Steering engine transmission mechanism

Abstract

The invention discloses a steering engine transmission mechanism, and relates to the technical field of ship steering engines, and the steering engine transmission mechanism comprises a mounting base, a rotating disc, an electric drive steering mechanism, a detection mechanism and a hydraulic drive buffer mechanism; the steering engine shaft has the advantages of being reasonable and simple in structure and low in production cost, stable steering of the steering engine shaft can be achieved through cooperation of the electric drive steering mechanism and the hydraulic drive buffering mechanism, different steering requirements in ship navigation are met, and reliability and safety in the steering process can be ensured; steering driving of the steering engine shaft is achieved through the speed reduction motor with a brake and a specific transmission structure, meanwhile, the hydraulic drive buffering mechanism can provide effective buffering, the situation that steering impact is too large is avoided, and the requirements for steering precision and stability of a ship under various sea conditions can be met; according to the system, ship steering can be independently achieved when the electric drive steering mechanism or the hydraulic drive buffering mechanism is abnormal, the good fault-tolerant capability is achieved, large-amplitude steering can be achieved through linkage of the electric drive steering mechanism and the hydraulic drive buffering mechanism, and the safety and reliability of ship navigation are further guaranteed.

Description

Technical Field

[0001] This invention relates to the field of ship steering technology, and in particular to a steering gear transmission mechanism. Background Technology

[0002] As the core equipment for controlling a ship's course, the performance of the transmission mechanism of a ship's steering gear directly affects the safety and precision of navigation. Traditional ship steering gear transmission mechanisms have many shortcomings: pure electric drives, while offering high control precision, are susceptible to water flow impacts or instantaneous overloads during steering, leading to wear, breakage, and poor long-term reliability due to a lack of effective buffering protection; pure hydraulic drives, while possessing some buffering capacity, suffer from slow response speeds, low angle control precision, and the risk of hydraulic oil leakage threatens operational safety. Furthermore, some mechanisms employ a single-unit transmission structure, which can easily cause the steering gear shaft to jam if the drive component fails, preventing emergency steering; traditional worm gear drives are prone to generating radial forces due to structural design issues, increasing the load on the steering gear shaft and potentially causing shaft deformation over long-term use. In addition, existing testing mechanisms often suffer from detection errors due to insufficient coaxiality and lack real-time feedback mechanisms, making it difficult to guarantee steering accuracy; in harsh sea conditions, when the steering gear shaft is subjected to sudden impacts, the lack of targeted buffering and overload protection designs can cause transmission components to bear excessive stress, reducing equipment lifespan and even triggering cascading failures. Therefore, developing a steering gear transmission mechanism that integrates efficient drive, precise detection, reliable buffering, and redundant protection functions is crucial to meeting the high precision, high stability, and high safety requirements of modern ships for heading control. Summary of the Invention

[0003] The purpose of this invention is to provide a servo drive mechanism to solve the above-mentioned problems, which solves the problems of traditional servo drive mechanisms such as single drive mode, insufficient buffer protection, poor steering accuracy, and weak fault tolerance.

[0004] To address the aforementioned problems, the present invention provides a technical solution: a servo drive transmission mechanism, including a servo shaft, a mounting base, a rotating disk, an electric steering mechanism, a detection mechanism, and a hydraulic buffer mechanism; the servo shaft is located inside the center of the mounting base; the rotating disk is movably connected to the top surface of the mounting base, and the center of the rotating disk is movably connected to the upper outer side of the servo shaft; the electric steering mechanism is fixedly connected to the rear side of the rotating disk, and the center of the electric steering mechanism is fixedly connected to the upper outer side of the servo shaft; the hydraulic buffer mechanism is fixedly connected to the front side of the mounting base, and the center of the hydraulic buffer mechanism is connected to the center of the front side of the rotating disk.

[0005] Preferably, the electric steering mechanism includes a left drive unit for the steering motor, a connecting plate, a right drive unit, and a rectangular hole; the steering motor is fixedly connected to the center of the rear side of the rotating disk; the left drive unit is fixedly connected to the rear left side of the rotating disk, and the right rear input shaft of the left drive unit is connected to the left output shaft of the steering motor; the right drive unit is fixedly connected to the rear right side of the rotating disk, and the left rear input shaft of the right drive unit is connected to the right output shaft of the steering motor; a rectangular hole is provided in the center of the connecting plate, and the interior of the rectangular hole is fixedly connected to the outer side of the upper side of the servo shaft; the left side of the connecting plate is connected to the right side of the left drive unit, and the right side of the connecting plate is connected to the left side of the right drive unit.

[0006] Preferably, the right drive unit has the same structure as the left drive unit and is symmetrically arranged. The specific structure of the left drive unit includes a drive box, a drive gear, a driven gear, a transmission shaft, a circular arc worm gear, a worm, a groove, and an input shaft. The input shaft is movably connected to the inside of the right rear side of the drive box. The right side of the input shaft is connected to the left output shaft of the steering motor, and the drive gear is fixedly connected to the left end of the input shaft. The transmission shaft is movably connected to the inside of the drive box. The driven gear is fixedly connected to the rear end of the transmission shaft, and the right rear tooth of the driven gear is connected to the left front tooth of the drive gear. The groove is formed inside the right front side of the drive box. The worm is movably connected to the inside of the left side of the groove, and the center of the worm is fixedly connected to the front outside of the transmission shaft. The circular arc worm gear is movably connected to the inside of the groove. The right side of the circular arc worm gear is fixedly connected to the left outside of the connecting plate, and the left tooth of the circular arc worm gear is connected to the right tooth of the worm.

[0007] Preferably, the center of the circular arc worm gear coincides with the center of the servo shaft.

[0008] Preferably, the steering motor is a geared motor with a brake.

[0009] Preferably, the detection mechanism includes a support base one, a crossbeam, a detector, and a support base two; the bottom of the support base one is fixedly connected to the center left side of the mounting base; the bottom of the support base two is fixedly connected to the center right side of the mounting base; the lower left side of the crossbeam is fixedly connected to the top of the support base one, the lower right side of the crossbeam is fixedly connected to the top of the support base two, and a detector is fixedly connected inside the center of the crossbeam, with the lower center of the detector connected to the upper center of the servo shaft.

[0010] Preferably, the detector is a potentiometer-type angle detector.

[0011] Preferably, the hydraulically driven buffer mechanism includes a left hydraulic cylinder, a first fixed seat, a connecting slot seat, a connecting groove, a connecting shaft, a connecting block, a right hydraulic cylinder, and a second fixed seat. The bottom of the first fixed seat is fixedly connected to the left front side of the mounting base, and the top of the first fixed seat is fixedly connected to the left hydraulic cylinder. The bottom of the second fixed seat is fixedly connected to the right front side of the mounting base, and the top of the second fixed seat is fixedly connected to the right hydraulic cylinder. The connecting slot seat is externally fixedly connected to the center of the front side of the rotating disk, and a connecting groove is formed in the center of the front side of the connecting slot seat. The left side of the connecting block is fixedly connected to the end of the right piston rod of the left hydraulic cylinder, the bottom of the connecting block is fixedly connected to the connecting shaft, and the connecting shaft is externally movably connected to the inside of the connecting groove. The right side of the connecting block is fixedly connected to the end of the left piston rod of the right hydraulic cylinder.

[0012] Preferably, the width of the connecting groove is equal to the diameter of the connecting shaft.

[0013] The beneficial effects of the present invention are: (1) The present invention has a reasonable and simple structure, low production cost and convenient installation. Through the coordinated cooperation of the electric steering mechanism and the hydraulic buffer mechanism, the steering shaft can be stably turned, which can meet the different steering requirements of the ship during navigation and ensure the reliability and safety of the steering process.

[0014] (2) The present invention uses a geared motor with brake and a specific transmission structure to realize the steering drive of the steering gear shaft. At the same time, the liquid drive buffer mechanism can provide effective buffering to avoid excessive steering impact and meet the steering accuracy and stability requirements of ships under various sea conditions.

[0015] (3) The present invention detects the steering angle of the steering gear shaft in real time by a potentiometer-type angle detector and feeds it back to the control system, which ensures the accuracy of detection and helps to improve the accuracy of ship heading control.

[0016] (4) When encountering instantaneous overload, the hydraulically driven buffer mechanism of the present invention can quickly buffer the impact force through hydraulic damping, avoid damage to the transmission components due to overload, play a good protective role, and extend the service life of the equipment.

[0017] (5) In this invention, the electric steering mechanism or the hydraulic buffer mechanism can independently achieve ship steering when abnormality occurs, and have good fault tolerance capability. Furthermore, the linkage between the two can achieve a large-scale steering, further ensuring the safety and reliability of ship navigation. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the present invention.

[0019] Figure 2 This is a schematic diagram of the electric steering mechanism.

[0020] Figure 3 This is a schematic diagram of the left drive unit.

[0021] Figure 4 This is a schematic diagram of the testing organization.

[0022] Figure 5 This is a schematic diagram of the liquid-driven buffer mechanism.

[0023] 1-Servo shaft; 2-Mounting base; 3-Rotating disk; 4-Electric steering mechanism; 5-Detection mechanism; 6-Hydraulic buffer mechanism; 41-Steering motor; 42-Left drive unit; 43-Connecting plate; 44-Right drive unit; 45-Rectangular hole; 421-Drive box; 422-Driving gear; 423-Driven gear; 424-Drive shaft; 425-Circular arc worm gear; 426-Worm; 427-Mounting slot; 428-Input shaft; 51-Support base one; 52-Crossbeam; 53-Detector; 54-Support base two; 61-Left hydraulic cylinder; 62-Fixed base one; 63-Connecting slot seat; 64-Connecting slot; 65-Connecting shaft; 66-Connecting block; 67-Right hydraulic cylinder; 68-Fixed base two. Detailed Implementation

[0024] like Figure 1 As shown, this specific embodiment adopts the following technical solution: a servo drive mechanism, including a servo shaft 1, and further including a mounting base 2, a rotating disk 3, an electric steering mechanism 4, a detection mechanism 5, and a hydraulic buffer mechanism 6; the servo shaft 1 is located inside the center of the mounting base 2; the rotating disk 3 is movably connected to the top surface of the mounting base 2, and the center of the rotating disk 3 is movably connected to the upper outside of the servo shaft 1; the electric steering mechanism 4 is fixedly connected to the rear side of the rotating disk 3, and the center of the electric steering mechanism 4 is fixedly connected to the upper outside of the servo shaft 1; the hydraulic buffer mechanism 6 is fixedly connected to the front side of the mounting base 2, and the center of the hydraulic buffer mechanism 6 is connected to the center of the front side of the rotating disk 3.

[0025] like Figure 2 As shown, the electric steering mechanism 4 includes a steering motor 41, a left drive unit 42, a connecting plate 43, a right drive unit 44, and a rectangular hole 45. The steering motor 41 is fixedly connected to the center of the rear side of the rotating disk 3. The left drive unit 42 is fixedly connected to the rear left side of the rotating disk 3, and the input shaft of the rear right side of the left drive unit 42 is connected to the output shaft of the left side of the steering motor 41. The right drive unit 44 is fixedly connected to the rear right side of the rotating disk 3, and the input shaft of the rear left side of the right drive unit 44 is connected to the output shaft of the right side of the steering motor 41. The connecting plate 43 has a rectangular hole 45 in the center, and the inside of the rectangular hole 45 is fixedly connected to the outside of the upper side of the servo shaft 1. The left side of the connecting plate 43 is connected to the right side of the left drive unit 42, and the right side of the connecting plate 43 is connected to the left side of the right drive unit 44.

[0026] like Figure 3As shown, the right drive unit 44 and the left drive unit 42 have the same structure and are symmetrically arranged. The specific structure of the left drive unit 42 includes a drive housing 421, a drive gear 422, a driven gear 423, a transmission shaft 424, a circular arc worm gear 425, a worm 426, a groove 427, and an input shaft 428. The input shaft 428 is movably connected to the inside of the right rear side of the drive housing 421. The right side of the input shaft 428 is connected to the left output shaft of the steering motor 41, and the drive gear 422 is fixedly connected to the left end of the input shaft 428. The transmission shaft 424 is movably connected inside the drive housing 421. The driven gear 423 is fixedly connected to the rear end of the drive shaft 424, and the right rear tooth of the driven gear 423 is connected to the left front tooth of the drive gear 422; the groove 427 is formed inside the right front of the drive box 421; the worm 426 is movably connected inside the left side of the groove 427, and the central interior of the worm 426 is fixedly connected to the front exterior of the drive shaft 424; the arc worm wheel 425 is movably connected inside the groove 427, and the right side of the arc worm wheel 425 is fixedly connected to the left exterior of the connecting plate 43, and the left tooth of the arc worm wheel 425 is connected to the right tooth of the worm 426.

[0027] The center of the circular arc worm gear 425 coincides with the center of the servo shaft 1; the steering motor 41 is a geared motor with brake.

[0028] like Figure 4 As shown, the detection mechanism 5 includes a first support base 51, a crossbeam 52, a detector 53, and a second support base 54. The bottom of the first support base 51 is fixedly connected to the center left side of the mounting base 2. The bottom of the second support base 54 is fixedly connected to the center right side of the mounting base 2. The lower left side of the crossbeam 52 is fixedly connected to the top of the first support base 51, and the lower right side of the crossbeam 52 is fixedly connected to the top of the second support base 54. The detector 53 is fixedly connected inside the center of the crossbeam 52, and the lower center of the detector 53 is connected to the upper center of the servo shaft 1.

[0029] The detector 53 is a potentiometer-type angle detector.

[0030] like Figure 5As shown, the hydraulically driven buffer mechanism 6 includes a left cylinder 61, a first fixed seat 62, a connecting slot seat 63, a connecting slot 64, a connecting shaft 65, a connecting block 66, a right cylinder 67, and a second fixed seat 68. The bottom of the first fixed seat 62 is fixedly connected to the left front side of the mounting base 2, and the top of the first fixed seat 62 is fixedly connected to the left cylinder 61. The bottom of the second fixed seat 68 is fixedly connected to the right front side of the mounting base 2, and the top of the second fixed seat 68 is fixedly connected to the right cylinder 67. The connecting slot seat 63 is externally fixedly connected to the center of the front side of the rotating disk 3, and the center of the front side of the connecting slot seat 63 has a connecting slot 64. The left side of the connecting block 66 is fixedly connected to the end of the right piston rod of the left cylinder 61, the bottom of the connecting block 66 is fixedly connected to the connecting shaft 65, and the connecting shaft 65 is externally movably connected to the inside of the connecting slot 64. The right side of the connecting block 66 is fixedly connected to the end of the left piston rod of the right cylinder 67.

[0031] The width of the connecting groove 64 is equal to the diameter of the connecting shaft 65.

[0032] The invention is used as follows: It features a simple and reasonable structure, low production cost, and convenient installation. During use, the servo shaft 1 is in a neutral position (zero position). The rotating disk 3 is kept stable through a movable connection structure, with its front side connected to the hydraulic buffer mechanism 6 and its rear side supporting the electric steering mechanism 4. In the electric steering mechanism 4, the steering motor 41 (a geared motor with a brake) is in a brake-locked state. The transmission structures of the left drive device 42 and the right drive device 44 (drive gear 422, driven gear 423, worm gear 426, circular arc worm wheel 425, etc.) remain stationary. The connecting disk 43 is fixed to the servo shaft 1 through a rectangular hole 45, ensuring the initial position of the servo shaft 1 is locked. In the hydraulic buffer mechanism 6, the piston rods of the left cylinder 61 and the right cylinder 67 are in the neutral position. The connecting block 66 is connected to the hydraulic buffer mechanism 64 through the connecting shaft 65. The connecting slot 63 (connecting slot 64) on the front side of the rotating disk 3 is movably connected. The hydraulic oil pressure in the cylinder is balanced, and there is no buffer force output. The detector 53 (potentiometer-type angle detector) of the detection mechanism 5 is fixed between the support base 1 51 and the support base 2 54 through the crossbeam 52. Its lower center is connected to the upper center of the steering shaft 1. It detects and feeds back the initial angle (zero position signal) of the steering shaft 1 in real time. When the ship needs to turn, the steering motor 41 receives the control signal and releases the brake. Its left and right output shafts rotate synchronously, driving the left drive device 42 and the right drive device 44 respectively. The transmission process of the left drive device 42 is that the left output shaft of the steering motor 41 drives the input shaft 428 to rotate. The driving gear 422 on the left side of the input shaft 428 meshes with the driven gear 423, causing the transmission shaft 424 to rotate.The worm 426 at the front end of the drive shaft 424 rotates with it, meshing with the arc worm wheel 425 in the drive groove 427 (because the center of the arc worm wheel 425 coincides with the center of the rudder shaft 1, and its right side is fixed to the left side of the connecting plate 43, it moves in an arc along the center of the rudder shaft 1). The transmission process of the right drive device 44 is symmetrical to that of the left drive device 42. The right output shaft of the steering motor 41 drives the right arc worm wheel through the same transmission path (drive gear → driven gear → drive shaft → worm). The arc worm wheels on both sides synchronously drive the connecting plate 43 to rotate, and finally drive the rudder shaft 1 to rotate through the rectangular hole 45, realizing the ship's steering. When subjected to impact during this process... The connecting slot 63 on its front side pushes the connecting block 66 through the connecting shaft 65, causing the piston rods of the left cylinder 61 and the right cylinder 67 to extend and retract in the direction of rotation (e.g., when turning left, the piston rod of the left cylinder 61 retracts and the piston rod of the right cylinder 67 extends). The hydraulic oil in the cylinder forms damping, providing a buffer for the rotating disk 3 and avoiding excessive steering impact. When the servo shaft 1 rotates, the detector 53 (potentiometer-type angle detector) of the detection mechanism 5 rotates synchronously with it, and collects the steering angle signal in real time through the change of the internal potentiometer, and feeds the signal back to the control system to ensure that the steering angle is accurate and controllable. The crossbeam 52 is fixed by the support base 1 51 and the support base 2 54. Mounting base 2 ensures the coaxiality of detector 53 and servo shaft 1, improving detection accuracy. When the target angle is reached, steering motor 41 activates the braking function, locking the transmission structures of left drive unit 42 and right drive unit 44. Arc worm gear 425 and worm 426 mesh and self-lock, cooperating with connecting plate 43 to fix the position of servo shaft 1, preventing it from shifting due to ship vibration or water flow impact. At the same time, the left cylinder 61 and right cylinder 67 of hydraulic drive buffer mechanism 6 maintain their current extension and retraction state, with stable hydraulic oil pressure, continuously providing support and buffer for rotating disk 3, ensuring that servo shaft 1 remains stable at the target angle. If the ship encounters a sudden water flow impact during navigation... If the steering gear shaft 1 experiences a momentary overload, the hydraulic damping mechanism 6 will respond quickly through the hydraulic damping of the left cylinder 61 and the right cylinder 67. When the overload force pushes the rotating disk 3, the connecting block 66 compresses or stretches the cylinder piston rod. The hydraulic oil buffers the impact force through the internal oil circuit, preventing damage to the transmission components such as gears and worm gears of the electric steering mechanism 4 due to overload, thus providing protection. In addition, when either the electric steering mechanism 4 or the hydraulic damping mechanism 6 malfunctions, the ship can be steered independently, thereby meeting the requirements for stable, efficient, and safe operation of the ship's steering gear. Furthermore, the linkage between the electric steering mechanism 4 and the hydraulic damping mechanism 6 can also achieve the need for larger ship turns.

[0033] The control method of this invention is either manual start-up or control through existing automation technology. The wiring diagram of the power element and the supply of power are common knowledge in the field. Furthermore, since this invention is mainly used to protect mechanical devices, the control method and wiring layout will not be explained in detail here.

[0034] In the description of the invention, it should be understood that the terms "coaxial," "bottom," "one end," "top," "middle," "other end," "upper," "side," "top," "inner," "front," "center," "both ends," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention.

[0035] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "setting," "connection," "fixing," "screw connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Unless otherwise explicitly limited, those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] The foregoing has shown and described the basic principles, main features, and advantages of the invention. Those skilled in the art should understand that the invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications may be made to the invention without departing from its spirit and scope. All such changes and modifications fall within the scope of the invention as claimed, which is defined by the appended claims and their equivalents.

Claims

1. A steering gear drive mechanism comprising a steering gear shaft (1), characterized in that: It also includes installation base (2), rotating disc (3), electric drive steering mechanism (4), detection mechanism (5) and liquid drive buffer mechanism (6); The rudder shaft (1) is located in the central inside of the installation base (2); The rotating disc (3) is movably connected to the top surface of the installation base (2), and the rotating disc (3) is movably connected to the upper side of the outside of the rudder shaft (1) in the central inside; The electric drive steering mechanism (4) is fixedly connected to the upper rear side of the rotating disc (3), and the central part of the electric drive steering mechanism (4) is fixedly connected to the upper side of the outside of the rudder shaft (1); The liquid drive buffer mechanism (6) is fixedly connected to the upper front side of the installation base (2), and the central part of the liquid drive buffer mechanism (6) is connected to the front central part of the rotating disc (3).

2. The steering gear drive mechanism of claim 1, wherein: The electric drive steering mechanism (4) includes a steering motor (41), a left drive device (42), a connecting disc (43), a right drive device (44) and a rectangular hole (45); The steering motor (41) is fixedly connected to the upper rear central part of the rotating disc (3); The left drive device (42) is fixedly connected to the left rear surface of the rotating disc (3), and the right rear input shaft of the left drive device (42) is connected to the left output shaft of the steering motor (41); The right drive device (44) is fixedly connected to the right rear surface of the rotating disc (3), and the left rear input shaft of the right drive device (44) is connected to the right output shaft of the steering motor (41); The connecting disc (43) is provided with a rectangular hole (45) in the central part, and the inside of the rectangular hole (45) is fixedly connected to the upper side of the outside of the rudder shaft (1), the left side of the connecting disc (43) is connected to the right side of the left drive device (42), and the right side of the connecting disc (43) is connected to the left side of the right drive device (44).

3. The steering gear drive of claim 2 wherein: The right drive device (44) and the left drive device (42) are consistent in structure and symmetrically arranged, and the specific structure of the left drive device (42) comprises a drive box (421), a driving gear (422), a driven gear (423), a transmission shaft (424), a circular arc worm gear (425), a worm (426), a groove (427) and an input shaft (428); The input shaft (428) is movably connected to the right rear inside of the drive box (421), the left side of the input shaft (428) is connected to the left output shaft of the steering motor (41), and the left end of the input shaft (428) is fixedly connected with the driving gear (422); The transmission shaft (424) is movably connected to the inside of the drive box (421), and the rear end of the transmission shaft (424) is fixedly connected with the driven gear (423), and the right rear teeth of the driven gear (423) are connected with the left front teeth of the driving gear (422); The groove (427) is arranged in the right front inside of the drive box (421); The worm (426) is movably connected to the left inside of the groove (427), and the central inside of the worm (426) is fixedly connected to the front outside of the transmission shaft (424); The arcuate worm wheel (425) is movably connected inside the groove (427), the right side of the arcuate worm wheel (425) is fixedly connected to the left side of the connecting disc (43), and the left side of the arcuate worm wheel (425) is connected with the right side of the worm (426).

4. The steering gear drive of claim 3 wherein: The center of the arcuate worm wheel (425) coincides with the center of the steering shaft (1).

5. The steering gear drive of claim 2 wherein: The steering motor (41) is a brake reduction motor.

6. The steering gear drive of claim 1 wherein: The detection mechanism (5) comprises a support seat one (51), a crossbeam (52), a detector (53) and a support seat two (54). The bottom of the support seat one (51) is fixedly connected to the left side center of the mounting base (2). The bottom of the support seat two (54) is fixedly connected to the right side center of the mounting base (2). The left lower side of the crossbeam (52) is fixedly connected to the top of the support seat one (51), the right lower side of the crossbeam (52) is fixedly connected to the top of the support seat two (54), the central inside of the crossbeam (52) is fixedly connected with the detector (53), and the lower center of the detector (53) is connected with the upper center of the steering shaft (1).

7. The steering gear drive mechanism of claim 6, wherein: The detector (53) is a potentiometer type angle detector.

8. The steering gear drive of claim 1 wherein: The hydraulic buffer mechanism (6) comprises a left oil cylinder (61), a fixed seat one (62), a connecting groove seat (63), a connecting groove (64), a connecting shaft (65), a connecting block (66), a right oil cylinder (67) and a fixed seat two (68). The bottom of the fixed seat one (62) is fixedly connected to the left front side of the mounting base (2), and the top of the fixed seat one (62) is fixedly connected with the left oil cylinder (61). The bottom of the fixed seat two (68) is fixedly connected to the right front side of the mounting base (2), and the top of the fixed seat two (68) is fixedly connected with the right oil cylinder (67). The connecting groove seat (63) is fixedly connected to the front center of the rotating disc (3), and the front center of the connecting groove seat (63) is provided with the connecting groove (64). The left side of the connecting block (66) is fixedly connected with the right side piston rod end of the left oil cylinder (61), the bottom of the connecting block (66) is fixedly connected with the connecting shaft (65), the outside of the connecting shaft (65) is movably connected inside the connecting groove (64), and the right side of the connecting block (66) is fixedly connected with the left side piston rod end of the right oil cylinder (67).

9. The steering gear drive mechanism of claim 8, wherein: The width of the connecting groove (64) is equal to the diameter of the connecting shaft (65).

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