JP3195153B2 - Marine steering gear - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a marine steering gear, and more particularly, to a marine steering gear capable of obtaining a large steering angle with a simple structure.

[0002]

2. Description of the Related Art In recent years, the steering angle of a steering gear (hereinafter, also referred to as a steering angle) has been increased from the viewpoint of improving the steering performance of a ship. For example, the steering angle is increased to ± 60 ° to ± 70 ° from the conventional steering angle of ± 35 ° to ± 45 °.

[0003] On the other hand, in a swiveling thruster, 360
It is equipped with a steering gear that can freely control the steering angle of ° or more. Therefore, as an ultimate method for improving the marine vessel maneuvering performance, it has been considered to equip a normal marine vessel with the turning thruster.

As a method of applying this swiveling thruster to an ordinary ship, for example, a method of equipping it as shown in a side view of FIG. According to this method, it is possible to equip the hull H with the swiveling thruster P while keeping the characteristics of the conventional hull form without losing the drainage amount or changing the hull form.

[0005] In this case, if the turning thruster P turns 90 ° to the left and right sides, the reverse force of the propulsion unit (reverse pitch in the case of a variable pitch propeller and reverse rotation in the case of a fixed propeller) is used. In addition, the feature of the orbiting thruster P capable of generating a thrust in any direction at 360 ° in the horizontal plane can be maintained. Therefore, the required turning angle of the turning thruster P in this case is a minimum of ± 90 °.

However, since the conventional steering mechanism of the swivel thruster P, that is, the swivel mechanism is configured to be swiveled by a hydraulic motor, a large space for providing hydraulic equipment and the like is required, and the structure is complicated. Therefore, it is extremely uneconomical as a steering gear for steering a required steering angle of ± 90 °.

Further, it is impossible to secure a steering angle of ± 90 ° with a conventional steering machine such as a conventional Rapson slide type. As a prior art of a Rapson slide type large steering angle steering machine, there is an invention described in Japanese Patent Application Laid-Open No. 3-99997. However, this Rapson slide type large steering angle steering machine has a large steering angle of ± 35 ° or more. In order to provide a steering gear capable of exerting a sufficiently large force even in a large steering angle area, an additional biasing actuator is provided to compensate for a large reduction in output torque that occurs in a steering angle area, ± 9
It is not possible to take a steering angle of 0 °, a total of 180 °.

Further, if it is attempted to handle a steering angle of ± 90 ° or more by using a conventional steering device, a rotary vane type actuator conventionally used for a steering device having a large steering angle is conventionally used. In this case, if the number of vanes is reduced to one, there is a steering ability of ± 90 ° or more, so that it is practical. However, when this is used for a swiveling thruster, there are the following problems.

[0009] It is necessary to penetrate the shaft of the swiveling thruster or the power line, and in some cases, elements such as a lubricating oil pipe and a lead wire for signal transmission through the shaft center portion of the rotary actuator. And a special design is required, which is very expensive.

[0010] There are technical difficulties in the oil sealing mechanism.

[0011] It is technically more difficult to insulate the influence of distortion from the load side as compared with a Rapson slide type or trunk piston type steering gear.

Therefore, a steering gear which is economical and does not have necessary and sufficient conditions cannot be obtained.

As a conventional rotary actuator, there is a device described in Japanese Utility Model Laid-Open No. 2-127801.

In view of the above problems, the invention according to this application has
It is an object of the present invention to provide an economical marine steering gear capable of steering a rudder shaft or a turning shaft to a large steering angle of ± 90 ° or more and having a simple structure.

[0015]

According to a first aspect of the present invention, there is provided a marine steering device for rotating a rudder shaft or a turning shaft of a propulsion device. A pair of actuators for integrally providing one or more sprockets concentrically with the shaft, providing one or more chains for engaging the sprockets, and linearly moving both ends of the chains by a predetermined stroke; Is provided.

The marine steering gear according to the second invention is characterized in that the first
In the invention, one or a plurality of chains engaged with the sprocket are extended to a position separated from the sprocket by a predetermined amount, and are engaged with an intermediate sprocket rotatably provided at the tips of a pair of actuator rods. Turn around,
After a predetermined amount of extension, the chain end is fixed to the hull stationary part.

According to a third aspect of the present invention, there is provided a marine steering apparatus for rotating a turning shaft of a rudder shaft or a propulsion device, wherein one or more pulleys are integrated concentrically with the rudder shaft or the turning shaft. And one or more ropes engaging with the pulley are provided, and a pair of actuators for linearly moving both ends of the rope by a predetermined stroke are provided.

The marine steering gear according to the fourth aspect of the present invention is the marine steering gear according to the third aspect.
The invention is characterized in that one or more ropes are engaged with the pulley for a required steering angle or more and locked.

The marine steering gear according to the fifth aspect of the present invention,
In the invention or the fourth invention, an intermediate pulley rotatably provided at a tip of a pair of actuator rods at a position where one or a plurality of ropes engaged with the pulley is extended to a position away from the pulley by a predetermined amount. After being engaged and turned over and further extended by a predetermined amount, the rope end is fixed to the hull stationary part.

The marine steering gear according to a sixth aspect of the present invention is the marine steering gear according to the first aspect.
In any one of the fifth to fifth aspects, a longitudinal direction adjusting means is provided at a mounting position of the actuator.

The marine steering gear according to the seventh aspect of the present invention is the marine steering gear according to the third aspect.
The invention according to any one of the fifth to fifth aspects, wherein a tension adjusting means for the rope is provided at an end of the rope.

The marine steering gear according to the eighth aspect of the present invention is the marine steering gear according to the third aspect.
In any one of the fifth to fifth aspects, a longitudinal direction adjusting means is provided at a position where the actuator is mounted, and a tension adjusting means for the rope is provided at an end of the rope.

The marine steering gear according to the ninth invention is characterized in that
In any one of the eighth to eighth aspects, a liquid pressure adjusting circuit for constantly applying a liquid pressure is provided on the negative pressure side of the actuator, so that the minimum tension of the chain or the rope is always maintained. .

[0024]

According to the first aspect of the invention, when one of a pair of actuators for linearly moving both ends of the chain by a predetermined stroke is driven, the actuator causes the end of the chain to linearly move. The movement causes the sprocket with which the chain is engaged to rotate, and the rudder shaft or turning shaft provided concentrically and integrally with the sprocket is rotated. Since the turning angle is determined by the stroke of the actuator, the steering wheel can turn the steering axis or the turning axis by ± 90 ° or more by the linear motion of the actuator according to the stroke setting value of the actuator.

According to the configuration of the second invention, the operation of the first invention is achieved, and the chain engaged with the sprocket is extended to a position away from the sprocket by a predetermined amount. Since the chain end is fixed to the hull stationary part after engaging with the intermediate sprocket rotatably provided on the hull, and then further extending by a predetermined amount, the actuator is driven with a smaller stroke than in the first invention. This is also a steering gear capable of rotating the rudder axis or the turning axis by ± 90 ° or more.

According to the configuration of the third aspect of the invention, when one of a pair of actuators for linearly moving both ends of the rope by a predetermined stroke is driven, the end of the rope is linearly moved by this actuator, and the straight line of the rope is moved. The movement causes the pulley with which the rope is engaged to rotate, and the rudder shaft or the turning shaft provided concentrically and integrally with the pulley is rotated. Since the turning angle is determined by the stroke of the actuator, the steering wheel can turn the steering axis or the turning axis by ± 90 ° or more by the linear motion of the actuator according to the stroke setting value of the actuator.

According to the fourth aspect of the invention, the operation of the third aspect of the invention is achieved, and one or more ropes engaged with the pulley at a predetermined steering angle or more are used to connect the ends of both ropes to the actuator. When the linear motion is performed, the steering gear can rotate the pulley more than a predetermined steering angle.

According to the configuration of the fifth aspect, the action of the third aspect or the fourth aspect is exhibited, and the rope engaged with the pulley is extended to a position separated from the pulley by a predetermined distance. Since the rope end is fixed to the hull stationary part after engaging with the intermediate pulley rotatably provided at the tip of the actuator rod and turning it back and extending it by a predetermined amount, the actuator is the third invention or the fourth invention. Even if the steering shaft is driven with a smaller stroke, the steering shaft or the turning shaft can be turned by ± 90 ° or more.

According to the configuration of the sixth aspect, the first to the first aspects are provided.
According to the fifth aspect of the present invention, the longitudinal direction adjusting means provided at the position where the actuator is mounted is provided.
Chain or rope length can be adjusted.

According to the configuration of the seventh aspect, the third to
In addition to the effect of the fifth invention, the rope tension can be adjusted by the rope tension adjusting means provided at the end of the rope.

According to the configuration of the eighth aspect, the third to
In addition to the effects of the fifth invention, the length of the rope can be adjusted by the longitudinal direction adjusting means provided at the mounting position of the actuator, and the tension of the rope can be adjusted by the rope tension adjusting means provided at the end of the rope. The tension can be adjusted.

According to the ninth aspect of the present invention, the first to first aspects are provided.
According to the eighth aspect of the present invention, since the fluid pressure adjusting circuit constantly applies fluid pressure to the negative pressure side of the actuator, tension is always maintained at the end of the negative pressure side chain or rope. State, and the minimum tension of the chain or the rope can be always maintained.

[0033]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the invention according to the present application will be described below with reference to the drawings. In the following description, an example in which the turning axis of the turning thruster P as shown in FIG. 7 described above is steered will be described.

FIG. 1 is an instrumentation diagram showing the first embodiment (a).
Is a plan view, and (b) is a side view. As shown in the drawing, a sprocket 2 is provided integrally and concentrically on a turning shaft 1 (turning cylinder) of the turning type thruster P. In this embodiment, a two-row sprocket 2 is provided.

The sprocket 2 has two chains 3
And a pair of actuators A is provided at the end of the chain 3. This actuator A
May be any actuator A having an output of linear motion, such as hydraulic pressure, pneumatic pressure, screw and electric motor, etc. In this embodiment, a hydraulic servo cylinder 4 (hereinafter simply referred to as hydraulic cylinder) is used. Therefore, there is little concern about oil leakage, and an electromagnetic switching valve that can be operated most easily by remote control can be used, which is economical. The chain 3 is 1
It may be a plurality or a plurality, and may be set according to the required torque or the like.

The end of the piston rod 5 of the hydraulic cylinder 4 is connected to the end of the chain 3 so as to transmit a tensile force to the chain 3 as the piston 6 moves. I have.

On the other hand, the rod side 4A of the hydraulic cylinder 4
, A hydraulic drive device S for applying a tensile force to the piston 6
Are connected. The hydraulic drive device S includes a control valve 7 for controlling the supply and discharge of oil to and from the rod side 4A of the hydraulic cylinder 4,
The control valve 7 includes a hydraulic pump 8 for supplying pressurized oil, a prime mover 9 for driving the pump, and a sump tank 10 for oil. The control valve 7 has four ports 3 in this embodiment.
The control valve 7 supplies and discharges pressurized oil to and from the rod side 4A of the two hydraulic cylinders 4 to move the piston 6, and the sprocket 2 through the piston rod 5 and the chain 3. That is, the turning shaft 1 can be set to an arbitrary steering angle (steering angle). The motor 9 is, for example, an electric motor. Note that these hydraulic devices are connected by a hydraulic pipe 11. An intake / exhaust port 12 is provided on the opposite side 4B of the hydraulic cylinder 4.
Is provided so as to supply and exhaust air on the opposite rod side 4B following the movement of the piston 6. In addition,
According to this configuration, the system can follow the displacement on the load side, that is, the displacement of the turning shaft 1 without any trouble.

According to the steering gear R of the first embodiment configured as described above, the hydraulic pump 8 of the hydraulic drive unit S is driven to control the control valve 7, so that the hydraulic cylinder 4 in a predetermined direction is controlled. , The piston 6 of the hydraulic cylinder 4 is moved to apply a tensile force to the chain 3 via the piston rod 5, and the tensile force is converted into rotational motion by the sprocket 2, and the required rotational angle is set in a predetermined direction. By turning only this, the turning shaft 1 provided integrally with the sprocket 2 can be turned. At this time, a steering torque is generated by a difference in the tensile force of the hydraulic cylinder 4 that applies a tensile force to the chain 3.

If the sprocket 2 integrally engaged with the turning shaft 1 is rotated by the chain 3, the control of the piston stroke of the hydraulic cylinder 4 can be performed by ± 90.
It is possible to easily realize a steering angle of more than °, and the steering gear R can realize a large steering angle with a simple configuration. Further, according to the above configuration, the same torque can be generated in the entire operation range.

In the first embodiment, the chain 3 is wound around the sprocket 2 by about 180 ° and engaged with the sprocket 2 by providing a pair of hydraulic cylinders 4 in parallel.
The engagement angle at which the chain 3 is wound may be 180 ° or more or less.

Next, a second embodiment will be described with reference to a plan view shown in FIG. In the second embodiment, an intermediate sprocket 13 is mounted on the front end of the hydraulic cylinder 4, that is, the piston rod 5 of the actuator A in the first embodiment.
The hydraulic cylinder 4
In this embodiment, the stroke of the first embodiment is reduced to half that of the first embodiment.
The sprocket 2 is configured to rotate through the chain 3 by the pressing force of the hydraulic cylinder 4. In the following description, the same components as those in the above-described first embodiment are denoted by the same reference numerals, and description thereof will be omitted.

As shown, a turning sprocket 2 is provided concentrically and integrally with a turning shaft 1, and an intermediate sprocket 1 is provided at the tip of a piston rod 5 of a hydraulic cylinder 4.
3 are provided, and a chain 3 is engaged with the sprocket 2 and the intermediate sprocket 13.
Is provided. The two ends of the chain 3 are fixed to the hull stationary part 14. In addition, this chain 3
Are set so as to be parallel to each other as shown in the figure, or set at a symmetrical angle with respect to the intermediate sprocket 13 as shown by a thin line, so that no lateral thrust acts on both piston rods 5. These may be selected in consideration of the installation space and the like.

In the case of the second embodiment, since the operating direction of the hydraulic cylinder 4 is opposite to that of the first embodiment, the hydraulic cylinder 4 applies a pressing force instead of a pulling force. The other control systems are the same as in the first embodiment.

In the first and second embodiments described above, the combination in which the sprocket 2 is provided on the turning shaft 1 and the sprocket 2 is rotated by the chain 3 has been described. 3 may be replaced with a wire rope (hereinafter simply referred to as a rope) 16. Further, the intermediate sprocket 13 may be similarly replaced with an intermediate pulley. As described above, by using the pulley 15 (including the case where the intermediate pulley is provided) and the rope 16, it can be manufactured at a lower cost than the combination of the sprocket 2 (including the case where the intermediate sprocket is provided) and the chain 3. .

The third embodiment in which the turning shaft 1 is turned by the pulley 15 and the rope 16 will be described with reference to the plan views of only the main parts shown in FIGS. 3 (a) and 3 (b). A pulley 15 is provided coaxially with the pulley 1, and a rope 16 is engaged with the pulley 15.
6 is fixed by a rope fixing hardware 17. Accordingly, the power is transmitted by the frictional force between the pulley 15 and the rope 16 and the locking force of the rope fixing hardware 17. By doing so, the pulley 15 and the rope 1
6 can be prevented from slipping due to only the frictional force with 6.

As this method, one or more ropes 1
When the pulley 15 is rotated by the use of the rope 6, as shown in FIG. 3 (a), when the rope 16 is fixed by the rope fixing hardware 17 at the steering angle center E of the turning shaft 1, steering can be performed due to the presence of the fixing hardware 17. The angle is smaller than ± 90 ° by the angle α. Therefore, if the fixing hardware 17 is moved from the illustrated position to the position opposite to the pulley 15 and the rope 16 is wound around the pulley 15 once, a steering angle of ± 90 ° or more can be secured.

Further, as shown in FIG. 3 (b), the grooves of the pulley 15 are formed into two grooves, and the ropes 16 of the upper and lower grooves are engaged with the pulley 15 at a predetermined steering angle or more, for example, ± 90 °. , The pulley 15 can be rotated by ± 90 ° or more. In FIG. 3B, two grooves arranged on the same axis in the vertical direction are arranged in a plane.

The necessary number of ropes 16 may be set in accordance with the required torque and the like, similarly to the chain 3 of the first embodiment.

Next, as in a fourth embodiment shown in the plan views of FIGS. 4 (a) and 4 (b), a longitudinal adjusting means B which can adjust the longitudinal mounting position of the hydraulic cylinder 4 is provided. An embodiment in which the mounting position of the hydraulic cylinder 4 can be adjusted in the longitudinal direction will be described. In the fourth embodiment, in any of the above-described embodiments, it is possible to adjust the position of the chain 3 or the rope 16 and perform an initial adjustment for providing pretension, or to readjust the tension when the chain 3 or the rope 16 is stretched. It is assumed that.

As shown in FIG. 4 (a), in this embodiment, a bolt and nut mechanism is used for the longitudinal direction adjusting means B.
A hinge 18 is provided at the base of the hydraulic cylinder 4, and a tension bolt 19 rotatably connected to the hydraulic cylinder 4 is provided at the hinge 18, and the tension bolt 19 is attached to a support member 20 on the hull side with a nut 21. I support it.

The mounting bolt 4a of the hydraulic cylinder 4
The mounting bracket 4 is provided with a slot-shaped mounting hole 4c so that the hydraulic cylinder 4 can be fixed even when moved in the longitudinal direction.
b.

The longitudinal direction adjusting means B constructed as described above
Is adjusted by rotating the nut 21 to move the position of the tension bolt 19 by a screw action, thereby adjusting the longitudinal position of the hydraulic cylinder 4 to adjust the tension of the chain 3 or the rope 16 or to adjust the hydraulic cylinder 4 4. Adjust the stroke allocation and so on. Then, at that position, the position of the hydraulic cylinder 4 is fixed by the mounting bolt 4a. Since these operations are simple operations for operating the bolts and nuts, efficient adjustment operations can be easily performed.

FIG. 4 (a) is a mechanism for generating a tension, while FIG. 4 (b) is a plan view showing a mechanism when a thrust is required.

On the other hand, when the rope 16 is adopted in the second embodiment, the rope tension adjusting means C is provided at the end of the rope 16 as in the fifth embodiment shown in the plan view of FIG. , The tension of the rope 16 can be easily adjusted.

The tension adjusting means C is provided with a hinge portion 22 at the end of the rope 16, and a tension bolt 23 rotatably connected to the rope mounting hardware 16 a at the hinge portion 22. Is supported by a nut 24 on a support member 20 on the hull side, and initial adjustment for pretensioning the rope 16 and re-adjustment of tension when the rope 16 is stretched can be performed. Can also adjust the tension between each other. The rest is the same as the longitudinal direction adjusting means B of the hydraulic cylinder 4.

When the turning shaft 1 is to be steered in a desired direction as described above, a pulling force or a pressing force acts on only one of the pair of hydraulic cylinders 4, that is, the hydraulic cylinder 4 on the driving side. Thus, the turning shaft 1 is rotated. That is, the hydraulic cylinder 4 to which the pulling force or the pressing force is not applied follows the movement of the chain 3 or the rope 16 driven by the driving-side hydraulic cylinder 4. Therefore, in the predetermined steering angle holding state, the chain 3 or the rope 16 on the side where no pulling force or pressing force is applied, that is, the negative pressure side may be loosened. Further, even when the rudder is not steered, the chain 3 or the rope 16 in a state where the neutral position is maintained may be loosened. When the chain 3 or the rope 16 is loosened in this way, the responsiveness of the steering gear R deteriorates.

Therefore, as in the sixth embodiment showing the hydraulic pressure adjusting circuit shown in FIG.
Alternatively, an embodiment in which the hydraulic pressure adjusting circuit D for maintaining the minimum tension of the rope 16 is provided so that the chain 3 and the like are always in a stretched state and the response is improved will be described below. FIG. 6 shows an example in which a hydraulic pressure adjustment circuit D is provided in the above-described second embodiment, and the same components as those in the second embodiment are denoted by the same reference numerals and description thereof is omitted.

As shown in the figure, the hydraulic adjustment circuit D of the sixth embodiment uses a 5-port 3-position electromagnetic switching control valve 25 for the control valve 7 of the hydraulic drive unit S, and this control valve 25 and both hydraulic cylinders 4 A check valve 26 is provided between the two via a pipe 27, and a check valve with spring 28 is provided on the return line.

When the control valve 25 is in the neutral state, the discharge pressure of the hydraulic pump 8 is supplied from the pipe 27 to the check valve 26.
And if the pressure of one or both of the hydraulic cylinders 4 is lower than the discharge pressure of the hydraulic pump 8, the discharge pressure of the hydraulic pump 8 is reduced by the hydraulic cylinder 4. To maintain the minimum tension of the chain 3 or the rope 16
Alternatively, the hydraulic pressure is applied to the negative pressure side so that the rope 16 is in a tensioned state. At this time, the pressure for generating the expected maximum tension on the chain or the rope is adjusted by the set pressure of the check valve with spring 28 provided on the return line.

That is, during steering or neutral, the pressure oil is supplied until the pressure of the hydraulic cylinder 4 reaches the set pressure of the check valve 28 with spring, and the supplied pressure oil is held at the set pressure by the check valve 26. You. Then, when both hydraulic cylinders 4 reach the set pressure, the pressure oil from the hydraulic pump 8 is returned to the sump tank 10 via the check valve 28 with spring.

In the sixth embodiment, the hydraulic control circuit D
Is adjusted by the check valve 28 with spring, so that the structure is economical and simple. This check valve with spring 28
May be another configuration as long as the pressure can be adjusted. Further, the pipe 27 may be configured independently without the intervention of the control valve 25.

When a turning type thruster P using the steering gear R constructed as described above is mounted on an ordinary ship, FIG.
As shown in the side view of (a) and the plan view of (b) showing only the propeller, the conventional hull form can be mounted on the hull H with almost no change. In this example, the rudder has been removed.

The turning thruster P mounted on the hull H in this manner can be operated by turning to the left and right sides in a range of 90 ° each for a total of 180 °. (Reverse pitch in the case of a variable-pitch propeller, reverse rotation in the case of a fixed-pitch propeller) to generate reverse thrust, thereby turning the thruster P
, Ie, a function of generating thrust in any direction of 360 °.

As described above, in the invention according to the present application, the sprocket 2 or the pulley 15 attached to the rudder shaft or the pivot shaft, the chain 3 or the rope 16 engaged with them, and the respective ends thereof A hydraulic cylinder 4 (actuator) having a pair of linear motion outputs and a hydraulic drive device S for driving the hydraulic cylinder 4
With such a simple configuration, it is possible to configure an economical steering device R that enables large steering of ± 90 °.

In the above description, the turning thruster P
The example in which the turning shaft 1 is steered has been described, but the same applies to a configuration in which the turning shaft 1 is turned.

[0066]

The invention according to the present application is configured as described above, and has the following effects.

According to the first aspect of the invention, the linear motion of the actuator is converted into the rotational motion of the sprocket via the chain to rotate the rudder shaft or the turning shaft. It is possible to form a steering device capable of turning by more than °, and an economical large steering angle steering device can be easily realized.

According to the second aspect of the present invention, the intermediate sprocket rotatably provided at the tip of the rod of the actuator allows the rudder shaft or the pivot axis to be moved by ± 9 with a smaller stroke than the first aspect.
A steering gear that can be turned by 0 ° or more becomes possible,
A space-saving and economical large steering angle steering machine can be realized.

According to the third aspect of the present invention, the linear motion of the actuator is converted into the rotational motion of the pulley via the rope to rotate the rudder shaft or the turning shaft. It is possible to form a steering wheel capable of turning by more than one degree, and it is possible to easily realize a large steering angle steering gear more economical than the first invention.

According to the fourth aspect of the invention, the effect of the third aspect of the invention is exhibited, and the rudder shaft or the turning axis is turned by the rope engaged with the pulley at a predetermined steering angle or more with a simple structure at a predetermined steering angle or more. Can be formed.

According to the fifth invention, the intermediate pulley rotatably provided at the tip of the rod of the actuator rotates the rudder shaft or the turning shaft by ± 90 ° or more with a smaller stroke than the third invention or the fourth invention. This makes it possible to realize a space-saving and economical large steering angle steering machine.

According to the sixth aspect, the effect of any of the first to fifth aspects can be obtained, and the mounting position of the actuator can be adjusted by the longitudinal adjusting means.
It is possible to easily perform the position adjustment of the chain or the rope, the initial adjustment for giving the pretension, or the readjustment of the tension.

According to the seventh invention, the effects of any of the third to fifth inventions are exhibited, and the initial adjustment of the rope and the adjustment of the tension can be easily performed by the rope tension adjusting means. When the ropes are used, the tension between them can be easily adjusted.

According to the eighth aspect, the effect of any one of the third to fifth aspects is exhibited, and the mounting position of the actuator can be adjusted by the longitudinal adjusting means.
Initial adjustment to give rope position adjustment and pretension,
Or the tension can be easily readjusted,
The initial adjustment of the rope and the adjustment of the tension can be easily performed by the rope tension adjusting means.

According to the ninth aspect, the effects of any one of the first to eighth aspects are exhibited, and the fluid pressure adjusting circuit constantly applies fluid pressure to the negative pressure side of the actuator. Is always in a state where the minimum tension is maintained, and it is possible to improve the responsiveness or the needle keeping property at the time of steering.

[Brief description of the drawings]

FIG. 1 is an instrumentation diagram showing a first embodiment of the invention according to the present application, wherein (a) is a plan view and (b) is a side view.

FIG. 2 is a plan view showing a second embodiment of the invention according to the present application.

FIG. 3 is a drawing of a third embodiment showing a locking method in the case where a rope is employed in the first and second embodiments, where (a) is 1;
Plan view showing only the main part when the rope is locked,
(b) is a plan view showing only a main part when two ropes are locked.

FIGS. 4 (a) and (b) are plan views of a fourth embodiment showing a longitudinal direction adjusting means provided at a mounting position of an actuator in the first and second embodiments.

FIG. 5 is a plan view of a fifth embodiment showing tension adjusting means provided at the end of the rope when the rope is employed in the first and second embodiments.

FIG. 6 is a plan view of a sixth embodiment showing a hydraulic pressure adjusting circuit for constantly applying a hydraulic pressure to a negative pressure side of an actuator.

7A and 7B are diagrams showing a state in which a swiveling thruster is applied to a conventional ordinary ship, wherein FIG. 7A is a side view, and FIG. 7B is a plan view of only a propeller.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Revolving shaft 2 ... Sprocket 3 ... Chain 4 ... Hydraulic cylinder 5 ... Piston rod 6 ... Piston 7 ... Control valve 8 ... Hydraulic pump 9 ... Motor 10 ... Sump tank 11 ... Hydraulic pipe 12 ... Intake / exhaust port 13 ... Intermediate sprocket 14 ... hull stationary part 15 ... pulley 16 ... wire rope 17 ... rope fixing hardware 18 ... hinge part 19 ... tension bolt 20 ... support member 21, 24 ... nut 22 ... hinge part 23 ... tension bolt 25 ... control valve 26 ... check valve 27 ... Piping 28 ... Check valve with spring A ... Actuator B ... Longitudinal adjustment means C ... Tension adjustment means D ... Hydraulic control circuit E ... Rudder angle center H ... Hull P ... Swiveling thruster S ... Hydraulic drive device R ... Rudder Machine

Continuation of the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) B63H 25/26-25/30 B63H 25/34 B63H 25/38 104 B63H 25/42

Claims (9)

(57) [Claims] In a marine steering gear for rotating a turning shaft of a rudder shaft or a propulsion device, one or more sprockets are integrally provided concentrically with the rudder shaft or the turning shaft. A marine steering gear comprising: one or more chains that are combined with each other; and a pair of actuators that linearly move both ends of the chains by a predetermined stroke. 2. An intermediate sprocket rotatably provided at a tip of a pair of actuator rods when one or a plurality of chains engaged with a sprocket is extended to a position away from the sprocket by a predetermined amount. And turn around,
2. The marine steering gear according to claim 1, wherein the chain end is fixed to the stationary portion of the hull after further extending by a predetermined amount. 3. A marine steering gear for rotating a turning shaft of a rudder shaft or a propulsion device, wherein one or more pulleys are integrally provided concentrically with the rudder shaft or the turning shaft. A marine steering gear comprising: one or a plurality of ropes that fit together; and a pair of actuators for linearly moving both ends of the rope by a predetermined stroke. 4. The marine steering gear according to claim 3, wherein one or a plurality of ropes are engaged with the pulley for a required steering angle or more and locked. 5. An intermediate pulley rotatably provided at a tip of a pair of actuator rods when one or a plurality of ropes engaged with the pulley are extended to a position separated from the pulley by a predetermined amount. 5. The marine steering gear according to claim 3, wherein the rope end is fixed to the hull stationary part after being turned back and further extended by a predetermined amount. 6. The marine steering gear according to claim 1, wherein a longitudinal direction adjusting means is provided at a mounting position of the actuator. 7. The marine steering gear according to claim 3, wherein a tension adjusting means for the rope is provided at an end of the rope. 8. The marine vessel according to claim 3, wherein a longitudinal adjusting means is provided at a position where the actuator is mounted, and a tension adjusting means for the rope is provided at an end of the rope. Steering gear. 9. The actuator according to claim 1, wherein a liquid pressure adjusting circuit for constantly applying a liquid pressure is provided on the negative pressure side of the actuator so as to always maintain the minimum tension of the chain or the rope. 2. The marine steering gear according to item 1.