A ship steering console steering wheel angle adjusting mechanism

Abstract

This utility model relates to a ship control console rudder angle adjustment mechanism in the field of ship control console technology. The rudder includes a mounting cavity (1), a connecting rod (2), and a rudder body (3). The lower end of the connecting rod (2) is movably installed in the mounting cavity (1), and a limiting block (4) is provided on the side of the lower end of the connecting rod (2). The upper end of the connecting rod (2) is connected to the rudder body (3). The mounting cavity (1) is movably installed on the control console (5), and a limiting block (6) is provided on the control console (5). The ship control console rudder angle adjustment mechanism of this utility model can achieve rapid and precise adjustment of the rudder angle according to the different operating body shape and operating habits of different drivers, as well as reliable locking after adjustment, thereby improving the efficiency, safety, and comfort of ship driving operations.

Description

Technical Field

[0001] This utility model belongs to the field of ship control console technology, and more specifically, it relates to a ship control console rudder angle adjustment mechanism. Background Technology

[0002] With the trend towards intelligent cockpits in ships, the rudder needs to be designed more ergonomically to improve driver comfort and enhance the intelligent design of the control panel. Specifically, it needs to allow for rudder angle adjustment to accommodate the needs of different personnel. If the angle cannot be adjusted, prolonged operation can easily lead to driver fatigue and reduce operational comfort. However, existing rudder angle adjustment and locking mechanisms typically involve the linkage of multiple mechanical components, making the operation process cumbersome and requiring significant effort and time from the operator. This is especially inefficient in complex navigation environments where frequent rudder angle adjustments are necessary.

[0003] Existing technology includes a designation titled "An Assembly Structure for a Split-Type Steering Disc," with publication number CN221114338U. This technology discloses an assembly structure for a split-type steering disc, relating to the field of marine engineering and related accessories. This invention includes a steering disc body and a centrally located sleeve. A movable groove is provided on one side of the sleeve. Connecting rods are evenly spaced along the circumferential direction on the outer side of the steering disc body. Alternating levers are evenly spaced along the circumferential direction on the outer side of the connecting rods. A limiting component is provided inside the movable groove, and an installation component is provided on one edge of the outer wall of the levers. This invention facilitates quick installation and disassembly of the steering disc body by the limiting component, resulting in high work efficiency. Furthermore, the connecting rods and installation component facilitate quick assembly and disassembly of the steering disc body, connecting rods, and levers, also resulting in high work efficiency. The entire steering disc can be disassembled and stored separately. However, this technology does not address the technical problems and solutions of this application. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a ship control console rudder angle adjustment mechanism that is simple in structure, can quickly and accurately adjust the rudder angle according to different operator body shapes and operating habits, and reliably lock it after adjustment, thereby significantly improving the operating efficiency, safety and comfort of ship driving.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] This utility model is a steering wheel angle adjustment mechanism for a ship's control console. The steering wheel includes a mounting cavity, a connecting rod, and a steering wheel body. The lower end of the connecting rod is movably installed in the mounting cavity, and a limiting block is provided on the side of the lower end of the connecting rod. The upper end of the connecting rod is connected to the steering wheel body. The mounting cavity is movably installed on the control console, and a limiting block is provided on the control console.

[0007] The limiting card has an arc-shaped structure and multiple card slots.

[0008] Each side of the mounting cavity is movably mounted on the corresponding side of the driver's console via a corresponding connecting pin.

[0009] The lower end of the connecting rod is connected to the piston, and the piston divides the mounting cavity into a first cavity and a second cavity.

[0010] The first cavity is connected to the oil pump via a first pipeline, and the second cavity is connected to the oil pump via a second pipeline. A first solenoid valve is installed on the first pipeline, and a second solenoid valve is installed on the second pipeline.

[0011] A limiting block is provided on each side of the lower end of the connecting rod.

[0012] A limiting clip is provided on the side of the control panel on each side of the mounting cavity.

[0013] The sliding block at the lower end of the connecting rod is located inside the mounting cavity, and a sealing ring for the sliding block is fitted inside the annular groove on the outer ring of the mounting cavity.

[0014] A piston sealing ring is fitted inside the annular groove of the piston outer ring.

[0015] The upper end of the connecting rod is fixedly connected to the rudder body.

[0016] The working principle and beneficial effects of this utility model are as follows:

[0017] The ship's control console rudder angle adjustment mechanism of this utility model is constructed by separately manufacturing an installation cavity, a connecting rod, and a rudder body, which are then assembled. The lower end of the connecting rod is movably installed in the installation cavity, and the connecting rod can extend and retract relative to the installation cavity. The lower end of the connecting rod is connected to a piston via a rod, and the piston divides the installation cavity into a first cavity and a second cavity. The first cavity is connected to an oil pump via a first pipeline, and the second cavity is connected to an oil pump via a second pipeline. When the oil pump is controlled to rotate in one direction, the oil in the first cavity is pumped to the second cavity. The increased oil in the second cavity pushes the piston to move, causing the connecting rod to move towards the bottom of the installation cavity. The movement of the connecting rod causes the limiting block to move downward, so that the limiting block is engaged in a corresponding slot on the limiting piece. After the connection is properly engaged, the oil pump stops pumping oil, and the connecting rod stops moving. The relative position of the connecting rod and the mounting cavity is fixed, locking the connecting rod. At this point, the connecting rod is limited by the limiting block and the limiting clamp, confining it to a specific angle. The rudder body is also in a specific angle. When the angle of the rudder body needs to be adjusted, the oil pump is rotated in another direction. This causes the oil pump to deliver oil from the second cavity to the first cavity. The increased oil in the first cavity pushes the piston, causing the connecting rod to move outward from the mounting cavity. This movement of the connecting rod causes the limiting block to move upward, disengaging the limiting clamp. Then, by rotating the connecting rod, its angle relative to the control panel changes, placing it at another angle. When the oil pump rotates in one direction, it pumps oil from the first chamber to the second chamber. The increased oil in the second chamber pushes the piston, causing the connecting rod to move towards the bottom of the mounting cavity. This movement of the connecting rod causes the limit block to move downwards, locking it into a corresponding slot on the limit piece. Once locked in place, the oil pump stops pumping oil, the connecting rod stops moving, and the relative position of the connecting rod and the mounting cavity is fixed, locking the connecting rod. The connecting rod is now limited by the limit block and the limit piece, confining it to a different angle, while the steering wheel body is in a different, specific angle. This allows for convenient and quick adjustment of the steering wheel angle, and once adjusted, the states of the first and second chambers remain unchanged, achieving piston locking and locking the states of the connecting rod and the steering wheel body. The entire adjustment mechanism is simple in structure, easy to adjust, and has high locking reliability. Attached Figure Description

[0018] The following is a brief explanation of the contents depicted in the accompanying drawings and the markings therein:

[0019] Figure 1 This is a schematic diagram of the structure of the ship's bridge steering wheel angle adjustment mechanism described in this utility model;

[0020] Figure 2This is a schematic diagram of the structure of the ship's bridge steering wheel angle adjustment mechanism described in this utility model;

[0021] Figure 3 This is a schematic diagram of the structure of the ship's bridge steering wheel angle adjustment mechanism as described in this utility model when it is arranged on the bridge.

[0022] Figure 4 This is a partial cross-sectional view of the ship's bridge steering wheel angle adjustment mechanism described in this utility model.

[0023] The labels in the attached diagram are as follows: 1. Mounting cavity; 2. Connecting rod; 3. Steering disc body; 4. Limiting block; 5. Control panel; 6. Limiting block; 7. Slot; 8. Connecting pin; 9. Rod; 10. Piston; 11. First cavity; 12. Second cavity; 13. First pipeline; 14. Oil pump; 15. Second pipeline; 16. Sliding block; 17. Sliding block sealing ring; 18. Piston sealing ring; 19. First solenoid valve; 20. Second solenoid valve; 21. Enclosure. Detailed Implementation

[0024] The following description, with reference to the accompanying drawings, provides a more detailed explanation of the specific embodiments of this utility model, including the shape and structure of each component, the relative positions and connections between the parts, the functions and working principles of each part:

[0025] As attached Figure 1 -Appendix Figure 4As shown, this utility model is a ship's steering wheel angle adjustment mechanism. The steering wheel includes a mounting cavity 1, a connecting rod 2, and a steering wheel body 3. The lower end of the connecting rod 2 is movably installed in the mounting cavity 1, and a limiting block 4 is provided on the side of the lower end of the connecting rod 2. The upper end of the connecting rod 2 is connected to the steering wheel body 3. The mounting cavity 1 is movably installed on the steering console 5, and a limiting block 6 is provided on the steering console 5. To address the shortcomings of the prior art, an improved technical solution is proposed. In this structural design, the mounting cavity 1, connecting rod 2, and steering wheel body 3 are fabricated separately and then assembled. The lower end of the connecting rod 2 is movably installed in the mounting cavity 1, and the connecting rod 2 can extend and retract relative to the mounting cavity 1. The lower end of the connecting rod 2 is connected to a piston 10 via a rod 9. The piston 10 divides the mounting cavity 1 into a first cavity 11 and a second cavity 12. The first cavity 11 is connected to an oil pump 14 via a first pipe 13, and the second cavity 12 is connected to the oil pump 14 via a second pipe 15. When the oil pump 14 rotates in one direction, it pumps oil from the first chamber 11 to the second chamber 12. The increased oil in the second chamber 12 pushes the piston 10 to move, causing the connecting rod 2 to move towards the bottom of the mounting cavity 1. The movement of the connecting rod 2 causes the limiting block 4 to move downward, so that the limiting block 4 is engaged in a corresponding slot 7 on the limiting piece 6. After being engaged, the oil pump 14 stops pumping oil, and the connecting rod 2 stops moving. The relative position of the connecting rod 2 and the mounting cavity 1 is fixed, locking the connecting rod 2. At this time, the connecting rod 2 is limited by the limiting block 4 and the limiting piece 6, and is confined to an angle state, while the steering wheel body 3 is in a specific angle state. When the angle of the steering wheel body 3 needs to be adjusted, the oil pump 14 is rotated in another direction. The oil pump 14 pumps oil from the second chamber 12 to the first chamber 11. The increased oil in the first chamber 11 pushes the piston 10 to move, causing the connecting rod 2 to move outward from the mounting cavity. The movement of the connecting rod 2 causes the limit block 4 to move upward, thus disengaging the limit block 4 from the limit piece 6. Then, the angle of the connecting rod 2 is rotated, and the angle of the connecting rod relative to the control panel 5 changes, so that the connecting rod 2 is at another angle. At this time, when the oil pump is rotated in one direction, the oil pump from the first chamber 11 is pumped to the second chamber 12. The increased oil in the second chamber 12 pushes the piston 10 to move, causing the connecting rod 2 to move towards the bottom of the mounting cavity 1. The movement of the connecting rod 2 causes the limit block 4 to move downward, thus locking the limit block 4 into a corresponding slot 7 on the limit piece 6. After the clamp is in place, the oil pump 14 stops pumping oil. At this time, the connecting rod 2 stops moving, and the relative position of the connecting rod 2 and the mounting cavity 1 is fixed, thus locking the connecting rod 2. At this time, the connecting rod 2 is limited by the limiting block 4 and the limiting piece 6, and is restricted to another angle state. The rudder body 3 is in another specific angle state.This allows for convenient and quick adjustment of the steering wheel angle, and once adjusted, the states of the first cavity 11 and the second cavity 12 remain unchanged, effectively locking the piston 10 and thus locking the connecting rod 2 and the steering wheel body 3. The entire adjustment mechanism is simple in structure, easy to adjust, and highly reliable in locking. The ship's steering wheel angle adjustment mechanism described in this invention has a simple structure and can achieve rapid and precise adjustment of the steering wheel angle according to different operator body types and operating habits, as well as reliable locking after adjustment, significantly improving the operational efficiency, safety, and comfort of ship navigation.

[0026] The limiting clip 6 has an arc-shaped structure and multiple slots 7 are provided on it. In the above structure, the limiting clip 6 is fixedly welded, and the multiple slots 7 mean that when the rudder is at different angles, the limiting block 4 is engaged in the corresponding slot 7, realizing the switching of the rudder angle. When the rudder angle is switched, the piston 10 is moved to move the connecting rod 2, which drives the limiting block 4 to engage or disengage from the slot 7 of the limiting clip 6.

[0027] Each side of the mounting cavity 1 is movably mounted on the side of the corresponding control panel 5 via a corresponding connecting pin 8. With this structure, when switching the steering wheel angle, after the piston 10 moves to disengage the limit block from the slot, the connecting rod 2 can be rotated to achieve the angle switch.

[0028] Furthermore, the structure is further refined. The lower end of the connecting rod 2 is connected to the piston 10 via rod 9. The piston 10 divides the mounting cavity 1 into a first cavity 11 and a second cavity 12. The first cavity 11 is connected to the oil pump 14 via a first pipe 13, and the second cavity 12 is connected to the oil pump 14 via a second pipe 15. A first solenoid valve 19 is installed on the first pipe 13, and a second solenoid valve 20 is installed on the second pipe 15. With this structure, the oil pump 14 controls the movement of the piston 10 in different directions. The first solenoid valve 19 and the second solenoid valve 20 are designed to close when the oil pump stops after the piston 10 is in its adjusted position, thus storing oil in the first cavity 11 and the second cavity 12 and locking the piston 10 position. When the piston 10 needs to be adjusted, the valves are opened to pump oil.

[0029] Each side of the lower end of the connecting rod 2 is provided with a limiting block 4. Each side of the control panel 5 on each side of the mounting cavity 1 is provided with a limiting piece 6. With the above structure, when locking the connecting rod 2 to lock the steering wheel body 3, each limiting block 4 is engaged in the corresponding slot 7 of the corresponding limiting piece 6, reliably ensuring the stability of the locking of the connecting rod 2.

[0030] The sliding block 16 at the lower end of the connecting rod 2 is located inside the mounting cavity 1, and a sliding block sealing ring 17 is fitted inside the annular groove on the outer ring of the mounting cavity 1. A piston sealing ring 18 is fitted inside the annular groove on the outer ring of the piston 10. This structure reliably improves sealing performance through the sealing rings.

[0031] A sealing cover 21 is also fixedly installed on the mounting cavity. The sealing cover closes the mounting cavity 1 and limits the maximum movement of the sliding block 16 to prevent the sliding block from leaving the mounting cavity.

[0032] The upper end of the connecting rod 2 is fixedly connected to the rudder body 3. Since the upper end of the connecting rod 2 is fixedly connected to the rudder body 3, the angle adjustment of the connecting rod synchronously adjusts the angle of the rudder body.

[0033] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A ship's bridge steering wheel angle adjustment mechanism, characterized in that: The steering wheel includes a mounting cavity (1), a connecting rod (2), and a steering wheel body (3). The lower end of the connecting rod (2) is movably installed in the mounting cavity (1), and a limiting block (4) is provided on the side of the lower end of the connecting rod (2). The upper end of the connecting rod (2) is connected to the steering wheel body (3). The mounting cavity (1) is movably installed on the control panel (5), and a limiting block (6) is provided on the control panel (5).

2. The ship's bridge steering wheel angle adjustment mechanism according to claim 1, characterized in that: The limiting card (6) is an arc-shaped structure, and multiple card slots (7) are provided on the limiting card (6).

3. The ship's bridge steering wheel angle adjustment mechanism according to claim 1 or 2, characterized in that: The mounting cavity (1) is movably mounted on the side of the corresponding driver's console (5) via a corresponding connecting pin (8).

4. The ship's bridge steering wheel angle adjustment mechanism according to claim 1 or 2, characterized in that: The lower end of the connecting rod (2) is connected to the piston (10) via the rod (9), and the piston (10) divides the mounting cavity (1) into a first cavity (11) and a second cavity (12).

5. The ship's bridge steering wheel angle adjustment mechanism according to claim 4, characterized in that: The first cavity (11) is connected to the oil pump (14) through the first pipeline (13), and the second cavity (12) is connected to the oil pump (14) through the second pipeline (15). A first solenoid valve (19) is installed on the first pipeline (13), and a second solenoid valve (20) is installed on the second pipeline (15).

6. The ship's bridge steering wheel angle adjustment mechanism according to claim 1 or 2, characterized in that: A limiting block (4) is provided on each side of the lower end of the connecting rod (2).

7. The ship's bridge steering wheel angle adjustment mechanism according to claim 6, characterized in that: Each side of the control panel (5) on each side of the mounting cavity (1) is provided with a limiting clip (6).

8. The ship's bridge steering wheel angle adjustment mechanism according to claim 4, characterized in that: The sliding block (16) at the lower end of the connecting rod (2) is located inside the mounting cavity (1), and the sliding block sealing ring (17) is fitted inside the annular groove of the outer ring of the mounting cavity (1).

9. The ship's bridge steering wheel angle adjustment mechanism according to claim 8, characterized in that: A piston sealing ring (18) is fitted inside the annular groove of the outer ring of the piston (10).

10. The ship's bridge steering wheel angle adjustment mechanism according to claim 1 or 2, characterized in that: The upper end of the connecting rod (2) is fixedly connected to the rudder body (3).

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