Dragging wheel transmission mechanism

Abstract

The utility model provides a tug transmission mechanism, which relates to the field of ship transmission mechanisms and comprises a transmission mechanism linked with an accelerator control mechanism and a clutch control mechanism. The transmission mechanism comprises a rack rigidly connected with the control handle and a pinion meshed with the rack, and the axis movement of the rack can be converted into the rotation movement of the pinion. Through conversion of linear motion of the rack and rotary motion of the pinion, three-station accurate positioning of a neutral gear, a vehicle entering gear and a reverse gear is achieved, and the problems that in traditional linkage of a flexible shaft, a disc and a steel cable, due to mechanical dead points and steel cable deformation, disengagement is not in place, and the position of a handle does not conform to the actual state are solved; clutch damage and operation failure are effectively prevented.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of ship transmission mechanism, especially relates to a towing wheel transmission mechanism. BACKGROUND

[0002] Traditional small towing wheel control system adopts steel cable and flexible shaft transmission mechanism, and connects throttle and clutch control system through steel cable. However, the structure has the following defects: the steel cable is easy to be elongated after long-term use, which leads to the increase of the gap between the connecting pins, causes the idle gear of acceleration and deceleration gear, and the diesel engine cannot reach the rated speed; the steering pulley is further reduced in control sensitivity due to wear and jam. In addition, the clutch combination and separation depend on the linkage of flexible shaft, disc and steel cable, and there is a mechanical dead point. The steel cable is easy to cause the problems of out-of-position separation, inconsistency between handle position and actual state, and frequent clutch damage and control failure after deformation. The above problems seriously affect the controllability and safety of the ship, and an efficient and reliable transmission mechanism improvement scheme is urgently needed. SUMMARY

[0003] The utility model discloses in view of the prior art, through the transformation of rack linear motion and pinion rotation, realizes the three-position accurate positioning of idle gear, forward gear and reverse gear, avoids the problems of out-of-position separation, inconsistency between handle position and actual state and the like caused by the mechanical dead point and steel cable deformation in the linkage of traditional flexible shaft, disc and steel cable, and effectively prevents clutch damage and control failure.

[0004] In order to solve the above technical problems, the utility model discloses the transmission of traditional steel cable and flexible shaft is easy to cause the problems of clutch damage and control failure.

[0005] In order to realize the above purpose, the utility model discloses the following technical scheme:

[0006] A towing wheel transmission mechanism, comprising a transmission mechanism, the transmission mechanism is linked with throttle control mechanism and clutch control mechanism;The transmission mechanism comprises a rack rigidly connected with a control handle and a pinion engaged with the rack, the axial movement of the rack can be converted into the rotary motion of the pinion;The one-way stroke length of the rack and the rotation angle of the pinion satisfy the proportional relationship: when the rack completes 40mm one-way stroke, the pinion is driven to rotate 90°, and the three-position positioning of idle gear, forward gear and reverse gear is realized.

[0007] Preferably, the rack and pinion have the same modulus 1.5, the rack is designed as a straight tooth profile structure with 66 continuous teeth, and the pinion is provided as a spur gear structure with 30 teeth, and the pitch circle diameter is 45mm.

[0008] Preferably, a guide rail parallel to the rack movement track is further included, the guide rail and the rack side form a sliding pair, and a linear motion guide mechanism is formed.

[0009] Preferably, the guide rail is rigidly connected with the ship body structure through a mounting base, the top end of the rack is provided with a push rod, the push rod is connected with the input end of a flexible shaft through a universal joint, the output end of the flexible shaft is connected with a clutch control mechanism, and the effective stroke of the flexible shaft is 90 mm.

[0010] Compared with the prior art, the utility model has the following beneficial effects:

[0011] The towing wheel transmission mechanism provided by the application realizes the accurate positioning of three working positions of the neutral gear, the forward gear and the reverse gear through the conversion of the linear motion of the rack and the rotary motion of the pinion, avoids the problems of misalignment caused by the mechanical dead point and the deformation of the steel cable in the linkage of the traditional flexible shaft, the disc and the steel cable, and the inconsistency between the handle position and the actual state, and effectively prevents the damage of the clutch and the failure of the operation.

[0012] The transmission mechanism avoids the defects of the traditional steel cable, such as easy elongation and large gap between connecting pins, solves the problem of the neutral gear of the acceleration and deceleration gear, and enables the diesel engine to reach the rated speed. Meanwhile, the guide rail and the rack form a sliding pair to constitute a linear motion guide mechanism, reduces the jamming phenomenon, and the operation is more sensitive and light.

[0013] The transmission mechanism makes the handle operation correspond to the actual state one by one, accurately controls the position of the clutch and the disengagement, reduces the safety hazards caused by the failure of the transmission mechanism, fundamentally improves the accuracy and reliability of the ship operation, and guarantees the safety of navigation. BRIEF DESCRIPTION OF DRAWINGS

[0014] In order to more clearly illustrate the technical scheme in the embodiments of the utility model, the drawings needed to be used in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the utility model, and other drawings can be obtained by those skilled in the art without creative labor.

[0015] Figure 1 It is a whole structure schematic view of the utility model;

[0016] Figure 2 It is a split structure schematic view of the utility model.

[0017] Figure number explanation: 1, rack; 2, pinion; 3, guide rail; 4, mounting base; 5, push rod; 6, flexible shaft. DETAILED DESCRIPTION

[0018] The utility model will be further described in detail in combination with the drawings.

[0019] The following description is used to disclose the present application so that those skilled in the art can implement the present application. The preferred embodiments in the following description are only examples, and other obvious modifications can be conceived by those skilled in the art. The basic principles defined in the following description can be used in other embodiments, modifications, improvements, equivalents and other technical solutions without departing from the spirit and scope of the present application.

[0020] Those skilled in the art should understand that in the disclosure of the present application, the orientations or positions indicated by the terms "longitudinal", "transverse", "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like are based on the orientations or position relationships shown in the drawings, which are only for the convenience of the simplified description of the present application, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, therefore the above terms cannot be understood as a limitation of the present application.

[0021] It can be understood that the term "one" should be understood as "at least one" or "one or more", that is, in one embodiment, the number of one element can be one, and in another embodiment, the number of the element can be multiple, and the term "one" cannot be understood as a limitation on the number. Embodiments

[0022] Please refer to Figure 1 and 2 , a tug drive mechanism, comprising a drive mechanism, the drive mechanism is linked with a throttle control mechanism and a clutch control mechanism; the drive mechanism comprises a rack rigidly connected with a steering handle, and a pinion engaged with the rack, the axial movement of the rack can be converted into the rotary movement of the pinion; the one-way stroke length of the rack and the rotation angle of the pinion satisfy a proportional relationship: when the rack completes a 40mm one-way stroke, the pinion is driven to rotate 90°, thereby realizing three-position positioning of the neutral gear, the forward gear and the reverse gear.

[0023] The tug drive mechanism of the present application is mainly composed of a rack 1 and a pinion 2 and the like. The following is the detailed structure and working principle.

[0024] The rack 1 is rigidly connected with the steering handle (not shown in the figure), ensuring that the action of the steering handle can be transmitted to the rack 1 without clearance. The rack 1 is designed as a straight tooth structure with 66 continuous teeth, and the module is 1.5, and the straight line movement provides initial power input for the entire drive mechanism.

[0025] The pinion 2 is a 30-tooth spur gear structure with a module of 1.5, which is precisely engaged with the rack 1. The module matching and the tooth number design of the two ensure the stability and accuracy of the motion conversion.

[0026] The guide rail 3 is arranged in parallel to the motion track of the rack 1 and forms a sliding pair with the side surface of the rack 1, constituting a linear motion guide mechanism. The guide rail 3 is rigidly connected with the ship body structure through the mounting base 4, providing stable support for the linear motion of the rack 1 and avoiding deviation or shaking during the motion.

[0027] The push rod 5 at the top end of the rack 1 is connected with the input end of the flexible shaft 6 through a universal joint, and the flexible shaft 6 is provided with two roots, and the output end is connected with the throttle control mechanism (not shown in the figure) and the clutch control mechanism (not shown in the figure). The setting of the universal joint allows a certain angle of deviation, ensuring the smoothness of power transmission during transmission, and the effective stroke of the flexible shaft 6 is 90 mm, which matches the overall transmission stroke.

[0028] Working principle

[0029] When the operating handle is operated, the handle drives the rack 1 to move linearly along the guide rail 3. Since the rack 1 is engaged with the pinion 2, the axial motion of the rack 1 is converted into the rotary motion of the pinion 2. According to the design, when the rack 1 completes a single stroke of 40 mm, the pinion 2 rotates 90°, and this accurate proportional relationship realizes the positioning of three positions of neutral gear, forward gear and reverse gear. For example, the operating handle drives the rack 1 to move 40 mm, and the pinion 2 rotates 90°, which corresponds to the switching of one position. Through the control of different directions and strokes of the handle, the required position can be accurately switched.

[0030] The push rod 5 at the top end of the rack 1 moves synchronously with the rack 1, and the linear motion is transmitted to the flexible shaft 6 through the universal joint. The flexible shaft 6 transmits the motion to the clutch control mechanism, realizing the accurate control of the engagement and disengagement of the clutch. Compared with the traditional steel cable and flexible shaft transmission, the gear and rack transmission mechanism avoids the problems of elongation of the steel cable, increase of the gap between the connecting pins and wear and jamming of the turning pulley, eliminates the mechanical dead point, ensures that the handle position strictly corresponds to the actual state, avoids the fault of disengagement out of position, makes the acceleration and deceleration operation sensitive and light, and the diesel engine can reach the rated speed, thereby fundamentally improving the accuracy, reliability and safety of the tug control.

[0031] It should be understood by those skilled in the art that the embodiments of the utility model shown in the above description and the drawings are only examples and do not limit the utility model. The purpose of the utility model has been completely and effectively realized. The function and structural principle of the utility model have been shown and explained in the embodiments, and the embodiments of the utility model can be deformed or modified without departing from the principle.

Claims

1. A tugboat transmission mechanism, comprising a transmission mechanism, characterized in that: the transmission mechanism is linked with a throttle control mechanism and a clutch control mechanism; the transmission mechanism comprises a rack (1) rigidly connected with a steering handle and a pinion (2) engaged with the rack (1), and the axial movement of the rack (1) can be converted into the rotary movement of the pinion (2); the one-way stroke length of the rack (1) and the rotation angle of the pinion (2) satisfy a proportional relationship: when the rack (1) completes a 40mm one-way stroke, the pinion (2) is driven to rotate 90°, thereby realizing the positioning of three working positions of neutral gear, forward gear and reverse gear.

2. A tug drive mechanism according to claim 1, characterised in that: The rack (1) and the pinion (2) have the same modulus of 1.5, the rack (1) is designed as a straight tooth profile structure with 66 continuous teeth, and the pinion (2) is designed as a spur gear structure with 30 teeth, and the pitch diameter of the pinion (2) is 45mm.

3. A tug drive mechanism according to claim 2, wherein: Further comprising a guide rail (3) arranged in parallel with the movement track of the rack (1), the guide rail (3) forms a sliding pair with the side surface of the rack (1) to constitute a linear motion guide mechanism.

4. A tug drive mechanism according to claim 3, wherein: The guide rail (3) is rigidly connected with the ship structure through a mounting base (4), the top end of the rack (1) is provided with a push rod (5), the push rod (5) is connected with the input end of a flexible shaft (6) through a universal joint, the output end of the flexible shaft (6) is connected with the clutch control mechanism, and the effective stroke of the flexible shaft (6) is 90mm.

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