Two-stage transmission structure of ship berth sliding trolley drive reduction gear and use method thereof

Abstract

The present application relates to the technology field of shipbuilding berth skid trolley, especially to a two-stage transmission structure of a shipbuilding berth skid trolley drive speed reducer and a use method thereof, comprising a speed reducer shell, one side of an inner cavity of the speed reducer shell is provided with a first helical gear transmission assembly, the other side of the inner cavity of the speed reducer shell is provided with a second planetary gear transmission assembly, one side of an input end of the first helical gear transmission assembly is provided with a protection assembly, the protection assembly comprises an input flange and an output flange, the input flange and the output flange are disc-shaped structures with consistent specifications, the output flange is close to one side of the input end of the first helical gear transmission assembly, in the present application, the rigidity connection of a shear pin in the protection assembly guarantees stable power transmission, the impact is absorbed by the cooperation of the fan-shaped sliding groove, the boss and the multi-stage buffer structure, the protection reliability is improved, the shear pin is accurately matched in strength to realize quick disconnection protection in overload, is convenient to replace, guarantees the stability of the transmission system and the continuous safety of operation.

Description

Technical Field

[0001] This invention relates to the field of slipway trolley technology, specifically to a two-stage transmission structure and method of use for a slipway trolley drive reducer. Background Technology

[0002] The slipway trolley is a heavy-duty load-bearing equipment used for the transfer and loading of ship sections and hull sections. It can smoothly move large-tonnage hull components on slipway tracks. The two-stage transmission structure of the drive reducer is the core component of its power output. The first stage of transmission reduces the motor speed and initially increases the torque. Then, the second stage of transmission further amplifies the torque to match the heavy load requirements of the trolley. This not only ensures the power stability of the trolley when carrying thousands of tons of hull components, but also achieves low-speed and smooth operation through the synergistic effect of the two-stage reduction. It is the key power support to ensure the accuracy and safety of the slipway trolley in heavy-load transfer. The operation of a shipboard sliding trolley requires bearing heavy loads on hull sections. During operation, factors such as uneven tracks and weight deviations in hull sections can easily generate instantaneous impact loads and extreme overload conditions. Traditional drive reducers often have a single flange and bushing direct connection structure at the power input end, which lacks both buffer and shock absorption design and a precise and reliable overload protection mechanism. This results in the impact load being directly transmitted to the gear transmission components when the motor starts or stops or encounters a small impact, causing fluctuations in gear meshing clearance and accelerated tooth surface wear. When encountering extreme overload conditions, it is difficult to cut off the power transmission path in time, and the overload torque will directly act on core components such as gears and shafts, which can easily cause irreversible damage such as tooth surface scuffing, gear tooth breakage, and shaft bending. This significantly reduces transmission stability and component lifespan, seriously affecting the progress and safety of shipboard section translation operations, and thus cannot meet the core requirements of heavy-load drive for shipboard sliding trolleys. Therefore, a two-stage transmission structure and usage method for a shipboard sliding trolley drive reducer are proposed to address the above problems. Summary of the Invention

[0003] The purpose of this invention is to provide a two-stage transmission structure and method of use for a slipway trolley drive reducer, in order to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: A two-stage transmission structure and usage method for a sliding trolley drive reducer includes a reducer housing. One side of the reducer housing's inner cavity is equipped with a primary helical gear transmission assembly, and the other side is equipped with a secondary planetary gear transmission assembly. A protective assembly is provided on the input end side of the primary helical gear transmission assembly. The protective assembly includes an input flange and an output flange, both of which are identical disc-shaped structures. The output flange is located near the input end of the primary helical gear transmission assembly, while the input flange is located on the side of the output flange furthest from the primary helical gear transmission assembly. Multiple fan-shaped grooves are formed on the edge of the input flange near the output flange. Multiple cylindrical bosses matching the depth of the fan-shaped grooves are fixedly connected to the edge of the output flange near the input flange. A protective structure is provided inside the fan-shaped grooves.

[0005] As a further optimization of the present invention, wherein: the input end of the first-stage helical gear transmission assembly extends outside the reducer housing, the end of the sun gear in the second-stage planetary gear transmission assembly is coaxially fixed with the end face of the driven gear in the first-stage helical gear transmission assembly, and the output end of the second-stage planetary gear transmission assembly extends outside the reducer housing.

[0006] As a further optimization of the present invention, wherein: the end face of the input flange away from the output flange is coaxially arranged and fixedly connected to an input bushing connected to the output end of an external motor, and the end face of the output flange away from the input flange is coaxially arranged and fixedly connected to an output bushing connected to the input end of a first-stage helical gear transmission assembly.

[0007] As a further optimization of the present invention, the input flange and the output flange are coaxially mounted, and the end faces of the input flange and the output flange on the side closest to each other are parallel and fitted together.

[0008] As a further optimization of the present invention, pin holes are provided through the end face edges of both the input flange and the output flange. The pin holes are distributed alternately with the fan-shaped grooves and bosses, and shear pins are passed through the pin holes.

[0009] As a further optimization of the present invention, the number of the plurality of fan-shaped grooves and the plurality of protrusions are the same and their positions correspond, the plurality of fan-shaped grooves and the plurality of protrusions are distributed in a circumferential array, and the plurality of protrusions are respectively embedded in the corresponding fan-shaped grooves.

[0010] As a further optimization of the present invention, the protective structure includes a rubber pad frame adapted to the fan-shaped slide groove, the rubber pad frame is embedded in the fan-shaped slide groove, and the outer wall of the rubber pad frame is fixedly connected to the inner wall of the fan-shaped slide groove, and the boss is inserted into the rubber pad frame.

[0011] As a further optimization of the present invention, the rubber pad frame is hollow inside, and a support frame is fixedly connected inside the rubber pad frame. Multiple insertion slots are opened at the upper and lower ends of the support frame along the depth direction. The multiple insertion slots in the depth direction form a group, and there are multiple groups of insertion slots, which are distributed in an array along the arc of the rubber pad frame.

[0012] As a further optimization of the present invention, the following features are provided: a protective airbag is provided in the mounting groove, the outer side wall of the protective airbag is fixedly connected to the inner side wall of the mounting groove, and the upper and lower ends of the protective airbag are fixedly connected to the upper and lower end faces of the hollow interior of the rubber pad frame. The multiple protective airbags in the depth direction of the mounting groove are connected to each other through air tubes.

[0013] How to use the two-stage transmission structure of the slipway trolley drive reducer: S1: The motor output end and the input sleeve on the side of the input flange away from the output flange in the protective assembly are rigidly connected coaxially. After the external motor starts, the torque output by the motor directly drives the input sleeve to rotate, thereby driving the input flange, which is fixedly connected to the input sleeve, to rotate synchronously. Since the input flange and the output flange are rigidly connected by a pin hole and a shear pin through the end face edge, and the shear pin, the fan-shaped groove, and the boss are staggered, under normal working conditions, the shear pin is the core force transmission component, directly transmitting the rotational torque of the input flange to the output flange, so that the input flange and the output flange keep rotating coaxially and synchronously. The output sleeve on the end face of the output flange away from the input flange is rigidly connected to the input end of the first-stage helical gear transmission assembly. The torque transmitted by the output flange is transmitted through this output shaft. The first-stage helical gear transmission assembly is driven to operate. After the first-stage helical gear transmission assembly completes the first reduction and torque increase according to the preset transmission ratio, it drives its driven wheel to rotate. Since the end of the sun gear in the second-stage planetary gear transmission assembly is coaxially fixed with the end face of the driven wheel of the first-stage helical gear transmission assembly, the rotational torque of the driven wheel is directly transmitted to the sun gear, driving the sun gear to rotate synchronously. After the sun gear rotates, it drives the second-stage planetary gear transmission assembly to operate. Multiple planet gears complete the composite motion of revolution and rotation around the sun gear. The second-stage planetary gear transmission assembly completes the second reduction and torque increase according to the preset transmission ratio. Finally, the output end of the second-stage planetary gear transmission assembly extends to the outside of the reducer housing, and the stable torque after two stages of reduction and torque increase is transmitted to the drive wheel of the slipway sliding trolley, so as to realize the smooth operation of the trolley to complete the hull section translation operation. S2: At the moment of motor start-up and stop, or when the transmission system encounters a small impact load (such as slight unevenness of the track or load fluctuations caused by slight weight deviations of ship sections), although the input flange and output flange are rigidly connected by shear pins, there will be a tendency for instantaneous relative movement. At this time, the fan-shaped grooves distributed in a circular array on the edge of the input flange near the output flange cooperate with the cylindrical boss fixed at the corresponding position on the output flange. The protective structure embedded inside the fan-shaped grooves achieves buffer protection. The specific buffering process is as follows: the instantaneous impact force causes relative compression between the input flange and the boss, and the boss exerts pressure on the input flange. The rubber pad frame inside the fan-shaped groove creates a squeezing effect. The supporting skeleton in the hollow structure inside the rubber pad frame maintains structural stability. In the multiple sets of embedded slots opened at the upper and lower ends of the supporting skeleton along the depth direction, the protective airbags distributed along the arc array of the rubber pad frame undergo elastic deformation as they are squeezed. Moreover, multiple protective airbags in the same embedded slot depth direction achieve air pressure communication through air pipes, and work together to absorb impact energy. Through the dual buffering effect of the rubber pad frame and the protective airbags, the impact load is effectively attenuated, avoiding direct transmission to the shear pin and subsequent first and second stage transmission components, ensuring the operational stability of the transmission system, and reducing component fatigue wear. S3: When the slipway trolley encounters extreme overload conditions during operation (such as severe weight deviation of hull sections or severe track unevenness causing instantaneous load to exceed the rated threshold), the instantaneous torque transmitted by the input flange is entirely applied to the shear pin, causing the shear force borne by the shear pin to quickly reach its ultimate shear strength, eventually resulting in shear fracture. After the shear pin fractures, the rigid connection between the input flange and the output flange is completely severed. The two only maintain non-rigid contact through the fan-shaped groove, boss, and rubber pad frame, and cannot transmit effective driving torque. At this time, the input flange rotates idling under the drive of the motor, while the output flange and the subsequent first-stage helical gear transmission assembly and second-stage planetary gear transmission assembly stop operating due to loss of power input. The torque transmission path is completely cut off, thereby preventing the overload torque from damaging the core components such as gears, shafts, and bearings in the first-stage helical gear transmission assembly and second-stage planetary gear transmission assembly, achieving overload protection for the entire transmission structure. After the on-site fault is eliminated, the operator replaces the shear pin in the pin hole to restore the rigid connection between the input flange and the output flange. The transmission system regains its normal power transmission capability and can be put back into operation for the slipway trolley.

[0014] Compared with the prior art, the beneficial effects of the present invention are: 1. In this invention, the input flange and the output flange are rigidly connected by shear pins to transmit power. With the limiting and guiding of the fan-shaped slide and the boss, the continuity and coaxiality of the power transmission are ensured. At the same time, the rubber pad frame, support frame and protective airbag on the inner side of the fan-shaped slide constitute a multi-level buffer structure, which can effectively absorb the energy generated by the instant of motor start-up and shutdown and slight impact during operation, avoid the impact load from being directly transmitted to the subsequent transmission components, reduce gear meshing wear and improve transmission stability. 2. In this invention, the supporting skeleton inside the rubber pad frame enhances the deformation resistance of the buffer structure. Multiple sets of protective airbags are connected through air tubes to achieve air pressure balance, which can simultaneously buffer impact loads at different positions. Combined with the fitting and limiting of the fan-shaped sliding groove and the boss, the stability and reliability of the buffer protection are further improved. 3. In this invention, the shear pin is designed with precise strength matching. When encountering extreme overload conditions or when the transmission torque exceeds the rated threshold, it can shear and break in time, quickly cutting off the power transmission path between the input flange and the output flange, causing the input flange to idle and the subsequent transmission components to stop operating. This avoids irreversible damage to core components such as gears and shafts caused by overload torque. Moreover, the overload protection only requires replacing the shear pin to quickly restore operation. It is easy to operate, ensuring the continuity and safety of the heavy-load drive operation of the slipway trolley, achieving precise overload protection for the entire transmission system, and reducing maintenance costs and downtime losses. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the internal structure of the present invention; Figure 3 Structural breakdown of the present invention Figure 1 ; Figure 4 Structural breakdown of the present invention Figure 2 ; Figure 5 Structural breakdown of the second-stage planetary gear transmission assembly of the present invention. Figure 1 ; Figure 6 Structural breakdown of the second-stage planetary gear transmission assembly of the present invention. Figure 2 ; Figure 7 This is a schematic diagram of the structure of the protective component of the present invention; Figure 8 Structural breakdown of the protective component of the present invention Figure 1 ; Figure 9 Structural breakdown of the protective component of the present invention Figure 2 ; Figure 10 This is a cross-sectional view of the protective structure of the present invention; Figure 11 For the present invention Figure 10 Exploded structural diagram; Figure 12 For the present invention Figure 11 Enlarged view of point A.

[0016] In the diagram: 1. Reducer housing; 2. First-stage helical gear transmission assembly; 3. Second-stage planetary gear transmission assembly; 4. Protective assembly; 41. Input flange; 42. Output flange; 43. Sector-shaped slide; 44. Boss; 45. Input bushing; 46. Output bushing; 47. Protective structure; 471. Rubber pad frame; 472. Support frame; 473. Mounting groove; 474. Protective airbag; 475. Air pipe; 48. Pin hole; 49. Shear pin. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0019] Please see Figures 1-12 The present invention provides a technical solution: The two-stage transmission structure and usage method of the speed reducer driven by the slipway trolley include a speed reducer housing 1. A first-stage helical gear transmission assembly 2 is provided on one side of the inner cavity of the speed reducer housing 1, and a second-stage planetary gear transmission assembly 3 is provided on the other side of the inner cavity of the speed reducer housing 1. A protective assembly 4 is provided on the input end side of the first-stage helical gear transmission assembly 2. The protective assembly 4 includes an input flange 41 and an output flange 42. The input flange 41 and the output flange 42 are disc-shaped structures of the same specifications. The output flange 42 is close to the input end side of the first-stage helical gear transmission assembly 2, and the input flange 41 is located on the side of the output flange 42 away from the first-stage helical gear transmission assembly 2. Multiple fan-shaped grooves 43 are opened on the edge of the input flange 41 near the output flange 42. Multiple cylindrical bosses 44 that match the depth of the fan-shaped grooves 43 are fixedly connected to the edge of the output flange 42 near the input flange 41. A protective structure 47 is provided inside the fan-shaped grooves 43.

[0020] It should be noted that: the reducer housing 1 serves as the core mounting base, providing enclosed protection and stable support for the internal components, and isolating them from the harsh working conditions of the slipway. The first-stage helical gear transmission assembly 2 and the second-stage planetary gear transmission assembly 3 inside the reducer housing 1 can achieve progressive amplification of speed reduction and torque increase through two-stage transmission, adapting to the heavy-duty drive requirements of the trolley. The protective assembly 4 at the input end of the first-stage helical gear transmission assembly 2 is the key to ensuring transmission safety, and can take into account both impact buffering and overload protection. The disc-shaped design with the same specifications of the input flange 41 and the output flange 42 ensures the accuracy of coaxial assembly. The cooperation between the fan-shaped slide groove 43 and the boss 44 provides a buffering allowance for the stroke, while the inner protective structure 47 avoids rigid collisions. As a further implementation of this scheme, the input end of the first-stage helical gear transmission assembly 2 extends to the outside of the reducer housing 1, the end of the sun gear in the second-stage planetary gear transmission assembly 3 is coaxially fixed with the end face of the driven gear in the first-stage helical gear transmission assembly 2, and the output end of the second-stage planetary gear transmission assembly 3 extends to the outside of the reducer housing 1. It should be noted that: the input end of the first-stage helical gear transmission assembly 2 extends to the outside of the reducer housing 1, which simplifies the docking and assembly with the protective assembly 4 and reduces the operational difficulty caused by the space limitation inside the housing. The sun gear of the second-stage planetary gear transmission assembly 3 is coaxially fixed with the driven gear of the first-stage helical gear transmission assembly 2 to ensure the coaxiality of power transmission and reduce vibration loss. Its output end extends to the outside of the housing and can be directly connected to the drive shaft of the trolley drive wheel, eliminating the need for intermediate transition components and improving transmission efficiency. As a further implementation of this scheme, the end face of the input flange 41 away from the output flange 42 is coaxially and fixedly connected to the input bushing 45 connected to the output end of the external motor, and the end face of the output flange 42 away from the input flange 41 is coaxially and fixedly connected to the output bushing 46 connected to the input end of the first-stage helical gear transmission assembly 2. It should be noted that the input bushing 45 of the input flange 41 is designed specifically for connecting to an external motor. Through this cooperation, a stable power connection is achieved, and transmission slippage is avoided. The output bushing 46 of the output flange 42 cooperates with the input end of the first-stage helical gear transmission assembly 2, which not only ensures the connection strength but also takes into account the convenience of disassembly and maintenance in the later stage, reducing maintenance costs. As a further implementation of this scheme, the input flange 41 and the output flange 42 are coaxially mounted, and the end faces of the input flange 41 and the output flange 42 are parallel and fitted to each other on one side. The end face edges of the input flange 41 and the output flange 42 are provided with pin holes 48. The pin holes 48 are staggered with the fan-shaped slide groove 43 and the boss 44, and a shear pin 49 passes through the pin holes 48. It should be noted that: the input flange 41 and the output flange 42 are coaxially fitted together to eliminate transmission gaps and reduce impact and jerking. The pin hole 48, the fan-shaped slide groove 43, and the boss 44 are staggered to avoid stress concentration and improve the structural load-bearing capacity. The through shear pin 49 has been accurately calculated to break precisely under overload and cut off the power transmission path in time. As a further implementation of this solution, the number and position of multiple fan-shaped grooves 43 and multiple protrusions 44 are the same. The multiple fan-shaped grooves 43 and multiple protrusions 44 are arranged in a circular array, and each protrusion 44 is embedded in its corresponding fan-shaped groove 43. The rubber pad frame 471 is hollow internally, and a support frame 472 is fixedly connected inside the rubber pad frame 471. Multiple fitting slots 473 are formed at the upper and lower ends of the support frame 472 along the depth direction. Multiple mounting slots 473 are grouped together, and there are multiple groups of mounting slots 473. The multiple groups of mounting slots 473 are distributed along the arc of the rubber pad frame 471. A protective airbag 474 is provided in the mounting slot 473. The outer side wall of the protective airbag 474 is fixedly connected to the inner side wall of the mounting slot 473. The upper and lower ends of the protective airbag 474 are fixedly connected to the upper and lower end faces of the hollow interior of the rubber pad frame 471. Multiple protective airbags 474 in the depth direction of the mounting slot 473 are connected to each other through an air tube 475. It should be noted that: the number of fan-shaped grooves 43 and protrusions 44 correspond and are distributed in a circumferential array to ensure uniform force distribution and avoid local damage; the hollow design of the rubber pad frame 471 reserves space for deformation; the internal support skeleton 472 enhances structural strength and prevents excessive deformation; multiple sets of mounting grooves 473 cooperate with the protective airbag 474; and the air tube 475 achieves air pressure balance of the protective airbag 474, ensuring stable synergistic buffering effect.

[0021] Workflow: The motor output end is precisely connected to the input bushing 45, which is coaxially fixed on the side of the input flange 41 away from the output flange 42. After the external motor starts, the power is stably received through the cooperation between the input bushing 45 and the motor output end, effectively avoiding slippage during transmission. The torque output by the motor is transmitted to the input flange 41 through the input bushing 45, causing the input flange 41 to rotate synchronously. Since the input flange 41 and the output flange 42 are coaxially mounted and their end faces are parallel and in contact with each other, a rigid connection is achieved by the shear pins 49 penetrating through the pin holes 48 staggered on the edge of the end faces. Therefore, the rotational torque of the input flange 41 is directly transmitted to the output flange 42 through the shear pins 49, so that the input flange 41 and the output flange 42 rotate synchronously and coaxially, ensuring the continuity and stability of power transmission. The output sleeve 46 on the side of the output flange 42 away from the input flange 41 is precisely matched with the input end of the first-stage helical gear transmission assembly 2 extending outside the reducer housing 1, so that the torque transmitted by the output flange 42 is smoothly delivered to the first-stage helical gear transmission assembly 2, driving the first-stage helical gear transmission assembly 2 to start running. The first-stage helical gear transmission assembly 2 completes the first reduction and torque increase through internal gear meshing, and its driven wheel rotates accordingly. Because the end of the sun gear in the second-stage planetary gear transmission assembly 3 is coaxially fixed with the end face of the driven wheel in the first-stage helical gear transmission assembly 2, this fixing method ensures the coaxiality of power transmission and reduces vibration loss. The rotational torque of the driven wheel can be directly transmitted to the sun gear, driving the sun gear to rotate synchronously. After the sun gear rotates, it drives the planetary gears inside the second-stage planetary gear transmission assembly 3 to rotate. The planetary gears complete the composite motion of revolution and rotation around the sun gear. Through the rotational transmission of the planetary gear system, the second reduction and torque increase are achieved, further amplifying the output torque to adapt to the heavy-load drive requirements of the slipway trolley. Finally, the output end of the second-stage planetary gear transmission assembly 3, which extends to the outside of the reducer housing 1, is directly connected to the drive shaft of the trolley drive wheel, eliminating the intermediate transition components and effectively improving the transmission efficiency. The stable power after the two-stage progressive reduction and torque increase is transmitted to the drive wheel, driving the slipway trolley to run smoothly and complete the translation operation of the hull section. At the instant of motor start-up and stop, or when encountering minor impact loads due to slight track unevenness or slight weight deviations of hull sections during the operation of the slipway trolley, although the input flange 41 and output flange 42 are rigidly connected by shear pins 49, there will be a momentary tendency for relative movement. At this time, the mating structure of the fan-shaped groove 43 on the edge of the input flange 41 and the cylindrical boss 44 at the corresponding position of the output flange 42 begins to function. The boss 44 generates a slight displacement within the fan-shaped groove 43 and squeezes the protective structure 47 inside the groove. The rubber in the protective structure 47... The hollow design of the pad frame 471 provides a certain degree of elastic deformation, which can initially absorb some of the impact energy. The fixed support frame 472 inside can effectively limit the excessive deformation of the rubber pad frame 471 and ensure structural stability. The protective airbags 474 in the mounting grooves 473 of the support frame 472 undergo elastic deformation when squeezed, and the protective airbags 474 in the same depth direction achieve air pressure balance through the air pipes 475. Multiple airbags work together to buffer and absorb shock, further attenuating the impact load and preventing the impact from being directly transmitted to the shear pin 49 and subsequent transmission components, thus ensuring the operational stability of the entire transmission system. When the slipway trolley encounters extreme overload conditions during operation, such as severe weight deviation of hull sections or severe track unevenness, causing the torque borne by the transmission system to exceed the rated threshold, the instantaneous torque transmitted by the input flange 41 is concentrated on the shear pin 49. Since the shear pin 49 has undergone precise strength calculations and its ultimate shear strength matches the rated load of the transmission system, the shear force borne by the shear pin 49 rapidly reaches its limit and shears to break. After the shear pin 49 breaks, the rigid connection between the input flange 41 and the output flange 42 is completely severed. The two are only in non-rigid contact with the protective structure 47 through the fan-shaped groove 43, the boss 44, and cannot transmit torque. The input flange 41 rotates freely under the drive of the motor, while the output flange 42 and the subsequent first-stage helical gear transmission assembly 2 and second-stage planetary gear transmission assembly 3 stop operating due to the loss of power input. The torque transmission path is completely cut off, thereby avoiding damage such as tooth surface scuffing, tooth breakage, and shaft bending caused by overload torque to the core components such as gears, shafts, and bearings. This achieves overload protection for the entire transmission structure. After the on-site fault is eliminated, the operator can replace the shear pin 49 in the pin hole 48 to restore the rigid connection between the input flange 41 and the output flange 42. The transmission system will then regain normal power transmission capability and can be put back into operation for the slipway trolley.

[0022] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A two-stage transmission structure for a speed reducer driven by a slipway trolley, comprising a speed reducer housing (1), characterized in that: The reducer housing (1) has a first-stage helical gear transmission assembly (2) on one side of its inner cavity, a second-stage planetary gear transmission assembly (3) on the other side of its inner cavity, and a protective assembly (4) on one side of the input end of the first-stage helical gear transmission assembly (2). The protective component (4) includes an input flange (41) and an output flange (42). The input flange (41) and the output flange (42) are disc-shaped structures with the same specifications. The output flange (42) is located near the input end of the first-stage helical gear transmission component (2). The input flange (41) is located on the side of the output flange (42) away from the first-stage helical gear transmission component (2). Multiple fan-shaped grooves (43) are provided on the edge of the input flange (41) near the output flange (42). Multiple cylindrical bosses (44) that match the depth of the fan-shaped grooves (43) are fixedly connected on the edge of the output flange (42) near the input flange (41). A protective structure (47) is provided inside the fan-shaped grooves (43).

2. The two-stage transmission structure of the slipway trolley drive reducer according to claim 1, characterized in that: The input end of the first-stage helical gear transmission assembly (2) extends to the outside of the reducer housing (1), the end of the sun gear in the second-stage planetary gear transmission assembly (3) is coaxially fixed with the end face of the driven gear in the first-stage helical gear transmission assembly (2), and the output end of the second-stage planetary gear transmission assembly (3) extends to the outside of the reducer housing (1).

3. The two-stage transmission structure of the slipway trolley drive reducer according to claim 1, characterized in that: The end face of the input flange (41) away from the output flange (42) is coaxially provided and fixedly connected to an input bushing (45) connected to the output end of an external motor. The end face of the output flange (42) away from the input flange (41) is coaxially provided and fixedly connected to an output bushing (46) connected to the input end of a first-stage helical gear transmission assembly (2).

4. The two-stage transmission structure of the slipway trolley drive reducer according to claim 1, characterized in that: The input flange (41) and the output flange (42) are coaxially mounted, and the end faces of the input flange (41) and the output flange (42) are parallel and fitted together on one side of each other.

5. The two-stage transmission structure of the slipway trolley drive reducer according to claim 1, characterized in that: The input flange (41) and the output flange (42) are both provided with pin holes (48) through the edge of their end faces. The pin holes (48) are interspersed with the fan-shaped groove (43) and the boss (44), and a shear pin (49) passes through the pin holes (48).

6. The two-stage transmission structure of the slipway trolley drive reducer according to claim 1, characterized in that: The number of the multiple fan-shaped grooves (43) and the multiple protrusions (44) are the same and their positions correspond. The multiple fan-shaped grooves (43) and the multiple protrusions (44) are all distributed in a circular array, and the multiple protrusions (44) are respectively embedded in the corresponding fan-shaped grooves (43).

7. The two-stage transmission structure of the slipway trolley drive reducer according to claim 1, characterized in that: The protective structure (47) includes a rubber pad frame (471) adapted to the fan-shaped slide (43), the rubber pad frame (471) is embedded in the fan-shaped slide (43), and the outer wall of the rubber pad frame (471) is fixedly connected to the inner wall of the fan-shaped slide (43), and the boss (44) is inserted into the rubber pad frame (471).

8. The two-stage transmission structure of the slipway trolley drive reducer according to claim 7, characterized in that: The rubber pad frame (471) is hollow inside. A support frame (472) is fixedly connected inside the rubber pad frame (471). Multiple mounting slots (473) are provided at the upper and lower ends of the support frame (472) along the depth direction. The multiple mounting slots (473) in the depth direction form a group. There are multiple groups of mounting slots (473), and the multiple groups of mounting slots (473) are distributed along the arc array of the rubber pad frame (471).

9. The two-stage transmission structure of the slipway trolley drive reducer according to claim 8, characterized in that: The mounting groove (473) is provided with a protective airbag (474). The outer side wall of the protective airbag (474) is fixedly connected to the inner side wall of the mounting groove (473), and the upper and lower ends of the protective airbag (474) are fixedly connected to the upper and lower end faces of the hollow interior of the rubber pad frame (471). Multiple protective airbags (474) in the depth direction of the mounting groove (473) are connected to each other through air tubes (475).

10. A method of using the two-stage transmission structure of the slipway trolley drive reducer according to any one of claims 1-9, characterized in that: S1: The motor output end and the input sleeve (45) on the side of the input flange (41) away from the output flange (42) in the protective assembly (4) are rigidly connected coaxially. After the external motor starts, the torque output by the motor directly drives the input sleeve (45) to rotate, thereby driving the input flange (41) fixedly connected to the input sleeve (45) to rotate synchronously. Since the input flange (41) and the output flange (42) are rigidly connected through the pin hole (48) and the shear pin (49) through the end face edge, and the shear pin (49) is staggered with the fan-shaped slide (43) and the boss (44), under normal working conditions, the shear pin (49) is the core force transmission component, which directly transmits the rotational torque of the input flange (41) to the output flange (42), so that the input flange (41) and the output flange (42) keep coaxial and synchronous rotation. The output sleeve (46) on the side of the output flange (42) away from the input flange (41) is fixed coaxially with the first-stage helical gear transmission assembly. (2) The input end is rigidly connected. The torque transmitted by the output flange (42) drives the first-stage helical gear transmission assembly (2) to run through the output bushing (46). After the first-stage helical gear transmission assembly (2) completes the first deceleration and torque increase according to the preset transmission ratio, it drives its driven wheel to rotate. Since the end of the sun gear in the second-stage planetary gear transmission assembly (3) is coaxially fixed with the end face of the driven wheel of the first-stage helical gear transmission assembly (2), the rotational torque of the driven wheel is directly transmitted to the sun gear, driving the sun gear to rotate synchronously. After the sun gear rotates, it drives the second-stage planetary gear transmission assembly (3) to run. Multiple planet gears complete the composite motion of revolution and rotation around the sun gear. The second-stage planetary gear transmission assembly (3) completes the second deceleration and torque increase according to the preset transmission ratio. Finally, the output end of the second-stage planetary gear transmission assembly (3) extends to the outside of the reducer housing (1), and transmits the stable torque after two stages of deceleration and torque increase to the drive wheel of the trolley sliding trolley, so as to realize the smooth operation of the trolley to complete the hull section translation operation. S2: At the moment of motor start-up and stop, or when the transmission system encounters a small impact load (such as slight unevenness of the track or load fluctuation caused by slight deviation of the weight of the ship sections), although the input flange (41) and the output flange (42) are rigidly connected by shear pins (49), there will be a tendency for instantaneous relative movement. At this time, the fan-shaped grooves (43) distributed in a circular array on the edge of the input flange (41) near the output flange (42) cooperate with the cylindrical boss (44) fixed at the corresponding position of the output flange (42). The buffer protection is achieved by the protective structure (47) embedded in the inside of the fan-shaped grooves (43). The specific buffering process is as follows: the instantaneous impact force causes relative compression between the input flange (41) and the boss (44), and the boss (44) presses against the fan-shaped grooves (43). The rubber pad frame (471) inside forms a squeezing effect. The support skeleton (472) in the hollow structure inside the rubber pad frame (471) maintains structural stability. The multiple sets of insert grooves (473) opened at the upper and lower ends of the support skeleton (472) along the depth direction, the protective airbags (474) distributed along the arc array of the rubber pad frame (471) undergo elastic deformation with squeezing. The multiple protective airbags (474) in the same insert groove (473) along the depth direction achieve air pressure communication through air pipes (475) and work together to absorb impact energy. Through the dual buffering effect of the rubber pad frame (471) and the protective airbags (474), the impact load is effectively attenuated, avoiding direct transmission to the shear pin (49) and subsequent first and second stage transmission components, ensuring the operational stability of the transmission system, and reducing component fatigue wear. S3: When the trolley encounters extreme overload conditions during operation (such as severe weight deviation of hull sections or severe unevenness of the track causing the instantaneous load to exceed the rated threshold), the instantaneous torque transmitted by the input flange (41) is entirely applied to the shear pin (49), causing the shear force borne by the shear pin (49) to quickly reach its ultimate shear strength, eventually resulting in shear fracture. After the shear pin (49) fractures, the rigid connection between the input flange (41) and the output flange (42) is completely released. The two only maintain non-rigid contact through the fan-shaped groove (43), the boss (44), and the rubber pad frame (471), and cannot transmit effective driving torque. At this time, the input flange (41) is driven by the motor. When the output flange (42) and the subsequent first-stage helical gear transmission assembly (2) and second-stage planetary gear transmission assembly (3) stop operating due to the loss of power input, the torque transmission path is completely cut off, thereby avoiding damage to the core components such as gears, shafts and bearings in the first-stage helical gear transmission assembly (2) and second-stage planetary gear transmission assembly (3) caused by overload torque, and realizing overload protection for the entire transmission structure. After the on-site fault is eliminated, the operator replaces the shear pin (49) in the pin hole (48) to restore the rigid connection between the input flange (41) and the output flange (42), and the transmission system regains normal power transmission capability and can be put back into the driving operation of the slipway trolley.

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