CN114735185A - Rudder system and ship - Google Patents
Rudder system and ship Download PDFInfo
- Publication number
- CN114735185A CN114735185A CN202210331989.9A CN202210331989A CN114735185A CN 114735185 A CN114735185 A CN 114735185A CN 202210331989 A CN202210331989 A CN 202210331989A CN 114735185 A CN114735185 A CN 114735185A
- Authority
- CN
- China
- Prior art keywords
- rudder
- rudder blade
- blade
- steering engine
- stock
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/08—Steering gear
- B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
- B63H25/26—Steering engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H2025/066—Arrangements of two or more rudders; Steering gear therefor
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Fluid-Pressure Circuits (AREA)
Abstract
The present disclosure provides a rudder system and a ship, the rudder system including: the rudder cabin is positioned on the ship body, and the first rudder blade, the second rudder blade, the first steering engine and the second steering engine are all positioned in the rudder cabin; the first steering engine and the second steering engine respectively comprise a driving mechanism and a rudder stock, one end of the rudder stock is connected with the driving mechanism, the other end of the rudder stock of the first steering engine is fixedly connected with the first rudder blade, the other end of the rudder stock of the second steering engine is fixedly connected with the second rudder blade, and the driving mechanism is configured to control the rudder stock to move in a telescopic mode along the axial direction of the rudder stock; the first rudder blade and the second rudder blade are symmetrically distributed about a central axis of the ship propeller, a fixed included angle which is not larger than 120 degrees is formed between the first rudder blade and the second rudder blade, and the fixed included angle is a constant value. The ship steering device can simplify the steering operation of a ship, quickly finish the steering of the ship and save cost.
Description
Technical Field
The disclosure relates to the technical field of ships, in particular to a rudder system and a ship.
Background
The rudder system is an important device for controlling rudder blades to swing in water in a ship so as to form a ship turning moment and realize ship turning. The reliability of the rudder system is directly related to the sailing safety of the ship.
In the related art, a rudder system includes: the steering engine is positioned on the ship body, one end of the rudder stock is in transmission connection with the steering engine, and the other end of the rudder stock is connected with the rudder blade. The rudder stock is driven by the steering engine to rotate so that the rudder stock can drive the rudder blades to rotate together. The rudder blade is usually arranged at the bottom of the water, and in the swinging process of the rudder blade, a ship-turning moment is formed under the action of stern water flow so as to drive the ship to turn.
However, in the related art, when the steering of the ship is controlled by the rudder system, the rudder stock needs to be controlled by the steering engine and the rudder blade is driven to rotate to a proper angle, so that the response speed of steering of the ship is slow, and the steering is not favorable for fast steering. In addition, the rotating angle of the rudder blade needs to be detected in real time in the process of controlling the rotation of the rudder blade so as to ensure that the rudder blade rotates to the correct angle, and therefore, the control process of ship steering is complex.
Disclosure of Invention
The disclosed embodiment provides a rudder system and a ship, which can simplify the steering operation of the ship, quickly complete the steering of the ship and save the cost. The technical scheme is as follows:
the embodiment of the present disclosure provides a rudder system, including: the rudder cabin is positioned on a ship body, and the first rudder blade, the second rudder blade, the first steering engine and the second steering engine are all positioned in the rudder cabin; the first steering engine and the second steering engine respectively comprise a driving mechanism and a rudder stock, one end of the rudder stock is connected with the driving mechanism, the other end of the rudder stock of the first steering engine is fixedly connected with the first rudder blade, the other end of the rudder stock of the second steering engine is fixedly connected with the second rudder blade, the driving mechanism is configured to control the rudder stock to stretch and move along the axial direction of the rudder stock so as to switch the rudder blade connected with the rudder stock to a first position or a second position, the first position is a position where the rudder blade is located in the rudder cabin, and the second position is a position where the rudder blade is located outside the steering engine cabin; the first rudder blade with the second rudder blade is about the axis symmetric distribution of boats and ships screw, have between the first rudder blade with the second rudder blade and be not more than 120 degrees fixed contained angle, fixed contained angle is the invariant value.
In one implementation of the disclosed embodiment, the fixed included angle is 60 ° to 80 °.
In another implementation of the embodiment of the present disclosure, when the first rudder blade or the second rudder blade is located in the second position, at least part of the first rudder blade or at least part of the second rudder blade is located in the rudder nacelle.
In another implementation manner of the embodiment of the present disclosure, the rudder cabin includes two rudder blade recovery grooves corresponding to the first rudder blade and the second rudder blade, and when the first rudder blade and the second rudder blade are located at the second position, the first rudder blade and the second rudder blade are located in the corresponding rudder blade recovery grooves respectively; and a lubricating piece for reducing friction is arranged on the groove wall of the rudder blade recovery groove, and the lubricating piece is abutted against the first rudder blade or the second rudder blade.
In another implementation manner of the embodiment of the present disclosure, the lubricating member includes a plurality of balls, a spherical groove corresponding to the plurality of balls one to one is formed on a groove wall of the rudder blade recovery groove, the balls are installed in the spherical groove in a rolling manner, and the plurality of spherical grooves are arranged on the groove wall of the rudder blade recovery groove at intervals.
In another implementation manner of the embodiment of the present disclosure, a guide ring is disposed on one side of the rudder blade recovery groove, which is far away from the first rudder blade or the second rudder blade, and an end of the rudder stock passes through the guide ring and is inserted into the rudder blade recovery groove; the rudder stock is provided with an outer flange, the outer diameter of the outer flange is not smaller than the inner diameter of the guide ring, and the distance between the end part of the rudder stock in the rudder blade recovery groove and the outer flange is not larger than the axial groove depth of the rudder blade recovery groove on the rudder stock.
In another implementation manner of the embodiment of the present disclosure, the rudder system further includes a third steering engine and a third rudder blade, and both the third steering engine and the third rudder blade are located in the rudder engine room; the third steering engine and the first steering engine are identical in structure, and the other end of a rudder stock of the third steering engine is connected with a third rudder blade; the third rudder blade includes two continuous sub-rudder blades, two the sub-rudder blade is the contained angle and arranges, and two the sub-rudder blade is about the axis symmetric distribution of boats and ships screw, two the contained angle of sub-rudder blade with fixed contained angle is the same.
In another implementation manner of the embodiment of the disclosure, the driving mechanism comprises a hydraulic oil cylinder, and a piston rod of the hydraulic oil cylinder is coaxially connected with one end of the tiller.
In another implementation of the disclosed embodiment, the drive mechanism includes: the steering mechanism comprises a motor, a rack and two gears, wherein gear teeth are arranged on two opposite side faces of the rack, the rack is positioned between the two gears and meshed with the rack, the motor is used for driving the two gears to rotate in opposite directions, and one end of the rack is connected with the rudder stock.
The disclosed embodiments provide a vessel comprising a rudder system as described hereinbefore.
The beneficial effect that technical scheme that this disclosure embodiment provided brought includes at least:
the rudder system provided by the embodiment of the disclosure comprises a rudder cabin, a first rudder blade, a second rudder blade, a first steering engine and a second steering engine, wherein the two rudder blades and the two steering engines are both positioned in the rudder cabin, and the rudder cabin is arranged on a ship body. The first steering engine and the second steering engine respectively comprise a driving mechanism and a rudder stock, the driving mechanism can drive the rudder stock to stretch and retract along the axial direction, and the rudder stock of the first steering engine is connected with the first rudder blade, and the rudder stock of the second steering engine is connected with the second rudder blade, so that the two rudder engines can respectively control the first rudder blade and the second rudder blade to stretch and move; when the first rudder blade and the second rudder blade move to the first position, the rudder blades are recovered into the rudder cabin, and a ship turning moment cannot be formed under the action of stern water flow so as to reduce resistance generated by the rudder blades; when the ship needs to be controlled to steer, one of the first rudder blade and the second rudder blade is controlled to reach the second position according to the direction needing to deflect, at the moment, the rudder blade extends out of the ship body and enters water, and the rudder blade is matched with the water flow at the stern to generate ship steering torque so as to drive the ship to steer. And the two rudder blades are respectively and fixedly connected to the corresponding rudder stock, the fixed included angle between the two rudder blades is constant, and after the rudder blades are submerged, stable ship turning torque can be generated under the coordination with stern water flow, so that the ship can stably and reliably turn. This kind of rudder system only needs to control and puts the turning that can realize boats and ships under a rudder blade, turns to the in-process and need not to detect the turned angle of rudder blade, has simplified the steering operation of boats and ships by a wide margin, can accomplish boats and ships fast and turn to, and need not to set up slewing mechanism for the rudder blade, consequently can also simplify the structure of rudder system, saves the cost.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic diagram of a rudder system in a ship provided by an embodiment of the disclosure;
FIG. 2 is a schematic structural diagram of a rudder system provided by the embodiment of the present disclosure;
FIG. 3 is a schematic view of a first rudder blade and a second rudder blade according to an embodiment of the present disclosure;
FIG. 4 is a schematic view of an assembly of a rudder blade recovery groove and a lubricating member provided by the embodiment of the disclosure;
FIG. 5 is a schematic structural diagram of a driving mechanism provided in the embodiments of the present disclosure;
fig. 6 is a schematic view of another marine rudder system according to an embodiment of the present disclosure.
The various symbols in the figures are illustrated as follows:
10. a rudder engine room; 11. a rudder blade recovery tank; 12. a lubricating member; 13. a spherical groove; 14. the oil duct is communicated; 15. a guide ring; 16. a seal ring;
21. a first rudder blade; 22. a second rudder blade; 33. a third rudder blade; 331. a subsidiary rudder blade;
30. a first steering engine; 31. a drive mechanism; 311. a hydraulic cylinder; 312. a motor; 313. a rack; 314. a gear; 32. a tiller; 33. an outer flange;
40. a second steering engine;
50. a third steering engine;
61. a hull; 62. a propeller.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The terms "first," "second," "third," and the like, as used in the description and in the claims of the present disclosure, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprise" or "comprises", and the like, means that the element or item listed before "comprises" or "comprising" covers the element or item listed after "comprising" or "comprises" and its equivalents, and does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", "top", "bottom", and the like are used merely to indicate relative positional relationships, which may also change accordingly when the absolute position of the object being described changes.
Fig. 1 is a schematic diagram of a rudder system in a ship provided by an embodiment of the disclosure. As shown in fig. 1, the rudder system includes: the rudder cabin 10 is positioned on a ship body 61, and the first rudder blade 21, the second rudder blade 22, the first steering engine 30 and the second steering engine 40 are all positioned in the rudder cabin 10.
Fig. 2 is a schematic structural diagram of a rudder system provided in an embodiment of the present disclosure. As shown in fig. 2, each of the first steering engine 30 and the second steering engine 40 includes a driving mechanism 31 and a rudder stock 32, one end of the rudder stock 32 is connected to the driving mechanism 31, the other end of the rudder stock 32 of the first steering engine 30 is fixedly connected to the first rudder blade 21, and the other end of the rudder stock 32 of the second steering engine 40 is fixedly connected to the second rudder blade 22.
Wherein the driving mechanism 31 is configured to control the rudder stock 32 to move telescopically along the axial direction of the rudder stock 32 so as to switch the rudder blade connected with the rudder stock 32 to a first position or a second position, the first position is a position where the rudder blade is located in the rudder nacelle 10, and the second position is a position where the rudder blade is located outside the rudder nacelle 10.
Fig. 3 is a schematic distribution diagram of a first rudder blade 21 and a second rudder blade 22 according to an embodiment of the present disclosure. As shown in fig. 3, the first rudder blade 21 and the second rudder blade 22 are symmetrically distributed about a central axis of the ship propeller 62, and a fixed included angle of not more than 120 degrees is formed between the first rudder blade 21 and the second rudder blade 22, and the fixed included angle is a constant value.
The rudder system provided by the embodiment of the disclosure comprises a rudder cabin 10, a first rudder blade 21, a second rudder blade 22, a first steering engine 30 and a second steering engine 40, wherein the two rudder blades and the two steering engines are both positioned in the rudder cabin 10, and the rudder cabin 10 is arranged on a ship body 61. The first steering engine 30 and the second steering engine 40 both comprise a driving mechanism 31 and a rudder stock 32, the driving mechanism 31 can drive the rudder stock 32 to extend and retract along the axial direction, and the rudder stock 32 of the first steering engine 30 is connected with the first rudder blade 21, and the rudder stock 32 of the second steering engine 40 is connected with the second rudder blade 22, so that the two rudder machines can respectively control the first rudder blade 21 and the second rudder blade 22 to extend and retract; when the first rudder blade 21 and the second rudder blade 22 move to the first position, the rudder blades are recovered into the rudder cabin 10, and a ship turning moment is not formed under the action of stern water flow, so that the resistance generated by the rudder blades is reduced; when the ship needs to be controlled to steer, one of the first rudder blade 21 and the second rudder blade 22 is controlled to reach the second position according to the direction needing to deflect, at the moment, the rudder blade extends out of the ship body 61 and enters water, and the rudder blade is matched with stern water flow to generate ship turning moment so as to drive the ship to steer. In addition, the two rudder blades are respectively and fixedly connected to the corresponding rudder stock 32, the fixed included angle between the two rudder blades is constant, and after the rudder blades are immersed in water, stable ship turning torque can be generated under the coordination with the current of the stern, so that the ship can be stably and reliably turned. This kind of rudder system only needs to control and puts the turning that can realize boats and ships under a rudder blade, turns to the in-process and need not to detect the turned angle of rudder blade, has simplified the steering operation of boats and ships by a wide margin, can accomplish boats and ships fast and turn to, and need not to set up slewing mechanism for the rudder blade, consequently can also simplify the structure of rudder system, saves the cost.
Alternatively, as shown in fig. 3, the fixed angle α is 60 ° to 80 °. By controlling the fixed included angle between the first rudder blade 21 and the second rudder blade 22 within the range, the phenomenon that the fixed angle is too large, large resistance is generated to ship navigation, ship driving is not facilitated, and the phenomenon that the fixed angle is too small to cause the ship steering speed to be too slow can be avoided.
For example, the fixed angle between the first rudder blade 21 and the second rudder blade 22 may be 70 °. Because the first rudder blade 21 and the second rudder blade 22 are symmetrically distributed about the central axis of the ship propeller 62, an included angle between the first rudder blade 21 and the central axis of the ship propeller 62 is 35 °, and an included angle between the second rudder blade 22 and the central axis of the ship propeller 62 is 35 °.
Optionally, at least part of the first rudder blade 21 or at least part of the second rudder blade 22 is located inside the rudder nacelle 10 when the first rudder blade 21 or the second rudder blade 22 is in the second position.
In the embodiment of the present disclosure, fig. 2 illustrates a state where the first rudder blade 21 is in the second position. As shown in fig. 2, when the first rudder blade 21 is in the second position, a partial area of the first rudder blade 21 remains in the rudder nacelle 10. Thus, when the first rudder blade 21 is subjected to the force exerted by the water flow, the part of the first rudder blade 21 located in the rudder nacelle 10 will transmit the force to the rudder nacelle 10, that is, the load received by the first rudder blade 21 to the hull 61, and will be shared by the hull 61 and the first rudder blade 21. Therefore, the rudder stock 32 can be prevented from being easily damaged due to larger load, and the reliability of the steering engine is improved.
For example, 1/4 to 1/3 of the length of the first rudder blade 21 in the axial direction of the rudder stock 32 can be located in the rudder nacelle 10 when the first rudder blade 21 is located in the second position.
The length of the first rudder blade 21 remaining in the rudder unit trunk 10 when the first rudder blade 21 is in the second position is limited to 1/4 to 1/3 of the total length of the first rudder blade 21, so that the first rudder blade 21 has a large enough area to contact the rudder unit trunk 10 for effective load transfer, and at the same time, it is ensured that the first rudder blade 21 is located under the ship body 61 in a sufficient amount to allow the first rudder blade 21 to cooperate with the stern water flow to generate a stable turning moment, thereby stably and reliably turning the ship.
As an example, in the disclosed embodiment, 1/4 of the length of the first rudder blade 21 in the axial direction of the rudder stock 32 may be located inside the rudder trunk 10 when the first rudder blade 21 is located at the second position.
Note that the second rudder blade 22 is the same as the first rudder blade 21, and when the second rudder blade 22 is located at the second position, 1/4 to 1/3 of the length of the second rudder blade 22 in the axial direction of the rudder stock 32 may be located inside the rudder trunk 10.
Alternatively, as shown in fig. 2, the rudder nacelle 10 includes two rudder blade recovery grooves 11 corresponding to the first rudder blade 21 and the second rudder blade 22, respectively, and when the first rudder blade 21 and the second rudder blade 22 are located at the second position, the first rudder blade 21 and the second rudder blade 22 are located in the corresponding rudder blade recovery grooves 11, respectively.
As shown in fig. 2, a lubricating member 12 for reducing friction is provided on a groove wall of the rudder blade collecting groove 11, and the lubricating member 12 abuts against the first rudder blade 21 or the second rudder blade 22.
The rudder blade recovery groove 11 corresponding to the rudder blade is arranged in the rudder engine room 10, so that the rudder blade is accommodated in the rudder blade recovery groove 11 after the rudder blade is controlled by the steering engine to be recovered. Wherein, still be provided with lubricator 12 in rudder blade recovery tank 11, lubricator 12 is inserted between rudder blade and the cell wall of rudder blade recovery tank 11, because lubricator 12 has the effect of reducing friction, so, the rudder blade is in the process of the flexible in rudder blade recovery tank 11, reduces friction through lubricator 12 to avoid the rudder blade to receive wearing and tearing because of the frictional force is great.
The lubricator 12 directly abuts against the rudder blade, and the load applied to the rudder blade is transmitted to the hull 61 through the lubricator 12. Therefore, a gap between the rudder blade and the rudder blade recovery groove 11 is avoided, the rudder blade swings through the gap after being pressed, the bending moment received by the rudder stock 32 is reduced, and the reliability of the steering engine is improved.
Fig. 4 is an assembly schematic diagram of a rudder blade recovery groove 11 and a lubricating member 12 according to an embodiment of the present disclosure. As shown in fig. 4, the lubricator 12 includes a plurality of balls, ball grooves 13 corresponding to the plurality of balls one by one are formed on the groove wall of the rudder blade recovery groove 11, the balls are roll-mounted in the ball grooves 13, and the plurality of ball grooves 13 are arranged at intervals on the groove wall of the rudder blade recovery groove 11.
In the above implementation, the spherical grooves 13 on the groove wall of the rudder blade recovery groove 11 are distributed around the rudder blade, so that the balls can prop against the rudder blade around the rudder blade to prevent the rudder blade from swinging left and right. Furthermore, the balls surround the rudder blade, so that the friction force can be reduced everywhere on the circumference of the rudder blade, and therefore, the friction force is reduced omnidirectionally through the balls in the telescopic process of the rudder blade in the rudder blade recovery tank 11, and the rudder blade is effectively prevented from being greatly abraded.
Alternatively, as shown in fig. 4, the arc corresponding to the cross section of the spherical groove 13 is a major arc, so that the ball is prevented from falling off the spherical groove 13 after being mounted in the spherical groove 13, thereby improving the reliability of the connection between the ball and the spherical groove 13.
Alternatively, as shown in fig. 4, a communication oil passage 14 is provided between two adjacent spherical grooves 13, and an oil filling port for filling lubricating oil is provided on the groove wall of the rudder blade recovery groove 11 and is communicated with the communication oil passage 14. Thus, lubricating oil can be injected into each spherical groove 13 through the oil injection port and the communication oil passage 14 to lubricate the balls, and the balls can further reduce the friction between the balls and the rudder blade.
Alternatively, the lubrication member 12 may be a structural member made of a water lubricated bearing material.
For example, the water-lubricated bearing material may include: polyurethane prepolymer, sodium polyoxyethylene oxide, polyoxyethylene polyoxypropylene amine ether, polytetrafluoroethylene, glass fiber and boron carbide. The lubricating piece 12 prepared from the water lubricating bearing material has the advantages of excellent friction resistance and good impact resistance, and the reliability of the lubricating piece 12 can be improved.
Alternatively, as shown in fig. 2, a guide ring 15 is provided on the rudder blade recovery groove 11 on the side away from the first rudder blade 21 or the second rudder blade 22, and the end of the rudder stock 32 is inserted into the rudder blade recovery groove 11 through the guide ring 15.
As shown in fig. 2, the rudder stock 32 is provided with an outer flange 33, the outer diameter of the outer flange 33 is not smaller than the inner diameter of the guide ring 15, and the distance between the end of the rudder stock 32 located in the rudder blade recovery groove 11 and the outer flange 33 is not larger than the groove depth of the rudder blade recovery groove 11 in the axial direction of the rudder stock 32.
In the above implementation, since the outer diameter of the outer flange 33 is not smaller than the inner diameter of the guide ring 15, when the rudder stock 32 is extended, the outer flange 33 abuts against the guide ring 15, so that the rudder stock 32 is prevented from further moving, that is, the outer flange 33 is used for limiting the maximum extended length of the rudder stock 32. And the distance between the end part of the rudder stock 32 connected with the rudder blade and the outer flange 33 is not more than the depth of the rudder blade recovery groove 11, so that after the rudder stock 32 extends to the maximum length, the part of the rudder blade is also in the rudder blade recovery groove 11, the load borne by the rudder blade can be transferred to the ship body 61, and the ship body 61 and the rudder blade bear the load together. The rudder stock 32 is prevented from being easily damaged due to large load, and the reliability of the steering engine is improved.
Optionally, as shown in fig. 2, the inner hole of the guide ring 15 is provided with a sealing ring 16, and the sealing ring 16 is clamped between the guide ring 15 and the rudder stock 32, so that the problem of leakage of the rudder stock 32 in the process of extension and retraction can be effectively avoided, and the sealing performance is improved.
In one implementation of the present disclosure, as shown in fig. 2, the driving mechanism 31 includes a hydraulic cylinder 311, and a piston rod of the hydraulic cylinder 311 is coaxially connected to one end of the tiller 32. When the movement of the rudder stock 32 needs to be controlled, the piston rod of the hydraulic oil cylinder 311 is controlled to extend and contract so as to drive the rudder stock 32 to extend and contract together, thereby realizing the purpose of controlling the extension and contraction of the rudder blade.
The driving mechanism 31 may further include a hydraulic pipeline and an oil transportation mechanism, the hydraulic oil pipeline is communicated with the oil transportation mechanism, and the hydraulic pipeline transports hydraulic oil to the rod cavity or the rodless cavity of the hydraulic cylinder 311 through the oil transportation mechanism to drive the piston rod to extend and retract.
In one implementation manner of the present disclosure, fig. 5 is a schematic structural diagram of a driving mechanism 31 provided in an embodiment of the present disclosure. As shown in fig. 5, the drive mechanism 31 includes: the steering mechanism comprises a motor 312, a rack 313 and two gears 314, wherein the two opposite side surfaces of the rack 313 are provided with gear teeth, the rack 313 is positioned between the two gears 314, the two gears 314 are meshed with the rack 313, the motor 312 is used for driving the two gears 314 to rotate in opposite directions, and one end of the rack 313 is connected with the tiller 32.
In the above implementation, there may be two motors 312, where an output shaft of one motor 312 is in transmission connection with one gear 314, and an output shaft of the other motor 312 is in transmission connection with the other gear 314. The two motors 312 rotate in opposite directions, so that the two gears 314 are driven to rotate in opposite directions, and the rack 313 is driven to extend and retract together, so as to drive the rudder stock 32 to extend and retract together, thereby achieving the purpose of controlling the extension and retraction of the rudder blade.
Fig. 6 is a schematic view of another rudder system in a ship provided by the embodiment of the disclosure. As shown in fig. 6, the rudder system further includes a third steering engine 50 and a third rudder blade 33, and both the third steering engine 50 and the third rudder blade 33 are located in the rudder nacelle 10.
The third steering engine 50 has the same structure as the first steering engine 30, and the other end of the rudder stock 32 of the third steering engine 50 is connected with the third rudder blade 33.
As shown in fig. 6, the third rudder blade 33 includes two connected sub-rudder blades 331, the two sub-rudder blades 331 are arranged at an included angle, the two sub-rudder blades 331 are symmetrically distributed about a central axis of the ship propeller 62, and the included angle of the two sub-rudder blades 331 is the same as the fixed included angle.
Because the third rudder blade 33 comprises two sub-rudder blades 331 distributed at an angle, the rudder blade is lowered into the water flow, and compared with a single-blade rudder blade, the third rudder blade can provide larger resistance for the ship, so that the ship is quickly braked.
In the embodiment of the present disclosure, when the ship needs to be quickly braked and the braking force provided by simultaneously lowering the first rudder blade 21 and the second rudder blade 22 does not meet the braking force requirement, the third rudder blade 33 may be lowered, and the braking force may be increased by the third rudder blade 33.
Illustratively, the included angle of the two sub-rudder blades 331 is 60 ° to 80 °. By controlling the included angle of the two sub-rudder blades 331 within the range, the situation that the included angle of the two sub-rudder blades 331 is too small and the braking force is small can be avoided.
Illustratively, the angle between the two sub-rudder blades 331 may be 70 °. Since the two rudder subs 331 are symmetrically distributed about the central axis of the ship propeller 62, the included angles between the two rudder subs 331 and the central axis of the ship propeller 62 are both 35 °.
The working process of the rudder system provided by the embodiment of the disclosure is as follows:
when the ship needs to be controlled to brake, the first rudder blade 21 is controlled to be placed underwater through the first steering engine 30, meanwhile, the second rudder blade 22 is controlled to be placed underwater through the second steering engine 40, and the two rudder blades provide resistance together to realize the braking of the ship; when rapid braking is needed, the third rudder blade 33 can be controlled to be lowered underwater through the third steering engine 50, and larger braking force is provided by means of the third rudder blade 33, so that the ship braking is rapidly realized.
When the ship needs to be controlled to deflect leftwards, the rudder blade on the left side of the ship propeller is controlled to be lowered into water, so that stable ship-turning moment is generated under the cooperation of the rudder blade and ship stern water flow, and the ship turns leftwards.
When a ship needs to be controlled to deflect rightwards, the rudder blade on the right side of the ship propeller is controlled to be lowered into water, so that stable ship turning moment is generated under the cooperation of the rudder blade and ship stern water flow, and the ship turns rightwards.
The above working process can be realized by adopting a controller, taking the driving mechanism of each steering engine as an example as the driving mechanism shown in fig. 5, the controller is respectively electrically connected with the motor of the first steering engine, the motor of the second steering engine and the motor of the third steering engine, and the controller can output a control command to control the motor of each steering engine to act so as to realize the purpose of controlling the extension of the first rudder blade, the second rudder blade and the third rudder blade.
In the embodiment of the disclosure, the controller is used for acquiring the action command and inputting the control command to control the motor of the corresponding steering engine to act based on the action command.
The action command is a command input by a technician to the controller, and for example, the action command can be left-turn rudder, right-turn rudder, braking or full-force braking.
Alternatively, the Controller may be a Programmable Logic Controller (PLC).
Exemplarily, when the controller obtains that the action command is a left-turn rudder, the controller outputs a first control command based on the action command, and the first control command is used for controlling a motor of a first steering engine positioned on the left side of a ship propeller to rotate so as to control a first rudder blade to be lowered underwater.
Exemplarily, when the action instruction obtained by the controller is a right rudder steering, the controller outputs a second control instruction based on the action instruction, and the second control instruction is used for controlling a motor of a second steering engine on the right side of the ship propeller to rotate so as to control a second rudder blade to be lowered underwater.
Exemplarily, when the action instruction acquired by the controller is braking, the controller inputs a third control instruction based on the action instruction, and the third control instruction is used for controlling the motor of the first steering engine and the motor of the second steering engine to rotate simultaneously so as to control the first rudder blade and the second rudder blade to be lowered underwater together.
Exemplarily, when the controller acquires that the action command is full-force braking, the controller inputs a fourth control command based on the action command, and the fourth control command is used for controlling a motor of the first steering engine, a motor of the second steering engine and a motor of the third steering engine to rotate simultaneously so as to control the first rudder blade, the second rudder blade and the third rudder blade to be lowered underwater together.
The disclosed embodiments provide a vessel comprising a rudder system as described hereinbefore.
Although the present disclosure has been described with reference to specific embodiments, it will be understood by those skilled in the art that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the disclosure.
Claims (10)
1. Rudder system, characterised in that it comprises: the rudder cabin (10), a first rudder blade (21), a second rudder blade (22), a first steering engine (30) and a second steering engine (40) are arranged on a ship body, and the first rudder blade (21), the second rudder blade (22), the first steering engine (30) and the second steering engine (40) are all arranged in the rudder cabin (10);
the first steering engine (30) and the second steering engine (40) respectively comprise a driving mechanism (31) and a rudder stock (32), one end of the rudder stock (32) is connected with the driving mechanism (31), the other end of the rudder stock (32) of the first steering engine (30) is fixedly connected with the first rudder blade (21), the other end of the rudder stock (32) of the second steering engine (40) is fixedly connected with the second rudder blade (22), the driving mechanism (31) is configured to control the rudder stock (32) to move in an axial direction along the rudder stock (32) in a telescopic mode, so that the rudder blade connected with the rudder stock (32) is switched to a first position or a second position, the first position is a position where the rudder blade is located in the rudder cabin (10), and the second position is a position where the rudder blade is located outside the rudder cabin (10);
first rudder blade (21) with second rudder blade (22) are about the axis symmetric distribution of boats and ships screw, first rudder blade (21) with have between second rudder blade (22) and be not more than 120 degrees fixed contained angle, fixed contained angle is the constant value.
2. Rudder system according to claim 1, wherein the fixed angle is 60 ° to 80 °.
3. Rudder system according to claim 1, characterized in that at least part of the first rudder blade (21) or at least part of the second rudder blade (22) is located in the rudder nacelle (10) when the first rudder blade (21) or the second rudder blade (22) is located in the second position.
4. Rudder system according to claim 3, wherein the rudder nacelle (10) comprises two rudder blade recovery troughs (11) corresponding to the first and second rudder blade (21, 22), respectively, wherein the first and second rudder blade (21, 22) are located in the second position, wherein the first and second rudder blade (21, 22) are located in the corresponding rudder blade recovery trough (11), respectively;
and a lubricating piece (12) for reducing friction is arranged on the wall of the rudder blade recovery groove (11), and the lubricating piece (12) is abutted against the first rudder blade (21) or the second rudder blade (22).
5. Rudder system according to claim 4, characterised in that the lubricating element (12) comprises a plurality of balls, that the rudder blade retraction groove (11) is provided with ball grooves (13) on its groove wall, which ball grooves correspond one-to-one to the plurality of balls, that the balls are mounted in the ball grooves (13) in a rolling manner, and that the plurality of ball grooves (13) are arranged at intervals on the groove wall of the rudder blade retraction groove (11).
6. Rudder system according to claim 4, wherein a guide ring (15) is arranged on the rudder blade recovery groove (11) on the side facing away from the first rudder blade (21) or the second rudder blade (22), through which guide ring (15) the end of the rudder stock (32) is inserted into the rudder blade recovery groove (11);
the rudder stock (32) is provided with an outer flange (33), the outer diameter of the outer flange (33) is not smaller than the inner diameter of the guide ring (15), the distance between the end part of the rudder stock (32) in the rudder blade recovery groove (11) and the outer flange (33) is not larger than the groove depth of the rudder blade recovery groove (11) in the axial direction of the rudder stock (32).
7. Rudder system according to any of claims 1 to 6, further comprising a third steering engine (50) and a third rudder blade (33), wherein the third steering engine (50) and the third rudder blade (33) are both located in the rudder nacelle (10);
the third steering engine (50) and the first steering engine (30) are identical in structure, and the other end of a rudder stock (32) of the third steering engine (50) is connected with a third rudder blade (33);
third rudder blade (33) are including two continuous sub-rudder blade (331), two sub-rudder blade (331) are the contained angle and arrange, and two sub-rudder blade (331) are about the axis symmetric distribution of boats and ships screw, two the contained angle of sub-rudder blade (331) with fixed contained angle is the same.
8. Rudder system according to any of claims 1-6, wherein the drive mechanism (31) comprises a hydraulic ram (311), the piston rod of which hydraulic ram (311) is coaxially connected to one end of the rudder stock (32).
9. Rudder system according to any of claims 1-6, wherein the drive mechanism (31) comprises: the rudder bar comprises a motor (312), a rack (313) and two gears (314), wherein two opposite side surfaces of the rack (313) are provided with gear teeth, the rack (313) is located between the two gears (314), the two gears (314) are meshed with the rack (313), the motor (312) is used for driving the two gears (314) to rotate in opposite directions, and one end of the rack (313) is connected with the rudder bar (32).
10. A vessel, characterized in that it comprises a rudder system according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210331989.9A CN114735185B (en) | 2022-03-30 | 2022-03-30 | Rudder system and ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210331989.9A CN114735185B (en) | 2022-03-30 | 2022-03-30 | Rudder system and ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114735185A true CN114735185A (en) | 2022-07-12 |
| CN114735185B CN114735185B (en) | 2023-07-21 |
Family
ID=82279241
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210331989.9A Active CN114735185B (en) | 2022-03-30 | 2022-03-30 | Rudder system and ship |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114735185B (en) |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1799455A (en) * | 1930-10-17 | 1931-04-07 | Samuel Petersen | Speed-retarding apparatus for boats |
| DE842456C (en) * | 1951-01-13 | 1952-06-26 | Triton Werft G M B H | Hand control device for a retractable bow rudder |
| US3082727A (en) * | 1960-05-25 | 1963-03-26 | Robert L Rhoads | Control system for water craft |
| NL6405677A (en) * | 1963-05-21 | 1964-11-23 | ||
| DE2134639A1 (en) * | 1971-07-12 | 1973-02-01 | Clausen Kg Ferd | SHIP RUDDER |
| FR2556312A1 (en) * | 1983-12-13 | 1985-06-14 | Charente Maritime Assoc Voilie | Alternative, two-blade rudder with angular position which can be fixed or adjustable and acting by greater or lesser immersion of one or the other in order to obtain the chosen action |
| JPS60163797A (en) * | 1984-02-03 | 1985-08-26 | Yamaha Motor Co Ltd | Slow-speed navigational device of ship |
| DE4405931A1 (en) * | 1994-02-24 | 1995-08-31 | Nord Systemtechnik | Bow rudder for water vessels |
| NL2015491B1 (en) * | 2015-09-23 | 2017-04-20 | Damen Marine Tech Holding B V | Retractable Flanking Rudders. |
-
2022
- 2022-03-30 CN CN202210331989.9A patent/CN114735185B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1799455A (en) * | 1930-10-17 | 1931-04-07 | Samuel Petersen | Speed-retarding apparatus for boats |
| DE842456C (en) * | 1951-01-13 | 1952-06-26 | Triton Werft G M B H | Hand control device for a retractable bow rudder |
| US3082727A (en) * | 1960-05-25 | 1963-03-26 | Robert L Rhoads | Control system for water craft |
| NL6405677A (en) * | 1963-05-21 | 1964-11-23 | ||
| DE2134639A1 (en) * | 1971-07-12 | 1973-02-01 | Clausen Kg Ferd | SHIP RUDDER |
| FR2556312A1 (en) * | 1983-12-13 | 1985-06-14 | Charente Maritime Assoc Voilie | Alternative, two-blade rudder with angular position which can be fixed or adjustable and acting by greater or lesser immersion of one or the other in order to obtain the chosen action |
| JPS60163797A (en) * | 1984-02-03 | 1985-08-26 | Yamaha Motor Co Ltd | Slow-speed navigational device of ship |
| DE4405931A1 (en) * | 1994-02-24 | 1995-08-31 | Nord Systemtechnik | Bow rudder for water vessels |
| NL2015491B1 (en) * | 2015-09-23 | 2017-04-20 | Damen Marine Tech Holding B V | Retractable Flanking Rudders. |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114735185B (en) | 2023-07-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7485018B2 (en) | Marine drive system | |
| EP3141472B1 (en) | Podded all-direction pump-jet vector propeller | |
| FI108119B (en) | Turning a propulsion unit | |
| RU2198818C2 (en) | Power plant | |
| US3915111A (en) | Hydraulic marine propulsion and guidance system | |
| EP1792826B1 (en) | Means for bearing a propulsion unit and a propulsion system for a waterborne vessel | |
| CN100497082C (en) | Integral full gyration lift type steering oar device | |
| CN102887217B (en) | Autonomous underwater vehicle (AUV) vector thrust device | |
| CN201737152U (en) | Integrated lifting type total rotational auxiliary impelling device | |
| CN101475057A (en) | 360-degree all-revolving shipping pairing rotating paddle propulsion unit | |
| CN103171750A (en) | Direction adjusting device of underwater self-aircraft and control method thereof | |
| CN112278223A (en) | Flap rudder system | |
| CN114735185A (en) | Rudder system and ship | |
| KR101091759B1 (en) | The straight ascent and descent type stern screw apparatus | |
| CN101909985A (en) | Sealing for fin propulsion | |
| CN106542070A (en) | Submarine propeller 3PSS+S types pendulum rotation speedup driving means in parallel | |
| CN214002022U (en) | Flap rudder system | |
| CN201901249U (en) | Ship side thruster | |
| US4142835A (en) | Pitch controlling device of a marine propeller | |
| CN107499486B (en) | Intelligent water moving platform for positioning and positioning method thereof | |
| US5467728A (en) | Retractable bow diving plane for a submarine | |
| RU2598697C1 (en) | Vessel propulsion installation | |
| CN109533250B (en) | Emergency device for controllable pitch propeller | |
| CN105035297A (en) | Suspension type marine Z-shaped counter-rotating propeller propulsion device | |
| US2699221A (en) | Controllable reversible pitch marine propeller system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |