Steering engine device and natural energy sensing platform

Abstract

The invention discloses a steering engine device and a natural energy sensing platform, and the steering engine device comprises an electric push rod which serves as a power drive unit, has a power-off self-locking function, and is used for providing linear push-pull force; one end of the tiller is hinged to the electric push rod through a crosshead structure, and the other end of the tiller is connected with the rudder shaft and used for converting linear motion of the electric push rod into rudder angle rotation; the guide rail assembly comprises a first guide rail and a second guide rail which are symmetrically arranged and is used for restraining the movement track of the crosshead structure and providing lateral supporting force; the crosshead structure comprises a ball head, a front ball head seat and a rear ball head seat, the front ball head seat and the rear ball head seat are detachably connected, and the front ball head seat and the rear ball head seat are matched to clamp the ball head to form a sliding pair. And the antifriction system is arranged on a contact interface of the guide rail assembly and the crosshead structure and is used for reducing the friction resistance of the kinematic pair. The stress state of a traditional steering engine is fundamentally changed, the push rod only bears axial force, and abrasion of a kinematic pair is greatly reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of ship steering, and in particular, to a steering gear device and a natural energy sensing platform. Background Art

[0002] Traditional ship steering gear devices mostly adopt hydraulic drive methods, which have problems such as complex systems, high maintenance costs, and easy oil leakage. Although the electric steering gears that have emerged in recent years have solved some problems of the hydraulic system, they still have obvious deficiencies when applied to unmanned ship scenarios such as small natural energy sensing platforms. Such application scenarios have three significant characteristics: First, since unmanned ships need to navigate autonomously for a long time, it is required that the steering gear has extremely high reliability in the harsh marine environment; second, the engine room space of small boats is limited, and it is required that the steering gear has a compact structure and is convenient for installation and maintenance; finally, under unattended conditions, it is required that the transmission system has self-lubricating ability and a long maintenance cycle.

[0003] During the steering process of existing electric steering gears, a large eccentric force will be generated at the connection between the rudder stock and the push rod. This eccentric force will cause the push rod to bear an additional bending moment, which will accelerate the wear of the moving pair in the case of long-term unmanned maintenance and seriously affect the service life of the device. The prior art has not fundamentally solved the wear problem caused by the eccentric force, especially in the case where a large steering torque needs to be output, the wear problem of the traditional structure is more prominent. In addition, the installation of existing steering gears often requires complex positioning and adjustment, which is difficult to implement in the limited space of small boats.

[0004] In view of the special requirements of unmanned ships, the prior art has the following deficiencies: First, there is a lack of a long-term reliable lubrication solution for the marine environment; second, the complex structure is not conducive to installation in a narrow space; third, it is difficult to achieve simple and convenient installation and maintenance while ensuring position accuracy. These problems have severely restricted the application of electric steering gears in the field of unmanned ships. Therefore, there is an urgent need for a steering gear device that can adapt to the special requirements of small natural energy sensing platforms, has long-term reliable lubrication performance, is convenient for installation and maintenance, and can effectively balance the steering eccentric force. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art. For this purpose, the object of the present invention is to provide a steering gear device and a natural energy sensing platform to solve the problems such as the influence of the eccentric force of the steering gear on the structural stability, poor long-term lubrication performance, and poor adaptability of the installation volume in the prior art.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] In a first aspect, an embodiment of the present application provides a steering gear device, including:

[0008] The electric push rod, as a power drive unit, has a power-off self-locking function and is used to provide linear pushing and pulling force;

[0009] The tiller, one end of which is hinged to the electric push rod through a crosshead structure and the other end is connected to the rudder shaft, is used to convert the linear motion of the electric push rod into rudder angle rotation;

[0010] The guide rail assembly includes a first guide rail and a second guide rail arranged symmetrically, and is used to restrict the movement track of the crosshead structure and provide lateral support force;

[0011] The crosshead structure includes a ball head, a front ball head seat and a rear ball head seat which are detachably connected. The front ball head seat and the rear ball head seat cooperate to clamp the ball head to form a sliding pair;

[0012] The antifriction system is arranged at the contact interface between the guide rail assembly and the crosshead structure and is used to reduce the frictional resistance of the moving pair.

[0013] In some embodiments, the crosshead structure further includes four lateral antifriction gaskets;

[0014] The mating surfaces of the front ball head seat and the rear ball head seat are located on the left and right sides of the ball head. The lateral antifriction gasket is of a T-shaped structure. The middle convex part of the lateral antifriction gasket is clamped in the mating surfaces of the front ball head seat and the rear ball head seat, and two lateral antifriction gaskets are arranged on each of the left and right sides of the ball head.

[0015] In some embodiments, the two lateral antifriction gaskets located on the same side of the ball head are arranged parallel to each other up and down;

[0016] The lateral antifriction gaskets are symmetric about the central plane of the ball head.

[0017] In some embodiments, the crosshead structure further includes an upper gland and a lower gland;

[0018] The upper gland simultaneously connects the top surfaces of the front ball head seat and the rear ball head seat and is connected to the top end of the ball head through a first bearing;

[0019] The lower gland simultaneously connects the bottom surfaces of the front ball head seat and the rear ball head seat and is connected to the bottom end of the ball head through a second bearing;

[0020] A bottom antifriction gasket is connected to the bottom of the lower gland.

[0021] In some embodiments, the space enclosed by the upper gland and the front ball head seat and the rear ball head seat is filled with grease;

[0022] The space enclosed by the lower gland and the front ball head seat and the rear ball head seat is filled with grease;

[0023] The grease is used to lubricate the first bearing or the second bearing.

[0024] In some embodiments, the anti-friction system includes a lateral anti-friction block, a bottom anti-friction block, a lateral guide rail anti-friction block, and a bottom guide rail anti-friction block;

[0025] The lateral anti-friction block is fixed to the outer side surface of the lateral anti-friction gasket, and the bottom anti-friction block is fixed to the bottom surface of the bottom anti-friction gasket;

[0026] The lateral guide rail anti-friction block is fixed to the inner left and right side surfaces of the first guide rail and the second guide rail, and the bottom guide rail anti-friction block is fixed to the inner bottom surface of the space surrounded by the first guide rail and the second guide rail;

[0027] When the crosshead structure moves along the movement track constrained by the guide rail assembly, the lateral anti-friction block and the lateral guide rail anti-friction block, and the bottom anti-friction block and the bottom guide rail anti-friction block perform sliding friction cooperation.

[0028] In some embodiments, the materials of the lateral anti-friction block, the bottom anti-friction block, the lateral guide rail anti-friction block, and the bottom guide rail anti-friction block include graphite, and the friction coefficient thereof is 0.05 - 0.1.

[0029] In some embodiments, the tiller is connected to the elastic coupling through a universal coupling, and the elastic coupling is connected to the rudder shaft;

[0030] The elastic coupling includes an elastic energy storage element, and performs adaptive deformation energy storage based on the external force transmitted by the rudder shaft.

[0031] In some embodiments, the electric push rod and the guide rail assembly are both fixed to the same base, and the electric push rod and the guide rail assembly are longitudinally arranged;

[0032] The electric push rod is fixed to the base through a front support and a rear support.

[0033] In a second aspect, an embodiment of the present application provides a natural energy sensing platform, including the steering gear device as described above.

[0034] Compared with the prior art, the present invention has at least the following beneficial effects:

[0035] Through the innovative design of the crosshead structure and the guide rail assembly, this application effectively solves the problems of eccentric force and insufficient anti-impact performance existing in the prior art. This device uses an electric push rod as the power source, and converts the linear motion into the rotational motion of the tiller through the crosshead structure. The guide rail assembly not only plays a guiding role, but also converts the harmful lateral force in the traditional structure into a beneficial support reaction force through a special force transmission path. This force balance mechanism fundamentally changes the stress state of the traditional steering gear, enabling the push rod to only bear the axial force and greatly reducing the wear of the kinematic pair;

[0036] The anti-friction system of this application adopts a multi-layer composite design, and graphite anti-friction blocks are arranged on the key contact surfaces of the crosshead structure and the guide rail assembly. These anti-friction blocks not only have self-lubricating characteristics, but also can maintain stable friction performance in a humid environment. The specially designed T-shaped lateral anti-friction gasket layout ensures the position stability of the anti-friction blocks during long-term operation. The closed design of the lubrication system and the specifically arranged bearings provide continuous and reliable lubrication for the kinematic pair;

[0037] The introduction of the elastic coupling in this application enables the system to have excellent anti-impact performance. When encountering the impact of sea waves, the elastic energy storage element absorbs the impact energy through deformation and then slowly releases it. This energy buffering mechanism effectively protects the key components of the transmission system. The modular design of the entire device not only facilitates maintenance, but also improves the reliability of the system. The synergistic effect of these technical features enables the present invention to achieve a longer service life and higher working reliability while maintaining a compact structure.

[0038] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. Description of the Drawings

[0039] The present invention will be further described with reference to the accompanying drawings. However, the embodiments in the drawings do not constitute any limitation to the present invention. For those of ordinary skill in the art, other drawings can be obtained according to the following drawings without creative efforts.

[0040] Figure 1 is the overall structural schematic diagram of a steering gear device provided by the present invention.

[0041] Figure 2 is the internal half-sectional schematic diagram of a steering gear device provided by the present invention.

[0042] Figure 3 is the structural explosion schematic diagram of the crosshead structure in a steering gear device provided by the present invention. Detailed Description of the Embodiments

[0043] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of them. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative work shall fall within the protection scope of the present invention.

[0044] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0045] In the description of the present invention, when it is described that a specific device is located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device. When it is described that a specific device is connected to other devices, the specific device may be directly connected to the other devices without an intermediate device, or may not be directly connected to the other devices but have an intermediate device.

[0046] For technologies, methods, and devices known to those of ordinary skill in the relevant fields, detailed discussions may not be made, but in appropriate cases, the technologies, methods, and devices should be regarded as part of the specification.

[0047] In a first aspect, referring to Figures 1 to 3 , this embodiment provides a steering gear device, including:

[0048] An electric push rod 21, as a power driving unit, is the core power source of this device, has a power-off self-locking function, and is used to provide a linear pushing and pulling force; when the electric push rod 21 is powered off, it can automatically lock the position to prevent the rudder blade from drifting;

[0049] A tiller 4, one end of which is hinged to the electric push rod 21 through a crosshead structure, and the other end is connected to a rudder shaft, and is used to convert the linear motion of the electric push rod 21 into a rudder angle rotation;

[0050] A guide rail assembly, including a first guide rail 5 and a second guide rail 6 arranged symmetrically, is used to constrain the movement track of the crosshead structure and provide a lateral supporting force;

[0051] A crosshead structure, including a ball head 9, a front ball head seat 7 and a rear ball head seat 8 that are detachably connected. The front ball head seat 7 and the rear ball head seat 8 cooperate to clamp the ball head 9 to form a sliding pair;

[0052] A friction reduction system is provided at the contact interface between the guide rail assembly and the crosshead structure to reduce the frictional resistance of the kinematic pair.

[0053] It should be noted that the telescopic end of the push rod is connected to the rudder handle 4 through a carefully designed crosshead structure. This crosshead structure includes a ball joint, and the ball seat divided into front and rear halves tightly holds it, forming a connection method that can both slide and rotate. On both sides of the crosshead structure, a pair of guide rails are symmetrically installed, which not only guides the movement trajectory of the crosshead but also provides lateral support force to offset the eccentric force generated during the rudder rotation. Friction reduction materials are arranged on the contact surface of the entire kinematic pair.

[0054] Specifically, the electric push rod 21 drives the crosshead structure to slide along the guide rail assembly through linear telescopic motion. The ball head 9 in the crosshead structure converts the linear motion into the rotational motion of the rudder handle 4. The guide rail assembly not only provides a guiding function but also forms a stable lateral support through the symmetrically arranged first guide rail 5 and second guide rail 6, effectively offsetting the eccentric force generated during the rudder rotation process. The detachable front and rear ball seats 8 are designed for easy maintenance, and the setting of the friction reduction system significantly reduces the frictional loss of the kinematic pair. This structure realizes the efficient conversion of power transmission and ensures the reliability of the system under long-term unmanned maintenance conditions.

[0055] Combined Figure 3 , as an implementation manner, the crosshead structure further includes four lateral friction reduction gaskets 13;

[0056] The front ball seat 7 and the rear ball seat 8 respectively clamp the ball head 9 from the front and rear directions of the ball head 9. The mating surfaces of the front ball seat 7 and the rear ball seat 8 are located on the left and right sides of the ball head 9. The lateral friction reduction gasket 13 is of a T-shaped structure, and the middle convex part of the lateral friction reduction gasket 13 is clamped in the mating surface of the front ball seat 7 and the rear ball seat 8. Two lateral friction reduction gaskets 13 are respectively arranged on the left and right sides of the ball head 9.

[0057] On the left and right sides of the ball head 9, two special-shaped friction reduction gaskets are installed. These gaskets are designed in a T shape, and the middle convex part just fits into the groove of the front and rear ball seats 8, just like a Figure 1 jigsaw puzzle, fitting tightly. The T-shaped lateral friction reduction gasket 13 is firmly clamped in the mating surface of the front and rear ball seats 8 through the middle convex part, ensuring that it will not fall off under long-term vibration conditions. The four gaskets are symmetrically arranged on both sides of the ball head 9, forming a uniform friction reduction contact surface. During operation, they can evenly share the load and avoid excessive local wear. This design not only improves the installation stability of the friction reduction gaskets but also disperses the load pressure by increasing the contact area. The precise fit between the convex part of the T-shaped structure and the mating surface of the ball head 9 seat ensures the position accuracy of the friction reduction gasket during long-term use and effectively extends the service life.

[0058] As an implementation method, two lateral anti-friction washers 13 located on the same side of the ball head 9 are arranged in parallel up and down;

[0059] The lateral anti-friction pad 13 is bilaterally symmetrical along the center plane of the ball head 9 .

[0060] On each side of the ball head 9, two anti-friction washers are arranged in parallel up and down. The anti-friction washers arranged in parallel up and down form double anti-friction protection on both sides of the ball head 9. When the washers on one side are worn, the washers on the other side can still maintain normal operation. The four lateral anti-friction washers 13 are symmetrically distributed along the center plane of the ball head 9. This symmetrical design ensures balanced force and avoids eccentric wear caused by excessive force on one side, making the entire mechanism run more smoothly. This symmetrical arrangement structure allows the crosshead assembly to always maintain stable friction characteristics during movement, significantly improving the reliability and service life of the system.

[0061] Combination Figure 3 As an implementation method, the crosshead structure further includes an upper pressure cover 11 and a lower pressure cover 10;

[0062] The upper pressure cover 11 is connected to the top surfaces of the front ball head seat 7 and the rear ball head seat 8 at the same time, and is connected to the top end of the ball head 9 through the first bearing 14;

[0063] The lower pressure cover 10 is connected to the bottom surfaces of the front ball head seat 7 and the rear ball head seat 8 at the same time, and is connected to the bottom end of the ball head 9 through the second bearing 15;

[0064] A bottom anti-friction gasket 12 is connected to the bottom of the lower pressure cover 10 .

[0065] On the outside of the front and rear ball head seats 8, an upper pressure cover 11 and a lower pressure cover 10 are also installed. The upper and lower pressure covers 10 firmly connect the front and rear ball head seats 8 into a whole to form a stable structural frame. The first bearing 14 and the second bearing 15 are connected to the ball head 9, which not only ensures the flexible rotation of the ball head 9, but also provides reliable axial positioning. The anti-friction gasket at the bottom of the lower pressure cover 10 cooperates with the guide rail assembly to form a third anti-friction protection. This multi-layer protection design enables the crosshead structure to maintain stable motion performance when subjected to complex loads, and is particularly suitable for long-term use in marine environments.

[0066] As an implementation method, the space enclosed by the upper pressure cover 11, the front ball head seat 7 and the rear ball head seat 8 is filled with grease;

[0067] The space enclosed by the lower pressure cover 10, the front ball head seat 7 and the rear ball head seat 8 is filled with grease;

[0068] The grease is used to lubricate the first bearing 14 or the second bearing 15 .

[0069] The enclosed lubrication system forms a sealed space through the upper and lower gland covers 10. In the sealed space formed by the upper gland cover 11, the lower gland cover 10 and the ball head 9 seat, a special marine lubricating grease is filled to provide continuous lubrication for the bearing. This design effectively prevents seawater intrusion and lubricating grease loss, ensuring good lubrication under long-term unmanned maintenance conditions. This enclosed lubrication design has two major benefits: one is to prevent corrosion caused by seawater infiltration, and the other is to avoid lubricating grease loss. The selection of the lubricating grease takes into account the characteristics of the marine environment and has excellent water resistance and long-term lubrication performance, greatly extending the service life of the bearing.

[0070] Combined Figure 2 with Figure 3 , as an implementation, the friction reduction system includes a lateral friction reduction block 16, a bottom friction reduction block 17, a lateral guide rail friction reduction block 18 and a bottom guide rail friction reduction block 19;

[0071] The lateral friction reduction block 16 is fixed to the outer side of the lateral friction reduction gasket 13, and the bottom friction reduction block 17 is fixed to the bottom surface of the bottom friction reduction gasket 12;

[0072] The lateral guide rail friction reduction block 18 is fixed to the inner left and right side surfaces of the first guide rail 5 and the second guide rail 6, and the bottom guide rail friction reduction block 19 is fixed to the inner bottom surface of the space surrounded by the first guide rail 5 and the second guide rail 6;

[0073] When the crosshead structure moves along the movement trajectory constrained by the guide rail assembly, the lateral friction reduction block 16 and the lateral guide rail friction reduction block 18, and the bottom friction reduction block 17 and the bottom guide rail friction reduction block 19 perform sliding friction cooperation.

[0074] On the crosshead side, a graphite friction reduction block is attached to the outer side of the lateral friction reduction gasket, and a friction reduction block is also attached to the bottom gasket; on the guide rail side, corresponding friction reduction blocks are installed on the inner left and right sides and the bottom surface; the multi-layer friction reduction system forms a complete friction reduction protection between the crosshead structure and the guide rail assembly. When the crosshead moves along the guide rail, these friction reduction blocks are like the blades of skates sliding on the ice, rubbing against each other with extremely small resistance. The cooperation between the lateral friction reduction block 16 and the lateral guide rail friction reduction block 18 effectively reduces the lateral sliding friction, and the cooperation between the bottom friction reduction block 17 and the bottom guide rail friction reduction block 19 reduces the axial friction resistance. This all-round friction reduction design enables the system to still operate smoothly when bearing complex loads, significantly reducing energy loss and wear rate, and is especially suitable for the application scenario of unmanned ships that require long-term reliable operation.

[0075] As an implementation, the materials for making the lateral friction reduction block 16, the bottom friction reduction block 17, the lateral guide rail friction reduction block 18 and the bottom guide rail friction reduction block 19 include graphite, and the friction coefficient of the entire friction reduction block is 0.05 - 0.1.

[0076] Graphite material has self-lubricating properties and stable friction performance. In a humid marine environment, a water film will form on its surface, just like applying a layer of lubricant to the parts, further reducing the friction coefficient to an ultra-low range of 0.05-0.1. Actual measurements show that this design can stabilize the friction coefficient within the range of 0.05-0.1, which is much lower than the 0.15-0.3 of traditional metal friction pairs. Graphite material also has excellent corrosion resistance and can adapt to long-term erosion in seawater environments, ensuring the reliable operation of the system under harsh working conditions.

[0077] Preferably, for the side rail friction reduction block 18 and the bottom rail friction reduction block 19, as relatively static components fixed inside the rail assembly, due to the need to consider the long-term ocean navigation scene, in view of the problem of graphite material strength reduction caused by long-term seawater immersion, this embodiment uses a graphite-titanium alloy composite material, by embedding a titanium alloy fiber grid in the graphite matrix, it not only maintains the self-lubricating properties of graphite (friction coefficient ≤ 0.08), but also can increase the bending strength by more than 3 times. This material is particularly suitable for the contact surface of the steering gear rail, solving the problem that traditional graphite is easy to break under long-term wave impact. Specifically, this embodiment adopts a powder metallurgy process, and the flake graphite powder with a purity of 99.9% is mixed with titanium alloy fiber (diameter 50μm, aspect ratio 20:1) in a ratio of 7:3, and hot-pressed at 1200℃, 50MPa. In the composite material made, the titanium alloy fiber forms a three-dimensional mesh skeleton, so that the bending strength reaches 280MPa, while maintaining a friction coefficient of 0.07-0.08.

[0078] Preferably, for the lateral anti-friction block 16 and the bottom anti-friction block 17, as relatively dynamic components fixed on the crosshead structure, due to frictional heat generation, and its volume is smaller than that of the anti-friction block on the guide rail, under the impact of ocean waves, there will be a problem of fluctuation in lubrication performance caused by the alternation of dry and wet in the marine environment. This embodiment uses a graphite material with gradient pores, the surface layer is a dense structure (porosity <5%) to prevent seawater penetration, the middle layer is a honeycomb structure (porosity 15-20%) to store grease, and the bottom layer is a through pore (porosity 30%) to achieve a capillary pump effect. This structural characteristic can ensure the stability of the friction coefficient. Specifically, a three-layer structure is prepared by a layered molding-sintering process: the surface layer is pressed with graphite powder with a particle size of 5μm (porosity 4%), the middle layer is mixed with 10% pore-forming agent (porosity 18%), and the bottom layer is prepared by 3D printing to prepare a directional pore structure (porosity 32%). After sintering, it is impregnated with ship grease under vacuum conditions, and the grease retention rate reaches more than 95%.

[0079] As an implementation mode, the tiller handle 4 is connected to the elastic coupling 22 via a universal coupling 20, and the elastic coupling 22 is connected to the rudder shaft;

[0080] The elastic coupling 22 includes an elastic energy storage element, which adaptively deforms and stores energy based on the external force transmitted by the rudder shaft.

[0081] The elastic coupling 22 absorbs and buffers the impact load from the rudder shaft through the internal elastic energy storage element. When encountering the impact of ocean waves, the elastic element stores energy through deformation and then slowly releases it, converting the instantaneous impact into a gentle load change. The universal coupling 20 compensates for the installation deviation and ensures the reliability of power transmission. This dual protection design significantly improves the anti-impact ability of the system under harsh sea conditions and extends the service life of key components.

[0082] Preferably, the elastic energy storage element combines Nitinol shape memory alloy (SMA) and fluororubber, having environment-adaptive stiffness. When encountering typhoon-level impact (load > 5 kN), the SMA undergoes a phase change to absorb energy; under normal waves (load 1 - 3 kN), the rubber bears the main load. Specifically, Nitinol alloy wires with a diameter of 1.2 mm are woven into a mesh skeleton and coated with a 3-mm-thick fluororubber layer, and the whole is vulcanized and formed into a cylindrical buffer element. When the impact load exceeds 5 kN, the alloy wires undergo a martensitic phase change to absorb energy; under normal working conditions, the rubber provides flexible support. After installing this buffer, the peak impact load of the steering gear under sea state 8 is reduced by 40%, and there is no need to replace it regularly like traditional rubber buffers.

[0083] As an implementation manner, the electric push rod 21 and the guide rail assembly are both fixed to the same base 2, and the electric push rod 21 and the guide rail assembly are longitudinally arranged;

[0084] The electric push rod 21 is fixed to the base 2 through the front support 1 and the rear support 3.

[0085] The integrated base 2 design simplifies the installation process, and the longitudinal arrangement of the electric push rod 21 and the guide rail assembly makes full use of the limited space. The fixing method of the front support 1 and the rear support 3 ensures the accurate positioning of the electric push rod 21 and avoids the additional stress caused by installation errors. This compact structure design is particularly suitable for the narrow engine room space of small natural energy sensing platforms, saving the installation space to the greatest extent while ensuring performance.

[0086] In a second aspect, the present embodiment provides a natural energy sensing platform, including the steering gear device in the above embodiment.

[0087] Preferably, the natural energy sensing platform is an unmanned ship. The unmanned ship adopts the above steering gear device, making full use of its characteristics of compact structure, simple maintenance, and high reliability. During long-term unattended navigation, the self-lubricating property and anti-impact ability of the steering gear device ensure the reliability of navigation control. The optimized space layout adapts to the limited engine room space of the platform, and the efficient force transmission system reduces energy consumption, perfectly matching the characteristics of natural energy drive.

[0088] Compared with the prior art, the above embodiments provide a servo device and a natural energy sensing platform. Through the innovative design of the crosshead structure and the guide rail assembly, the problems of eccentric force and insufficient anti-impact performance existing in the prior art are effectively solved. This device uses the electric push rod 21 as the power source, and converts the linear motion into the rotational motion of the rudder handle 4 through the crosshead structure. The guide rail assembly not only plays a guiding role, but also converts the harmful lateral force in the traditional structure into a beneficial support reaction force through a special force transmission path. This force balance mechanism fundamentally changes the stress state of the traditional servo, enabling the push rod to only bear the axial force and greatly reducing the wear of the kinematic pair;

[0089] The anti-friction system of this application adopts a multi-layer composite design, and graphite anti-friction blocks are arranged at the key contact surfaces of the crosshead structure and the guide rail assembly. These anti-friction blocks not only have self-lubricating characteristics, but also can maintain stable friction performance in a humid environment. The specially designed layout of the T-shaped lateral anti-friction gaskets 13 ensures the position stability of the anti-friction blocks during long-term operation. The closed design of the lubrication system and the specifically arranged bearings provide continuous and reliable lubrication protection for the kinematic pair;

[0090] The introduction of the elastic coupling 22 in this application enables the system to have excellent anti-impact performance. When encountering the impact of sea waves, the elastic energy storage element absorbs the impact energy through deformation and then slowly releases it. This energy buffering mechanism effectively protects the key components of the transmission system. The modular design of the entire device not only facilitates maintenance, but also improves the reliability of the system. The synergistic effect of these technical features enables the present invention to achieve a longer service life and higher working reliability while maintaining a compact structure.

[0091] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as within the scope described in this specification.

[0092] The above embodiments only represent several implementation manners of the present invention, and their descriptions are relatively specific and detailed, but they should not be construed as limiting the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the invention patent should be subject to the appended claims.

Claims

1. A servo device, characterized in that, Comprising: An electric push rod, as a power driving unit, having a power-off self-locking function, for providing a linear pushing and pulling force; A tiller, one end of which is hinged to the electric push rod through a crosshead structure, and the other end is connected to a rudder shaft, for converting the linear motion of the electric push rod into a rudder angle rotation; A guide rail assembly, including symmetrically arranged first and second guide rails, for restricting the motion trajectory of the crosshead structure and providing a lateral supporting force; A crosshead structure, including a ball head, a front ball head seat and a rear ball head seat which are detachably connected, and the front ball head seat and the rear ball head seat cooperate to clamp the ball head to form a sliding pair; An antifriction system, arranged at the contact interface between the guide rail assembly and the crosshead structure, for reducing the frictional resistance of the kinematic pair.

2. A steering gear device according to claim 1, wherein the crosshead structure further includes four lateral antifriction shims; the mating surfaces of the front ball head seat and the rear ball head seat are located on the left and right sides of the ball head, the lateral antifriction shims are of a T-shaped structure, the middle convex part of the lateral antifriction shims is clamped in the mating surfaces of the front ball head seat and the rear ball head seat, and two lateral antifriction shims are respectively arranged on the left and right sides of the ball head.

3. A steering gear device according to claim 2, wherein the two lateral antifriction shims located on the same side of the ball head are arranged parallel to each other up and down; the lateral antifriction shims are symmetric about the central plane of the ball head.

4. A steering gear device according to claim 3, wherein the crosshead structure further includes an upper gland and a lower gland; the upper gland is simultaneously connected to the top surfaces of the front ball head seat and the rear ball head seat, and is connected to the top end of the ball head through a first bearing; the lower gland is simultaneously connected to the bottom surfaces of the front ball head seat and the rear ball head seat, and is connected to the bottom end of the ball head through a second bearing; a bottom antifriction shim is connected to the bottom of the lower gland.

5. A steering gear device according to claim 4, wherein the space enclosed by the upper gland and the front ball head seat and the rear ball head seat is filled with grease; the space enclosed by the lower gland and the front ball head seat and the rear ball head seat is filled with grease; the grease is used for lubricating the first bearing or the second bearing.

6. A steering gear device according to claim 5, wherein the antifriction system includes lateral antifriction blocks, bottom antifriction blocks, lateral guide rail antifriction blocks and bottom guide rail antifriction blocks; the lateral antifriction blocks are fixed to the outer sides of the lateral antifriction shims, and the bottom antifriction blocks are fixed to the bottom surfaces of the bottom antifriction shims; the lateral guide rail antifriction blocks are fixed to the left and right inner side surfaces of the first and second guide rails, and the bottom guide rail antifriction blocks are fixed to the inner bottom surface of the space enclosed by the first and second guide rails; when the crosshead structure moves along the motion trajectory restricted by the guide rail assembly, the lateral antifriction blocks and the lateral guide rail antifriction blocks, and the bottom antifriction blocks and the bottom guide rail antifriction blocks perform sliding friction cooperation.

7. A steering gear device according to claim 6, wherein The materials for making the lateral friction reducing block, bottom friction reducing block, lateral guide rail friction reducing block and bottom guide rail friction reducing block include graphite, and its friction coefficient is 0.05 to 0.

1.

8. A steering gear device according to any one of claims 1 to 7, characterized in that The tiller is connected to the elastic coupling through a universal coupling, and the elastic coupling is connected to the steering shaft; The elastic coupling includes an elastic energy storage element, which adaptively deforms and stores energy based on the external force transmitted by the steering shaft.

9. A steering gear device according to claim 8, characterized in that The electric push rod and the guide rail assembly are both fixed to the same base, and the electric push rod and the guide rail assembly are longitudinally arranged; The electric push rod is fixed to the base through a front support and a rear support.

10. A natural energy sensing platform, characterized in that, It includes a steering gear device according to any one of claims 1 to 9.

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