.

[0003] When an amphibious vehicle is traveling in water, it is necessary to flexibly adjust the steering of the rudder to quickly adjust the direction of the vehicle.

[0004] Chinese patent application number 202311807594.2 discloses a water steering device for an amphibious vehicle, comprising a waterproof chassis, two drive shafts provided on the bottom surface of the waterproof chassis, four wheel grooves provided on the bottom surface of the waterproof chassis, drive wheels mounted on the front and rear ends of the two drive shafts, grooves provided on the sides of the two sets of drive wheels adjacent to each other, the inner sidewalls of each groove being fixedly connected to equidistantly arranged water-swishing plates, a steering rod provided on the upper surface of the waterproof chassis, a fixed plate fixedly connected to the upper surface of the waterproof chassis, a support plate fixedly connected to the upper surface of the fixed plate, and a seat plate fixedly connected to the upper surface of the waterproof chassis. This patent, through the cooperation of the drive motor and the propeller, can apply a thrust to the amphibious vehicle again, and the steering gear can be used to control the swing of the waterproof box, thereby improving the steering efficiency of the amphibious vehicle and enhancing people's driving pleasure.

[0005] When an amphibious vehicle is turning on water, due to the heavy body of the vehicle and the instability of the water, it is often necessary to change the angle significantly to adjust the direction, resulting in inconvenience in direction control; at the same time, if there are many foreign objects underwater, if the rudder of the steering device gets stuck in the water, it will require maintenance and it will no longer be possible to continue driving on the water; and when encountering a jamming problem, it is often impossible for a single person to perform emergency adjustment operations, resulting in maintenance difficulties. Summary of the Invention

[0006] In order to address the deficiencies in the prior art, the present invention provides an amphibious vehicle water steering control device. The present invention enables the vehicle body to quickly adjust its direction at a small angle on the water. When one of the vehicles is stuck and unable to steer due to underwater foreign objects, the present invention can quickly adjust the control mechanism so that the control mechanism can control an independent steering, thereby achieving unidirectional emergency adjustment and avoiding the problem of getting stuck during operation in water. The present invention can not only quickly fix the gear fixing box to facilitate the direction adjustment of the steering wheel, but also quickly change the positioning position of the positioning rod. Only one person is required to quickly operate it, which is convenient for unidirectional emergency adjustment.

[0007] In order to achieve the above object, the present invention adopts the following technical solutions:

[0008] A water steering control device for an amphibious vehicle comprises a vehicle body, wherein a front floating plate is fixedly provided at the front of the vehicle body, and a rear floating plate is fixedly provided at the rear of the vehicle body; a propulsion mechanism is rotatably connected to the bottom of the front floating plate, and a steering rudder mechanism is rotatably connected to the bottom of the rear floating plate; a control mechanism is installed inside the vehicle body, and the control mechanism is used to control the steering of the propulsion mechanism and the steering rudder mechanism; a vehicle bottom plate is fixedly provided on both sides of the vehicle body extending downward, and track wheels are installed on each vehicle bottom plate;

[0009] The propulsion mechanism includes a first rotating shaft, a first through-hole is formed through the front floating plate, and the first through-hole is rotatably connected to the first rotating shaft via a bearing; the upper end of the first rotating shaft is fixedly connected to the first limit plate, and the lower end of the first rotating shaft is fixedly connected to a propeller propeller; the propeller of the propeller propeller faces one side of the vehicle body, and the propeller propeller is located below the vehicle body; triangular guide floats are symmetrically fixed on both sides of the front of the vehicle body, and the inclined surfaces of the triangular guide floats are located on the outside of the vehicle body;

[0010] The steering rudder mechanism includes a second rotating shaft, a second through hole is opened through the rear floating plate, and the second through hole is rotatably connected to the second rotating shaft through a bearing; the upper end of the second rotating shaft is fixedly connected to the second limit plate, and the lower end of the first rotating shaft is fixedly connected to the steering rudder plate; the steering rudder plate is located under the vehicle body.

[0011] Furthermore, the control mechanism includes a steering rod, the upper end of the steering rod is fixedly connected to the steering wheel, and the lower end of the steering rod is fixedly connected to the first conical main gear; a control tube is horizontally provided below the steering rod, and the tube body of the control tube is fixedly provided with a second conical main gear; a plurality of limit blocks are evenly fixed inside the pipe openings at both ends of the control tube, and a limit ring is fixed outside the pipe openings at both ends of the control tube; the steering rod passes through the top of the gear fixed box and is rotatably connected to the top of the gear fixed box, and the two ends of the control tube respectively pass through the two sides of the gear fixed box and are rotatably connected to the two sides of the gear fixed box; the first conical main gear and the second conical main gear are meshed with each other and are both located inside the gear fixed box.

[0012] Furthermore, the limit blocks inside the pipe openings at both ends of the control tube are movably abutted against a driven rod, and a plurality of limit strips are evenly fixed on the side walls of the driven rod, and the limit strips are staggered and arranged at intervals; a first conical pinion gear is fixedly provided at one end of the driven rod away from the control tube; a return spring is sleeved on the driven rod, one end of the return spring is fixedly connected to the first conical pinion gear, and the other end of the return spring is movably abutted against the limit ring.

[0013] Furthermore, a first transmission mechanism is provided between the control mechanism and the propulsion mechanism, and the first transmission mechanism includes a first transmission rod, which passes through the vehicle body and is rotatably connected to the vehicle body; two second limiting rings are fixedly provided on the first transmission rod, for limiting the first transmission rod on the vehicle body; a first transmission bevel gear is fixedly provided on one end of the first transmission rod close to the propulsion mechanism, a first driven bevel gear is fixed on the first rotating shaft, and the first driven bevel gear is meshed with the first transmission bevel gear; a second transmission bevel gear is fixed on one end of the first transmission rod away from the propulsion mechanism, and the second transmission bevel gear is meshed with the corresponding adjacent first bevel pinion gear.

[0014] Furthermore, a second transmission mechanism is provided between the control mechanism and the steering rudder mechanism, and the second transmission mechanism includes a second transmission rod, which passes through the vehicle body and is rotatably connected to the vehicle body; two third limiting rings are fixedly provided on the second transmission rod, for limiting the second transmission rod on the vehicle body; a third transmission bevel gear is fixedly provided on one end of the second transmission rod close to the steering rudder mechanism, and a second driven bevel gear is fixed on the second rotating shaft, and the second driven bevel gear is meshed with the third transmission bevel gear; a fourth transmission bevel gear is fixed on one end of the second transmission rod away from the steering rudder mechanism, and the fourth transmission bevel gear is meshed with the corresponding adjacent first bevel pinion gear.

[0015] Furthermore, a positioning mechanism is provided on the outside of the control mechanism, and the positioning mechanism includes a gear fixing box, and push blocks are fixedly provided on both sides of the gear fixing box, and a sliding hole is opened on the push block and is slidably connected to a positioning rod; an abutment ring is fixed on the positioning rod; a second return spring is sleeved on the positioning rod, and the two ends of the second return spring are fixedly connected to the abutment ring and the push block respectively;

[0016] Sliding blocks are fixed on the bottom of both sides of the gear fixing box, and a slide groove is fixed inside the vehicle body, and the sliding blocks are slidably connected to the slide groove; three groups of positioning holes are also opened on both sides of the slide groove, and the positioning rods are movably plugged into the positioning holes; and a handle is fixed on the end of the positioning rod away from the positioning hole.

[0017] Furthermore, when the positioning rod is inserted into the middle group of positioning holes, the limit blocks at both ends of the control tube are in limit contact with the corresponding limit bars; when the positioning rod is inserted into the positioning holes on both sides, the limit block at one end of the control tube on that side is in limit contact with the corresponding limit bar, and the limit block at one end of the control tube on the opposite side is in contact with the surface of the corresponding driven rod and does not contact with the limit bar.

[0018] Furthermore, a first gear protection box and a first support frame are fixedly installed on the bottom of the front floating plate; the first transmission rod and the first rotating shaft respectively pass through the first gear protection box and are rotatably connected to the first gear protection box; the first transmission bevel gear and the first driven bevel gear are located inside the first gear protection box; the first transmission rod passes through the first support frame and is rotatably connected to the first support frame; a second support frame is fixedly installed inside the vehicle body, the first transmission rod passes through the second support frame and is rotatably connected to the second support frame; a first direction indicator needle is fixedly connected to the upper surface of the first limit plate;

[0019] The second gear protection box and the third support frame are fixedly installed on the bottom of the rear floating plate of the vehicle; the second transmission rod and the second rotating shaft respectively pass through the second gear protection box and are rotatably connected to the second gear protection box; the third transmission bevel gear and the third driven bevel gear are located inside the second gear protection box; the second transmission rod passes through the third support frame and is rotatably connected to the third support frame; the fourth support frame is fixedly installed inside the vehicle body, the second transmission rod passes through the fourth support frame and is rotatably connected to the fourth support frame; the upper surface of the second limit plate is fixedly connected to the second direction indicator needle.

[0020] Furthermore, the track wheel includes a driving wheel, a first driven wheel and a second driven wheel; the axles of the driving wheel and the first driven wheel pass through the vehicle bottom plate and are rotatably connected to the vehicle bottom plate through bearings; a motor mounting box is fixedly provided at the bottom of the vehicle body, a driving motor is fixedly installed in the motor mounting box, the output shaft of the driving motor passes through the motor mounting box and is fixedly connected to the axle of the driving wheel; the surfaces of the driving wheel and the first driven wheel are jointly covered with a crawler track; there are multiple second driven wheels, all of which are rotatably connected to the corresponding vehicle bottom plate through bearings, and the second driven wheels are transmission-connected to the lower inner surface of the corresponding crawler track;

[0021] A wire hole is opened inside the vehicle body, and the wire hole is communicated with the motor installation box; a power supply is installed inside the vehicle body, and the wires of the power supply pass through the wire hole and are electrically connected to the drive motor.

[0022] The present invention also claims protection for a method for performing water steering using the above-mentioned water steering control device for an amphibious vehicle, comprising the following steps:

[0023] S1. By rotating the steering wheel, the steering rod rotates, driving the control tube to rotate. Under the limiting action of the limiting blocks inside the tube ends of the control tube on the limiting bars, the driven rod rotates. The first bevel gear drives the first transmission mechanism and the second transmission mechanism to operate, causing the steering rudder and propeller to rotate in opposite directions simultaneously, achieving rapid direction adjustment by rotating the steering wheel slightly.

[0024] S2. When one of the propulsion mechanism and the steering rudder mechanism becomes stuck due to an underwater foreign object, pull the handle to remove the positioning rod from the middle set of positioning holes. Then, push the gear fixing box in the direction in which one of the propulsion mechanism and the steering rudder mechanism can operate until the positioning rod reaches above one of the positioning holes on one side.

[0025] S3. Release the handle, and the second return spring will reset the positioning rod to insert into the positioning hole below for positioning. Then rotate the steering wheel. At this time, the limit block at one end of the control tube on this side will abut against the corresponding limit bar. The rotation of the control tube will drive the adjacent driven rod to rotate, thereby realizing the rotation of one of the steering rudder plate and propeller thruster. The limit block at one end of the control tube on the opposite side abuts against the surface of the corresponding driven rod and does not abut against the limit bar. The rotation of the control tube will not drive the adjacent driven rod to rotate, thereby realizing unidirectional emergency adjustment.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] (1) The present invention realizes angular deflection by rotating the second rotating shaft of the steering rudder mechanism and the first rotating shaft of the propulsion mechanism through a control mechanism, thereby realizing that the vehicle body can quickly adjust the direction of a small angle on the water; specifically, when there is no need to adjust the direction, the propeller propeller, the steering rudder plate and the vehicle body are in the same direction, and the vehicle body moves forward on the water under the push of the propeller propeller; when it is necessary to adjust the direction, the second rotating shaft of the steering rudder mechanism is rotated and the first rotating shaft of the propulsion mechanism is rotated in the opposite direction through the control mechanism. At this time, the rotation of the second rotating shaft causes the propeller of the propeller propeller to deflect toward the outside of the vehicle body, and under the inclined guiding action of the triangular guide float, the front of the vehicle body is deflected to one side and the vehicle body moves forward; at the same time, the rotation of the second rotating shaft causes the steering rudder plate to rotate in the opposite direction, and under the blocking action of the steering rudder plate on water, the rear of the vehicle body is deflected to the other side. Combined with the deflection of the front of the vehicle body, the overall direction deflection amplitude of the vehicle body is rapidly increased, thereby realizing rapid direction adjustment of the vehicle body without the need for large-angle deflection of the steering rudder mechanism and the propulsion mechanism.

[0028] (2) The present invention realizes that the steering rudder mechanism and the propulsion mechanism are deflected in opposite directions at the same time to realize small-angle rapid direction adjustment through the structural design of the control mechanism, and can also quickly switch the adjustment mode so that one of the steering rudder mechanism and the propulsion mechanism is independently deflected, so that when encountering underwater foreign objects and causing one of the two to be unable to turn and stuck, the control mechanism can be quickly adjusted so that the control mechanism can control an independent steering, thereby avoiding the problem of being stuck during operation in water; specifically, when encountering underwater foreign objects and causing one of the propulsion mechanism and the steering rudder mechanism to be unable to turn and stuck, the gear fixing box is pushed in the direction in which one of the propulsion mechanism and the steering rudder mechanism can operate, at this time, the limit block at one end of the control tube on this side is limitedly abutted with the corresponding limit bar, and the self-rotation of the control tube will drive the adjacent driven rod to rotate, thereby realizing the self-rotation of one of the steering rudder plate and the propeller propeller; while the limit block at one end of the control tube on the opposite side abuts the surface of the corresponding driven rod and does not abut with the limit bar, and the self-rotation of the control tube will not drive the adjacent driven rod to rotate, thereby realizing unidirectional emergency adjustment and avoiding the problem of being stuck during operation in water.

[0029] (3) The present invention can not only quickly fix the gear fixing box to facilitate the direction adjustment of the steering wheel through the cooperation of the positioning mechanism and the control mechanism, but also quickly change the positioning position of the positioning rod. Only one person is required to quickly operate, which is convenient for one-way emergency adjustment. Specifically, when the gear fixing box needs to be fixed, the positioning rod is inserted into the positioning hole below for positioning through the reset of the second reset spring. When one-way emergency adjustment is required, the handle is pulled to pull the positioning rod out from the middle group of positioning holes. At this time, the handle and the steering wheel can be held at the same time to quickly push the gear fixing box so that the positioning rod reaches the top of one side positioning hole, and then the handle is released. The positioning rod is inserted into the positioning hole below for positioning through the reset of the second reset spring, and then the steering wheel is rotated to perform one-way emergency adjustment. In this process, only one person is required to quickly operate. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a schematic diagram of the overall structure of an amphibious vehicle water steering control device of the present invention. Figure 1 ;

[0031] Figure 2 This is a schematic diagram of the dispersed structure of an amphibious vehicle water steering control device according to the present invention;

[0032] Figure 3 This is a schematic diagram of the dispersed structure of the vehicle body of an amphibious vehicle water steering control device according to the present invention;

[0033] Figure 4 This is a schematic diagram of the track wheel dispersion structure of an amphibious vehicle water steering control device according to the present invention;

[0034] Figure 5 This is a schematic diagram of the overall structure of an amphibious vehicle water steering control device of the present invention. Figure 2 ;

[0035] Figure 6 This is a schematic diagram of the propulsion mechanism structure of an amphibious vehicle water steering control device according to the present invention;

[0036] Figure 7 This is a schematic diagram of the structure of a steering rudder mechanism of an amphibious vehicle water steering control device according to the present invention;

[0037] Figure 8 This is a schematic diagram of a partially dispersed structure of an amphibious vehicle water steering control device according to the present invention;

[0038] Figure 9 This is a schematic structural diagram of a control mechanism and a positioning mechanism of an amphibious vehicle water steering control device according to the present invention;

[0039] Figure 10This is a schematic diagram of the dispersed structure of a control mechanism and a positioning mechanism of an amphibious vehicle water steering control device according to the present invention;

[0040] Figure 11 The present invention is a schematic diagram of the steering state of an amphibious vehicle water steering control device.

[0041] The reference numerals are as follows:

[0042] Vehicle body 100; front floating plate 110; rear floating plate 120; vehicle bottom plate 130; motor mounting box 140; wire hole 141; triangular guide float 150; slide 160; positioning hole 170; track wheel 200; driving wheel 210; first driven wheel 220; second driven wheel 230; track 240; drive motor 250; steering rudder mechanism 300; second gear protection box 310; steering rudder plate -320; second rotating shaft-330; second driven bevel gear-340; second limiting plate-350; second direction indicator needle-360; propulsion mechanism-400; first gear protection box-410; propeller propeller-420; first rotating shaft-430; first driven bevel gear-440; first limiting plate-450; first direction indicator needle-460; power supply-500; wire-510; second transmission mechanism-600; second transmission rod- 610; third transmission bevel gear 620; third support frame 630; third limiting ring 640; fourth support frame 650; fourth transmission bevel gear 660; control mechanism 700; steering rod 710; first bevel main gear 711; steering wheel 720; control tube 730; limiting ring 731; second bevel main gear 732; limiting block 733; driven rod 740; limiting bar 741; first bevel sub-gear 7 50; return spring 760; positioning mechanism 800; gear fixing box 810; sliding block 811; pushing block 820; positioning rod 830; handle 831; abutment ring 840; second return spring 850; first transmission mechanism 900; first transmission rod 910; first transmission bevel gear 920; first support frame 930; second limiting ring 940; second support frame 950; second transmission bevel gear 960. DETAILED DESCRIPTION

[0043] In order to make the purpose, technical solutions and advantages of the present invention clearer, the present invention is further described in detail below in conjunction with the embodiments. Of course, the specific embodiments described here are only used to explain the present invention and are not used to limit the present invention.

[0044] Although the steps in the present invention are arranged with numbers, they are not intended to limit the order of the steps. Unless the order of the steps is clearly stated or the execution of a step requires other steps as a basis, the relative order of the steps can be adjusted. It is understood that the term "and / or" used herein refers to and covers any and all possible combinations of one or more of the associated listed items.

[0045] Example

[0046] like Figures 1 to 11 As shown, a water steering control device for an amphibious vehicle includes a vehicle body 100, a front floating plate 110 fixedly provided at the front of the vehicle body 100, and a rear floating plate 120 fixedly provided at the rear of the vehicle body 100; a propulsion mechanism 400 is rotatably connected to the bottom of the front floating plate 110, and a steering rudder mechanism 300 is rotatably connected to the bottom of the rear floating plate 120; a control mechanism 700 is installed inside the vehicle body 100, and the control mechanism 700 is used to control the steering of the propulsion mechanism 400 and the steering rudder mechanism 300; a vehicle bottom plate 130 is fixedly provided on both sides of the vehicle body 100 extending downward, and each vehicle bottom plate 130 is mounted with a track wheel 200;

[0047] The propulsion mechanism 400 includes a first rotating shaft 430. A first through-hole is formed through the front floating plate 110 and is rotatably connected to the first rotating shaft 430 via a bearing. The upper end of the first rotating shaft 430 is fixedly connected to a first limiting plate 450, and the lower end of the first rotating shaft 430 is fixedly connected to a propeller propeller 420. The propeller of the propeller propeller 420 faces one side of the vehicle body 100, and the propeller propeller 420 is located below the vehicle body 100. Triangular guide floats 150 are symmetrically fixed on both sides of the front of the vehicle body 100, and the inclined surfaces of the triangular guide floats 150 are located on the outside of the vehicle body 100.

[0048] It is worth noting that the purpose of the propeller propeller 420 being located below the vehicle body 100 is to ensure that the water flow driven by the propeller of the propeller propeller 420 will not be blocked by the vehicle body when the propeller moves, thereby realizing the movement of the vehicle body; at the same time, the purpose of setting the triangular guide float 150 is to provide buoyancy for the heavier front of the vehicle, and to guide the propeller propeller 420 to prevent the propeller propeller 420 from being unable to adjust the direction of the vehicle body 100 due to the obstruction of the vehicle body 100 after the propeller propeller 420 rotates to a certain angle.

[0049] The steering rudder mechanism 300 includes a second rotating shaft 330, a second through hole is opened through the rear floating plate 120, and the second through hole is rotatably connected to the second rotating shaft 330 through a bearing; the upper end of the second rotating shaft 330 is fixedly connected to the second limit plate 350, and the lower end of the first rotating shaft 430 is fixedly connected to the steering rudder plate 320; the steering rudder plate 320 is located below the vehicle body 100.

[0050] The present invention uses the control mechanism 700 to rotate the second rotation shaft 330 of the steering rudder mechanism 300 and the first rotation shaft 430 of the propulsion mechanism 400 to achieve angular deflection, thereby enabling the vehicle body 100 to quickly adjust its direction at a small angle on water; specifically, as Figure 11 As shown, when there is no need to adjust the direction, the propeller propeller 420, the steering rudder 320 and the vehicle body 100 are in the same direction. Under the push of the propeller propeller 420, the vehicle body moves forward on the water. When the direction needs to be adjusted, the second rotation shaft 330 of the steering rudder mechanism 300 is rotated and the first rotation shaft 430 of the propulsion mechanism 400 is rotated in the opposite direction through the control mechanism 700. At this time, the rotation of the second rotation shaft 330 causes the propeller of the propeller propeller 420 to deflect toward the outside of the vehicle body, and the vehicle body moves forward on the water under the push of the propeller propeller 420. Under the inclined guiding action of the floating block 150, the front of the vehicle body 100 is deflected to one side and the vehicle body 100 is moved forward; at the same time, the rotation of the second rotating shaft 330 causes the steering rudder 320 to rotate in the opposite direction. Under the blocking effect of the steering rudder 320 on water, the rear of the vehicle body 100 is deflected to the other side. Combined with the deflection of the front of the vehicle body 100, the overall direction deflection amplitude of the vehicle body 100 is rapidly increased, thereby realizing the rapid adjustment of the direction of the vehicle body 100 without the need for large-angle deflection of the steering rudder mechanism 300 and the propulsion mechanism 400.

[0051] It is worth noting that the propeller thruster 420 is powered and controlled by an external power supply, and the circuit connection can be set in the conventional manner, which will not be described in detail here; and the vehicle body 100 of the present invention is only a schematic diagram, and the buoyancy can be increased by adding floats around the vehicle body, and the internal structure of the vehicle body 100 can also be conventionally adjusted according to actual aesthetic and convenience requirements.

[0052] Furthermore, the control mechanism 700 includes a steering rod 710, the upper end of which is fixedly connected to a steering wheel 720, and the lower end of which is fixedly connected to a first conical main gear 711; a control tube 730 is horizontally provided below the steering rod 710, and the tube body of the control tube 730 is fixedly provided with a second conical main gear 732; a plurality of limit blocks 733 are evenly fixed inside the pipe openings at both ends of the control tube 730, and a limit ring 731 is fixed outside the pipe openings at both ends of the control tube 730; the steering rod 710 passes through the top of the gear fixing box 810 and is rotatably connected to the top of the gear fixing box 810, and the two ends of the control tube 730 respectively pass through the two sides of the gear fixing box 810 and are rotatably connected to the two sides of the gear fixing box 810; the first conical main gear 711 and the second conical main gear 732 are meshed with each other and are both located inside the gear fixing box 810.

[0053] Through the limiting and fixing effect of the gear fixing box 810 , the first bevel main gear 711 and the second bevel main gear 732 are stably engaged, while the steering rod 710 and the control tube 730 can move together with the gear fixing box 810 .

[0054] Furthermore, the limit blocks 733 inside the pipe openings at both ends of the control tube 730 are movably in abutment with the driven rod 740, and a plurality of limit bars 741 are evenly fixed on the side walls of the driven rod 740, and the limit bars 741 are staggered and arranged at intervals with the limit blocks 733; the driven rod 740 is fixed with a first conical pinion 750 at one end away from the control tube 730; a return spring 760 is sleeved on the driven rod 740, and one end of the return spring 760 is fixedly connected to the first conical pinion 750, and the other end of the return spring 760 is movably in abutment with the limit ring 731.

[0055] By staggering the limiting strip 741 and the limiting block 733, the rotation of the control tube 730 can drive the driven rod 740 to rotate together; at the same time, through the design of the return spring 760, under the joint action of the return springs 760 at both ends, the second transmission bevel gear 960 and the fourth transmission bevel gear 660 can always maintain engagement with the corresponding first bevel pinion 750; a detailed description will be given later.

[0056] Furthermore, a first transmission mechanism 900 is provided between the control mechanism 700 and the propulsion mechanism 400. The first transmission mechanism 900 includes a first transmission rod 910 that passes through the vehicle body 100 and is rotationally connected thereto. Two second retaining rings 940 are fixedly provided on the first transmission rod 910 for retaining the first transmission rod 910 on the vehicle body 100. A first transmission bevel gear 920 is fixedly provided on the end of the first transmission rod 910 that is close to the propulsion mechanism 400. A first driven bevel gear 440 is fixedly provided on the first rotating shaft 430 and meshes with the first transmission bevel gear 920. A second transmission bevel gear 960 is fixedly provided on the end of the first transmission rod 910 that is away from the propulsion mechanism 400 and meshes with the corresponding adjacent first bevel pinion gear 750. The rotation of the first bevel pinion gear 750 by the first transmission mechanism 900 drives the rotation of the propeller 420.

[0057] Furthermore, a second transmission mechanism 600 is provided between the control mechanism 700 and the steering mechanism 300. The second transmission mechanism 600 includes a second transmission rod 610 that passes through the vehicle body 100 and is rotationally connected thereto. Two third retaining rings 640 are fixed to the second transmission rod 610 to retain the second transmission rod 610 on the vehicle body 100. A third transmission bevel gear 620 is fixed to the end of the second transmission rod 610 that is close to the steering mechanism 300. A second driven bevel gear 340 is fixed to the second rotating shaft 330 and meshes with the third transmission bevel gear 620. A fourth transmission bevel gear 660 is fixed to the end of the second transmission rod 610 that is away from the steering mechanism 300. The fourth transmission bevel gear 660 meshes with the corresponding adjacent first bevel pinion gear 750. The rotation of the first bevel pinion gear 750, achieved through the second transmission mechanism 600, drives the rotation of the steering plate 320.

[0058] The present invention realizes that the steering rudder mechanism 300 and the propulsion mechanism 400 are deflected in opposite directions at the same time to achieve small-angle rapid direction adjustment through the structural design of the control mechanism 700. At the same time, it can also quickly switch the adjustment mode so that one of the steering rudder mechanism 300 and the propulsion mechanism 400 is independently deflected. Therefore, when encountering underwater foreign objects that cause one of the two to be unable to turn and stuck, the control mechanism 700 can be quickly adjusted so that the control mechanism 700 can control an independent steering, thereby avoiding the problem of being stuck during operation in water. Specifically, when encountering underwater foreign objects that cause one of the propulsion mechanism 400 and the steering rudder mechanism 300 to be unable to turn and stuck, the control mechanism 700 is turned to the propulsion mechanism 400. The gear fixing box 810 is pushed in one of the directions in which the mechanism 400 and the steering rudder mechanism 300 can operate. At this time, the limit block 733 at one end of the control tube 730 on this side is in contact with the corresponding limit bar 741. The rotation of the control tube 730 will drive the adjacent driven rod 740 to rotate, thereby realizing the rotation of one of the steering rudder plate 320 and the propeller propeller 420; while the limit block 733 at one end of the control tube 730 on the opposite side abuts against the surface of the corresponding driven rod 740 and does not abut against the limit bar 741. The rotation of the control tube 730 will not drive the adjacent driven rod 740 to rotate, thereby realizing unidirectional emergency adjustment and avoiding the problem of jamming during operation in water.

[0059] It is worth noting that by moving the gear fixing box 810, when the limit block 733 at one end of the control tube 730 abuts against the surface of the corresponding driven rod 740 and does not abut against the limit bar 741, the rotation of the control tube 730 will only rotate on the surface of the driven rod 740; and, since one end of the return spring 760 is fixedly connected to the first conical pinion 750 and the other end of the return spring 760 is movably abutted against the limit ring 731, the return spring 760 will only movably abut against the limit ring 731 and will not rotate with the control tube 730, thereby achieving the goal of preventing the driven rod 740 on one side from rotating; at the same time, since the return spring 760 still has a certain elastic force, the corresponding first conical pinion 750 is always in meshing state with the corresponding bevel gear, thereby improving the meshing stability.

[0060] Furthermore, a positioning mechanism 800 is provided on the outside of the control mechanism 700. The positioning mechanism 800 includes a gear fixing box 810. Pushing blocks 820 are fixedly provided on both sides of the gear fixing box 810. The pushing blocks 820 have sliding holes and are slidably connected to positioning rods 830. An abutting ring 840 is fixedly provided on the positioning rod 830. A second return spring 850 is sleeved on the positioning rod 830. The two ends of the second return spring 850 are fixedly connected to the abutting ring 840 and the pushing block 820, respectively.

[0061] Sliding blocks 811 are fixedly provided at the bottom of both sides of the gear fixing box 810, and a sliding groove 160 is fixedly provided inside the vehicle body 100, and the sliding blocks 811 are slidingly connected to the sliding groove 160; three groups of positioning holes 170 are also opened on both sides of the sliding groove 160, and the positioning rod 830 is movably plugged into the positioning hole 170; and a handle 831 is fixedly provided at the end of the positioning rod 830 away from the positioning hole 170.

[0062] Furthermore, when the positioning rod 830 is inserted into the middle group of positioning holes 170, the limit blocks 733 at both ends of the control tube 730 are in limit contact with the corresponding limit bars 741; when the positioning rod 830 is inserted into the positioning holes 170 on both sides, the limit block 733 at one end of the control tube 730 on that side is in limit contact with the corresponding limit bar 741, and the limit block 733 at one end of the control tube 730 on the opposite side is in contact with the surface of the corresponding follower rod 740 and does not abut against the limit bar 741.

[0063] The present invention cooperates with the positioning mechanism 800 and the control mechanism 700 to not only quickly fix the gear fixing box 810 to facilitate the direction adjustment of the steering wheel 720, but also quickly change the positioning position of the positioning rod 830. Only one person is required to quickly operate it, which is convenient for emergency adjustment in one direction. Specifically, when the gear fixing box 810 needs to be fixed, the positioning rod 830 is inserted into the positioning hole 170 below for positioning by the reset of the second reset spring 850. When emergency adjustment in one direction is required, the handle 831 is pulled to pull the positioning rod out of the middle group of positioning holes 170. At this time, the handle 831 and the steering wheel 720 can be held at the same time to quickly push the gear fixing box 810 so that the positioning rod 830 reaches the top of one side positioning hole 170, and then the handle 831 is released. The positioning rod 830 is inserted into the positioning hole 170 below for positioning by the reset of the second reset spring 850, and then the steering wheel 720 is rotated to perform emergency adjustment in one direction. In this process, only one person is required to quickly operate it.

[0064] Furthermore, a first gear protection box 410 and a first support frame 930 are fixedly installed on the bottom of the front floating plate 110; the first transmission rod 910 and the first rotating shaft 430 respectively pass through the first gear protection box 410 and are rotatably connected to the first gear protection box 410; the first transmission bevel gear 920 and the first driven bevel gear 440 are located inside the first gear protection box 410; the first transmission rod 910 passes through the first support frame 930 and is rotatably connected to the first support frame 930; a second support frame 950 is fixedly installed inside the vehicle body 100, and the first transmission rod 910 passes through the second support frame 950 and is rotatably connected to the second support frame 950; a first direction indicator needle 460 is fixedly connected to the upper surface of the first limit plate 450;

[0065] The second gear protection box 310 and the third support frame 630 are fixedly installed at the bottom of the rear floating plate 120; the second transmission rod 610 and the second rotating shaft 330 respectively pass through the second gear protection box 310 and are rotatably connected to the second gear protection box 310; the third transmission bevel gear 620 and the third driven bevel gear 440 are located inside the second gear protection box 310; the second transmission rod 610 passes through the third support frame 630 and is rotatably connected to the third support frame 630; the fourth support frame 650 is fixedly installed inside the vehicle body 100, and the second transmission rod 610 passes through the fourth support frame 650 and is rotatably connected to the fourth support frame 650; the upper surface of the second limit plate 350 is fixedly connected to the second direction indicator needle 360.

[0066] The meshing stability of the corresponding bevel gears is protected by the first gear protection box 410 and the second gear protection box 310, and the rotation stability of the first transmission rod 910 and the second transmission rod 610 is improved by the first support frame 930, the second support frame 950, the third support frame 630, and the fourth support frame 650; the rotation angle of the propulsion mechanism 400 and the steering rudder mechanism 300 is conveniently understood by the first direction indicator needle 460 and the second direction indicator needle 360.

[0067] Furthermore, the track wheel 200 includes a driving wheel 210, a first driven wheel 220 and a second driven wheel 230; the wheel axles of the driving wheel 210 and the first driven wheel 220 pass through the vehicle floor 130 and are rotatably connected to the vehicle floor 130 through bearings; a motor mounting box 140 is fixedly provided at the bottom of the vehicle body 100, and a drive motor 250 is fixedly installed in the motor mounting box 140, and the output shaft of the drive motor 250 passes through the motor mounting box 140 and is fixedly connected to the wheel axle of the driving wheel 210; the surfaces of the driving wheel 210 and the first driven wheel 220 are jointly covered with a crawler 240; there are multiple second driven wheels 230, all of which are rotatably connected to the corresponding vehicle floor 130 through bearings, and the second driven wheel 230 is transmission-connected to the lower inner surface of the corresponding crawler 240;

[0068] A wire hole 141 is opened inside the vehicle body 100, and the wire hole 141 is connected to the motor mounting box 140; a power supply 500 is installed inside the vehicle body 100, and the wire 510 of the power supply 500 passes through the wire hole 141 and is electrically connected to the drive motor 250.

[0069] The power supply 500 controls the operation of the drive motor 250, thereby driving the driving wheel 210 to rotate, and the transmission of the track 240 is realized with the cooperation of the first driven wheel 220 and the second driven wheel 230, so that the vehicle body 100 can travel on land; the motor mounting box 140 has a certain waterproof ability, and the waterproof performance can be improved through conventional settings, which will not be described in detail here.

[0070] A method for performing water steering using the above-mentioned water steering control device for an amphibious vehicle comprises the following steps:

[0071] S1. By rotating the steering wheel 720, the steering rod 710 rotates, driving the control tube 730 to rotate. Under the limiting action of the limiting blocks 733 inside the tube ends of the control tube 730 on the limiting bars 741, the driven rod 740 rotates. The first bevel gear pair 750 drives the first transmission mechanism 900 and the second transmission mechanism 600 to operate, causing the steering rudder 320 and the propeller 420 to rotate in opposite directions simultaneously, achieving rapid direction adjustment by rotating the steering wheel 720 slightly.

[0072] S2. When one of the propulsion mechanism 400 and the steering rudder mechanism 300 is stuck and unable to turn due to an underwater foreign object, the handle 831 is pulled to remove the positioning rod 830 from the middle set of positioning holes 170. Then, the gear fixing box 810 is pushed in the direction in which one of the propulsion mechanism 400 and the steering rudder mechanism 300 can move, so that the positioning rod 830 reaches above one of the positioning holes 170 on one side.

[0073] S3. Release the handle 831, and the positioning rod 830 is inserted into the positioning hole 170 below for positioning through the reset of the second return spring 850. Then, the steering wheel 720 is rotated. At this time, the limit block 733 at one end of the control tube 730 on this side is in contact with the corresponding limit bar 741. The rotation of the control tube 730 will drive the adjacent driven rod 740 to rotate, thereby realizing the rotation of one of the steering rudder plate 320 and the propeller propeller 420; while the limit block 733 at one end of the control tube 730 on the opposite side abuts against the surface of the corresponding driven rod 740 and does not abut against the limit bar 741. The rotation of the control tube 730 will not drive the adjacent driven rod 740 to rotate, thereby realizing unidirectional emergency adjustment.

[0074] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this field, several improvements and changes can be made without departing from the creative concept of the present invention, which all fall within the scope of protection of the present invention.

Claims

1. A water steering control device for an amphibious vehicle, characterized in that: The vehicle comprises a vehicle body (100), wherein a front floating plate (110) is fixedly provided at the front of the vehicle body (100), and a rear floating plate (120) is fixedly provided at the rear of the vehicle body (100); the bottom of the front floating plate (110) is rotatably connected to a propulsion mechanism (400), and the bottom of the rear floating plate (120) is rotatably connected to a steering mechanism (300); a control mechanism (700) is installed inside the vehicle body (100), and the control mechanism (700) is used to control the steering of the propulsion mechanism (400) and the steering mechanism (300); and bottom plates (130) are fixedly provided on both sides of the vehicle body (100) extending downward, and each bottom plate (130) is mounted with a track wheel (200); The propulsion mechanism (400) includes a first rotating shaft (430), a first through hole is formed through the front floating plate (110), and the first through hole is rotatably connected to the first rotating shaft (430) via a bearing; the upper end of the first rotating shaft (430) is fixedly connected to the first limiting plate (450), and the lower end of the first rotating shaft (430) is fixedly connected to a propeller propeller (420); the propeller of the propeller propeller (420) faces one side of the vehicle body (100), and the propeller propeller (420) is located below the vehicle body (100); triangular guide floats (150) are symmetrically fixed on both sides of the front of the vehicle body (100), and the inclined surface of the triangular guide floats (150) is located outside the vehicle body (100); The steering rudder mechanism (300) includes a second rotating shaft (330); a second through hole is formed through the rear floating plate (120); and the second through hole is rotatably connected to the second rotating shaft (330) via a bearing; the upper end of the second rotating shaft (330) is fixedly connected to a second limiting plate (350); the lower end of the first rotating shaft (430) is fixedly connected to a steering rudder plate (320); and the steering rudder plate (320) is located below the vehicle body (100).

2. The water steering control device for an amphibious vehicle according to claim 1, characterized in that: The control mechanism (700) comprises a steering rod (710), the upper end of the steering rod (710) is fixedly connected to a steering wheel (720), and the lower end of the steering rod (710) is fixedly connected to a first conical main gear (711); a control tube (730) is transversely provided below the steering rod (710), and a second conical main gear (732) is fixedly provided on the tube body of the control tube (730); a plurality of limit blocks (733) are evenly fixedly provided inside the tube openings at both ends of the control tube (730), and the control tube (730) is fixedly provided with a plurality of limit blocks (733) at both ends of the control tube (730). Limiting rings (731) are fixedly provided on the outside of the pipe openings at both ends of the pipe (730); the steering rod (710) passes through the top of the gear fixing box (810) and is rotatably connected to the top of the gear fixing box (810); the two ends of the control pipe (730) respectively pass through both sides of the gear fixing box (810) and are rotatably connected to both sides of the gear fixing box (810); the first bevel main gear (711) and the second bevel main gear (732) are meshed with each other and are both located inside the gear fixing box (810).

3. The water steering control device for an amphibious vehicle according to claim 2, characterized in that: The limiting blocks (733) inside the pipe openings at both ends of the control tube (730) are movably in contact with the driven rod (740); a plurality of limiting strips (741) are evenly fixed on the side wall of the driven rod (740); the limiting strips (741) and the limiting blocks (733) are arranged at intervals and staggered; a first conical pinion (750) is fixedly provided at one end of the driven rod (740) away from the control tube (730); a return spring (760) is sleeved on the driven rod (740); one end of the return spring (760) is fixedly connected to the first conical pinion (750), and the other end of the return spring (760) is movably in contact with the limiting ring (731).

4. The water steering control device for an amphibious vehicle according to claim 3, characterized in that: A first transmission mechanism (900) is provided between the control mechanism (700) and the propulsion mechanism (400), the first transmission mechanism (900) comprising a first transmission rod (910), the first transmission rod (910) passing through the vehicle body (100) and being rotatably connected to the vehicle body (100); two second limiting rings (940) are fixedly provided on the first transmission rod (910) for limiting the first transmission rod (910) on the vehicle body (100); the first transmission rod (910) is close to the vehicle body (100); A first transmission bevel gear (920) is fixedly provided at one end of the propulsion mechanism (400), a first driven bevel gear (440) is fixedly provided on the first rotating shaft (430), and the first driven bevel gear (440) is meshed with the first transmission bevel gear (920); a second transmission bevel gear (960) is fixedly provided at one end of the first transmission rod (910) away from the propulsion mechanism (400), and the second transmission bevel gear (960) is meshed with a corresponding adjacent first bevel gear pair (750).

5. The water steering control device for an amphibious vehicle according to claim 4, characterized in that: A second transmission mechanism (600) is provided between the control mechanism (700) and the steering mechanism (300), the second transmission mechanism (600) comprising a second transmission rod (610), the second transmission rod (610) passing through the vehicle body (100) and being rotatably connected to the vehicle body (100); two third limiting rings (640) are fixedly provided on the second transmission rod (610) for limiting the second transmission rod (610) on the vehicle body (100); the second transmission rod (610) is close to the vehicle body (100); A third transmission bevel gear (620) is fixedly provided at one end of the steering rudder mechanism (300); a second driven bevel gear (340) is fixedly provided on the second rotating shaft (330); the second driven bevel gear (340) is meshed with the third transmission bevel gear (620); and a fourth transmission bevel gear (660) is fixedly provided at one end of the second transmission rod (610) away from the steering rudder mechanism (300); the fourth transmission bevel gear (660) is meshed with a corresponding adjacent first bevel gear pair (750).

6. The water steering control device for an amphibious vehicle according to claim 3, characterized in that: A positioning mechanism (800) is provided on the outside of the control mechanism (700), and the positioning mechanism (800) includes a gear fixing box (810), and push blocks (820) are fixedly provided on both sides of the gear fixing box (810), and the push blocks (820) are provided with sliding holes and are slidably connected to a positioning rod (830); an abutment ring (840) is fixedly provided on the positioning rod (830); a second return spring (850) is sleeved on the positioning rod (830), and the two ends of the second return spring (850) are fixedly connected to the abutment ring (840) and the push block (820) respectively; Sliding blocks (811) are fixedly provided at the bottom of both sides of the gear fixing box (810), and a slide groove (160) is fixedly provided inside the vehicle body (100), and the sliding blocks (811) are slidably connected to the slide groove (160); three groups of positioning holes (170) are also opened on both sides of the slide groove (160), and the positioning rod (830) is movably plugged into the positioning hole (170); and a handle (831) is fixedly provided at one end of the positioning rod (830) away from the positioning hole (170).

7. The water steering control device for an amphibious vehicle according to claim 6, characterized in that: When the positioning rod (830) is inserted into the middle group of positioning holes (170), the limiting blocks (733) at both ends of the control tube (730) are in limiting contact with the corresponding limiting bars (741); when the positioning rod (830) is inserted into the positioning holes (170) on both sides, the limiting block (733) at one end of the control tube (730) on that side is in limiting contact with the corresponding limiting bar (741), and the limiting block (733) at one end of the control tube (730) on the opposite side is in contact with the surface of the corresponding driven rod (740) and does not contact with the limiting bar (741).

8. The water steering control device for an amphibious vehicle according to claim 5, characterized in that: A first gear protection box (410) and a first support frame (930) are fixedly installed at the bottom of the front floating plate (110); the first transmission rod (910) and the first rotating shaft (430) respectively pass through the first gear protection box (410) and are rotatably connected to the first gear protection box (410); the first transmission bevel gear (920) and the first driven bevel gear (440) are located inside the first gear protection box (410); the first transmission rod (910) passes through the first support frame (930) and is rotatably connected to the first support frame (930); a second support frame (950) is fixedly installed inside the vehicle body (100), the first transmission rod (910) passes through the second support frame (950) and is rotatably connected to the second support frame (950); a first direction indicator needle (460) is fixedly connected to the upper surface of the first limit plate (450); A second gear protection box (310) and a third support frame (630) are fixedly installed at the bottom of the rear floating plate (120); the second transmission rod (610) and the second rotating shaft (330) respectively pass through the second gear protection box (310) and are rotatably connected to the second gear protection box (310); the third transmission bevel gear (620) and the third driven bevel gear (440) are located inside the second gear protection box (310); the second transmission rod (610) passes through the third support frame (630) and is rotatably connected to the third support frame (630); a fourth support frame (650) is fixedly installed inside the vehicle body (100); the second transmission rod (610) passes through the fourth support frame (650) and is rotatably connected to the fourth support frame (650); and a second direction indicator needle (360) is fixedly connected to the upper surface of the second limit plate (350).

9. The water steering control device for an amphibious vehicle according to claim 1, characterized in that: The crawler wheel (200) comprises a driving wheel (210), a first driven wheel (220) and a second driven wheel (230); the axles of the driving wheel (210) and the first driven wheel (220) pass through the vehicle bottom plate (130) and are rotatably connected to the vehicle bottom plate (130) through bearings; a motor mounting box (140) is fixedly provided at the bottom of the vehicle body (100), a driving motor (250) is fixedly installed in the motor mounting box (140), an output shaft of the driving motor (250) passes through the motor mounting box (140) and is fixedly connected to the axle of the driving wheel (210); the surfaces of the driving wheel (210) and the first driven wheel (220) are jointly sleeved with a crawler (240); there are a plurality of second driven wheels (230), all of which are rotatably connected to the corresponding vehicle bottom plate (130) through bearings, and the second driven wheel (230) is transmission-connected to the lower inner surface of the corresponding crawler (240); A wire hole (141) is provided inside the vehicle body (100), and the wire hole (141) is communicated with the motor installation box (140); a power supply (500) is installed inside the vehicle body (100), and a wire (510) of the power supply (500) passes through the wire hole (141) and is electrically connected to the drive motor (250).

10. A method for steering on water using the steering control device for an amphibious vehicle according to any one of claims 1 to 9, characterized in that: The steps include: S1. By rotating the steering wheel (720), the steering rod (710) rotates, driving the control tube (730) to rotate. Under the limiting effect of the limiting blocks (733) inside the tube ends of the control tube (730) on the limiting bars (741), the driven rod (740) is driven to rotate; thereby, the first transmission mechanism (900) and the second transmission mechanism (600) are driven to operate through the first bevel gear pair (750), causing the steering rudder (320) and the propeller propeller (420) to rotate in opposite directions at the same time, thereby achieving rapid direction adjustment by rotating the steering wheel (720) slightly. S2. When one of the propulsion mechanism (400) and the steering rudder mechanism (300) is unable to turn and is stuck due to an underwater foreign object, the positioning rod (830) is pulled out from the middle set of positioning holes (170) by pulling the handle (831), and then the gear fixing box (810) is pushed in the direction in which one of the propulsion mechanism (400) and the steering rudder mechanism (300) can operate, so that the positioning rod (830) reaches above one of the positioning holes (170); S3, release the handle (831), and the positioning rod (830) is inserted into the positioning hole (170) below for positioning by the reset of the second reset spring (850), and then the steering wheel (720) is rotated. At this time, the limit block (733) at one end of the control tube (730) on this side is in contact with the corresponding limit bar (741), and the rotation of the control tube (730) will drive the adjacent driven rod (740) to rotate, thereby realizing the rotation of one of the steering rudder (320) and the propeller propeller (420); while the limit block (733) at one end of the control tube (730) on the opposite side abuts the surface of the corresponding driven rod (740) and does not abut the limit bar (741), and the rotation of the control tube (730) will not drive the adjacent driven rod (740) to rotate, thereby realizing unidirectional emergency adjustment.

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