JP2020121594A - Steering gear for vessel - Google Patents

Abstract

To provide a steering gear for vessel capable of suppressing collision noise of peripheral wall of a groove of a steering lever with a pin at starting of actuation of an actuator.SOLUTION: A steering gear for a vessel includes: a first electric actuator; a second electric actuator arranged in parallel to the first electric actuator; a first pin provided on one end of a rod of the first electric actuator and inserted into a groove formed on one end of a steering lever; a second pin provided on one end of a rod of the second electric actuator and inserted into a groove formed on the other end of the steering lever; a first cylinder forming a first pressure chamber where hydraulic fluid having pressure force work on the other end of the rod of the first electric actuator is conducted; a second cylinder forming a second pressure chamber where hydraulic fluid having pressure force work on the other end of the rod of the second electric actuator is conducted; a fluid pressure passage for connecting the first pressure chamber and the second pressure chamber; and a pressure retaining device for maintaining pressure of the fluid pressure passage to be equal to or more than a prescribed pressure.SELECTED DRAWING: Figure 1

Description

The present invention relates to a marine steering device.

Conventionally, a ship is provided with a ship steering device for changing the traveling direction of the ship. In such a marine steering device, there is one in which a hydraulic cylinder is operated by hydraulic pressure generated by an electric pump, and a rudder shaft is rotated via a mechanism that converts linear motion of the hydraulic cylinder into rotary motion (for example, , Patent Document 1). As shown in Patent Document 1, the rods of the two hydraulic cylinders are connected to the steering wheel via pins. This pin is inserted in the groove provided in the rudder handle.

JP, 2004-161052, A

However, since there is a gap between the groove of the steering wheel and the pin, when the pin is moved by starting the movement of each rod, a collision between the pin and the peripheral wall of the groove of the steering wheel occurs, and a collision noise is generated. Occurs. Particularly, in a marine steering device used for a special ship that requires quietness, it is desirable to suppress the collision noise.

Therefore, an object of the present invention is to provide a marine steering device capable of suppressing the generation of a collision noise between the pin and the peripheral wall of the groove of the steering wheel at the start of operation of the actuator.

A marine steering device according to the present invention includes a first electric actuator having a rod for rocking a steering wheel extending from a rudder shaft to both sides, and a rod-shaped steering wheel for rocking the rudder wheel. A second electric actuator having: a first pin provided at one end of the rod of the first electric actuator and inserted into a groove formed at one end of the rudder; and a rod of the second electric actuator. A second pin that is provided at one end and that is inserted into a groove that is formed at the other end of the rudder, and a first pressure at which hydraulic fluid that applies pressure is introduced to the other end of the rod of the first electric actuator A first cylinder that forms a chamber; a second cylinder that forms a second pressure chamber into which a hydraulic fluid that exerts a pressure is introduced to the other end of the rod of the second electric actuator; the first pressure chamber; A hydraulic pressure passage connecting to the second pressure chamber and a pressure holding device for keeping the pressure of the hydraulic pressure passage at a predetermined pressure or higher are provided.

According to the invention, since the pressure of the hydraulic pressure passage connecting the first pressure chamber and the second pressure chamber is maintained at a predetermined pressure or higher by the pressure holding device, the first pin of the rod of the first electric actuator is pressed. The first pin is brought into contact with the peripheral wall of one groove of the steering wheel, and the second pin of the rod of the second electric actuator is pressed so that the second pin and the peripheral wall of the other groove of the steering wheel are It comes into contact. Since the operation of the first and second electric actuators can be started in such a state, the first pin and the peripheral wall of one groove of the steering wheel can be irrespective of whether the steering wheel is swung to one or the other. , And the collision between the second pin and the peripheral wall of the other groove of the rudder, are suppressed, and therefore the generation of collision noise can be suppressed. Moreover, since the contact state between the first pin and the peripheral wall of the one groove and the contact state between the second pin and the peripheral wall of the other groove are maintained by the hydraulic pressure, the first and second electric actuators are connected to maintain the connected state. There is no need to continue energizing.

In the above invention, the marine vessel steering device may be configured such that, of the first electric actuator and the second electric actuator, the electric actuator that pushes the steering wheel when swinging the steering wheel operates first. A control device for controlling the first electric actuator and the second electric actuator may be further provided.

According to the above configuration, when the rudder handle is swung, it is possible to prevent a gap from being formed between the pin of the rod of the electric actuator that pulls the rudder handle and the peripheral wall of the groove of the rudder handle.

In the above invention, the first electric actuator and the second electric actuator each include a sensor that detects a movement amount of the rod, and the control device may be configured to include one of the first electric actuator and the second electric actuator, When the electric actuator to be operated is pressed by the other electric actuator via the steering wheel, the movement amount of the rod detected by the sensor of the electric actuator to be operated later becomes a predetermined amount. The steering wheel may be actuated in such a manner that the steering wheel is pulled when a predetermined time has elapsed from the start of actuation of the actuator to be actuated.

According to the above configuration, when swinging the steering wheel, the steering wheel is pulled without creating a gap between the pin of the rod of the electric actuator that pulls the steering wheel and the peripheral wall of the groove of the steering wheel. One of the electric actuators can be operated.

In the above invention, each of the first electric actuator and the second electric actuator may be a linear motor.

According to the above configuration, the linear motor can be directly driven by electric power, and the efficiency of energy for driving the actuator can be improved.

In the above invention, the pressure holding device may include an accumulator and a relief valve, and may hold the pressure of the hydraulic pressure passage between a set pressure of the accumulator and a set pressure of the relief valve.

According to the above configuration, the pressure holding device holds the pressure of the hydraulic pressure passage between the preset pressure of the accumulator and the preset pressure of the relief valve (predetermined range). The volume change can be absorbed. Specifically, when the hydraulic fluid expands due to the temperature rise and the pressure in the hydraulic pressure channel exceeds the set pressure of the relief valve, the hydraulic fluid is released to the accumulator through the relief valve to allow the hydraulic fluid in the hydraulic pressure channel to flow. The pressure can be reduced. On the other hand, when the hydraulic fluid contracts due to the temperature decrease and the pressure in the hydraulic pressure channel becomes less than the set pressure of the accumulator, the hydraulic fluid is supplied from the accumulator to the hydraulic pressure channel to reduce the pressure in the hydraulic pressure channel. Can be raised. In this way, the pressure in the hydraulic pressure channel can be maintained within the predetermined range.

According to the present invention, it is possible to provide a marine steering device capable of suppressing the occurrence of a collision sound between the pin and the peripheral wall of the groove of the steering wheel at the start of operation of the actuator.

It is a figure of the marine vessel steering device concerning one embodiment of the present invention.

Hereinafter, a marine steering device according to an embodiment of the present invention will be described with reference to the drawings. The marine steering device described below is merely one embodiment of the present invention. Therefore, the present invention is not limited to the following embodiments, and additions, deletions and modifications can be made without departing from the spirit of the present invention.

FIG. 1 shows a marine vessel steering system 1 according to this embodiment. As shown in FIG. 1, in the marine vessel steering system 1 according to the present embodiment, the control device 50 operates the first linear motor 5 and the second linear motor 6 which are electric actuators, so that the rudder shaft 2 is moved via the steering wheel 2. 4 is rotated. The steering wheel 2 is swingable and extends from the rudder shaft 4 to both sides. The steering wheel 2 has grooves 2a and 2b formed at both ends in a direction orthogonal to the axial directions of the first and second linear motors 5 and 6. The first pin 3a is inserted in the groove 2a, and the second pin 3b is inserted in the groove 2b.

The second linear motor 6 is arranged in parallel with the first linear motor 5. The first and second linear motors 5 and 6 have a rod 7 configured to be reciprocable in the axial direction thereof. Each rod 7 is configured to reciprocate in the axial direction by electric power. The first pin 3a is provided at one end (right end in FIG. 1) of the rod 7 of the first linear motor 5, and the second pin 3b is provided at one end of the rod 7 of the second linear motor 6.

In such a configuration, when the rod 7 of the first linear motor 5 moves to push the steering wheel 2 and the rod 7 of the second linear motor 6 moves to pull the steering wheel 2, the steering wheel 2 moves. It swings clockwise in FIG. On the contrary, when the rod 7 of the first linear motor 5 moves toward pulling the steering wheel 2 and the rod 7 of the second linear motor 6 moves toward pushing the steering wheel 2, the steering wheel 2 in FIG. Swing counterclockwise. In this way, the rudder shaft 4 can be rotated by swinging the rudder handle 2.

A first cylinder 8 is connected to the base end side portion of the first linear motor 5. The proximal end portion of the rod 7 of the first linear motor 5 is arranged inside the first cylinder 8. In the first cylinder 8, a first pressure chamber 8a is formed in a region surrounded by the inner peripheral wall of the first cylinder 8 and the rod 7. When the rod 7 moves to one side in the axial direction (left side in FIG. 1), the hydraulic fluid flows out from the first pressure chamber 8a, and when the rod 7 moves to the other side in the axial direction (right side in FIG. 1), the first The hydraulic fluid is designed to flow into the pressure chamber 8a. The hydraulic fluid used in the marine steering device 1 is typically oil, but may be other liquid such as water.

Similarly, the second cylinder 9 is connected to the base end side portion of the second linear motor 6. The base end side portion of the rod 7 of the second linear motor 6 is arranged in the second cylinder 9. In the second cylinder 9, a second pressure chamber 9a is formed in a region surrounded by the inner peripheral wall of the second cylinder 9 and the rod 7. When the rod 7 moves to one side in the axial direction (left side in FIG. 1), hydraulic fluid flows out from the second pressure chamber 9a, and when the rod 7 moves to the other side in the axial direction (right side in FIG. 1), the second The hydraulic fluid is designed to flow into the pressure chamber 9a.

A hydraulic pressure passage 10 is provided in the marine steering device 1. The hydraulic pressure channel 10 connects the above-described first pressure chamber 8a and second pressure chamber 9a. In the hydraulic pressure passage 10, there is provided a switching valve 11 which is switched between a permission state in which the flow of the hydraulic fluid through the fluid pressure passage 10 is permitted and a prohibition state in which the flow of the hydraulic fluid through the fluid pressure passage 10 is prohibited. Has been inserted.

A pressure holding device 12 is provided in the hydraulic pressure passage 10. As shown in FIG. 1, the pressure holding device 12 includes a supply/discharge line 13, first to fourth connection lines 14, 15, 16, and 17, a relief valve 18, check valves 19 and 20, and a check valve. It is provided with 21, 22 and an accumulator (pressure compensator) 23.

An accumulator 23 is connected to one end of the supply/discharge line 13. The accumulator 23 includes a cylinder 23a, a piston 23b, and a spring member 23c. A hydraulic fluid chamber is formed in a region surrounded by the inner peripheral wall of the cylinder 23a and the piston 23b, and the piston 23b is pressed by a spring member 23c at a pressure equal to or higher than a predetermined pressure. In such a configuration, the hydraulic fluid can be supplied from the hydraulic fluid chamber of the cylinder 23a to the supply/discharge line 13, and the hydraulic fluid can be released to the hydraulic fluid chamber of the cylinder 23a.

One end of the first connection line 14 is connected to the other end of the supply/discharge line 13. The other end of the first connection line 14 is connected to a portion of the hydraulic pressure passage 10 on one side of the switching valve 11. Further, one end of the second connection line 15 is connected to the other end of the supply/discharge line 13. The other end of the second connection line 15 is connected to a portion of the hydraulic pressure passage 10 on the other side of the switching valve 11. The check valve 19 is inserted in the first connection line 14 to prevent the flow of the hydraulic fluid from the check valve 19 toward the first pressure chamber 8a, and to prevent the hydraulic fluid from flowing from the check valve 19 toward the relief valve 18. Allow the flow of. Further, the check valve 20 is inserted in the second connection line 15, prevents the flow of the hydraulic fluid in the direction from the check valve 20 toward the second pressure chamber 9 a, and prevents the hydraulic fluid from flowing from the check valve 20 toward the relief valve 18. Allow hydraulic fluid flow.

One end of the third connection line 16 is connected to the first connection line 14, and the other end of the third connection line 16 is connected to the supply/discharge line 13. Further, one end of the fourth connection line 17 is connected to the second connection line 15, and the other end of the fourth connection line 17 is connected to the supply/discharge line 13. The check valve 21 is inserted in the third connection line 16, prevents the flow of the hydraulic fluid in the direction from the check valve 21 toward the accumulator 23, and prevents the hydraulic fluid in the direction from the check valve 21 toward the first pressure chamber 8a. Allow flow. Further, the check valve 22 is inserted in the fourth connection line 17, prevents the flow of the hydraulic fluid in the direction from the check valve 22 toward the accumulator 23, and operates in the direction from the check valve 22 toward the second pressure chamber 9a. Allow liquid flow.

In such a configuration, the switching valve 11 is closed and switched to the prohibited state before the operation of the first and second linear motors 5 and 6 is started. As described above, since the piston 23b is pressed by the spring member 23c at a pressure equal to or higher than the predetermined pressure, the hydraulic fluid from the hydraulic fluid chamber of the cylinder 23a is supplied to the supply/discharge line 13, the third and first connection lines 16 and 14. And is supplied to the first pressure chamber 8a via the hydraulic pressure passage 10 and is also supplied to the second pressure chamber 9a via the supply/discharge line 13, the fourth and second connection lines 17, 15 and the hydraulic pressure passage 10. It As a result, the first pin 3a of the rod 7 of the first linear motor 5 can be pressed against the groove 2a of the steering wheel 2, and the second pin 3b of the rod 7 of the second linear motor 6 can be pressed into the groove 2b of the steering wheel 2. Can be pressed against. In this case, a gap s is formed in the left part of the groove 2a and the left part of the groove 2b in FIG. On the other hand, when the first and second linear motors 5 and 6 are operating, the switching valve 11 is opened and switched to the permission state. As a result, the hydraulic fluid flows into and out of the first pressure chamber 8a, and the hydraulic fluid flows out of the first pressure chamber 8a, and the hydraulic fluid flows out from the second pressure chamber 9a and the hydraulic fluid flows into the second pressure chamber 9a. Inflow and outflow of liquid is allowed.

The control device 50 controls the first and second linear motors 5 and 6 so that the electric actuator, which pushes the steering wheel 2 when the steering wheel 2 is swung, operates first. It is configured to control 5 and 6. For example, when the person who pushes the steering wheel 2 is the first linear motor 5 and the person who pulls the steering wheel 2 is the second linear motor 6, the control device 50 activates the first linear motor 5 first. After that, the second linear motor 6 is operated.

Specifically, the first and second linear motors 5 and 6 have sensors 5a and 6a that detect the movement amount of the corresponding rod 7. In the above example, the control device 50 activates the second linear motor 6 to be activated later when the movement amount of the rod 7 detected by the sensor 6a of the linear motor 6 reaches a predetermined amount or earlier. After a lapse of a predetermined time from the start of actuation of the actuator, the steering wheel 2 is actuated in a pulling direction. The sensors 5a and 6a are, for example, stroke sensors.

In the pressure holding device 12, the check valves 21 and 22 are provided for accumulators when the pressure in the hydraulic pressure passage 10 is less than the set pressure of the accumulator 23 due to the contraction of the hydraulic fluid due to the temperature drop of the hydraulic fluid. The hydraulic fluid is sucked from 23 and supplied to the hydraulic pressure passage 10. On the other hand, the relief valve 18 is inserted in a portion of the supply/discharge line 13 that is farther from the accumulator 23 than the connection point of the third and fourth connection lines 16 and 17. When the pressure inside the hydraulic pressure passage 10 exceeds the set pressure (relief pressure) of the relief valve 18 due to the expansion of the hydraulic fluid due to the temperature rise of the hydraulic fluid, the relief valve 18 inside the hydraulic passage 10 The hydraulic fluid of 1 operates to escape to the accumulator 23. In this way, the pressure in the hydraulic pressure passage 10 can be maintained between the set pressure of the accumulator 23 and the set pressure of the relief valve 18 (a predetermined range).

As described above, according to the marine vessel steering apparatus 1 of the present embodiment, the pressure in the hydraulic pressure passage 10 connecting the first pressure chamber 8a and the second pressure chamber 9a is maintained at a predetermined pressure or higher by the pressure holding device 12. Since it leans, the first pin 3a of the rod 7 of the first linear motor 5 is pressed to bring the first pin 3a into contact with the peripheral wall of the groove 2a of the steering wheel 2 and the rod of the second linear motor 6 The second pin 3b of No. 7 is pressed to bring the second pin 3b into contact with the peripheral wall of the groove 2b of the steering wheel 2. Since the operation of the first and second linear motors 5 and 6 can be started in such a state, the first pin 3a and the steering wheel 2 are irrespective of whether the steering wheel 2 is swung to one side or the other side. The collision with the peripheral wall of the groove 2a and the collision between the second pin 3b and the peripheral wall of the groove 2b of the steering wheel 2 can be suppressed, and therefore the generation of the collision noise can be suppressed. Moreover, since the contact state between the first pin 3a and the peripheral wall of the groove 2a and the contact state between the second pin 3b and the peripheral wall of the groove 2b are maintained by the hydraulic pressure, the first and second linear units are maintained to maintain the connected state. It is not necessary to continue energizing the motors 5 and 6.

Further, in the present embodiment, the control device 50 causes the linear motor, which is to be activated later, of the first and the linear motors 5 and 6 to be activated later by being pressed by the other linear motor via the steering wheel 2. When the moving amount of the rod 7 detected by the sensor of the linear motor to be actuated reaches a predetermined amount, or after a predetermined time has elapsed from the start of actuation of the actuator to be actuated first, the rod 2 is actuated to be pulled. As a result, when the steering wheel 2 is swung, the steering wheel 2 is moved without causing a gap between the pin of the rod of the linear motor that pulls the steering wheel 2 and the peripheral wall of the groove of the steering wheel 2. The pulling linear motor can be operated.

Further, in the present embodiment, since the marine vessel steering device 1 includes the pressure holding device 12, the pressure in the hydraulic pressure passage 10 should be held between the set pressure of the accumulator 23 and the set pressure of the relief valve 18 (predetermined range). You can

Further, in the present embodiment, by adopting the linear motors 5 and 6 as the electric actuators, the linear motors 5 and 6 can be directly driven by electric power as compared with the case where the hydraulic actuators are driven by the electric pumps. In this embodiment, it is possible to improve the efficiency of energy for driving the linear motors 5, 6).

(Other embodiments)
In addition to the embodiments described above, the present invention can be modified in various ways as described below without departing from the spirit of the invention.

In the above embodiment, the pin inserted into the groove of the steering wheel is provided on the rod to convert the linear motion of the linear motor into the swinging motion of the steering wheel, but the conversion mechanism is not limited to this. For example, another conversion mechanism such as a rack and pinion gear system may be adopted.

Further, in each of the above embodiments, the linear motor is used as the electric actuator, but the electric actuator is not limited to this, and other electric actuators such as an electromagnetic plunger may be used.

1 Marine Steering Device 2 Steering Wheels 2a, 2b Groove 3a First Pin 3b Second Pin 4 Rudder Shaft 5 First Linear Motor (First Electric Actuator)
5a, 6a sensor 6 second linear motor (second electric actuator)
7 Rod 8 1st Cylinder 8a 1st Pressure Chamber 9 2nd Cylinder 9a 2nd Pressure Chamber 10 Hydraulic Flow Path 12 Pressure Holding Device 23 Accumulator 50 Control Device

Claims (5)

A first electric actuator having a rod for swinging a steering wheel extending from the rudder shaft to both sides;
A second electric actuator that swings the rudder and is arranged parallel to the first electric actuator and has a rod;
A first pin provided at one end of the rod of the first electric actuator and inserted into a groove formed at one end of the rudder;
A second pin provided at one end of the rod of the second electric actuator and inserted into a groove formed at the other end of the rudder;
A first cylinder forming a first pressure chamber into which a hydraulic fluid that exerts pressure is introduced to the other end of the rod of the first electric actuator;
A second cylinder forming a second pressure chamber into which a hydraulic fluid that exerts pressure is introduced to the other end of the rod of the second electric actuator;
A hydraulic flow path connecting the first pressure chamber and the second pressure chamber,
A marine vessel steering device, comprising: a pressure holding device that keeps the pressure in the fluid pressure passage at a predetermined pressure or higher. Of the first electric actuator and the second electric actuator, the first electric actuator and the second electric actuator so that the electric actuator that pushes the steering wheel when swinging the steering wheel operates first. The marine steering device according to claim 1, further comprising a control device that controls the ship. The first electric actuator and the second electric actuator each include a sensor that detects a movement amount of the rod,
The control device activates the electric actuator, which is to be activated later, of the first electric actuator and the second electric actuator by pressing the electric actuator by the other electric actuator via the steering wheel. When the movement amount of the rod detected by the sensor of the electric actuator to be actuated reaches a predetermined amount or after a predetermined time has elapsed from the start of actuation of the actuator to be actuated first, the rod is actuated to be pulled. 2. The marine steering device described in 2. The marine steering device according to claim 1, wherein each of the first electric actuator and the second electric actuator is a linear motor. The pressure holding device includes an accumulator and a relief valve, and holds the pressure of the hydraulic pressure passage between a set pressure of the accumulator and a set pressure of the relief valve. The marine steering device described.

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