High-power pod hydraulic steering mechanism

Abstract

The invention discloses a high-power pod hydraulic steering mechanism, and relates to the field of ship steering, the high-power pod hydraulic steering mechanism comprises a hydraulic motor, a brake auxiliary assembly is arranged between the outer side of a bearing seat and the bottom of a brake device, and the brake auxiliary assembly increases the friction force of a brake disc during braking in heavy storm waves; and the compensation assemblies are arranged on the upper side and the lower side of the interior of the brake device, and the compensation assemblies conduct difference value compensation in time when abrasion of the friction plates is reduced. According to the hydraulic steering mechanism of the high-power pod, large torque output of the polar-level high-power pod under the conditions of ice breaking and ice clamping is well met through hydraulic steering, the required torque is allowed to be sent out for a long time, the steering function reliability is high, the function redundancy is enough, the friction resistance of the friction plates can be increased in the case of heavy storm waves, and the reliability of the high-power pod is improved. The sailing direction of the braking component is kept during steering, meanwhile, difference compensation can be conducted in time when the friction plates are abraded, and the braking effect is kept.

Description

Technical Field

[0001] The present invention relates to the technical field of ship steering, in particular to a high-power pod hydraulic steering mechanism. Background Art

[0002] With the booming global shipping industry, the trend toward larger and faster ships is becoming increasingly pronounced, placing increasingly stringent demands on the performance of high-power pod-mounted hydraulic steering mechanisms. As a core component of a ship's control system, the performance of these steering mechanisms directly impacts the safety of navigation and the flexibility of its operation. In complex scenarios such as ocean shipping and offshore engineering operations, ships often encounter harsh sea conditions such as strong winds, huge waves, and rapid currents. These mechanisms require not only powerful steering torque for fast and precise steering, but also stable operation under prolonged over-torque conditions. The steering mechanism of an azimuth propeller disclosed in publication number CN116080885A integrates the integrated motor connection flange, integrated motor stator, integrated motor rotor, integrated motor rotor outer gear ring, slewing bearing stator, and slewing bearing rotor of an integrated motor (also called a rim-type motor). The integrated motor stator is connected to the slewing bearing stator, and the integrated motor rotor is connected to the slewing bearing rotor. When the integrated motor rotor rotates under the drive of electromagnetic force, it directly drives the slewing bearing rotor to rotate together. At this time, the azimuth propeller The underwater structure of the propeller rotates together with the slewing bearing rotor to realize steering. The steering mechanism consists of an outer gear ring and a locking pinion. The outer gear ring of the integrated motor rotor is installed on the outer ring of the integrated motor rotor and meshes with the locking pinion. The locking pinion is installed in the bearing seat of the hull connecting plate. The locking pinion is equipped with a disc brake device. When not steering, the disc brake device brakes to fix the steering mechanism and maintain the heading; when steering, the disc brake device automatically opens, and the integrated motor rotor and the slewing bearing rotor can rotate freely. However, this solution has exposed multiple technical bottlenecks in polar applications: First, reliability is insufficient. The single-motor drive mode lacks redundant power support when encountering ice overload (such as instantaneous torque reaching 2.5 times the rated value), and the motor overload protection mechanism may cause the steering function to be interrupted, endangering the safe operation of the ship. Second, the braking system is flawed. The disc brakes rely on a fixed preload. When the wind and waves intensify or the ice layer compresses, causing a sudden increase in braking resistance, the braking torque cannot be dynamically adjusted. The friction pad and brake disc fit is not tight enough, resulting in a braking distance increase of more than 30%. In addition, the wear rate of the friction pad in polar conditions is significantly increased (4-6 times faster than under normal operating conditions). However, the existing structure does not integrate wear monitoring and automatic compensation devices, requiring regular manual disassembly and inspection, which is difficult to achieve during the months-long voyages of polar ships. Ultimately, the loss of braking efficiency may cause shafting overload damage.

[0003] In response to the above problems, it is urgent to carry out innovative design based on the original high-power pod hydraulic steering mechanism. Summary of the Invention

[0004] The purpose of the present invention is to provide a high-power pod hydraulic steering mechanism to solve the problem that the existing high-power pod hydraulic steering mechanism proposed in the above background technology is not convenient for automatically replenishing the wear of the brake device, and is not convenient for timely compensating the worn friction plate to maintain the braking effect of the brake components. The technical solution of the present invention is aimed at the technical problem that the existing technical solution is too single, and provides a solution that is significantly different from the existing technology.

[0005] To achieve the above objectives, the present invention provides the following technical solutions: a high-power pod hydraulic steering mechanism, comprising a hydraulic motor, wherein a steering arm is fixed to the middle portion of the outer side of the hydraulic motor, the middle portion of the hydraulic motor is fixedly connected to a gear shaft below via a bolt pull rod, and an inner sleeve is integrally provided at the top of the gear shaft, and a brake disc is provided at the bottom of the hydraulic motor; The top of the inner sleeve extends into the middle of the brake disc, and bearing bodies are provided on the outside of the upper and lower sides of the gear shaft, with the upper bearing body located inside the bearing seat, and the bearing seat is provided on the outside of the bottom of the inner sleeve; The brake device is also included, wherein the brake device is fixed to the left outer side of the bearing seat and covers the edge of the outer side of the brake disc. An oil pump and an oil storage tank are respectively installed on the side and top of the brake device. The output end of the oil pump is connected to the oil chamber through a connecting pipe. The oil chambers are symmetrically opened on the inner walls of the upper and lower sides of the brake device. A movable plate is sealingly and slidably connected to the oil chamber, and a friction plate is slidably connected to the outer side of the movable plate. The friction plate contacts the brake disc during braking. The top two sides of the friction plate are connected to the bottom of the movable plate through magnetic columns, and a first electromagnet is installed at the top of the sliding space at the bottom of the movable plate. The top of the friction plate is connected to the sleeve at the bottom of the movable plate through a piston and is sealed and slidable. A brake assist assembly is provided between the outer side of the bearing seat and the bottom of the brake device, and the brake assist assembly increases the friction force of the brake disc during braking in strong winds and waves; The compensation component is arranged on the upper and lower sides of the brake device, and the compensation component promptly compensates for the difference when the friction plate wear decreases to maintain the braking effect.

[0006] Preferably, the oil chamber is filled with oil to push the movable plate to slide, and the movable plate drives the friction plate to move synchronously, and the movable plate and the friction plate are both configured as arc structures, and the magnetic column on the top of the friction plate has the same magnetic pole as the first electromagnet after being energized.

[0007] Preferably, the brake assist assembly includes a floating plate, and the floating plate is slidably connected to the outside of the bearing seat through a first spring, and a piezoelectric material is installed at the lower edge of the bearing seat, and the piezoelectric material is arranged opposite to the top of the floating plate, and the floating plate moves vertically through the waves.

[0008] Preferably, the bottom of the braking device is slidably connected to a partition for separating the floating plate and the piezoelectric material through a second spring that passes horizontally through the partition, and the area of ​​the partition is larger than the area of ​​the piezoelectric material, and a pull rope is connected to the left side of the partition, and the top of the pull rope is fixedly connected to the bottom of the movable plate below, and the partition forms a horizontal sliding structure through the pull rope and the second spring.

[0009] Preferably, the floating plate generates electricity by squeezing and resisting the piezoelectric material, and the electricity is transmitted to the first electromagnet through a wire. After the first electromagnet is energized, a repulsive force is generated between it and the magnetic column, and the magnetic column pushes the friction plate to pressurize the brake disc.

[0010] Preferably, the greater the direct squeezing force between the floating plate and the piezoelectric material, the greater the electric power, and the greater the electric power, the greater the magnetic force of the first electromagnet, and the repulsive force between the first electromagnet and the magnetic column increases with increasing electric power.

[0011] Preferably, the compensation component includes a first electric push rod symmetrically arranged on the upper and lower inner walls of the braking device, and the output end of the first electric push rod is fixedly connected to the outer end of the moving cylinder, and the inner end of the moving cylinder passes through the sliding connection with the limit plate, and the penetration part of the moving cylinder and the limit plate is set to a rectangular structure, and the limit plate as a whole is set to an "L"-shaped structure.

[0012] Preferably, a third spring is installed between the limit plate and the movable cylinder, and the inner end of the limit plate is misaligned and in conflict with the friction surface of the friction plate, and iron sheets are symmetrically fixed on the front and rear sides of the limit plate, and a second electromagnet is provided on the front and rear inner walls of the movable cylinder, and the iron sheet is adsorbed and fixed to the second electromagnet when power is applied.

[0013] Preferably, the left side of the moving cylinder is connected to the oil tank through a connecting pipe and a one-way valve, and the oil tank is symmetrically installed on the inner wall of the side of the braking device, and the right side of the moving cylinder is connected to the transfer oil tank through a connecting pipe and a one-way valve, and the transfer oil tank is symmetrically installed on the upper and lower inner walls of the braking device, and the interior of the transfer oil tank is connected to a push plate through a second electric push rod.

[0014] Preferably, the right side of the transfer oil tank is connected to the interior of the sleeve through a one-way valve and a connecting pipe, and the oil inlet in the sleeve drives the piston to move, and the one-way valves on both sides of the moving cylinder and the transfer oil tank are in opposite flow directions, and the piston extension amount is equal to the wear amount of the friction plate.

[0015] Preferably, the outside of the piezoelectric material is wrapped with an electric heating insulation layer, and the electric heating insulation layer is electrically connected to the ship's power system; a temperature sensor is arranged in the insulation layer, and when the detected temperature is lower than -20°C, the electric heating function is automatically triggered to maintain the working temperature of the piezoelectric material above 0°C. Through electric heating and temperature closed-loop control, the problem of performance attenuation of piezoelectric materials in polar low temperature environments is solved, ensuring the reliable operation of the braking assist function in strong winds and waves, and improving the environmental adaptability of the system.

[0016] Compared with the prior art, the hydraulic steering mechanism of the high-power pod of the present invention has the following advantages: through hydraulic drive, the hydraulic steering mechanism can better meet the high torque output of the polar-class high-power pod in icebreaking and ice jam conditions, allowing the required torque to be generated for a long time, and the steering function has high reliability and sufficient functional redundancy. In addition, the friction resistance of the friction plate can be increased in strong winds and waves, ensuring that the braking component maintains the sailing direction during steering. At the same time, when the friction plate is worn, the difference can be compensated in time to maintain the braking effect. The specific contents are as follows: 1. A hydraulic motor is provided to provide the torque and speed required for steering. The steering arm acts as a reverse torque to offset the output torque of the hydraulic motor. The hydraulic motor is securely mounted on the gear shaft with the help of bolts and pull rods. The brake disc rotates synchronously with the gear shaft. When the hydraulic motor needs to brake, the brake disc, together with the braking device, can provide effective braking to prevent the hydraulic motor from being driven by external loads in the opposite direction and causing rotation when it is not working. The combination of the bearing seat, bearing body, inner sleeve, etc. provides an effective radial load base for the gear shaft, allowing the gear shaft to offset the axial and radial forces required to drive the steering, allowing the required torque to be generated for a long time, and the steering function is highly reliable. 2. A brake assist component is provided, which can use wind and waves to push the floating plate to slide. Under the buoyancy of the waves, the floating plate can be squeezed into contact with the piezoelectric material. When the piezoelectric material is squeezed by the external force, it will generate electricity. The electricity will be transmitted to the first electromagnet through the wire. When the first electromagnet is energized, it will generate magnetic force, which in turn generates a repulsive force between the first electromagnet and the magnetic column, thereby applying further pressure to the friction plate, making it directly contact with the brake disc more tightly, thereby increasing the braking effect; 3. A compensation component is provided, which can automatically compensate for the wear of the friction plate after each use of the friction plate, thereby keeping the plates separated when turning the steering wheel, and then the friction plate performs the braking operation normally. After the braking operation is completed, the friction plate is reset, and the first electric push rod drives the moving cylinder and the limit plate to reset again. At this time, the second electromagnet is de-energized, and the third spring will drive the limit plate to slide in the moving cylinder, so that the limit plate and the end of the friction plate are in contact with each other, and the oil in the moving cylinder will be squeezed out and transported to the transfer tank through the connecting pipe and the one-way valve. The second electric push rod in the transfer tank will squeeze out the oil and transport it between the sleeve and the piston, so that the piston slides out, thereby driving the friction plate to move synchronously, and then pushing the worn friction plate to the initial state, automatically compensating for the stability of the wear difference, and energizing the second electromagnet, so that the patch and the second electromagnet are adsorbed, so that the position of the limit plate is fixed, and then the first electric push rod first drives the moving cylinder and the limit plate to move outward and rub. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the overall three-dimensional structure of the present invention; Figure 2 This is a schematic diagram of the overall front cross-sectional structure of the present invention; Figure 3 This is a front view structural diagram of the braking device of the present invention; Figure 4 For the present invention Figure 3 A in the middle is an enlarged structural diagram; Figure 5 This is a schematic side view of the braking device of the present invention; Figure 6 This is a schematic diagram of the front cross-section structure of the braking device of the present invention; Figure 7 For the present invention Figure 6 The enlarged structural diagram at B in the middle; Figure 8 Schematic diagram of the internal structure of the braking device of the present invention; Figure 9 This is a schematic cross-sectional view of the connection between the movable plate and the friction plate of the present invention; Figure 10 It is a schematic diagram of the side cross-section structure of the sliding part of the movable cylinder and the limiting plate of the present invention.

[0018] Figure: 1, hydraulic motor; 2, steering arm; 3, bolt pull rod; 4, brake disc; 5, bearing seat; 6, gear shaft; 7, bearing body; 8, inner sleeve; 9, brake device; 10, oil pump; 11, oil chamber; 12, movable plate; 13, friction plate; 14, magnetic column; 15, first electromagnet; 16, sleeve; 17, piston; 18, brake assist assembly; 1801, floating plate; 1802, first spring ; 1803, piezoelectric material; 1804, partition; 1805, second spring; 1806, pull rope; 19, compensation component; 1901, first electric push rod; 1902, moving cylinder; 1903, limit plate; 1904, third spring; 1905, oil tank; 1906, transfer oil tank; 1907, second electric push rod; 1908, push plate; 1909, iron sheet; 1910, second electromagnet. DETAILED DESCRIPTION

[0019] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0020] Example 1: In order to solve the problem that the existing high-power pod hydraulic steering mechanism has a narrow torque adaptation range and a small steering ability when in use, and cannot meet the use conditions of high torque and long-term over-torque, the following solution is proposed. Please refer to Figure 1 - Figure 3 As shown, It includes a hydraulic motor 1, and a steering arm 2 is fixed to the middle part of the outer side of the hydraulic motor 1, and the middle part of the hydraulic motor 1 is fixedly connected to the gear shaft 6 below by a bolt pull rod 3, and the top of the gear shaft 6 is integrally provided with an inner sleeve 8, and at the same time, a brake disc 4 is provided at the bottom of the hydraulic motor 1, and the top of the inner sleeve 8 extends into the middle part of the brake disc 4, and bearing bodies 7 are provided on the outside of the upper and lower sides of the gear shaft 6, and the upper bearing body 7 is located inside the bearing seat 5, and the bearing seat 5 is provided on the outside of the bottom of the inner sleeve 8, and the brake device The housing 9 is fixed to the left outer side of the bearing seat 5, and the brake device 9 is covered at the edge of the outer side of the brake disc 4, and the side and top of the brake device 9 are respectively installed with an oil pump 10 and an oil storage tank, and the output end of the oil pump 10 is connected to the oil chamber 11 through a connecting pipe. At the same time, the oil chamber 11 is symmetrically opened on the inner wall of the upper and lower sides of the brake device 9. A movable plate 12 is sealed and slidably connected in the oil chamber 11, and a friction plate 13 is slidably connected to the outer side of the movable plate 12, and the friction plate 13 contacts the brake disc 4 when braking. When in use, The hydraulic motor 1 provides the torque and speed required for steering. The steering arm 2 acts as a counter-torque to offset the output torque of the hydraulic motor 1. The hydraulic motor 1 is securely mounted on the gear shaft 6 with the bolt tie rod 3. The brake disc 4 rotates synchronously with the gear shaft 6. When the hydraulic motor 1 needs to brake, the brake disc 4, in conjunction with the brake device 9, provides effective braking, preventing the hydraulic motor 1 from rotating due to external loads when not in operation. The bearing seat 5, bearing body 7, inner sleeve 8, and other components provide an effective radial load base for the gear shaft 6, allowing the gear shaft 6 to offset the axial and radial forces required to drive the steering. When the brake device 9 is in operation, the oil pump 10 pumps oil into the oil chamber 11. Once the oil chamber 11 is filled with hydraulic oil, it pushes the movable plate 12 to extend. The movable plate 12 then drives the friction plate 13 to move synchronously, and the friction plate 13 abuts against the outer side of the brake disc 4, maintaining steering stability during steering and allowing the required torque to be generated for a long time. The steering function is highly reliable and has sufficient functional redundancy. Example 2: In order to increase the resistance of the friction plate 13 in the brake component and maintain the stability of the steering when the existing high-power pod hydraulic steering mechanism is used in strong winds and waves, the following solution is proposed. Please refer to Figure 1 、 Figure 3 - Figure 6 and Figure 8 - Figure 9 As shown, The top two sides of the friction plate 13 are connected to the bottom of the movable plate 12 through the magnetic column 14, and the first electromagnet 15 is installed on the top of the sliding space at the bottom of the movable plate 12, and the top of the friction plate 13 is sealed and slidably connected to the sleeve 16 at the bottom of the movable plate 12 through the piston 17. The brake assist component 18 is arranged between the outer side of the bearing seat 5 and the bottom of the brake device 9, and the brake assist component 18 increases the friction force of the brake disc 4 during braking in strong winds and waves. The oil chamber 11 is filled with oil to push the movable plate 12 to slide, and the movable plate 12 drives the friction plate 13 to move synchronously, and the movable plate 12 and the friction plate 13 are both arranged in an arc structure, and the magnetic column 14 at the top of the friction plate 13 has the same magnetic pole as the first electromagnet 15 after being energized. The brake assist component 18 includes a floating plate 1 801, and the floating plate 1801 is slidably connected to the outer side of the bearing seat 5 through the first spring 1802, and a piezoelectric material 1803 is installed at the lower edge of the bearing seat 5, and the piezoelectric material 1803 is arranged opposite to the top of the floating plate 1801, and the floating plate 1801 is vertically moved by the waves, and the bottom of the braking device 9 is horizontally slidably connected to a partition 1804 for separating the floating plate 1801 and the piezoelectric material 1803 through the second spring 1805, and the area of ​​the partition 1804 is larger than the area of ​​the piezoelectric material 1803, and a pull rope 1806 is connected to the left side of the partition 1804, and the top of the pull rope 1806 is fixedly connected to the bottom of the movable plate 12 below, and the partition 1804 forms a horizontal sliding structure through the pull rope 1806 and the second spring 1805; When the movable plate 12 below moves, the diaphragm 1804 is moved by the pull rope 1806, thereby compressing the second spring 1805. As a result, the floating plate 1801 can be squeezed and contacted with the piezoelectric material 1803 under the buoyancy of the waves. When the piezoelectric material 1803 is squeezed by the external force, it generates electricity, which is transmitted to the first electromagnet 15 through the wire. When the first electromagnet 15 is energized, it generates magnetic force, which in turn generates a repulsive force with the magnetic column 14, thereby further applying pressure to the friction plate 13, making it more directly in contact with the brake disc 4, thereby increasing the braking effect and allowing the required torque to be generated for a long time. The steering function is highly reliable and the navigation stability during steering is maintained. Please refer to Figure 6 and Figure 9 As shown, the floating plate 1801 generates electricity by squeezing the piezoelectric material 1803. The electricity is transmitted to the first electromagnet 15 through the wire. When the first electromagnet 15 is energized, a repulsive force is generated between it and the magnetic column 14. The magnetic column 14 pushes the friction plate 13 to pressurize the brake disc 4. The greater the direct squeezing force between the floating plate 1801 and the piezoelectric material 1803, the greater the electricity. The greater the electricity, the greater the magnetic force of the first electromagnet 15. The repulsive force between the first electromagnet 15 and the magnetic column 14 increases as the electricity increases. During strong winds and waves, the floating plate 1801 floats, and the greater the squeezing force on the piezoelectric material 1803, the greater the magnetic force generated by the first electromagnet 15, thereby ensuring long-term high torque and the stability of the operation of the braking component. After the braking is completed, the movable plate 12 is reset, the pull rope 1806 is relaxed, and the second spring 1805 will push the partition 1804 to reset, thereby separating the piezoelectric material 1803 and the floating plate 1801 for easy use next time.

[0021] Example 3: In order to make the existing high-power pod hydraulic steering mechanism, when the friction plate 13 of the brake component is worn, timely perform difference compensation to maintain the braking effect of the brake component, the following solution is proposed. Please refer to the following for details. Figure 6 - Figure 8 and Figure 10 As shown, The compensation component 19 is arranged on the upper and lower sides of the brake device 9, and the compensation component 19 performs difference compensation in time when the wear of the friction plate 13 is reduced to maintain the braking effect. The compensation component 19 includes a first electric push rod 1901 symmetrically arranged on the upper and lower inner walls of the brake device 9, and the output end of the first electric push rod 1901 is fixedly connected to the outer end of the moving cylinder 1902, and the inner end of the moving cylinder 1902 passes through the sliding connection with the limit plate 1903, and the moving cylinder 1902 and the limit plate 1 The through portion of 903 is configured as a rectangular structure, and the limiting plate 1903 is configured as an "L"-shaped structure as a whole. A third spring 1904 is installed between the limiting plate 1903 and the movable cylinder 1902, and the inner end of the limiting plate 1903 is displaced and abuts against the friction surface of the friction plate 13. Iron plates 1909 are symmetrically fixed to the front and rear sides of the limiting plate 1903, and second electromagnets 1910 are provided on the front and rear inner walls of the movable cylinder 1902. When power is applied, the iron plates 1909 and the second electromagnet 1910 are fixed by adsorption. When the brake device 9 is not running, the end of the limit plate 1903 conflicts with the end of the friction plate 13, which is the initial amount when the friction plate 13 is not worn. Before the brake is started, the second electromagnet 1910 is energized, so that the iron plate 1909 and the second electromagnet 1910 are adsorbed, so that the position of the limit plate 1903 is fixed, and then the first electric push rod 1901 first drives the moving cylinder 1902 and the limit plate 1903 to move outward to separate from the friction plate 13, and then the friction plate 13 performs the brake braking operation normally. After the brake braking operation is completed, the friction plate 13 is reset, and the first electric push rod 1901 drives the moving cylinder 1902 and the limit plate 1903 to reset again. At this time, the second electromagnet 1910 is de-energized, and the third push rod 1901 drives the moving cylinder 1902 and the limit plate 1903 to reset. The spring 1904 will drive the limit plate 1903 to slide in the movable cylinder 1902, so that the limit plate 1903 is in contact with the end of the friction plate 13. The oil in the movable cylinder 1902 will be squeezed out and transported to the transfer tank 1906 through the connecting pipe and the one-way valve. The second electric push rod 1907 in the transfer tank 1906 will squeeze out the oil and transport it to between the sleeve 16 and the piston 17, so that the piston 17 slides out, thereby driving the friction plate 13 to move synchronously, and then pushing the worn friction plate 13 to its initial state, automatically compensating for the wear difference. Furthermore, the compensation component 19 is equipped with a wear monitoring module. A micro displacement sensor (such as a Hall sensor) is installed on the inner side of the friction plate 13. The displacement of the piston 17 is monitored in real time and converted into the amount of friction plate wear. When the wear reaches a set threshold (such as 0.5mm), the sensor signal triggers the second electric push rod 1907 to automatically start, pressurizing the hydraulic oil in the transfer tank 1906 into the sleeve 16, pushing the piston 17 to compensate for the wear difference. The displacement sensor has an accuracy of ±0.01mm and a compensation response time of ≤2 seconds. Compared with the original mechanical trigger compensation method, the efficiency is improved by 80%. Furthermore, the piezoelectric material 1803 is wrapped with an electric heating insulation layer, and the electric heating insulation layer is electrically connected to the ship's power system. A temperature sensor is installed in the insulation layer. When the detected temperature drops below -20°C, the electric heating function is automatically triggered to maintain the operating temperature of the piezoelectric material above 0°C. Through electric heating and temperature closed-loop control, the problem of piezoelectric material performance degradation in polar low-temperature environments is solved, ensuring the reliable operation of the brake assist function in strong winds and waves, and improving the environmental adaptability of the system. Please refer to Figure 6 - Figure 7As shown, the left side of the moving cylinder 1902 is connected to the oil tank 1905 through a connecting pipe and a one-way valve, and the oil tank 1905 is symmetrically installed on the inner wall of the side of the brake device 9, and the right side of the moving cylinder 1902 is connected to the transfer oil tank 1906 through a connecting pipe and a one-way valve, and the transfer oil tank 1906 is symmetrically installed on the upper and lower inner walls of the brake device 9. At the same time, the interior of the transfer oil tank 1906 is connected to the push plate 1908 through the second electric push rod 1907, and the right side of the transfer oil tank 1906 is connected to the interior of the sleeve 16 through the one-way valve and the connecting pipe, and the oil inlet in the sleeve 16 pushes the piston 17 to move, and the one-way valves on both sides of the moving cylinder 1902 and the transfer oil tank 1906 are in opposite flow directions, and the extension amount of the piston 17 is equal to the wear amount of the friction plate 13; When the friction plate 13 is pushed out, it will drive the limit plate 1903 to slide out again. After the limit plate 1903 slides out, the oil in the oil tank 1905 will be replenished to the inside of the movable cylinder 1902, which will be convenient for the next use. In this way, the friction plate 13 can be automatically compensated after wear, and good braking performance can be maintained when the ship turns the rudder to prevent deviation from the route.

[0022] Any content not described in detail in this specification is prior art known to those skilled in the art. In the description of the present invention, unless otherwise specified, "plurality" means two or more. Terms such as "upper," "lower," "left," "right," "inner," "outer," "front," "rear," "head," and "tail" indicate positions or relationships based on those shown in the accompanying drawings and are intended solely for ease of description and simplification. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation, and are therefore not to be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third," etc., are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In the description of the present invention, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connected" are to be understood broadly, meaning, for example, fixedly connected, detachably connected, or integrally connected; mechanically connected, electrically connected; directly connected, or indirectly connected through an intermediary. Those skilled in the art will understand the specific meanings of these terms in the present invention on a case-by-case basis.

[0023] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A high-power pod hydraulic steering mechanism, comprising a hydraulic motor (1), wherein a steering arm (2) is fixed to the middle of the outer side of the hydraulic motor (1), and the middle of the hydraulic motor (1) is fixedly connected to the gear shaft (6) below through a bolt pull rod (3), and the top of the gear shaft (6) is integrally provided with an inner sleeve (8), and the bottom of the hydraulic motor (1) is provided with a brake disc (4), the top of the inner sleeve (8) extends into the middle of the brake disc (4), and the outer sides of the upper and lower sides of the gear shaft (6) are provided with bearing bodies (7), and the upper bearing body (7) is located inside the bearing seat (5), and the bearing seat (5) is provided on the outer side of the bottom of the inner sleeve (8); Its characteristics are: The brake device (9) is also included. The brake device (9) is fixed to the left side of the bearing seat (5), and the brake device (9) is covered at the edge of the outer side of the brake disc (4). An oil pump (10) and an oil storage tank are distributed and installed on the side and top of the brake device (9). The output end of the oil pump (10) is connected to the oil chamber (11) through a connecting pipe. At the same time, the oil chamber (11) is symmetrically opened on the inner wall of the upper and lower sides of the brake device (9). A movable plate is sealed and slidably connected in the oil chamber (11). (12), and a friction plate (13) is slidably connected to the outer side of the movable plate (12), and the friction plate (13) contacts the brake disc (4) during braking; the top two sides of the friction plate (13) are slidably connected to the bottom of the movable plate (12) through magnetic columns (14), and a first electromagnet (15) is installed at the top of the sliding space at the bottom of the movable plate (12), and the top of the friction plate (13) is sealed and slidably connected to the sleeve (16) at the bottom of the movable plate (12) through a piston (17); A brake assist assembly (18), the brake assist assembly (18) being arranged between the outer side of the bearing seat (5) and the bottom of the brake device (9), and the brake assist assembly (18) increasing the friction force of the brake disc (4) during braking in strong winds and waves; A compensation component (19) is provided at the upper and lower sides of the interior of the brake device (9), and the compensation component (19) promptly compensates for the difference when the wear of the friction plate (13) decreases, thereby maintaining the braking effect.

2. A high-power pod hydraulic steering mechanism according to claim 1, characterized in that: The oil chamber (11) is filled with oil to push the movable plate (12) to slide, and the movable plate (12) drives the friction plate (13) to move synchronously, and the movable plate (12) and the friction plate (13) are both configured as arc structures, and the magnetic column (14) on the top of the friction plate (13) and the first electromagnet (15) have the same magnetic pole after being energized.

3. The high-power pod hydraulic steering mechanism according to claim 1, characterized in that: The brake assist assembly (18) includes a floating plate (1801), and the floating plate (1801) is slidably connected to the outer side of the bearing seat (5) through a first spring (1802), and a piezoelectric material (1803) is installed at the lower edge of the bearing seat (5), and the piezoelectric material (1803) is arranged opposite to the top of the floating plate (1801), and the floating plate (1801) is vertically moved by the waves.

4. A high-power pod hydraulic steering mechanism according to claim 3, characterized in that: The bottom of the braking device (9) is slidably connected to a partition (1804) for separating the floating plate (1801) and the piezoelectric material (1803) through a second spring (1805) extending transversely therethrough, and the area of ​​the partition (1804) is larger than the area of ​​the piezoelectric material (1803). A pull rope (1806) is connected to the left side of the partition (1804), and the top of the pull rope (1806) is fixedly connected to the bottom of the movable plate (12) below. At the same time, the partition (1804) forms a horizontal sliding structure through the pull rope (1806) and the second spring (1805).

5. The high-power pod hydraulic steering mechanism according to claim 4, characterized in that: The floating plate (1801) generates electricity by squeezing the piezoelectric material (1803), and the electricity is transmitted to the first electromagnet (15) through the wire. After the first electromagnet (15) is energized, a repulsive force is generated between it and the magnetic column (14), and the magnetic column (14) pushes the friction plate (13) to pressurize the brake disc (4).

6. The high-power pod hydraulic steering mechanism according to claim 5, characterized in that: The greater the squeezing force between the floating plate (1801) and the piezoelectric material (1803), the greater the electric power, and the greater the electric power, the greater the magnetic force of the first electromagnet (15), and the repulsive force between the first electromagnet (15) and the magnetic column (14) increases as the electric power increases.

7. The high-power pod hydraulic steering mechanism according to claim 6, characterized in that: The compensation component (19) includes a first electric push rod (1901) symmetrically arranged on the upper and lower inner walls of the braking device (9), and the output end of the first electric push rod (1901) is fixedly connected to the outer end of the moving cylinder (1902), and the inner end of the moving cylinder (1902) passes through the limiting plate (1903) for sliding connection, and the penetrating portion of the moving cylinder (1902) and the limiting plate (1903) is set to a rectangular structure, and the limiting plate (1903) is set as an "L"-shaped structure as a whole.

8. The high-power pod hydraulic steering mechanism according to claim 7, characterized in that: A third spring (1904) is installed between the limit plate (1903) and the movable cylinder (1902), and the inner end of the limit plate (1903) is misaligned and in contact with the friction surface of the friction plate (13), and iron sheets (1909) are symmetrically fixed to the front and rear sides of the limit plate (1903), and a second electromagnet (1910) is provided on the front and rear inner walls of the movable cylinder (1902), and when power is applied, the iron sheet (1909) and the second electromagnet (1910) are adsorbed and fixed.

9. The high-power pod hydraulic steering mechanism according to claim 8, characterized in that: The left side of the movable cylinder (1902) is connected to the oil tank (1905) through a connecting pipe and a one-way valve, and the oil tank (1905) is symmetrically installed on the inner wall of the side of the brake device (9), and the right side of the movable cylinder (1902) is connected to the transfer oil tank (1906) through a connecting pipe and a one-way valve, and the transfer oil tank (1906) is symmetrically installed on the upper and lower inner walls of the brake device (9), and the interior of the transfer oil tank (1906) is connected to a push plate (1908) through a second electric push rod (1907); the right side of the transfer oil tank (1906) is connected to the interior of the sleeve (16) through the one-way valve and the connecting pipe, and the oil in the sleeve (16) pushes the piston (17) to move, and the one-way valves on both sides of the movable cylinder (1902) and the transfer oil tank (1906) are in opposite flow directions, and the extension amount of the piston (17) is equal to the wear amount of the friction plate (13).

10. The high-power pod hydraulic steering mechanism according to claim 9, characterized in that: The outer side of the piezoelectric material (1803) is wrapped with an electric heating insulation layer, and the electric heating insulation layer is electrically connected to the ship's power system; a temperature sensor is set in the insulation layer, and when the detected temperature is lower than -20°C, the electric heating function is automatically triggered to maintain the working temperature of the piezoelectric material (1803) above 0°C. The compensation component (19) is additionally provided with a wear monitoring module, and a micro displacement sensor (such as a Hall sensor) is installed on the inner side of the friction plate (13) to monitor the extension of the piston (17) in real time and convert it into the wear amount of the friction plate (13).

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