JP2019034709A - Steering device - Google Patents

Abstract

To provide a steering device with a steering angle 160°, capable of saving energy by using a smaller power mechanism, a smaller drive mechanism and a small amount of hydraulic fluid while improving steering force near the maximum steering angle.SOLUTION: A steering device 10 of a vessel for revolving each rudder plate from the lateral side of a propeller to the rear side of the propeller by rotation of each steering shaft includes: two rudder plates 30; a steering shaft 20 connecting with each rudder plate; and a driving mechanism 2 for rotating the steering shaft, wherein the two steering shafts are arranged on both sides above the screw shaft so as to be freely rotated. The steering device is characterized such that: the driving mechanism includes hydraulic cylinder/piston rod units 7, 8, and steering levers 102, 112 integral with the steering shafts rotatably connected to piston rods 101, 111 to convert the reciprocating movement of each of the piston rods to the rotational movement of the steering shaft; and the hydraulic cylinder/piston rod units are arranged so that two shaft core lines of the piston rods are crossed each other per one steering lever, and have uneven stroke lengths.SELECTED DRAWING: Figure 18

Description

  The present invention is a steering device for a single-shaft propulsion 2-steering ship with two rudder plates sandwiched between propellers, and the rudder angle can be rotated beyond a conventional rudder angle limit of 70 °. The present invention relates to a steering apparatus that reduces the required hydraulic capacity in the vicinity of the maximum rudder angle, and is a ship steering apparatus that is suitable for a surface ship and particularly advantageous for a large-sized ship having a single-axis propulsion and two rudder.

CROSS REFERENCE TO RELATED APPLICATIONS This application claims priority to Japanese Patent Application No. 2017-158802 “steering device” filed on August 21, 2017, the contents of which are hereby incorporated by reference. Embedded in the book.

  Conventionally, a rudder of a general large vessel such as a cargo ship usually has a steering angle of ± 35 ° left and right, a total of 70 °, and a rudder angle of 70 °. On the other hand, the inventor discloses a steering device for a single-shaft propulsion two-steering boat in which a propeller sandwiching two rudder plates are arranged mainly for a small boat in Patent Document 1. A 1-axle propulsion 2-rudder ship with two rudder plates, either on the side of the propeller or on the rear side, must have a large rudder angle and provide a large braking force so as to shield the rear of the propeller through the joint of the two rudder Is possible. In this case, the steering angle of the steering wheel is determined to be about 140 ° in total from ± 70 ° to the left and right and ± 70 ° in total from ± 70 ° to the left and right. Alternatively, it is desired to generate a thrust flow with a steering angle of about 160 ° in total by ± 80 ° to the left and right when berthing in the harbor. Pursuing a steering angle of about 160 ° in total, and trying to obtain a rotation angle larger than 70 ° by reciprocating movement of one piston rod, it acts on the rudder shaft piston rod via the rudder handle even if the stroke length is extended. To generate enough torque near the maximum rudder angle (referred to as the turning limit angle) because the crank angle of the force (referring to the turning angle starting from the upstream axle of the rudder handle) is too acute. When a large-sized hydraulic mechanism is required, especially when mounted on a large cruise ship with a high frequency of entering and leaving the port, energy consumption becomes a problem.

  Specifically, in the conventional steering mechanism, two piston mechanisms that are reciprocally supported by a hydraulic cylinder mechanism that is supported and fixed to the ship bottom so as to be horizontally swingable are arranged in a slightly C shape, The rudder shaft, which is rotatably linked to the rudder handle and is rotatably supported and fixed in the center of the rudder handle toward the bottom of the ship, is aligned with the center line of the axle when the piston on one side takes a rudder angle of + 80 °. Exhibits an operating angle (crank angle) of approximately 10 °. In such a working angle that forms an acute angle, an acting force that is approximately 1 / sin 10 ° times or approximately 5 times the propeller thrust in the case of a parallel rudder angle is required. When the hydraulic cylinder / piston rod portion that provides a large rudder force in the vicinity of the maximum rudder angle is provided in this way, particularly in a large ship, economy becomes a problem from the viewpoint of fuel consumption required for rudder control during operation.

  If the hydraulic piston is tandem to increase the rudder drive capability, the required drive capability per piston can be reduced, and it can be configured with a conventional capacity. For example, if the trunk piston type cylinder / piston drive mechanism has a structure in which two cylinder / piston mechanisms act on one rudder shaft via a rod-shaped rudder handle, the required drive capacity per piston is halved. . Furthermore, the inventor discloses a tandem steering device in which the extension lines of the piston rod intersect with each other in Patent Document 2, and provides a marine steering device that excels in reducing and reducing the driving ability and effectively using space by arranging the hydraulic cylinder system. providing.

  By the way, we proposed the adoption of a single-axle propulsion two-steering boat that provides two rudder plates behind the propeller, takes a large rudder angle so as to shield the rear of the propeller in cooperation with the two rudders, and provides a large braking force. Other commercial technologies are also found (Patent Document 3, Non-Patent Document 1). In the case of an emergency stop, it is necessary to rotate the rudder with a large rudder angle with respect to the hull. In the proposal of Non-Patent Document 2, a rotary vane type hydraulic drive mechanism is used as a mechanism for realizing a wide rudder angle. Although the rotary vane type has been proposed, the substantial working radius of hydraulic pressure is small, and there is a problem in the sealing of hydraulic oil, and there is no economically appropriate one.

  The present invention finds a problem in the arrangement of the steering handle and the hydraulic cylinder, outputs a sufficient steering force near the maximum steering angle even when the steering device is applied to a steering device having a large steering angle (± 80 degrees), and achieves the maximum The invention relates to a marine vessel steering device (hereinafter also simply referred to as a steering device) that further suppresses energy consumption of a steering mechanism that increases the rotation speed of a propeller near a steering angle.

Japanese Patent No. 5833278 JP, 2006-1888033, A JP 2011-073526 A

New Steering Machine / New Concept of Rudder System-Shilling Ladder, Rotary Vane Steering Machine, Bectin Ladder System (3) Journal of the Japan Marine Engineering Society, Vol. 45, No. 4, P124-128

  The present invention finds a problem in the arrangement of the steering handle and the hydraulic cylinder, and even if the steering device is applied to a steering device having a large steering angle of about ± 80 °, a sufficient steering force is output near the maximum steering angle, This invention relates to a marine vessel steering system that further suppresses energy consumption of a steering mechanism that increases the rotation speed of a propeller near the rudder angle.

  The present invention provides a steering device capable of generating a steering force sufficiently even in the vicinity of the maximum rudder angle to improve the maneuvering flexibility and improving the braking force and capable of a total rudder plate steering angle of 160 °. The steering device according to the present invention generates a thrust flow at a low speed, and the rudder of the screw wake is realized by the rudder. In this case, a substantially effective rudder force is secured even near the maximum rudder angle, and the propeller is A strong deflection flow is generated at the rear, and even if the propeller water flow is blocked behind the propeller, it is possible to generate a rudder force that overcomes the reaction force of the propeller thrust. In addition, the present invention uses the linear reciprocating motion of a cylinder hydraulic mechanism that has been highly reliable and proven in the past, and uses two cylinder / piston mechanisms for one rudder, one of which is the other. As a result, the mechanisms can cooperate with each other while interpolating each other while reducing the flow rate of hydraulic oil, and a steering angle of 160 ° can be realized as a whole. In the conventional steering device, steering near the maximum steering angle where the crank angle becomes small is achieved. It is a new marine steering system that improves energy and operates with a smaller amount of hydraulic oil to save energy.

The present invention which solved this problem is as follows.
Two rudder plates, rudder shafts connected to the respective rudder plates, and a drive mechanism for rotating the rudder shafts;
The rudder shaft is a steering device for a ship which is arranged in two freely rotating directions on both sides above the screw shaft, and rotates each rudder plate from the side of the propeller to the rear of the propeller by the rotation of each rudder shaft,
The drive mechanism includes a hydraulic cylinder / piston rod portion arranged for reciprocating motion, and a rudder rotatably connected to the piston rod for converting the reciprocating motion of each piston rod into the rotational motion of the rudder shaft. A rudder handle integrated with the shaft,
The hydraulic cylinder / piston rod portion is a steering device characterized in that it has two configurations per rudder handle and is arranged so that the shaft cores of the piston rod intersect each other and the stroke length is unequal.

[Effects of the invention]
The rudder of a general large ship has a rudder angle of 35 ° on the right and 35 ° on the left and a total of 70 °. The present invention is an invention of a steering device that can provide a larger steering angle. There is a rudder shaft center at one end of the rudder handle, and two piston rods are mounted on the opposite side of the rudder handle so as to face each other at a predetermined crossing angle around the continuous contact point, and are driven hydraulically by the two pistons. . The use of a traditional piston rod hydraulic cylinder ensures the same level of durability and reliability as before, and the two piston rods turn the rudder around the rudder axis, each at the same time or in the turning direction. Share and secure a sufficient rudder force that opposes the propeller propulsion force on the rudder shaft. In one embodiment, the rudder handle integrated with the rudder shaft has two piston rods opposed to each other at a predetermined crossing angle, that is, at least the crossing angle even when the piston rod is at the maximum steering angle. Since the piston force acts on the rudder handle and half of the difference of 180 ° is secured, it has the effect of ensuring a larger working angle near the maximum rudder angle than before, and turning performance near the maximum rudder angle Is also advantageous. Two piston rods in a tandem arrangement are arranged to cross each other, and actuate the steering wheel at the same time or supplement each other.

  If a bi-directional dual type is adopted for the hydraulic cylinder, both can simultaneously turn the rudder handle in the same turning direction and simultaneously apply a rotating moment in the same direction to the rudder shaft.

  In one embodiment, the maximum rudder angle is 160 °, which is more than twice the conventional 70 °, and the hydraulic cylinder / piston rod portion is at a steering neutral point (refers to a position where the rudder plate is substantially parallel to the axle). The two piston rods are arranged substantially vertically so as to be orthogonal to each other.

  Due to the non-uniform stroke length, the mechanism system can be made smaller by reducing the stroke of one hydraulic cylinder / piston rod, and the hydraulic circuit system can be made smaller. As a result, the required oil amount of one piston can be reduced. Or, even if the same mechanism system is used for both the hydraulic cylinder and the piston rod part, when connected to the rudder handle in a rotatable manner, the actual stroke is restricted by these arrangements, and one stroke is compared to the other. Since it becomes shorter, the amount of hydraulic oil can be reduced even if the hydraulic cylinder area is the same, and the hydraulic circuit system can be made smaller.

For example, when the crossing angle is slightly larger than 0 ° and the rudder angle range is slightly smaller than 180 °, if the rudder turning radius is R, the non-uniform length here is the following (2 ).
(1) When the two stroke lengths L ₁ and L ₂ are substantially equal, the crossing angle is slightly larger than 0 °. In this case, the total radius of the stroke length is L ₁ + L ₂ ≈4R, where R is the turning radius of the rudder handle action point.
(2) If one stroke length (L ₁ ) is non-uniform length up to the other half stroke length (L ₂ ), a combination of stroke lengths that falls within the shortest range of L ₁ + L ₂ ≈3R may be used. .
In this way, if the stroke length becomes unequal, there will be a difference in the phase angle between the rudder neutral point, which is the rudder position during cruise, where the rudder plate is approximately parallel to the axle, and the turning neutral point of each rudder shaft. , Phase is 90 ° at the maximum, stroke difference R is generated at the maximum, and if the cross-sectional area of the hydraulic cylinder is S, the required oil amount V is the maximum V = R x S (1)
The effect of reducing the hydraulic oil flow rate and saving energy can be obtained.

  In another aspect, the present invention further provides a steering apparatus in which the crossing angle of the piston rod is substantially vertical. That is, if the crossing angle of the piston rod is substantially vertical, at least the crossing angle is substantially vertical even when one piston rod is at the maximum steering angle. Acts on the rudder handle with substantially maximum capacity, and the complementary performance of each other is maximized.

  In another aspect, the present invention further provides that one of the two hydraulic cylinders / piston rod portions has a shortest hydraulic cylinder stroke position corresponding to a steering plate upstream turning limit, and a longest stroke position turning to the steering plate downstream. A steering device corresponding to the limit is provided. The steering device of this aspect is advantageous in that the correspondence between the turning from the upstream to the downstream of the rudder plate and the piston stroke is simple and the ship maneuvering operation is easy.

  In another aspect, the present invention provides a steering device in which the rudder plate has a turning limit angle downstream until the two rudder plates interfere with each other. It is a steering device that provides a limit steering angle up to the downstream limit, and can block the wake of the screw until just before it interferes with each other and maximize the braking force when stopped.

  In another aspect, the present invention further provides a left and right 40 ° upstream from the rudder neutral point as the steering plate upstream turning limit, and a left and right 120 ° maximum steering angle 160 ° to the downstream as the downstream turning limit angle of the steering plate. Provided is a steering device configured to be steerable. Thus, when the maximum rudder angle is set to 160 °, if the distribution between the upstream side and the downstream side from the rudder neutral point is about 1: 2, it is possible to secure the limit rudder angle necessary for surface rudder and steering, In addition, it is possible to maximize the braking force at the time of stopping by closing the screw wake.

  In another aspect, the present invention further provides a steering apparatus in which the two rudder plates can be steered at the same time on the downstream side by at least 60 ° on each side and 160 ° on one side. That is, in order to cut off the screw wake, the rudder blades turn simultaneously at the same rudder angle downstream, but if the rudder angle from the neutral point is at least 60 ° left and right, the rudder plate length will be longer than necessary. There is no need to lengthen, the wake can be shut off, fuel consumption during operation is reduced without increasing the rudder plate area more than necessary, and the steering angle is secured up to a maximum steering angle of 160 ° for a single rudder. Thus, it is possible to generate a side flow in a thrust flow mode at a low speed.

In another aspect, the present invention further provides a steering device in which the shorter stroke length L ₁ of the piston rod is not more than 50% of the longer stroke length L ₂ . If the piston rods are provided with sufficiently different stroke length differences in this way, the amount of hydraulic oil entering and exiting the hydraulic cylinder will be reduced by this stroke length difference, and the energy saving will be reduced. Embodiments are provided.

  In another aspect, the present invention further provides a steering apparatus in which the hydraulic cylinder capacity of the hydraulic cylinder / piston rod portion having the shorter stroke length is 50% or less of the other hydraulic cylinder capacity. Thus, if the stroke length is short and the hydraulic cylinder capacity is small, the amount of hydraulic oil can be further reduced, the mechanism can be further miniaturized, and a steering apparatus that contributes to energy saving is provided. Alternatively, the pressure can be lowered to reduce the size of an auxiliary mechanism such as a hydraulic pump or a hydraulic motor, thereby contributing to weight reduction of the ship.

  In another aspect, the present invention further provides a steering device that closes the screw wake with both rudder when the rudder angle is 60 ° to 120 ° downstream as the rudder plate downstream limit. That is, if the lower limit of the rudder plate is less than 60 °, the rudder plate becomes larger to close the screw wake, the propulsion resistance increases, and if the lower limit of the rudder plate is larger than 120 °, the rudder plate from the rudder neutral point There is a case where the upstream limit cannot be sufficiently secured, and there is a case where the maneuvering at the time of surface rudder and steering may be hindered.

  In another aspect, the present invention further provides a steering device that closes the screw wake with both rudder when the rudder angle exceeds 90 ° from the rudder neutral point to the downstream side as the rudder plate downstream limit. That is, in this aspect of reaching the steering plate downstream limit when the steering angle exceeds 90 °, the two steering plates do not interfere with each other, regardless of the steering angle until the steering plate reaches the downstream limit. Provided is a steering device that avoids contact with a steering plate even if the steering angle is abnormally controlled.

  In another aspect, the present invention further provides a steering device that closes the screw wake with both rudders when the rudder angle does not exceed 90 ° downstream. That is, a relatively large rudder plate can be used to steer the screw downstream without exceeding 90 ° and close the screw wake, and further, one rudder plate can be steered 90 ° or more to generate a strong thrust flow. It is the aspect which provides the steering device which performs.

  In another aspect, the present invention further provides a steering apparatus in which the rudder handle has a bifurcated shape that intersects at a predetermined bifurcated crossing angle, and the sum of the bifurcated crossing angle and the crossing angle of the piston rod is substantially vertical. provide. In other words, the two piston rods do not necessarily generate the phase difference of the turning moment that acts on the rudder shaft with the predetermined crossing angle of the piston rod itself. Even if the acting force is not applied, the rudder handle has a bifurcated shape that intersects at a predetermined bifurcated crossing angle, and the sum of the bifurcated crossing angle and the crossing angle of the piston rod is substantially reduced by supplementing the bifurcated crossing angle. If it is vertical, a substantial working force can be secured, and not only energy saving but also space saving can be achieved by a smaller driving mechanism.

  In another aspect, the present invention further provides a steering apparatus in which the rudder handle has a bifurcated shape that intersects at a substantially vertical bifurcated angle, and the piston rods are horizontally opposed to each other. That is, it is a steering device in which all the phase differences are ensured at a substantially vertical bifurcated crossing angle of the steering handle, and can be ensured with substantial working force, and a smaller drive mechanism not only saves energy but also saves space. .

  In another aspect of the present invention, the rudder handle has a bifurcated shape that intersects at a substantially vertical bifurcated angle, and the two hydraulic cylinder / piston rod portions are arranged in substantially the same direction. A steering device is provided. That is, the phase difference is all secured at a substantially vertical bifurcated crossing angle of the rudder handle, ensuring a substantial working force and saving energy by a smaller drive mechanism in terms of the projected area on the hull. As well as providing additional effects that may be space saving.

  In another aspect, there is further provided a steering apparatus in which both of the hydraulic cylinder and the piston rod portion having a longer stroke length are arranged closer to the bow than the rudder shaft. Since all the driving devices are arranged on the bow side, the present invention can be used even in a small and medium-sized ship with limited stern space, even if it is not a large ship, and more energy can be saved by a compact hydraulic circuit.

According to the present invention, even if the steering device is applied to a steering device having a large steering angle of about ± 80 ° around the turning center with a single steering in a ship having a two-rudder mechanism, sufficient steering is possible even in the vicinity of the maximum steering angle ± 80 °. Provided is a boat steering apparatus that further suppresses energy consumption of a steering mechanism even when a propeller rotation speed is increased near a maximum steering angle of ± 80 ° by outputting a force.
As described above, an energy-saving marine steering apparatus is provided that can reduce the fuel consumption by controlling the oil consumption of the hydraulic cylinder of one rudder by maneuvering two rudder vessels.

1 is a schematic perspective view of a steering device according to an embodiment of the present invention. It is a top model figure in the case of being in the rudder neutral point of the steering device. Turn the rudder on the starboard side of the steering device upstream to the rudder plate upstream turning limit of 40 °, and at the same time turn the starboard side rudder to 40 ° downstream, the rudder handle, hydraulic cylinder and piston rod part It is an upper surface model figure which shows linkage. It is the same model figure in case both the rudders of the steering device block the screw wake. The model diagram when turning the rudder on the starboard side of the steering device downstream to the steering wheel downstream turning limit of 120 ° and turning the starboard rudder upstream to the steering plate upstream turning limit of 40 ° It is. The top model figure which shows the relationship between the steering handle | steering-wheel of the steering apparatus which concerns on 2nd embodiment of this invention, the cooperation of a hydraulic cylinder piston rod part, and a steering angle is shown, From FIG. 6 (a) to FIG. 6 (e) FIG. 5 is a top model diagram showing the linkage between the rudder handle and the hydraulic cylinder / piston rod part and the transition of the rudder angle when the rudder is turned from the rudder plate upstream turning limit to the downstream turning limit. It is a top surface conceptual diagram of the example of the conventional steering device. It is the same side view. It is a top surface conceptual diagram of other examples of the conventional steering device. It is an upper surface conceptual diagram which shows arrangement | positioning of the hydraulic cylinder and piston rod part of the Example of the steering device which concerns on one embodiment of this invention. It is a relationship graph of the steering angle and torque in the case of the piston rod crossing angle of 90 degrees of the Example of the steering device which concerns on one embodiment of this invention. FIG. 11A shows a case where the crossing angle is 90 °, (b) the crossing angle is 100 °, and (c) the crossing angle is 80 °. It is a graph which shows the steering angle and torque in the case of the piston rod crossing angle of 90 degrees of the Example of the steering apparatus which concerns on one embodiment of this invention by the comparison with the conventional steering apparatuses 4 and 5. FIG. It is a perspective schematic diagram of the steering device which concerns on 3rd embodiment of this invention. It is a top model figure in the case of being in the rudder neutral point of the steering device. Turn the rudder on the starboard side of the steering device upstream to the rudder plate upstream turning limit of 40 °, and at the same time turn the starboard side rudder to 40 ° downstream, the rudder handle, hydraulic cylinder and piston rod part It is an upper surface model figure which shows linkage. It is the same model figure in case both the rudders of the steering device block the screw wake. The model diagram when turning the starboard side rudder of the same steering device downstream to the rudder plate downstream turning limit of 120 ° and turning the port side rudder upstream to the rudder plate upstream turning limit of 40 ° It is. FIG. 6 is a schematic perspective view of a steering apparatus according to a modified example of the first embodiment of the present invention. It is a top model figure in the case of being in the rudder neutral point of the steering device. Turn the rudder on the starboard side of the steering device upstream to the rudder plate upstream turning limit of 40 °, and at the same time turn the starboard side rudder to 40 ° downstream, the rudder handle, hydraulic cylinder and piston rod part It is an upper surface model figure which shows linkage. It is the same model figure in case both the rudders of the steering device block the screw wake. The model diagram when turning the rudder on the starboard side of the steering device downstream to the steering wheel downstream turning limit of 120 ° and turning the starboard rudder upstream to the steering plate upstream turning limit of 40 ° It is. In a further modification of the steering device, as in the relationship of the second embodiment with respect to the first embodiment, the relationship between the steering handle and the linkage between the hydraulic cylinder / piston rod portion and the steering angle when closing the propeller wake FIG. 23 (a) to FIG. 23 (e) show the linkage between the rudder handle and the hydraulic cylinder / piston rod portion when various rudder is turned from the steering plate upstream turning limit to the downstream turning limit. It is an upper surface model figure which shows transition of a steering angle. It is a top surface conceptual diagram which shows arrangement | positioning of the hydraulic cylinder and piston rod part of the steering apparatus.

Hereinafter, a steering apparatus 1 according to an embodiment of the present invention will be described. FIG. 1 is a schematic perspective view of a drive mechanism 2 and hydraulic cylinder / piston rod portions 7 and 8 employed in a ship steering apparatus 1 (hereinafter also simply referred to as a steering apparatus) according to an embodiment of the present invention. . The present steering apparatus 1 has two rudder plates 30, a rudder shaft 20 connected to each rudder plate 30, and a drive mechanism 2 that rotates the rudder shaft 20.
The rudder shaft 20 is arranged on two screw shafts on both upper sides of the screw shaft (if the ship has one propeller, the screw shaft coincides with the ship shaft 3 in FIG. 1). The ship steering apparatus 1 for turning each rudder plate 30 from the side of the propeller 40 to the rear of the propeller 40 by:
The drive mechanism 2 converts the reciprocating motion of the hydraulic cylinder / piston rod portions 7 and 8 and the piston rods 101, 121, 111, 131 arranged for reciprocating motion into rotational motion of the rudder shaft 20. And rudder stems 102 and 112 integrated with a rudder shaft 20 rotatably connected to a piston rod,
The hydraulic cylinder / piston rod portions 7 and 8 are arranged in two per steering handle so that the shaft cores of the piston rods 101 and 121 and 111 and 131 intersect, and the stroke length is unequal. The steering apparatus 1 is characterized by the above. The present steering device 1 sets the steering angle range to 160 ° for each of the left and right rudder. The steering device has an upstream turning limit of 40 ° and a steering plate downstream turning limit of 120 °. Conventionally, in a general ship steering apparatus, the steering angle range is 70 ° on each side. Alternatively, even a wide steering angle was 70 ° upstream and 70 ° downstream (hereinafter also referred to as ± 70 °), and the total range width was 140 °. In the steering apparatus 1 according to the present invention, this is expanded to a total of 160 °. That is, the maximum upstream steering angle + 40 ° to the maximum downstream steering angle 120 °. FIG. 1 shows the hydraulic cylinders 100 and 110 and the pistons when the steering wheel is located at the center of the steerable steering angle in this range and the left and right side wheels are arranged to cut the rudder at a downstream turning angle of 40 °. Hydraulic cylinder / piston rod portion 8 including rods 101, 111, hydraulic cylinders 120, 130, hydraulic cylinder / piston rod portion 7 including piston rods 121, 131, drive mechanism 2 including rudder handle 102, 112 and rudder shaft 20, FIG. 4 is a schematic perspective view showing the arrangement relationship of the steering plate 30. The rudder handle 102 is a member in which the piston rods 101 and 121 are rotatably connected around the Z1 axis and the Z2 axis, and the rudder handle 112 is a member in which the piston rods 111 and 131 are rotatably connected around the Z4 and Z3 axes. At the other end, the rudder handles 102 and 112 are integrally coupled to the rudder shaft 20 formed integrally with the L-shaped rudder plate 30, and the rudder shaft 20 is connected to a hull (not shown) so as to be rotatable around the Z0 axis. Has been. The two piston rods 101 and 121 connected to the rudder handle 102 have different axial constraint conditions and different strokes. One has a configuration in which the stroke length is approximately half of the other. The two piston rods 111 and 131 connected to the rudder handle 112 have different axial constraint conditions and different strokes. One set of piston rods 101 is reciprocated by the hydraulic cylinder 100 and has a configuration in which the stroke length is substantially halved compared to the piston rod 121 reciprocated by the hydraulic cylinder 120. The other set of piston rods 111 is reciprocated by the hydraulic cylinder 110 and has a stroke length approximately half that of the piston rod 131 reciprocated by the hydraulic cylinder 120.

  FIG. 2 is a top model view showing the state of the rudder handle 20 and the hydraulic cylinder / piston rod portion 7 when the rudder plate of the steering device 1 is at the rudder neutral point (when the rudder plate is parallel to the axle). . The rudder plate is drawn with a two-dot chain line virtually through the hull. Since the steering angle range α is + 40 ° to −120 °, the neutral point of the left and right side is when the steering plate turns 40 ° downstream from the steering plate upstream turning limit. In this way, the rudder neutral point (when the rudder plate is substantially parallel to the ship axis and is the rudder position taken in the cruise state) and the center of the steerable steering angle do not have to coincide.

  FIG. 3 is a top model diagram showing the linkage of the hydraulic cylinder / piston rod portion 7 when the surface is steered at the maximum upstream steering angle γ. The port side indicates the case of a surface rudder where the rudder is turned to 40 ° which is the maximum upstream rudder angle, which is the upper turning limit of the rudder plate, and the starboard side rudder is turned 40 ° downstream.

  FIG. 4 is a top model view showing the linkage of the hydraulic cylinder / piston rod portions 7 and 8 when the two rudders of the steering device close the screw wake. The port side shows a case where the rudder angle is 60 ° downstream from the center of the rudder, and the starboard side rudder is turned 60 ° downstream in parallel.

  FIG. 5 shows a case where the port side rudder is turned downstream by a maximum downstream rudder angle of 120 ° and the starboard side rudder is steered at an upstream maximum rudder angle of 40 °.

  The embodiment shown in FIGS. 2 to 5 has a drive mechanism 2 for rotating the rudder shaft 20 and a hydraulic cylinder / piston rod portion for driving the rudder shaft 20, and the rudder shaft 20 is not a wake of the propeller 40 but a screw. Two rudder shafts are rotatably arranged on both sides above a shaft (not shown). Each rudder shaft 20 connects a rudder plate 30 at the upper portion of the rudder plate, and two rudder plates 30 are rotated by the rotation of the two rudder shafts 20. The steering device 1 is capable of turning from the side of the propeller 40 to the rear of the screw to a position where the screw wake is substantially shielded immediately behind the propeller 40, and the drive mechanism 2 is a hydraulic device arranged for reciprocating motion. Cylinder / piston rod portions 7 and 8, and a rudder handle 102 integrated with a rudder shaft 20 rotatably connected to the piston rod in order to convert the reciprocating motion of each piston rod into the rotational motion of the rudder shaft, 112 and including Each of the piston rods arranged in such a manner that the rudder handle is eccentrically connected to the rudder shaft 20 in a rotatable manner and has two shafts per rudder shaft so that the shaft cores cross each other has an uneven stroke length. The steering device 1 is characterized by comprising a long set.

  The steering device 1 is supplied with hydraulic oil in a dual mode from a high-pressure pump (not shown) as ancillary equipment via the high-pressure hoses 205 and 206 to the hydraulic cylinders of the hydraulic cylinder and piston rod, and the hydraulic cylinder can operate in both directions. In some cases, both rudder shafts may be controlled in synchronism with the turning, or each rudder shaft may be independently controlled in turning direction.

As shown in FIG. 10, when the stroke length of the steering device 1 is non-uniform, the stroke length is equal as in the conventional steering devices 4 and 5 shown in FIGS. The amount of hydraulic fluid flowing to each hydraulic cylinder is reduced.
If the turning radius of the rudder handle is R and the maximum rudder angle range is 2θ _max , the maximum stroke L ₂ of the conventional steering device is L ₂ = 2RSINθ _max (2)
It is. Therefore, if the cross-sectional area of the hydraulic cylinder is S, the amount of hydraulic oil per stroke is
V ₂ = SL ₂ = 2SRSINθ _max (3)
It is. In the case of the maximum steering angle range 2θ _max = 160 °, L ₂ = 2RSIN80 ° ≈2R, V ₂ ≈2SR.
On the other hand, in the steering device 1, assuming that the cross-sectional area of the hydraulic cylinder is S, the maximum stroke L ₁ of the hydraulic cylinder with the shorter cylinder length and the hydraulic oil amount V _{1 for} one stroke are
L ₁ = R−RCOSθ _max (4)
V ₁ = SL ₁ = S (R-RCOSθ _max ) (5)
The longer stroke length is L ₂ as in the prior art.
When the maximum steering angle range 2θ _max = 160 °,
L ₂ = 2RSIN80 ° ≈2R (6)
V ₂ ≒ 2SR (7)
It is. The shorter stroke and hydraulic oil amount are
L ₁ = (R-RCOS80 °) ≈0.8R (8)
V ₁ ≒ 0.8SR (9)
The shorter stroke length L ₁ of the piston rod is in the range of 40% of the longer stroke length L ₂ = 2R and 50% or less of the stroke length L ₂ ratio. Even if the cross-sectional areas of the hydraulic cylinders are the same, the stroke hydraulic oil amount V ₁ of the shorter hydraulic cylinder of the steering device 1 of the present invention is 40% of the longer hydraulic oil amount V ₂ and 50% or less compared to the stroke length L _2. It is. As will be described later, the cross-sectional area of the hydraulic cylinder can be made smaller than in the conventional steering device 1 of the present invention.
After all, the hydraulic oil amount Q _C of the conventional steering device 5 is the sum of the two cylinders,
Q _c = V ₂ + V ₂ ≈ 4SR (10)
For about 4SR,
The hydraulic oil amount Q _{I according to the} present invention is the total of the two cylinders of the steering device 1,
Q _I = V ₁ + V ₂ ≈2.8 SR (11)
About 2.8 SR and the amount of hydraulic oil Q _I are reduced by 30% compared to the conventional hydraulic oil amount Q _c of 70%. As described above, the steering device 1 according to the present invention is an energy-saving steering device that has the effect of greatly reducing the drive fuel consumption of a hydraulic pump that is ancillary equipment of a ship. As will be described later, the cross-sectional area of the hydraulic cylinder can be made smaller than in the conventional steering device 1 according to the present invention, so that the required amount of hydraulic fluid can be reduced and the effect can be further increased.

  In the steering device 1 according to the present invention, the crossing angle of the piston rod is substantially vertical, and the steering by one of the longer piston rods takes the maximum or minimum steering angle and only the minimum turning moment acts on the steering handle. However, the other shorter piston rod has the effect of acting the maximum turning moment on the rudder with a phase difference of 90 °.

  FIG. 11A is a graph showing the relationship between the rudder angle with the steering angle 90 ° when the steering handle is perpendicular to the ship axis on the horizontal axis, and the generated torque rendered dimensionless with the maximum torque on the vertical axis. . In FIG. 11A, A is the generated torque of the long cylinder (also a conventional comparative example), B is the generated torque of the short cylinder, C is the combined generated torque of both cylinders with the maximum torque of one long cylinder. Shows dimensionless torque. In this way, the generated torque A of the long cylinder and the generated torque B of the short cylinder may generate a complementary relationship due to a phase shift due to the crossing angle of the piston rod. When the crossing angle is substantially vertical, the combined torque C in the case where two torques in FIG. 11 (a) A act on the torque generated from both cylinders is the lowest when the crossing angle is 0 ° by comparing the minimum torques. This has the effect of providing approximately 5 times the torque. Therefore, a minimum torque of about 2.5 times as much as a pair with two cylinders is generated.

  The crossing angle Θ only needs to be substantially vertical. In the case of 100 ° in FIG. 11C, in the case of 80 ° in FIG. 11B, the dimensionless generated torque is 1 or more. If it is between 0 ° and 100 ° (80 ° ≦ β ≦ 100 °), it is easy to generate more than the maximum torque of one hydraulic cylinder and is suitable in terms of torque generation, and Θ = 90 ° is suitable for this. It is most preferable because of its included symmetry.

FIG. 7 shows the positional relationship among the hydraulic cylinder 200, piston rod 201, rudder handle 202, rudder shaft 20, and high-pressure hoses 205, 206 of the conventional steering device 4 having a maximum rudder angle of ± 70 ° from the center of the rudder angle range. FIG. 8 is a schematic top view of the drive mechanism, and FIG.
FIG. 9 shows hydraulic cylinders 300 and 310 of the virtual steering apparatus 5 by diverting the prior art when a hydraulic cylinder is provided with a maximum steering angle of ± 80 °, whether or not it can be put into practical use in a conventional steering apparatus. , 320, 330 is a top schematic reference diagram showing the opposing parallel arrangement.
The conventional steering device 4 or the virtual steering device 5 based on the prior art (hereinafter simply referred to as the conventional steering devices 4 and 5) has a hydraulic cylinder stroke of approximately 2R.

  FIG. 10 is a conceptual top view of the steering device 1 according to one embodiment of the present invention. The hydraulic cylinders and piston rods that drive one rudder shaft in two sets cross each other substantially vertically. When the crossing angle of the hydraulic cylinder / piston rod section is substantially vertical, for example, near the rudder neutral point, the hydraulic cylinder of the hydraulic cylinder / piston rod section from the high pressure pump (not shown) as ancillary equipment via the high pressure hoses 205, 206 In addition, although the working oil is supplied, the working angle of the torque acting force acting on the rudder is substantially the same, and each hydraulic cylinder can be controlled equally. On the other hand, in the vicinity of the maximum rudder angle, the rudder turning torque acting on the rudder plate has a smaller rotation moment acting angle on the rudder with the longer stroke, and the rudder turning torque is not so effective from the piston rod with the longer stroke. . The piston rod with a long stroke and the piston rod with a short vertical stroke act in the horizontal direction in the figure, and the operating angle of the rotational moment is sufficiently large with respect to the rudder turning torque, and the rudder turning torque is effective from the piston rod with the shorter stroke. It is made. The hydraulic cylinder preferably operates in a bidirectional mode or a dual mode.

  The operation of the steering apparatus will be described with reference to the schematic perspective view of the steering apparatus 1 according to the embodiment of the present invention shown in FIG. The rudder shaft 20 is rotatably arranged on both sides above the propeller screw shaft, and each rudder shaft 20 is connected to the rudder plate 30 at the upper portion of the rudder plate so that each rudder shaft 20 can be rotated. (Not shown) The power mechanism 7 and the steering device 1 are separately provided on the left and right sides of the hull, and the two rudder plates 30 are rotated from the steering neutral point from the side of the propeller 40 to the rear of the propeller 40 by the rotation of the two rudder shafts 20. This is a steering apparatus 1 for a boat for two rudder capable of turning in a range of 40 ° upstream and 120 ° downstream and a total of ± 80 ° from the center of the maximum steering angle range, that is, 160 °. The power mechanisms 7 and 8 include a hydraulic cylinder / piston rod portion, and the hydraulic cylinder / piston rod portion is disposed on a pedestal (not shown) on the hull so as to be able to swing horizontally so as to be swingable on the hydraulic cylinder side. The tip is connected to a rudder handle which is a turning drive mechanism so as to be horizontally rotatable. Since there are two rudder plates 30 and the rudder plate 30 is located not on the rear side of the propeller 40 but on the side, and the rudder shaft 20 is arranged in two axes, the independent drive mechanism for driving each is different from each other. Two of the rudder shafts 20 are provided on the inside of the ship and above the propeller 40 as dedicated drives. As shown in the top model diagram of FIG. 2, in the case of a cruise-maneuvering marine vessel maintenance, both rudder plates 30 are held on both sides of the propeller 40, and in the case of a variable-margin vessel maneuvering that changes the course. The rudder plate 30 can be swung from the side of the propeller 40 to the rear of the screw to 120 ° by the rotation of the rudder shaft 20 from the rear of the propeller, and the other rudder plate can be selectively rotated by the rotation of the rudder shaft 20. Thus, it can be turned from the side of the propeller 40 to the upstream side of the propeller 40 up to 40 °. If it turns 40 ° to the upstream side, the purpose of steering is achieved sufficiently, and if it turns 40 ° to the rear, it can be steered as shown in the top model diagram shown in FIG. Similarly, the steering operation is possible.

  At the time of decelerating sudden stop, both rudder plates 30 are turned from the side of the propeller 40 around the propeller 40 by the rotation of the respective rudder shafts 20 to obtain a large rudder angle so that the rudder 30 can be used for braking the ship. Thus, high braking performance can be secured. According to this steering device 1, at the time of an emergency stop, the two rudder plates 30 substantially shield the propeller wake behind the propeller 40 from behind the rudder neutral point at a predetermined rudder angle, for example, a 60 ° rudder angle downstream. It exerts the effect of increasing the stopping power. The purpose of steering in this case is to reduce the time that the propeller rotates by inertia after resetting the propeller drive in a scene where a sudden stop is necessary, and to enable the propeller to reverse quickly. In this way, each rudder shaft 20 is driven and steered.

  As shown in FIG. 5, one rudder plate 30 (the port side in the figure) and the other rudder plate 30 (the starboard in the figure) are not synchronized but steered at different rudder angles, for example, the port side rudder plate 30 is steered. Turn 120 ° from the neutral point to the downstream maximum rudder angle limit κ, turn the starboard rudder 30 upstream from the rudder neutral point to the upstream maximum rudder angle limit 40 ° from the rudder neutral point, When a side flow is generated between the plates, it is possible to generate a thrust flow with only the main propeller 40, which is advantageous when a large ship is berthing. In this manner, the steering device 1 is provided with the hydraulic cylinder / piston rod portion for each rudder shaft, and the two rudder plates 30 are independently provided from the side of the propeller 40 to the rear of the propeller 40 by the rotation of the two rudder shafts 20. It is possible to turn.

  When thrust flow is generated when a large ship is berthed, the port rudder is steered downstream to the downstream limit angle κ, and the starboard rudder is steered upstream to the upstream limit angle γ. As a large cruiser, it is not necessary to install a separate thruster mechanism at the stern like a large cruiser, and not only can the shipbuilding cost be reduced by this amount, but also the thrust required by the thruster mechanism is reduced, so the fuel required for cruising is also reduced. It is also possible to obtain an effect that can be achieved.

  FIG. 12A shows a dimensionless torque generated by two hydraulic cylinders / piston rods when the crossing angle Θ is 90 ° in the conventional steering devices 4 and 5 and the steering device 1 of the present invention. The graph compared with the total value of torque is shown. The symbol D in FIG. 12 (a) indicates the total capacity of the two hydraulic cylinders of the conventional steering devices 4 and 5, and the symbol C in FIG. 12 (a) indicates the total capacity of the two hydraulic cylinders of the steering device 1 of the present invention. Indicates. In both cases, the capacities of the two hydraulic cylinders / piston rod portions are the same in the relationship between the two, and the dimensions are made dimensionless by the torque shown in A of FIG. FIG. 12B also shows a ground graph used to illustrate the performance of each steering device. Projecting that the total minimum torque of the symbols A and B in FIG. 12B is equal to the minimum torque twice that of the symbol A gives the graph of FIG. C and D are compared assuming that twice the symbol A in (b) gives the graph of symbol D in FIG.

  That is, if such a comparison is made with the smallest value of the generated torque, the conventional steering devices 4 and 5 have the dimensionless torque value 0.4 of the downstream limit steering angle and the upstream limit steering angle at which the working angle is minimum. In the steering apparatus 1 of the present invention, the dimensionless torque is a minimum value 1.0 when the steering angle is 90 °. In the configuration in which the smallest value of the generated torque is the same, the required maximum torque is 2.0, whereas the steering device 1 of the present invention is about 0.65, which is 1/3 of the conventional capacity. That is, the steering device 1 of the present invention provides a steering device that generates torque equivalent to that of the conventional art even if the required capacity of the auxiliary device related to the hydraulic cylinder and hydraulic pressure generation is designed with at least half of the conventional capacity. The downward arrow in FIG. 12A conceptually shows this. Such downsizing is extremely advantageous in terms of energy saving.

  Although it is appropriate to set the required capacity of the hydraulic cylinder / piston rod portion in accordance with the ship maneuvering ability and energy saving at the time of berthing, the steering apparatus 1 according to the present invention contributes to energy saving as long as the ship maneuvering ability is equivalent. It is. Here, it is also preferable to make only the required capacity of one hydraulic cylinder / piston rod part a smaller capacity. As a guideline for downsizing, when adopting the torque provided when taking the maximum steering angle limit on the upstream side and downstream side as a reference, the hydraulic cylinder with the shorter stroke is shown in FIG. ) Can provide dimensionless torque 1.0 at both ends of B, and the hydraulic cylinder with the longer stroke can only provide dimensionless torque 0.2 at both ends of A in FIG. In view of this, the hydraulic cylinder capacity of the shorter stroke can be about 20% of that of the longer stroke, and the hydraulic cylinder capacity can be reduced to one fifth.

  FIG. 6 shows a second embodiment according to the present invention, where the propellers 30 are turned 120 ° from the rudder neutral point downstream to the vicinity of the downstream maximum rudder angle limit κ. It is the structure which is set as the arrangement | positioning relationship which obstruct | occludes 40 wakes. With this configuration, from FIG. 6 (a) to FIG. 6 (e), the linkage between the rudder handle and the hydraulic cylinder / piston rod portion and the rudder angle when the rudder is turned from the rudder plate upstream turning limit γ to the downstream turning limit κ. The transition of.

  Such an arrangement relationship for closing the wake of the propeller 40 is not limited to the above, and may be set between the rudder neutral point downstream from the downstream steering angle of 60 ° to near the 120 ° limit. However, when the rudder is largely turned, it is possible to steer optimally by a rudder control mechanism (not shown) of the steering device 1 so as to avoid a collision between the rudders.

13 to 17 show a steering device 9 according to a third embodiment of the present invention. The steering handles 902 and 912 are bifurcated shapes that intersect at a predetermined bifurcated crossing angle α, and the sum of the bifurcated crossing angle α and the crossing angle Θ of the piston rod is substantially vertical. In contrast to the steering apparatus 1 according to the first embodiment, the rudder handle 902, 912 has a bifurcated shape having a bifurcated crossing angle of 90 °, and the hydraulic cylinder / piston rod portion is attached to the hull according to the bifurcated crossing angle. The difference is that the fixed position is moved 90 degrees at the same angle about the rudder shaft to make the hydraulic cylinder / piston rod part 907, 908 and the hydraulic cylinder / piston rod part 908 with the shorter stroke length is made smaller. Other configurations are the same as those in the first embodiment. In this embodiment, the optimum arrangement of the hydraulic cylinder / piston rod portion in accordance with the space of the stern is covered by the bifurcated cross angle α to compensate for the phase shift angle from the optimal cross angle of 90 °. In this aspect, as with the steering device 1 according to the first embodiment, the stroke length of the hydraulic cylinder is approximately half or less of L ₁ of the hydraulic cylinder / piston rod portion 907 of the hydraulic cylinder / piston rod portion 908L _2. This is the same as described above. And, because of the phase difference of Θ + α in addition to the long and short hydraulic cylinder / piston rod part crossing angle Θ by compensation of the bifurcated crossing angle α, for example, a turning moment is generated by a phase difference of 90 °, so a long hydraulic cylinder / piston rod Even when the part is at the limit rudder angle and the working angle of the turning force acting on the steering handle is small and the smallest moment acts, the shorter hydraulic cylinder / piston rod part has the largest working angle with the maximum working angle with a phase difference of 90 ° Get the effect of generating moments.

  The aspect of the present invention shown in the third embodiment is that the steering handle 902, 912 has a bifurcated shape in which the bifurcated cross angle α intersects substantially vertically, and the piston rod power mechanisms 907, 908 are horizontally opposed to each other. Device 9. That is, the phase difference is a steering device in which substantially vertical is ensured by the substantially perpendicular bifurcated crossing angle α of the rudder handle, and a substantial driving force compensation is ensured by the bifurcated crossing angle α, so that a smaller drive is achieved. This is a mode that saves energy by the mechanism.

  The bifurcated crossing angle may be a predetermined angle α even if it is not vertical, and the sum of the crossing angle Θ of the piston rod may be a predetermined angle, even if the sum of α and Θ is in the range of 80 ° to 100 °. Alternatively, it may be in the range of 260 ° to 280 °, and it is more preferable if the sum of α and Θ is substantially vertical or substantially three right angles.

  In another aspect (not shown), the rudder handle 902, 912 has a bifurcated shape in which a substantially vertical bifurcated crossing angle α intersects substantially vertically, and the two piston rod power mechanisms 907, 908 are arranged in the same direction. The fixing points of the hydraulic cylinders may be swingably supported on different horizontal planes on the hull with different heights of the rudder handles 902 and 912 and the rudder shaft. For example, in the two-story specification, the steering device is such that all the phase differences are ensured at the substantially vertical bifurcated cross angle α of the rudder handle 902, 912, and the substantial working force is ensured. The projected installation area on the hull has the advantage that it can be implemented by a small power mechanism.

  FIG. 18 is a schematic perspective view of the steering apparatus 10 according to a modified example of the first embodiment of the present invention. In the present invention, both the two hydraulic cylinders / piston rod portions are arranged closer to the bow side than the rudder shaft 20, and other configurations are the first embodiment of the present invention or It is the same as that of 2nd Embodiment, and the same code | symbol as 1st Embodiment of this invention or 2nd Embodiment is used to show each member and arrangement | positioning. Since the two hydraulic cylinders / piston rod portions 7 are arranged on the bow side of the rudder shaft 20, the relationship between the rudder angle and the extension of the piston rod is the first embodiment of the present invention. Or, it is different from the second embodiment. The operation of the steering device 10 according to this modified embodiment is shown in FIG. 19 to FIG. The operation itself of the apparatus excluding the difference in the operation angle between the steering plate and the two hydraulic cylinders / piston rods is the same as that of the first embodiment of the present invention, as described above. In this case, it is more preferable that the hydraulic cylinder having the longer stroke length is a dual mode cylinder (cylinder that works in both reciprocating directions).

  FIG. 24 is a conceptual top view of the steering device in which both the hydraulic cylinder and the piston rod portion having the longer stroke length are disposed on the bow side of the rudder shaft 20. As shown in the figure, the relationship between L1 and L2 is the same as that shown in FIG. 10, and even if there is a difference in operating force in each direction in the dual mode cylinder, in principle, the book shown in FIGS. The effects of the invention can be obtained equally.

  As described above, when both the hydraulic cylinder and the piston rod portion having the longer stroke length are arranged on the bow side than the rudder shaft 20, the structure of the present invention can be applied even to a small and medium-sized boat having a small stern space. There is an advantage that it is more easily possible and suitable for obtaining the effects of the present invention.

  The embodiment according to the present invention has been described above, but the present invention is not limited to the embodiment, and various modifications can be made without departing from the spirit of the present invention. While the invention is illustrated in the embodiments described herein, the embodiments are described in considerable detail, and applicants in any way limit or limit the scope of the appended claims. There is no intention. Additional advantages and modifications will be apparent to those skilled in the art, and elements described in one embodiment may be employed in other embodiments. Accordingly, the invention in its broader aspects is not limited to specific details, and each device and example is shown and described. Accordingly, it is possible to depart from these details without departing from the spirit and scope of the applicant's general inventive concept.

  The present invention can be applied to a steering device portion of a surface vessel, particularly a steering device for a large ship, and is particularly suitable for a large passenger ship.

DESCRIPTION OF SYMBOLS 1,8,9,10 Steering device 2 Drive mechanism 3 Axle 4,5 Conventional steering device 7,8 Hydraulic cylinder piston rod part 20 Rudder shaft 30 Rudder plate 40 Propeller 100,110,120,130 Hydraulic cylinder 101, 111, 121, 131 Piston rods 102, 112 Rudder handle 202 Rudder handle 203 Fixed support portion to the hull 204 Connecting portion of the rudder handle and piston rod 205, 206 High pressure hose 227 Mount 902, 912 Rudder handle 907, 908 Hydraulic cylinder / piston Rod part A Generated torque of long cylinder B Generated torque of short cylinder C Combined generated torque of both cylinders D Generated torque of conventional embodiment L1 Maximum short stroke length L2 Maximum long stroke length Q _I Hydraulic oil amount Z0 Rudder axis Z1, Z2, Z3, Z4 Steering handle and piston rod connecting part axis Θ Cylinder and the steering angle γ upstream maximum steering angle κ downstream maximum steering angle from the bifurcated cross angle δ steering neutral point of bisection of the corner α bifurcated tiller of the piston rod cross angle theta _max maximum steering angle range of the short cylinder

Claims (4)

Two rudder plates, rudder shafts connected to the respective rudder plates, and a drive mechanism for rotating the rudder shafts;
The rudder shaft is a steering device for a ship which is arranged in two freely rotating directions on both sides above the screw shaft, and rotates each rudder plate from the side of the propeller to the rear of the propeller by the rotation of each rudder shaft,
The drive mechanism includes a hydraulic cylinder / piston rod portion arranged for reciprocating motion, and a rudder rotatably connected to the piston rod for converting the reciprocating motion of each piston rod into the rotational motion of the rudder shaft. A rudder handle integrated with the shaft,
The hydraulic cylinder / piston rod portion has two configurations per rudder handle and is arranged so that the shaft cores of the piston rod intersect each other, and the stroke length is unequal length.   The steering apparatus according to claim 1, wherein an intersection angle of the piston rod is substantially vertical.   2. The one of the two hydraulic cylinder / piston rod portions is arranged such that the shortest stroke position corresponds to a steering plate upstream turning limit and the longest stroke position corresponds to a steering plate downstream turning limit. Steering device.   The steering apparatus according to any one of claims 1 to 3, wherein both of the hydraulic cylinder and the piston rod portion having a longer stroke length are disposed closer to the bow side than the rudder shaft.

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