Electromagnetic constant speed cruise mechanism

Abstract

The utility model relates to agricultural machinery technical field, more particularly, relate to a kind of electromagnetic constant speed cruise mechanism.Electromagnetic constant speed cruise mechanism, including main frame, variable speed rotating shaft, constant speed piece and electromagnet;Variable speed rotating shaft is set on main frame;Constant speed piece is set on variable speed rotating shaft, can follow variable speed rotating shaft synchronous rotation;Electromagnet is set on main frame, and it is correspondingly set with constant speed piece, can be locked and contact locking to constant speed piece by the on-off state of electromagnet.The beneficial effects of the utility model embodiment are: through the combination of electromagnet and constant speed piece, constant speed piece can be attracted by electromagnet in any position, realize constant speed function, so as to reach to any speed can be constant speed, the control precision and stability of speed, only by the on-off state of electromagnet operation, easy and convenient and fast operation.

Description

Technical Field

[0001] This utility model relates to the field of agricultural machinery technology, and more specifically, to an electromagnetic cruise control mechanism. Background Technology

[0002] In agricultural machinery (such as tractors and harvesters), cruise control is crucial for reducing driver workload, maintaining stable operating speed, and improving work quality. Currently, the mainstream technology for implementing cruise control is a mechanical locking mechanism, typically integrated into the HST or continuously variable transmission (CVT) lever system.

[0003] However, this manual joystick-based speed control method has many limitations.

[0004] First, the manual speed control process is quite cumbersome, requiring operators to apply continuous force and precisely control the position of the joystick. This can easily lead to operator fatigue and insufficient speed control accuracy in long-term or complex work scenarios. Second, due to the lack of an automated speed control mechanism, it is difficult to achieve precise and stable speed control, especially in agricultural scenarios that require precision operations, such as precision sowing, fertilization, or harvesting. Even small fluctuations in speed can affect the quality and efficiency of the work. Utility Model Content

[0005] The purpose of this invention is to provide an electromagnetic cruise control mechanism that can solve the above-mentioned technical problems.

[0006] This utility model provides an electromagnetic cruise control mechanism, including a main frame, a speed-changing shaft, a speed-regulating plate, and an electromagnet;

[0007] The speed-changing shaft is mounted on the main frame;

[0008] The speed-regulating plate is mounted on the gear-changing shaft and can rotate synchronously with the gear-changing shaft.

[0009] The electromagnet is mounted on the main frame and is correspondingly positioned to the speed stabilizer plate. It can lock and engage the speed stabilizer plate by controlling the on / off state of the electromagnet.

[0010] In an optional embodiment, the constant speed plate is further provided with a damping connecting plate, and a damper is provided between the damper and the main frame.

[0011] In an optional embodiment, the constant speed plate and the damping connecting plate are integrally formed.

[0012] In an optional embodiment, the constant speed plate and the damping connecting plate are respectively disposed on opposite sides of the gear shift shaft.

[0013] In an optional embodiment, a bushing is fitted onto the speed-changing shaft;

[0014] The speed stabilizer is fixedly connected to the bushing.

[0015] In an optional embodiment, the bushing is provided with a first positioning hole, the gear shift shaft is provided with a second positioning hole, and the positioning pin passes through the first positioning hole and the second positioning hole.

[0016] In an optional embodiment, a gear shift lever is provided on the gear shift shaft;

[0017] The fulcrum of the gear shift lever is fixedly connected to the gear shift shaft, and the two ends of the gear shift lever are respectively used to connect the forward linkage and the backward linkage;

[0018] The end of the gear shift lever is connected to a vehicle speed control lever.

[0019] In an optional implementation, the speed control lever is coaxially connected to either the forward linkage or the reverse linkage.

[0020] In an optional embodiment, the end of the transmission shaft has a groove;

[0021] A retaining spring is provided in the slot for axial positioning of the gear shift shaft.

[0022] In an optional embodiment, an angle sensor is connected to the speed-changing shaft;

[0023] The angle sensor is mounted on the main frame and connected to the angle sensor via a connecting key.

[0024] The beneficial effects of this utility model embodiment are:

[0025] By combining an electromagnet with a speed-regulating plate, the speed-regulating plate can be attracted to the electromagnet at any position to achieve a constant speed function. This allows for precise and stable speed control at any speed, and operation is simple, convenient, and quick, achieved solely by controlling the on / off state of the electromagnet. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 A front view of the electromagnetic cruise control mechanism provided in an embodiment of this utility model;

[0028] Figure 2 A top view of the electromagnetic cruise control mechanism provided in an embodiment of this utility model;

[0029] Figure 3 This is a three-dimensional structural diagram of the electromagnetic cruise control mechanism implemented in an embodiment of the present utility model.

[0030] Figure 4 Exploded view of the electromagnetic cruise control mechanism provided in the embodiment of this utility model;

[0031] Figure 5 An exploded view from another perspective of the electromagnetic cruise control mechanism provided in this embodiment of the present invention.

[0032] Icons: 1-Main frame; 2-Gear shift shaft; 3-Speed ​​control plate; 4-Gear shift lever; 5-Damping connecting plate; 6-Damper; 7-Electromagnet; 8-Forward linkage; 9-Reverse linkage; 10-Speed ​​control lever; 11-Positioning pin; 12-Shaft sleeve; 13-First positioning hole; 14-Snap ring; 15-Snap slot; 16-Angle sensor. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The components of the embodiments of this utility model described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0034] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0035] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0036] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0037] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0038] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0039] The following is combined Figures 1-5 The following describes some embodiments of the present invention in detail. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0040] This utility model provides an electromagnetic cruise control mechanism, such as... Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, it includes a main frame 1, a speed-changing shaft 2, a speed-regulating plate 3, and an electromagnet 7; the speed-changing shaft 2 is mounted on the main frame 1; the speed-regulating plate 3 is mounted on the speed-changing shaft 2 and can rotate synchronously with the speed-changing shaft 2; the electromagnet 7 is mounted on the main frame 1 and is correspondingly arranged with the speed-regulating plate 3, and can lock and contact the speed-regulating plate 3 by the on and off state of the electromagnet 7.

[0041] In this embodiment, the speed-changing shaft 2 is rotatably mounted on the main frame 1, the constant speed plate 3 is fixedly connected to the speed-changing shaft 2 and can rotate with the speed-changing shaft 2, and the electromagnet 7 is fixedly mounted on the main frame 1 and is correspondingly mounted to the constant speed plate 3.

[0042] Specifically, in this embodiment, the speed-regulating plate 3 has a large area. When it rotates with the speed-changing shaft 2, no matter how it rotates, a portion of it will correspond to the electromagnet 7, so that the electromagnet 7 can attract and fix the speed-regulating plate 3, thereby limiting the rotation of the speed-changing shaft 2 and achieving a constant speed effect.

[0043] In this embodiment, there are many ways to connect the speed plate 3 and the gear shift shaft 2. For example, they can be integrated as one piece or connected by a key. As long as the speed plate 3 and the gear shift shaft 2 can rotate synchronously, and the gear shift shaft 2 cannot rotate when the speed plate 3 is fixed, it is acceptable.

[0044] In this embodiment, a control switch is provided on the electromagnet 7 via a wired or wireless connection, and the on / off state of the electromagnet 7 is controlled by the control switch.

[0045] When constant speed is required, press the control switch, the electromagnet 7 is energized, and it attracts the constant speed plate 3, preventing the constant speed plate 3 from rotating freely, thereby further limiting the rotation of the speed change shaft 2 and achieving the purpose of constant speed.

[0046] When it is necessary to release the constant speed, press the control switch, the electromagnet 7 is de-energized, the constant speed plate 3 is not attracted by the electromagnet 7 and can rotate freely, and the speed change shaft 2 can also rotate freely, thereby achieving the purpose of releasing the constant speed.

[0047] In an optional embodiment, a damping connecting piece 5 is also provided on the constant speed plate 3, and a damper 6 is provided between the damper and the main frame 1.

[0048] In this embodiment, by setting the damper 6, it is possible to prevent the gear shift shaft 2 from suddenly rotating rapidly after contacting the constant speed, which would cause a sudden change in vehicle speed and affect driving safety.

[0049] Specifically, in this embodiment, after the constant speed is released, the rotation speed of the transmission shaft 2 is slow due to the action of the damping connecting piece 5, so that there will be no sudden acceleration and the driving safety is guaranteed.

[0050] Meanwhile, the damper 6 also reduces the speed of gear shifts during normal driving, thus preventing sudden increases or decreases in speed due to misoperation during driving and ensuring driving safety.

[0051] In addition, damper 6 can prevent the vehicle from rapidly switching between forward and reverse due to the user quickly pressing the forward and reverse pedals, thus ensuring the safety of the transmission and the driving safety of the vehicle.

[0052] In this embodiment, the damper 6 is a hydraulic damper 6.

[0053] The hydraulic damper 6 has advantages such as good corrosion resistance, compact structure, small installation space, fast dynamic response, low friction resistance, long service life, and the ability to work continuously at 93℃ and with a short-term working temperature of up to 148℃.

[0054] It is understood that in this embodiment, the damper 6 is a hydraulic damper 6, but it is not limited to a hydraulic damper 6. It can also be other types of dampers 6, such as viscous dampers 6, as long as it can reduce the rotation speed of the transmission shaft 2.

[0055] In an optional implementation, the constant speed plate 3 and the damping connecting plate 5 are integrally formed.

[0056] In this embodiment, the constant speed plate 3 and the damping connecting plate 5 are integrated, which can immediately activate the pneumatic damper 6 after the constant speed plate 3 is unlocked, ensuring the response speed.

[0057] It is understandable that the connection between the speed stabilizer plate 3 and the damping connecting plate 5 is an integral part, but it is not limited to an integral part. It can also be other fixed connection methods, such as threaded connection, welding, riveting, etc., as long as it can achieve a fixed connection between the speed stabilizer plate 3 and the damping connecting plate 5.

[0058] In an optional embodiment, the constant speed plate 3 and the damping connecting plate 5 are respectively disposed on opposite sides of the gear shift shaft 2.

[0059] In this embodiment, the constant speed plate 3 and the damping connecting plate 5 are respectively located on opposite sides of the gear shift shaft 2 to form a lever structure, so that both the constant speed plate 3 and the damping connecting plate 5 can effectively control the rotational speed of the gear shift shaft 2.

[0060] In an optional embodiment, a bushing 12 is fitted onto the gear shift shaft 2; the speed stabilizer 3 is fixedly connected to the bushing 12.

[0061] In this embodiment, by setting a bushing 12 on the gear shift shaft 2 and fixing the speed stabilizer plate 3 to the bushing 12, the shear stress of the gear shift shaft 2 can be reduced, thereby increasing the service life of the gear shift shaft 2. Furthermore, the bushing 12 is easy to replace and maintain after damage, thus reducing maintenance costs.

[0062] In this embodiment, the constant speed plate 3 and the damping connecting plate 5 are both fixed on the bushing 12, and are respectively on opposite sides of the bushing 12.

[0063] In this embodiment, the bushing 12 is fixedly connected to the speed change shaft 2.

[0064] In an optional embodiment, the bushing 12 is provided with a first positioning hole 13, the gear shift shaft 2 is provided with a second positioning hole, and the positioning pin 11 passes through the first positioning hole 13 and the second positioning hole.

[0065] In this embodiment, the positioning pin 11 is used to limit the movement between the bushing 12 and the gear shift shaft 2, thus ensuring the synchronous linkage effect between the gear shift shaft 2 and the bushing 12.

[0066] Specifically, in this embodiment, both the first positioning hole 13 and the second positioning hole are configured as through holes. After the positioning pin 11 passes through the first positioning hole 13 and the second positioning hole, it extends out from the other end of the bushing 12. The positioning pin 11 is then fixed by a fixing pin, thereby achieving the purpose of fixing the bushing 12 to the gear shift shaft 2.

[0067] It is understood that in this embodiment, the fixed connection between the bushing 12 and the gear shift shaft 2 is a pin connection, but it is not limited to this fixed connection method. It can also be other fixed connection methods, such as bolt connection, riveting, welding, snap-fit, etc. In other words, as long as the bushing 12 and the gear shift shaft 2 can be fixedly connected, it is acceptable.

[0068] In an optional embodiment, a gear shift lever 4 is provided on the gear shift shaft 2; the fulcrum of the gear shift lever 4 is fixedly connected to the gear shift shaft 2, and the two ends of the gear shift lever 4 are respectively used to connect the forward linkage 8 and the reverse linkage 9; the end of the gear shift lever 4 is connected to the vehicle speed control lever 10.

[0069] In this embodiment, the two ends of the gear shift lever 4 are rotatably connected to the forward linkage 8 and the reverse linkage 9, respectively. The attitude of the gear shift lever 4 can be controlled by the forward linkage 8 and the reverse linkage 9, thereby controlling the state of the vehicle speed control lever 10 and ultimately controlling the vehicle speed.

[0070] In this embodiment, the connection between the gear shift lever 4 and the gear shift shaft 2 is a fixed connection. The gear shift shaft 2 can be driven to rotate by the action of the forward linkage 8 and the backward linkage 9, thereby driving the constant speed plate 3 to rotate. The constant speed plate 3 is used to realize the constant speed function, and the damping connecting plate 5 is used to realize the gear shift buffer function.

[0071] In this embodiment, the initial state of the gear shift lever 4 is a stationary state, i.e., the vehicle speed is zero. When the pedal moves the forward linkage 8, it causes the gear shift lever 4 to rotate around the gear shift shaft 2, pulling the vehicle speed control lever 10 to accelerate the vehicle; when the pedal moves the reverse linkage 9, it causes the gear shift lever 4 to rotate in the opposite direction around the gear shift shaft 2, pulling the vehicle speed control lever 10 in the opposite direction to decelerate or reverse the vehicle.

[0072] In an optional implementation, the speed control lever 10 is coaxially connected to the forward linkage 8 or the reverse linkage 9.

[0073] In this embodiment, the speed control lever 10 is coaxially connected to the reversing link 9 and is respectively located on opposite sides of the gear shift lever 4. The forward link 8 is located on the gear shift lever 4 on the side opposite to the reversing link 9.

[0074] This configuration allows the forward linkage 8 and the reverse linkage 9 to be separated in the vertical direction, thus enabling them to connect the forward pedal and the reverse pedal respectively.

[0075] In an optional embodiment, the end of the gear shift shaft 2 has a groove 15; a retaining spring 14 is provided in the groove 15 for axial positioning of the gear shift shaft 2.

[0076] In this embodiment, the two ends of the gear shift shaft 2 are connected to the main frame 1 by snap rings 14 to achieve axial positioning of the gear shift shaft 2.

[0077] This setup makes the installation of the speed-changing shaft 2 convenient and quick, while ensuring axial positioning.

[0078] It is understandable that the gear shift shaft 2 can be connected to the main frame 1 through the snap ring 14 to achieve axial positioning, but it is not limited to the snap ring 14 method. It can also be other connection methods, such as axial positioning through end caps, steps, positioning keys, etc.

[0079] In an optional embodiment, the variable speed shaft 2 is rotatably connected to the main frame 1 via bearings.

[0080] In this embodiment, the inner ring of the bearing is fixedly connected to the outer wall of the gear shift shaft 2, and the outer ring of the bearing is fixedly connected to the main frame 1, thereby ensuring the flexibility of the gear shift shaft 2 in rotating on the main frame 1, reducing the wear between the gear shift shaft 2 and the main frame 1, and improving the service life of the gear shift shaft 2.

[0081] In an optional implementation, an angle sensor is connected to the gear shift shaft; the angle sensor is mounted on the main frame and connected to the main frame via a key.

[0082] In this embodiment, an angle sensor 16 is connected to the end of the gear shift shaft 2. The angle sensor 16 monitors the real-time angle of the gear shift shaft 2, thereby calculating the real-time vehicle speed based on the angle of the gear shift shaft 2 and outputting it.

[0083] Specifically, in this embodiment, the angle sensor 16 is fixedly mounted on the main frame 1 by a mounting bracket.

[0084] The beneficial effects of this utility model embodiment are:

[0085] By combining electromagnet 7 with speed stabilizer 3, speed stabilizer 3 can be attracted by electromagnet 7 at any position to achieve speed stabilization. This allows for speed stabilization at any speed, with precise and stable speed control. Operation is simple, convenient, and quick, as it only requires controlling the on / off state of electromagnet 7.

[0086] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An electromagnetic constant speed cruise mechanism characterized by comprising: Includes main frame, speed change shaft, speed stabilizer and electromagnet; The speed-changing shaft is mounted on the main frame; The speed-regulating plate is mounted on the gear-changing shaft and can rotate synchronously with the gear-changing shaft. The electromagnet is mounted on the main frame and is correspondingly positioned to the speed stabilizer plate. It can lock and engage the speed stabilizer plate by controlling the on / off state of the electromagnet.

2. The electromagnetic constant speed cruise control mechanism according to claim 1, characterized by, The constant speed plate is also provided with a damping connecting plate, and a damper is provided between the damper and the main frame.

3. The electromagnetic constant speed cruise control mechanism according to claim 2, characterized by The constant speed plate and the damping connecting plate are integrally formed.

4. The electromagnetic constant speed cruise control mechanism according to claim 2, characterized by The constant speed plate and the damping connecting plate are respectively disposed on opposite sides of the gear shift shaft.

5. The electromagnetic cruise control mechanism according to claim 1, characterized in that, A bushing is fitted onto the speed-changing shaft; The speed stabilizer is fixedly connected to the bushing.

6. The electromagnetic constant speed cruise control mechanism according to claim 5, characterized by The bushing is provided with a first positioning hole, and the gear shift shaft is provided with a second positioning hole. The positioning pin passes through the first positioning hole and the second positioning hole.

7. The electromagnetic constant speed cruise control mechanism according to claim 1, characterized by A speed-changing lever is provided on the speed-changing shaft; The fulcrum of the gear shift lever is fixedly connected to the gear shift shaft, and the two ends of the gear shift lever are respectively used to connect the forward linkage and the backward linkage; The end of the gear shift lever is connected to a vehicle speed control lever.

8. The electromagnetic constant speed cruise control mechanism according to claim 7, characterized by The vehicle speed control lever is coaxially connected to either the forward linkage or the reverse linkage.

9. The electromagnetic constant speed cruise control mechanism according to claim 1, characterized by, The end of the speed-changing shaft has a groove; A retaining spring is provided in the slot for axial positioning of the gear shift shaft.

10. The electromagnetic cruise control mechanism according to claim 1, characterized in that, An angle sensor is connected to the speed-changing shaft; The angle sensor is mounted on the main frame and connected to the angle sensor via a connecting key.

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