An armoured vehicle turret attitude control mechanism

Abstract

The utility model belongs to vehicle engineering technical field, concretely is a kind of armored vehicle turret posture control mechanism, including front cover;The front cover end portion is rigidly connected with shell;The front cover end portion is rigidly connected with back cover;The shell lateral wall is equipped with aviation plug;The input shaft is rotatably connected in the middle part of the front cover and back cover, and the input shaft outer wall is equipped with rotating handle;Its characterized in that: the shell inner wall is rigidly connected with boss;Multiple sets of connecting holes are arranged in the middle part of the shell;The middle part of the shell is equipped with mounting hole, and plug is installed in the inner wall of mounting hole;Multiple sets of first through holes are arranged in the bottom of the shell;The shell inner part is three functional areas, uses electric signal as the feedback mode of turret posture control mechanism, removes the transmission and the large amount of mechanical transmission components, such as speed reduction mechanism, etc. in the traditional structure using gear, and the present mechanism uses modularization package, so it is small and exquisite compact.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle engineering technology, specifically an armored vehicle turret attitude control mechanism. Background Technology

[0002] A simulator creates a virtual vehicle environment to simulate the driving and operation experience of a real vehicle, including realistic vehicle exterior and interior decoration, and the arrangement of control levers, instruments, buttons, etc. that match the actual feel and movement.

[0003] The fire control output unit of military armored vehicles is the turret, which requires highly skilled operators to use. The turret is simple to align with the target. It has advantages such as simple structure, compact design, ingenious construction, and low manufacturing and maintenance costs.

[0004] Through long-term observation, it has been found that existing turret mechanisms mainly rely on gear transmission and reduction mechanisms for operation, which presents certain problems and the control equipment occupies a large space. Therefore, an armored vehicle turret attitude control mechanism is proposed to address the above issues. Utility Model Content

[0005] In order to overcome the shortcomings of the prior art and solve at least one of the technical problems mentioned in the background art, this utility model proposes an armored vehicle turret attitude control mechanism.

[0006] The technical solution adopted by this utility model to solve its technical problem is as follows: An armored vehicle turret attitude control mechanism of this utility model includes a front cover; a housing is fixedly connected to the end of the front cover; a rear cover is fixedly connected to the end of the front cover; an aviation plug is installed on the side wall of the housing; an input shaft is rotatably connected to the middle of the front and rear covers, and a rotating handle is installed on the outer wall of the input shaft; a boss is fixedly connected to the inner wall of the housing; multiple sets of connecting holes are opened in the middle of the housing; an installation hole is opened in the middle of the housing, and the plug is installed on the inner wall of the installation hole; multiple sets of first through holes are opened at the bottom of the housing; the interior of the housing is divided into three functional areas, including a rotation limiting area, a signal detection area, and a damping force sensing area; the end of the rotation limiting area is connected to the signal detection area; the end of the signal detection area is connected to the damping force sensing area; the input shaft is through-type in the middle of the limiting area, the signal detection area, and the damping force sensing area.

[0007] Preferably, the limiting area includes an input shaft, a mounting box, a limiting nut, a limiting bolt, and a diamond bearing; the mounting box is installed on the inner wall of the housing; a limiting nut is installed in the middle of the input shaft; a limiting bolt is installed on the outer wall of the mounting box; and a diamond bearing is installed at the end of the input shaft.

[0008] Preferably, the input shaft includes a second through hole, a first optical axis, a threaded shaft, a second optical axis, and a square shaft; the second through hole is provided in the middle of the input shaft; the first optical axis is installed in the middle of the input shaft; a threaded shaft is installed on the outer wall of the first optical axis, and a limiting nut is located in the middle of the threaded shaft; a square shaft is fixedly connected to the tail end of the input shaft.

[0009] Preferably, the mounting box includes a third through hole, a fourth through hole, a first half-groove, a groove, a fifth through hole, a sixth through hole, a second half-groove, a seventh through hole, an eighth through hole, a third half-groove, and a ninth through hole; the mounting box has a third through hole on its side wall; the mounting box has a fourth through hole in its center; the mounting box has a first half-groove in its center, and the input shaft is located on the inner wall of the half-groove; the mounting box has two sets of grooves in its center; the mounting box has multiple sets of fifth through holes on its inner wall; the mounting box has a sixth through hole on its inner wall; the mounting box has a second half-groove with the same shape as the first half-groove on its inner wall; the mounting box has a seventh through hole on its outer wall; the mounting box has an eighth through hole on its inner wall; the mounting box has a third half-groove in its center; and the mounting box has a ninth through hole on its outer wall.

[0010] Preferably, the signal detection area includes a first pulley, a synchronous belt, a second pulley, a potentiometer, a mounting plate, and a first bolt; the first pulley is fixedly connected to the tail end of the input shaft; a synchronous belt is installed in the middle of the first pulley; the mounting box is threadedly connected to the inner wall of the mounting plate by the first bolt; a second pulley is installed on the outer wall of the mounting plate; and a potentiometer is installed on the other side of the outer wall of the mounting plate.

[0011] Preferably, the damping force sensing area includes a damper and a second bolt; a damper is installed at the tail end of the input shaft; and a second bolt is installed in the middle of the damper.

[0012] Preferably, a stop bar is fixedly connected to the middle of the limiting nut, and the stop bar is slidably disposed in the middle of the fourth through hole.

[0013] The beneficial effects of this utility model are:

[0014] This utility model provides an armored vehicle turret attitude control mechanism. By using electrical signals as the feedback method for the turret attitude control mechanism, it eliminates a large number of mechanical transmission components such as gears and speed reduction mechanisms used in traditional structures. Moreover, this mechanism adopts modular packaging, so it is small and compact in size.

[0015] This utility model provides an armored vehicle turret attitude control mechanism, which can improve the high rigidity and high precision performance through the action of the diamond bearing. The internal structure of the diamond bearing adopts a special design, which makes it have higher rigidity and load-bearing capacity, ensuring the stability and reliability of the equipment during operation. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0018] Figure 2 This is a schematic diagram of the shell structure in this utility model;

[0019] Figure 3 This is a schematic diagram of the internal structure of the shell in this utility model;

[0020] Figure 4 This is a schematic diagram of the main functional components in this utility model;

[0021] Figure 5 This is a schematic diagram of the input shaft structure in this utility model;

[0022] Figure 6 This is a schematic diagram of the threaded shaft structure in this utility model;

[0023] Figure 7 This is a schematic diagram of the limiting nut structure in this utility model;

[0024] Figure 8 This is a schematic diagram of the mounting box structure in this utility model;

[0025] Figure 9 This is a schematic diagram of the signal detection area structure in this utility model;

[0026] Figure 10 This is a schematic diagram of the damping force sensing zone structure in this utility model.

[0027] Legend:

[0028] 1. Rotary handle; 2. Front cover; 3. Housing; 4. Rear cover; 5. Aviation connector; 6. Input shaft; 3.a. Boss; 3.b. Connecting hole; 3.c. Mounting hole; 3.d. First through hole; 6.1. Limiting area; 6.2. Signal detection area; 6.3. Damping force sensing area; 6.1.2. Mounting box; 6.1.3. Limiting nut; 6.1.4. Limiting bolt; 6.1.5. Diamond bearing; 6.1.1.a. Second through hole; 6.1.1.b. First optical axis; 6.1.1.c. Threaded shaft; 6.1.1.d. Second optical axis; 6.1.1.e. Square shaft; 6.1.2.a. Third through hole; 6.1.2. b. Fourth through hole; 6.1.2.c. First half-slot hole; 6.1.2.d. Slot hole; 6.1.2.e. Fifth through hole; 6.1.2.f. Sixth through hole; 6.1.2.g. Second half-slot hole; 6.1.2.h. Seventh through hole; 6.1.2.i. Eighth through hole; 6.1.2.j. Third half-slot hole; 6.1.2.k. Ninth through hole; 6.2.1. First pulley; 6.2.2. Synchronous belt; 6.2.3. Second pulley; 6.2.4. Potentiometer; 6.2.5. Mounting plate; 6.2.6. First bolt; 6.3.1. Damper; 6.3.2. Second bolt; 6.1.3.2. Stop bar. Detailed Implementation

[0029] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0030] Specific implementation examples are given below.

[0031] like Figure 1-10As shown, an armored vehicle turret attitude control mechanism includes a front cover 2; a housing 3 is fixedly connected to the end of the front cover 2; a rear cover 4 is fixedly connected to the end of the front cover 2; an aviation plug 5 is installed on the side wall of the housing 3; an input shaft 6 is rotatably connected between the front cover 2 and the rear cover 4, and a rotating handle 1 is installed on the outer wall of the input shaft 6; a boss 3.a is fixedly connected to the inner wall of the housing 3; multiple sets of connecting holes 3.b are opened in the middle of the housing 3; a mounting hole 3.c is opened in the middle of the housing 3, and the plug 5 is installed on the inner wall of the mounting hole 3.c; multiple sets of first through holes 3.d are opened at the bottom of the housing 3; the interior of the housing 3 is divided into three functional areas, including a rotation limiting area 6.1, a signal detection area 6.2, and a damping force sensing area 6.3; the end of the rotation limiting area 6.1 is connected to the signal detection area 6.2; the end of the signal detection area 6.2... The input shaft 6 is connected to the damping force sensing area 6.3; the input shaft 6 is through the middle of the limiting area 6.1, the signal detection area 6.2 and the damping force sensing area 6.3; during operation, a through hole is opened at the end of the input shaft 6, which corresponds to the threaded hole on the rotating handle 1. The two are connected by bolts. The rear cover 4 is a one-piece closed plate, which serves as the enclosure of the housing 3. The housing 3 is a hollow box, open at the front and back, and closed on all sides. An aviation plug 5 is opened on one side of the housing 3. Threaded holes are opened on the front and back surfaces of the housing 3 for fastening the front cover 2 and the rear cover 4 with screws. The aviation plug 5 is installed in the mounting hole on the housing 3. This mechanism uses electrical signals as the feedback method for the turret attitude control mechanism, eliminating a large number of mechanical transmission components such as gears and reduction mechanisms used in traditional structures. Moreover, this mechanism adopts modular packaging, so it is small and compact in size.

[0032] like Figure 1-10 As shown, the limiting area 6.1 includes an input shaft 6, a mounting box 6.1.2, a limiting nut 6.1.3, a limiting bolt 6.1.4, and a rhomboid bearing 6.1.5. The mounting box 6.1.2 is installed on the inner wall of the housing 3. The limiting nut 6.1.3 is installed in the middle of the input shaft 6. The limiting bolt 6.1.4 is installed on the outer wall of the mounting box 6.1.2. The rhomboid bearing 6.1.5 is installed at the end of the input shaft 6. During operation, the rhomboid bearing 6.1.5 needs to be installed on the inner wall of the mounting box 6.1.2 with the help of parts. At the same time, when the input shaft 6 is working, it can synchronously drive the nut 6.1.3 to slide. This step, under the action of the rhomboid bearing 6.1.5, can improve the high rigidity and high precision performance. The internal structure of the rhomboid bearing 6.1.5 adopts a special design, which gives it higher rigidity and load-bearing capacity, ensuring the stability and reliability of the equipment during operation.

[0033] like Figure 1-10As shown, the input shaft 6 includes a second through hole 6.1.1.a, a first optical axis 6.1.1.b, a threaded shaft 6.1.1.c, a second optical axis 6.1.1.d, and a square shaft 6.1.1.e; the second through hole 6.1.1.a is provided in the middle of the input shaft 6; the first optical axis 6.1.1.b is installed in the middle of the input shaft 6; the threaded shaft 6.1.1.c is installed on the outer wall of the first optical axis 6.1.1.b, and the limiting nut 6.1.3 is located in the middle of the threaded shaft 6.1.1.c; the square shaft 6.1.1.e is fixed to the tail end of the input shaft 6; during operation, the input shaft 6.1.1 is fixed relative to the rotating handle 1. When the rotating handle 1 is rotated, the input shaft 6.1.1 rotates. Since the input shaft 6.1.1 is constrained by the rhomboid bearing, it can only rotate but cannot move axially. When the input shaft 6.1.1 rotates, due to the presence of its characteristic threaded shaft 6.1.1.c and the characteristic stop bar 6.1.3.2 on the limiting nut 6.1.3 passing through the slot 6.1.2.d on the mounting box 6.1.2, the limiting nut 6.1.3 performs a translational movement on the threaded shaft 6.1.1.c. The range of its movement depends on the size of the characteristic slot 6.1.2.d on the mounting box. The movement distance of the limiting nut 6.1.3 can be controlled by adjusting the length of the screw 6.1.4. This method indirectly controls the number of rotations of the input shaft 6.1.1, i.e., controls the number of rotations of the rotating handle 1. This step, in conjunction with the first optical shaft 6.1.1.b, the second optical shaft 6.1.1.d, and the square shaft 6.1.1.e, can improve the load-bearing capacity of 6 during use and reduce the phenomenon of deformation and damage.

[0034] like Figure 1-10As shown, the mounting box 6.1.2 includes a third through hole 6.1.2.a, a fourth through hole 6.1.2.b, a first semi-groove hole 6.1.2.c, a groove hole 6.1.2.d, a fifth through hole 6.1.2.e, a sixth through hole 6.1.2.f, a second semi-groove hole 6.1.2.g, a seventh through hole 6.1.2.h, an eighth through hole 6.1.2.i, a third semi-groove hole 6.1.2.j, and a ninth through hole 6.1.2.k; the mounting box 6.1.2 has a third through hole 6.1.2.a on its side wall; and a third through hole 6.1.2.a is provided in the middle of the mounting box 6.1.2. The mounting box 6.1.2 has a fourth through hole 6.1.2.b; a first semi-groove hole 6.1.2.c is formed in the middle of the mounting box 6.1.2, and the input shaft 6 is located on the inner wall of the semi-groove hole 6.1.2.c; two sets of groove holes 6.1.2.d are formed in the middle of the mounting box 6.1.2; multiple sets of fifth through holes 6.1.2.e are formed on the inner wall of the mounting box 6.1.2; a sixth through hole 6.1.2.f is formed on the inner wall of the mounting box 6.1.2; and a second semi-groove hole 6.1.2.g with the same shape as the first semi-groove hole 6.1.2.c is formed on the inner wall of the mounting box 6.1.2. The mounting box 6.1.2 has a seventh through hole 6.1.2.h on its outer wall; an eighth through hole 6.1.2.i on its inner wall; a third semi-groove hole 6.1.2.j in its middle; and a ninth through hole 6.1.2.k on its outer wall. During operation, the mounting hole of the rhomboid bearing 6.1.5 needs to be aligned with the fourth through hole 6.1.2.b and the sixth through hole 6.1.2.f on the mounting box 6.1.2, and the two are fixed together with bolts and nuts. Input shaft 6.1.1... The limiting nut 6.1.3 passes through the rhomboid bearing 6.1.5 and is inserted into the input shaft 6.1.1 between the two rhomboid bearings 6.1.5. The feature stop bar 6.1.3.2 on the limiting nut 6.1.3 passes through the feature slot 6.1.2.d on the mounting box 6.1.2. The screw 6.1.4 is fixed to the feature seventh through hole 6.1.2.h on the mounting box 6.1.2 by cooperating with the nut. This step, together with multiple holes, can effectively utilize the space inside the equipment, and at the same time facilitate subsequent disassembly and replacement, improving the convenience of subsequent maintenance or repair.

[0035] like Figure 1-10As shown, the signal detection area 6.2 includes a first pulley 6.2.1, a synchronous belt 6.2.2, a second pulley 6.2.3, a potentiometer 6.2.4, a mounting plate 6.2.5, and a first bolt 6.2.6; the input shaft 6 is fixedly connected to the tail end of the first pulley 6.2.1; the synchronous belt 6.2.2 is installed in the middle of the first pulley 6.2.1; the mounting box 6.1.2 is threadedly connected to the inner wall of the mounting plate 6.2.5 by the first bolt 6.2.6; the second pulley 6.2.3 is installed on the outer wall of the mounting plate 6.2.5; and the other side of the outer wall of the mounting plate 6.2.5... A potentiometer 6.2.4 is installed. During operation, the main first pulley 6.2.1 is fixed on the second optical axis 6.1.1.d section of the input shaft 6.1.1. The main synchronous pulley rotates when the input shaft 6.1.1 rotates. The slot on the mounting plate 6.2.5 (not specified) is fixed to the fifth through hole 6.1.2.e on the mounting box 6.1.2 by bolts and nuts 6.2.6. The mounting plate 6.2.5 has a through hole (not specified) that provides a mounting position for the potentiometer. The shaft of the potentiometer 6.2.4 passes through the aforementioned hole on the mounting plate 6.2.5 and is secured by a nut. The shaft of the second pulley 6.2.3 is fixed to the shaft of the potentiometer 6.2.4. When the second pulley 6.2.3 rotates, it drives the shaft of the potentiometer 6.2.4 to rotate. The potential at both ends of the potentiometer varies depending on the rotation position of the shaft of the potentiometer 6.2.4; different rotation angles correspond to different potential values, thus determining the rotation position. The main first pulley 6.2.1 is driven by the driven second pulley 6.2.3 via the synchronous belt 6.2.2. When the input shaft rotates, it drives the driving pulley 6.2.1 to rotate. Simultaneously, the rotation of the main first pulley 6.2.1 is driven by the synchronous belt 6.2.2. The second pulley 6.2.3 rotates, which in turn drives the shaft of potentiometer 6.2.4 to rotate. Potentiometer 6.2.4 transmits the rotational position of input shaft 6.1.1 to the outside world via aviation connector 5 through an electrical signal. This step allows for voltage adjustment in the circuit through the potentiometer 6.2.4. The entire mechanism is encapsulated in a small space and can be used simply by plugging in aviation connector 5. In addition to replacing traditional mechanical structures, it can also serve as a personnel interaction mechanism for gunner simulators, enhancing the turret attitude control mechanism of armored vehicles to have multiple functions.

[0036] like Figure 1-10As shown, the damping force sensing area 6.3 includes a damper 6.3.1 and a second bolt 6.3.2; the damper 6.3.1 is installed at the tail end of the input shaft 6; the second bolt 6.3.2 is installed in the middle of the damper 6.3.1; during operation, the damper 6.3.1 is fixedly connected by the eighth through hole 6.1.2.i and the second bolt 6.3.2. When the input shaft 6.1.1 rotates, it drives the damper 6.3.1 to rotate, thereby feeding back to the rotating handwheel 1, so that the handwheel 1 generates a damping sensation. This step, under the action of the damper 6.3.1, can reduce the vibration force and noise generated by the input shaft 6.1.1 during use.

[0037] like Figure 1-10 As shown, a stop bar 6.1.3.2 is fixedly connected to the middle of the limiting nut 6.1.3, and the stop bar 6.1.3.2 is slidably set in the middle of the fourth through hole 6.1.2.b; during operation, the stop bar 6.1.3.2 can rotate when working in the fourth through hole 6.1.2.b. This step, together with the stop bar 6.1.3.2, can limit the nut 6.1.3.1.

[0038] Working principle: The input shaft 6 has a through hole at its end that corresponds to the threaded hole on the rotary handle 1. The two are connected by bolts. The rear cover 4 is a single closed plate that serves as the enclosure of the housing 3. The housing 3 is a hollow box that is open at the front and back and closed on all sides. It has a mounting hole for the aviation plug 5 on one side and threaded holes on its front and back surfaces for fastening to the front cover 2 and the rear cover 4 with screws. The aviation plug 5 is installed in the mounting hole on the housing 3. The diamond bearing 6.1.5 needs to be installed on the inner wall of the mounting box 6.1.2 with the help of parts. At the same time, when the input shaft 6 is working, it can synchronously drive the nut 6.1.3 to slide. The input shaft 6.1.1 is fixed relative to the rotary handle 1. Rotating the rotary handle 1 drives the input shaft 6. 1.1 Rotation: Due to the constraint of the rhomboid bearing, the input shaft 6.1.1 can only rotate but cannot move axially. When the input shaft 6.1.1 rotates, due to the presence of the characteristic threaded shaft 6.1.1.c and the characteristic stop 6.1.3.2 on the limiting nut 6.1.3 passing through the slot 6.1.2.d on the mounting box 6.1.2, the limiting nut 6.1.3 performs a translational movement on the threaded shaft 6.1.1.c. Its range of motion depends on the size of the characteristic slot 6.1.2.d on the mounting box. The movement distance of the limiting nut 6.1.3 can be controlled by adjusting the length of the screw 6.1.4. This method indirectly controls the number of rotations of the input shaft 6.1.1, i.e., controls the number of rotations of the rotating handle 1. The installation of the rhomboid bearing 6.1.5 requires... The holes correspond to the fourth through hole 6.1.2.b and the sixth through hole 6.1.2.f on the mounting box 6.1.2, and are fixed by bolts and nuts. The input shaft 6.1.1 passes through the rhomboid bearing 6.1.5, and the limiting nut 6.1.3 passes through the input shaft 6.1.1 between the two rhomboid bearings 6.1.5. The feature stop bar 6.1.3.2 on the limiting nut 6.1.3 passes through the feature slot 6.1.2.d on the mounting box 6.1.2. The screw 6.1.4 is fixed to the feature seventh through hole 6.1.2.h on the mounting box 6.1.2 by cooperating with the nut. The main first pulley 6.2.1 is fixed on the second optical axis 6.1.1.d section of the input shaft 6.1.1. When the input shaft 6.1.1 rotates, the main synchronous pulley rotates accordingly. The mounting plate 6.2.5 has a slotted hole (not specified) and is fixed to the mounting box 6.1.2 via a fifth through hole 6.1.2.e using bolts and nuts 6.2.6. The mounting plate 6.2.5 has an unspecified through hole providing a mounting position for the potentiometer. The shaft of the potentiometer 6.2.4 passes through the aforementioned hole on the mounting plate 6.2.5 and is fixed with a nut. The shaft of the potentiometer 6.2.4 is fixed to the second pulley 6.2.3, and the rotation of the second pulley 6.2.3 drives the shaft of the potentiometer 6.2.4 to rotate. The potential at both ends of the potentiometer varies depending on the rotation position of the shaft of the potentiometer 6.2.4; different rotation angles correspond to different potential values, thus determining the rotation position. The main first pulley 6.2.1 is connected via a synchronous belt 6.2.2 The transmission is via the second pulley 6.2.3. When the input shaft rotates, it drives the drive pulley 6.2.1 to rotate. Simultaneously, the rotation of the first pulley 6.2.1 drives the second pulley 6.2.3 to rotate via the synchronous belt 6.2.2. The rotation of the second pulley 6.2.3 drives the shaft of the potentiometer 6.2.4 to rotate. The potentiometer 6.2.4 transmits the rotational position of the input shaft 6.1.1 to the outside via the aviation connector 5 through an electrical signal. The damper 6.3.1 is fixedly connected via the eighth through hole 6.1.2.i and the second bolt 6.3.2. When the input shaft 6.1.1 rotates, it drives the damper 6.3.1 to rotate, which in turn feeds back to the rotating handwheel 1, causing the handwheel 1 to generate a damping sensation. This allows the stop lever 6.1.3.2 to rotate when it operates within the fourth through hole 6.1.2.b.

[0039] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. An armored vehicle turret attitude control mechanism, comprising a front cover (2); a housing (3) fixedly connected to the end of the front cover (2); a rear cover (4) fixedly connected to the end of the front cover (2); an aviation plug (5) installed on the side wall of the housing (3); an input shaft (6) rotatably connected between the middle of the front cover (2) and the rear cover (4), and a rotary handle (1) installed on the outer wall of the input shaft (6); characterized in that: The inner wall of the housing (3) is fixed with a boss (3.a); multiple sets of connecting holes (3.b) are opened in the middle of the housing (3); an installation hole (3.c) is opened in the middle of the housing (3), and the plug (5) is installed in the inner wall of the installation hole (3.c); multiple sets of first through holes (3.d) are opened at the bottom of the housing (3); the interior of the housing (3) is divided into three functional areas, including a rotation limiting area (6.1), a signal detection area (6.2), and a damping force sensing area (6.3); the end of the rotation limiting area (6.1) is connected to the signal detection area (6.2); the end of the signal detection area (6.2) is connected to the damping force sensing area (6.3); the input shaft (6) is through the middle of the limiting area (6.1), the signal detection area (6.2), and the damping force sensing area (6.3).

2. The armored vehicle turret attitude control mechanism as described in claim 1, characterized in that: The limiting area (6.1) includes an input shaft (6), a mounting box (6.1.2), a limiting nut (6.1.3), a limiting bolt (6.1.4), and a diamond bearing (6.1.5); the mounting box (6.1.2) is installed on the inner wall of the housing (3); a limiting nut (6.1.2) is installed in the middle of the input shaft (6). 6.1.3); Limit bolts are installed on the outer wall of the mounting box (6.1.2). 6.1.4); a rhomboid bearing (6.1.5) is installed at the end of the input shaft (6).

3. The armored vehicle turret attitude control mechanism as described in claim 1, characterized in that: The input shaft (6) includes a second through hole (6.1.1.a) and a first optical axis ( 6.1.1.b), threaded shaft (6.1.1.c), second optical shaft ( 6.1.1.d) and square shaft (6.1.1.e); the input shaft (6) has a second through hole in the middle ( 6.1.1.a); A first optical axis is installed in the middle of the input shaft (6). 6.1.1.b); the first optical axis ( 6.1.1.b) A threaded shaft is installed on the outer wall ( 6.1.1.c), and the limit nut ( 6.1.3) Located on the threaded shaft ( 6.1.1.c) is set in the middle; the tail end of the input shaft (6) is fixed with a square shaft (6.1.1.e).

4. The armored vehicle turret attitude control mechanism as described in claim 2, characterized in that: The mounting box (6.1.2) includes a third through hole (6.1.2.a), a fourth through hole (6.1.2.b), and a first half-groove hole (6.1.2.a). 6.1.2.c), slot (6.1.2.d), fifth through hole (6.1.2.e), sixth through hole (6.1.2.f), second half slot (6.1.2.g), seventh through hole (6.1.2.h), eighth through hole (6.1.2.i), third half slot ( 6.1.2.j) and the ninth through hole (6.1.2.k); the mounting box (6.1.2) has a third through hole (6.1.2.a) on its side wall; the mounting box (6.1.2) has a fourth through hole (6.1.2.b) in its middle; the mounting box (6.1.2) has a first half-groove (6.1.2.c) in its middle, and the input shaft (6) is located on the inner wall of the half-groove (6.1.2.c); the mounting box (6.1.2) has two sets of grooves (6.1.2.d) in its middle; the mounting box (6.1.2) has two sets of grooves (6.1.2.d) inside its middle. The wall has multiple sets of fifth through holes (6.1.2.e); the inner wall of the mounting box (6.1.2) has a sixth through hole (6.1.2.f); the inner wall of the mounting box (6.1.2) has a second semi-groove (6.1.2.g) with the same shape as the first semi-groove (6.1.2.c); the outer wall of the mounting box (6.1.2) has a seventh through hole (6.1.2.h); the inner wall of the mounting box (6.1.2) has an eighth through hole (6.1.2.i); and the middle of the mounting box (6.1.2) has a third semi-groove (6.1.2.e). 6.1.2.j); The mounting box (6.1.2) has a ninth through hole (6.1.2.k) on its outer wall.

5. The armored vehicle turret attitude control mechanism as described in claim 4, characterized in that: The signal detection area (6.2) includes a first pulley (6.2.1), a synchronous belt (6.2.2), a second pulley (6.2.3), a potentiometer (6.2.4), a mounting plate (6.2.5), and a first bolt (6.2.6); the input shaft (6) is fixedly connected to the tail end of the first pulley (6.2.1); the synchronous belt (6.2.2) is installed in the middle of the first pulley (6.2.1); the mounting box (6.1.2) is threadedly connected to the inner wall of the mounting plate (6.2.5) by the first bolt (6.2.6); the second pulley (6.2.3) is installed on the outer wall of the mounting plate (6.2.5); and the potentiometer (6.2.4) is installed on the other side of the outer wall of the mounting plate (6.2.5).

6. The armored vehicle turret attitude control mechanism as described in claim 1, characterized in that: The damping force sensing area (6.3) includes a damper (6.3.1) and a second bolt (6.3.2); the input shaft (6) is equipped with a damper (6.3.1) at its tail end; and the damper (6.3.1) is equipped with a second bolt (6.3.2) in the middle.

7. The armored vehicle turret attitude control mechanism as described in claim 3, characterized in that: A stop bar is fixed to the middle of the limiting nut (6.1.3). 6.1.3.2), and the stop bar (6.1.3.2) is slidably set in the middle of the fourth through hole (6.1.2.b).

Images