JP6120938B2 - Rotary vane type steering machine seal structure - Google Patents

Description

  The present invention relates to a rotary vane type steering machine, which is a type of ship steering machine, and to a test apparatus and a seal structure thereof.

  An actuator 1 of a conventional rotary vane type steering machine is, for example, as shown in FIGS. 12 to 14, and includes a housing 11 and a rotor 12 that is housed in the housing 11 and rotates.

The housing 11 includes a flange portion lln for attaching to the mounting base on the outer peripheral bottom portion.
The rotor 12 is supported by a boss portion 11 a having a lower shaft portion 12 a provided at the bottom portion of the housing 11 in a radial direction via a radial bearing 14 a, and the upper shaft portion 12 b is disposed so as to close the upper opening of the housing 11. An annular top cover 13 is supported in the radial direction via radial bearings 14b.

In addition, the rotor 12 is supported at the lower end surface of the rotor 12 on the inner bottom surface of the housing 11 in the axial direction via a thrust bearing 14c.
The rotor 12 has an internal through hole 12c into which the shaft head 17a of the rudder shaft 17 is inserted and is closely fitted to the shaft head 17a, and has one vane 12d on the outer peripheral surface or along the circumferential direction of the outer peripheral surface. N number of vanes 12d (here, a case where n = 2 will be described, the same applies hereinafter) are provided at equal intervals. The housing 11 has the same number of segments llb as the vanes 12d projecting at equal intervals along the circumferential direction of the inner peripheral surface.

  Each vane 12d of the rotor 12 holds an upper horizontal seal 12f slidably in contact with the back surface of the top cover 13 in an upper horizontal slit 12e formed on the upper end surface thereof, and in a lower horizontal slit 12g formed on the lower end surface of the vane 12d. In addition, a lower horizontal seal 12h that is in sliding contact with the inner bottom surface of the housing 11 is held, and a vertical seal 12j that is in sliding contact with the inner peripheral surface of the housing 11 is held in a vertical slit 12i formed on the distal end surface in the radial direction. Yes.

Further, the segment 11b of the housing 11 holds a vertical seal 11d that is in sliding contact with the outer peripheral surface of the rotor 12 in a vertical slit 11c formed on the distal end surface in the radial direction.
Note that the upper horizontal seal 12f, the lower horizontal seal 12h, the vertical seal 12j, and the vertical seal 11d of the segment llb of the rotor vane 12d are each formed of an elastic material such as a polymer, and have the cross-sectional shape shown in FIG. It is a linear seal having.

  The sealing action of the upper horizontal seal 12f, the lower horizontal seal 12h, the vertical seal 12j of the rotor vane 12d, and the vertical seal 11d of the segment llb is such that both end edges 12pe on the longitudinal sides of the respective seal surfaces 12p, 12q, 12r, 11o, It is exhibited by contact between 12qe, 12re, 11oe and the respective mating surfaces under a predetermined surface pressure.

  Further, the upper horizontal seal 12f, the lower horizontal seal 12h, the vertical seal 12j, and the vertical seal 11d of the segment llb of the rotor vane 12d are provided with the undercut portions 12pu, 12qu, 12ru on the seal surfaces 12p, 12q, 12r, 11o. , Llou are provided, and during the movement of each seal as the rotor 12 rotates, hydraulic oil enters the undercut portions 12pu, 12cu, 12ru, 11ou and lubricates the seal surfaces 12p, 12q, 12r, 11o. Is to give.

  In the rotor 12, the upper horizontal seal 12 f of the vane 12 d is in sliding contact with the back surface of the top cover 13, the lower horizontal seal 12 h is in sliding contact with the inner bottom surface of the housing 11, and the vertical seal 12 j is in the inner peripheral surface of the housing 11. The rotor 12 rotates in a state where the outer peripheral surface of the rotor 12 is in sliding contact with the vertical seal 11 d of the segment 11 b of the housing 11.

As a result, the oil chamber space 15 formed around the outer periphery of the rotor 12 is partitioned into hydraulic oil chambers 15a, 15b, and 15cl15d by the vanes 12d and the segments 11b.
The top cover 13 holds an annular upper ring seal 13 b in an upper ring slit 13 a formed over the entire circumference of the top cover 13 at a portion facing the outer peripheral edge of the upper end surface of the rotor 12. Further, the housing 11 holds an annular lower ring seal 11f in a lower ring slit 11e formed over the entire circumference of the housing 11 at a portion facing the outer peripheral edge of the lower end surface of the rotor 12. The upper ring seal 13b and the lower ring seal 11f are each formed of an elastic material such as a polymer, and have a cross-sectional shape shown in FIG.

  As shown in FIG. 13, in the upper ring seal 13b, the ring seal surface 13c contacts the radial edge of the upper end surface of the rotor 12 over the entire circumference, and the outer peripheral edge 13d of the ring seal surface 13c is the vane 12d. The inner peripheral upper end edge 12k of the upper horizontal seal 12f and the inner peripheral upper end edge llh of the vertical seal 11d of the segment 11b are in contact with each other.

  Similarly to the upper ring seal 13b, the lower ring seal 11f has a ring seal surface 11g that is in contact with the radial end edge of the lower end surface of the rotor 12 over the entire circumference, and an outer peripheral edge portion 11i of the ring seal surface 11g. Are in contact with the inner peripheral lower end edge 12m of the lower horizontal seal 12h of the vane 12d and the inner peripheral lower end edge 11j of the vertical seal 11d of the segment 11b.

  As a result, the hydraulic oil in the hydraulic oil chamber on the high pressure side among the hydraulic oil chambers 15a, 15b, 15c, and 15d leaks into the adjacent hydraulic oil chamber on the low pressure side, that is, the hydraulic oil on the high pressure side. The pressurized oil in the chamber passes through a minute gap between the upper end surface of the rotor 12 and the back surface of the top cover 13, and passes through the outer peripheral side surfaces of the upper ring slit 13a and the lower ring slit 11e, or the vane. 12 upper and lower inner peripheral edge portions 12k and 12m of the upper and lower horizontal seals 12f and 12h, and the upper and lower inner peripheral edge portions 11h and 11j of the vertical seal 11d of the segment 11b. This prevents leakage from the oil chamber to the hydraulic oil chamber on the low pressure side, and prevents leakage to the rotor shaft portions 12a and 12b communicating with the atmosphere.

  The hydraulic fluid chambers 15a and 15c and the hydraulic fluid chambers 15b and 15d that are at positions opposite to the rotation axis of the rotor 12 are in communication with each other. For example, the hydraulic fluid is supplied from the hydraulic pump to the hydraulic fluid chamber 15a. When supplied, pressure oil is simultaneously supplied to the hydraulic oil chamber 15c located at the counter electrode, while oil is simultaneously discharged from the remaining hydraulic oil chambers 15b and 15d and returned to the hydraulic pump side. . Thereby, rotation of the rotor 12 by pressure oil is materialized.

  The upper horizontal seal 12f, the lower horizontal seal 12h, the vertical seal 12j of the vane 12d of the rotor 12, the vertical seal 11d of the segment 11b of the housing 11, the lower ring seal 11f of the housing 11, and the upper ring seal 13b of the top cover 13 are: In order to enhance the sealing effect between the respective surfaces that contact and slide, the hydraulic oil chambers (15a, 15c or 15b on the high pressure side) are provided on the back surfaces of the respective seals 12f, 12h, 12j, 11d, 11f, and 13b.・ Conduct pressure oil from 15d) and press each seal surface against the mating surface by this oil pressure.

  As shown in FIGS. 13 and 14, the means for guiding the pressure oil from the hydraulic oil chamber (15a, 15c or 15b, 15d) on the high pressure side to the back of each seal 12f, 12h, 12j, 11d, 11f, 13b, A pressure valve 16 is attached to each oil chamber communication hole 12n penetrating each vane 12d, and the pressure oil in the hydraulic oil chamber on the high pressure side passes through the pressure valve 16 to each vane 12d. Each of the vertical seals 12j and the back of the upper horizontal seal 12f and the lower horizontal seal 12h act.

  Further, the means for guiding the pressure oil to the back surface of the vertical seal lld of each segment 11b is similar to the vane 12d, as shown in FIG. 13 and FIG. 14, in each oil chamber communication hole 11k penetrating each segment llb. The valve 16 is mounted, and the hydraulic oil in the hydraulic oil chamber on the high pressure side passes through the pressure valve 16 and acts on the back surface of the vertical seal 11d of each segment llb.

  Further, as shown in FIG. 13, the means for guiding the pressure oil to the back surfaces of the upper ring seal 13b and the lower ring seal 11f is an oil passage that leads from the upper end of the back surface of the vertical seal 11d of the segment llb to the back surface of the upper ring seal 13b. 13e is perforated in the top cover 13, and an oil passage llm communicating from the lower end of the back of the segment vertical seal 11d to the back of the lower ring seal l1f is perforated in the bottom of the housing 11, thereby The hydraulic oil from the hydraulic oil chambers 15a to 15d is applied to the back surfaces of the upper and lower ring seals 13b and 11f through the back surface of the vertical seal 11d of the segment 11b.

  The rotor 12 is provided with a balance hole 12o that communicates the upper end surface inside the position of the upper ring seal 13b and the lower end surface inside the position of the lower ring seal 11f, to the upper and lower end surfaces. By equalizing the leaked hydraulic pressure up and down via the balance hole 12o, an uneven force due to the differential pressure is prevented from acting in the axial direction of the rotor 12.

  Further, as shown in FIG. 13, an upper ground seal 13f is provided at a predetermined portion of the top cover 13 through which the upper shaft portion 12b of the rotor 12 passes, and the housing through which the lower shaft portion 12a of the rotor 12 passes. A lower ground seal 11p is provided at a predetermined portion of the bottom of the 11.

  The upper gland seal 13f and the lower gland seal llp are for preventing high pressure hydraulic oil from leaking to the outside. That is, the hydraulic oil in the hydraulic oil chambers 15a, 15c or 15b, 15d on the high pressure side passes through the upper ring seal 13b or the lower ring seal 11f, and the upper shaft portion 12b of the rotor 12 passes through the top cover 13. Alternatively, when the lower shaft portion 12a of the rotor 12 enters a portion penetrating the bottom portion of the housing 11, the high-pressure hydraulic oil is prevented from leaking to the outside.

  There are various types of the upper ground seal 13f and the lower ground seal llp, and what is used in the present embodiment is one in which an O-ring is doubled as shown in FIG. It is. However, when the design pressure of the hydraulic oil becomes high, sealing becomes difficult with the double-bridge configuration of the O-ring, and therefore a lip-shaped gland seal is often used. That is, as shown in FIG. 17, the ground seal 18 is made of an elastic material, and includes a ring-shaped base portion 18a, and a ring-shaped ground sealing lip portion 18b protruding in the axial direction from the inner peripheral side end portion of the base portion 18a. It consists of a ring-shaped groove sealing lip 18c protruding in the axial direction from the outer peripheral side end of the base 18a.

  In a state where the gland seal 18 is housed in the annular gland seal groove 19, the inner front end ring portion 18 bt of the gland sealing lip portion 18 b is elastic with the outer peripheral surface of the upper shaft portion 12 b (or the lower shaft portion 12 a) of the rotor 12. Thus, the outer tip ring portion 18ct of the groove sealing lip portion 18c comes into contact with the outer peripheral side surface 19a of the ground seal groove 19 with elasticity at a predetermined surface pressure.

  Thus, the hydraulic oil chamber 15a, 15c or 15b on the high pressure side is located at a portion where the upper shaft portion 12b of the rotor 12 penetrates the top cover 13 or a portion where the lower shaft portion 12a penetrates the bottom portion of the housing 11. When the hydraulic oil 15d enters, the hydraulic oil enters between the ground sealing lip portion 18b and the groove sealing lip portion 18c of the ground seal 18, and the oil pressure causes the inner tip ring portion 18bt of the ground sealing lip portion 18b to move to the rotor. 12 is pressed against the outer peripheral surface of the upper shaft portion 12b (or the lower shaft portion 12a) to prevent leakage of hydraulic oil. At the same time, the hydraulic oil presses the outer end ring portion 18ct of the groove sealing lip 18c against the outer peripheral side surface 19a of the gland seal groove 19, and the hydraulic oil leaks through the gap between the gland seal 18 and the gland seal groove 19. To prevent.

  The ground seal 18 is made of a highly flexible high elastic material, so that even if the upper shaft portion 12b (or the lower shaft portion 12a) of the rotor 12 is slightly eccentric, It can follow and maintain the sealing function.

  The circuit of the hydraulic apparatus 2 that operates the actuator 1 of the above rotary vane type steering machine is as shown in FIG. 18, for example. The main elements constituting the hydraulic circuit are the hydraulic pump 21, the direction switching valve 22 and the electromagnetic valve 23 that drives the hydraulic pump 21, the steering-side and pilot-side pilot check valves 24p, 24s, the steering-side and surface-steering side flow rate adjustment valves 25p, 25s. A steering side main hydraulic line 27p and a surface rudder side main hydraulic line 27s that connect the oil tank 26 and the outlet of the direction switching valve 22 to the actuator 1.

  The hydraulic pump 21 is a one-way constant discharge type, and the direction switching valve 22 switches the flow path between when the actuator 1 is rotated to the rudder side and when it is rotated to the rudder side by the discharge oil from the hydraulic pump 21. . Further, the direction switching valve 22 also performs an action of returning the oil discharged from the hydraulic pump 21 to the oil tank 26 when the actuator 1 is not operated.

  The steering side pilot check valve 24p and the surface steering side pilot check valve 24s open the main hydraulic lines 27p and 27s when the actuator 1 is operated, that is, when hydraulic pressure is generated in the oil discharged from the hydraulic pump 21, When the actuator 1 is not operated, a non-return action is performed, and the hydraulic oil is confined in the hydraulic oil chambers 15a, 15b, 15c, 15d of the actuator 1, and the rotor 12, that is, the rudder shaft 17 is fixed.

  Thus, the steering-side flow rate adjustment valve 25p and the front-side flow rate adjustment valve 25s provide resistance to the main hydraulic line 27p or 27s on the return side of the hydraulic oil from the actuator 1, that is, the return side to the oil tank 26. Thus, the movement of the actuator 1 is smoothed.

  In the actuator 1, the adjacent hydraulic oil chambers 15a, 15d and 15b, 15c are respectively connected with the anti-shock valves 28p, 28s, and the hydraulic oil chambers 15a, 15b, 15c, 15d are connected by the pilot check valves 24p, 24s. When the lock is locked, if an abnormally large force acts on the rudder, the anti-impact valve 28p or 28s acts to operate the hydraulic oil in the hydraulic oil chambers 15a, 15c or 15b, 15d on the high pressure side on the low pressure side. Relief to oil chambers 15b and 15d or 15a and 15c.

  Note that the control hydraulic pressure for operating the direction switching valve 22 may be the above-described case where the discharge pressure of the hydraulic pump 21 is used or the case where the control hydraulic pressure is generated from an independent control oil pump 29 as shown in FIG. is there.

  The rotary vane type steering machine having the above-described configuration has an operating hydraulic pressure of approximately 8 MPa (80 kg / cm 2) and a rated torque of approximately 100 to 3000 kN · m (10 to 300 t · m). . The rotation speed of the rotor 12 is approximately 2.32 ° / sec.

JP2003-161371 JP2008-037187

  The conventional rotary vane type steering machine having the above configuration belongs to the category of extremely high torque and low speed as a hydraulic technique. Therefore, in a test at a manufacturing factory, it has been extremely difficult as a practical problem to perform a load operation in which a large load comparable to the actual rudder torque is applied to the steering machine. This applies not only to the rotary vane type steering machine but also to other types of steering machines.

  Therefore, the steering machine that has been manufactured has a problem that it has to be delivered in a test run without load at the factory. In addition, even if a new steering gear is developed, designed and manufactured, the performance against the actual load operation cannot be tested and confirmed at the factory.

  Furthermore, as one of the performance required for the load operation, there is resistance against creeping phenomenon in the operation of the steering machine. This is as follows. That is, when a command is issued to the steerer to steer the rudder to a certain rudder angle and the steerer actuator 1 reaches the rudder angle position, the steering direction switching valve 22 becomes a neutral position, and the actuator One hydraulic oil chamber 15a-15d is shut off by the action of the pilot check valves 24p, 24s, and the actuator 1 must hold the rudder at its rudder angle position.

  However, if the oil tightness of the hydraulic oil chambers 15a to 15d is not perfect, the hydraulic oil in the high pressure side hydraulic oil chambers 15a and 15c (or the hydraulic oil chambers 15b and 15d) generated by the force from the rudder is operated on the low pressure side. Since leakage occurs in the oil chambers 15b and 15d (or the hydraulic oil chambers 15a and 15c), a phenomenon occurs in which the rudder to be held in that position rotates by the amount of leakage, that is, a so-called rudder creeping phenomenon.

  When this creeping phenomenon occurs, the steering actuator 1 operates again to return the rudder to the commanded rudder angle, and again holds the rudder in that position. However, the creeping phenomenon occurs again due to the leakage of hydraulic oil from the high pressure side hydraulic chambers 15a, 15c (or hydraulic fluid chambers 15b, 15d) to the low pressure side hydraulic fluid chambers 15b, 15d (or hydraulic fluid chambers 15a, 15c). Occurs. The creeping phenomenon and the returning operation of the steering machine actuator 1 are repeated, leading to an indefinite operation of the actuator 1.

  How much resistance a completed steering machine has to the creeping phenomenon described above is not known until the steering machine is actually mounted on a ship and the above condition is encountered. There was a problem.

  Further, as one of the development issues of the new steering machine described above, there is a high pressure of the rotary vane type steering machine, which is regarded as the proposition of the world. And the high-pressure steering machine developed needs to be tested and confirmed with a test device. Therefore, the test apparatus must be able to cope with the test of the device under test at a high pressure.

  However, the conventional rotary vane type steering machine described above can be used only with a very low operating oil pressure (approximately 80 kg / cm 2) as a hydraulic technique, and there is a problem that it is difficult to increase the operating oil pressure.

  One reason for this is that when the operating oil pressure is increased, the undercut portions 11ou, 12pu, 12qu, and 12ru on the seal surfaces 11o, 12p, 12q, and 12r of the linear seals 11d, 12f, 12h, and 12j shown in FIG. By being crushed by the pressure of the hydraulic oil guided to the back of the seal, the hydraulic oil cannot be retained in the undercut portions 11ou, 12pu, 12qu, and 12ru, resulting in poor lubricity, and the seal surfaces 11o, 12p, and 12q. 12r is liable to burn out.

  Further, as described above, when the undercut portions 11ou, 12pu, 12qu, and 12ru are crushed when the operating oil pressure is increased, both end edges lloe and 12pe on the long sides of the seal surfaces 11o, 12p, 12q, and 12r are accompanied accordingly. , 12qe, and 12re protrude. That is, in the vertical seal 11d of the segment llb, the gap between the radial end surface of the segment 11b and the outer peripheral surface of the rotor 12, and in the upper horizontal seal 12f of the rotor vane 12d, the upper end surface of the vane 12d and the top cover 13 In the gap between the rear surface, in the lower horizontal seal 12h of the rotor vane 12d, in the gap between the lower end surface of the vane 12d and the inner bottom surface of the housing 11, and in the vertical seal 12j of the rotor vane 12d, The end edges lloe, 12pe, 12qe, and 12re of the seal surfaces 11o, 12p, 12q, and 12r protrude into the gaps between the radial end surface and the inner peripheral surface of the housing 11, and the sealing function cannot be exhibited. There was a problem.

  Further, as described in FIG. 17, the ground seal 18 for the upper shaft portion 12b (or the lower shaft portion 12a) of the rotor 12 is slightly eccentric with respect to the upper shaft portion 12b (or the lower shaft portion 12a) of the rotor 12. Even in this case, a highly flexible high-elastic material is used so that the sealing function can be maintained following the eccentric motion.

  For this reason, high-pressure hydraulic oil enters between the ground sealing lip portion 18b and the groove sealing lip portion 18c of the ground seal 18, and the inner tip ring portion 18bt of the ground sealing lip portion 18b is caused by the hydraulic pressure to be the upper shaft portion 12b of the rotor 12. If the hydraulic oil pressure increases when pressed against the outer peripheral surface of the lower shaft portion 12a, the deformation of the inner tip ring portion 18bt of the ground sealing lip portion 18b increases, and the upper shaft portion 12b (or lower shaft) of the rotor 12 increases. There is a problem that the contact area with the outer peripheral surface of the portion 12a) becomes excessive, and as a result, the frictional resistance increases and wear is promoted.

  The present invention solves the above-mentioned problems. In contrast to the proposition of increasing the hydraulic pressure of the rotary vane type steering machine, the linear seal has an operation in which the cross section is increased to the back of the seal. It is possible to secure the undercut part necessary for lubrication even if the oil is guided, and to improve the lubricity of the seal surface by guiding a small amount of hydraulic oil on the back surface of the seal to the seal surface through a minute hole. By making it possible to cope with the increase in operating hydraulic pressure, in the rotor shaft ground seal, the tip ring portion in contact with the rotor shaft portion is secured while ensuring the flexibility of the lip portion in contact with the rotor shaft portion. Therefore, it is possible to provide a rotary vane type steering machine seal structure that can cope with high hydraulic pressure by suppressing the deformation and reducing the frictional resistance. The interest.

In order to solve the above-described problems, a seal structure of a rotary vane type steering machine according to the present invention includes a rotor that fits and attaches to a rudder shaft, and a housing that houses the rotor and forms a space for an oil chamber around the rotor. And an annular top cover disposed in the upper opening of the housing, a plurality of vanes are disposed at equal intervals along the circumferential direction of the outer peripheral surface of the rotor, and along the circumferential direction of the inner peripheral surface of the housing A plurality of segments are arranged at equally spaced positions, the oil chamber space is divided into a plurality of oil chambers by the vanes and the segments, and the slits formed on the radial front end surface and upper and lower end surfaces of each vane of the rotor are the top. An upper lateral seal made of an elastic material is held in the slit facing the back surface of the cover and the inner peripheral surface and inner bottom surface of the housing, and facing the back surface of the top cover. A lower horizontal seal made of an elastic material is held in the slit facing the inner bottom surface of the ging, a vertical seal made of an elastic material is held in the slit facing the inner peripheral surface of the housing, and an upper end surface of the vertical seal The lower end surfaces are in contact with the back surfaces of the upper horizontal seal and the lower horizontal seal, respectively, and pressure oil is guided from the hydraulic oil chamber on the high pressure side to each back surface of each seal, and each oil pressure is pressed against the mating surface by this hydraulic pressure. In the rotary vane steering actuator provided with the means, the upper horizontal seal, the lower horizontal seal, the vertical seal of the rotor vane, and the vertical seal of the housing segment, both edges of each sealing surface form a sealing lip. has an undercut portion from each edge portions to each seal surface toward the central portion, for sealing with the undercut portion Tsu has a bank portion of mating surface and a plane in contact with the center of each sealing surface spaced from the pull portion, to the back and communicates with the each seal is perforated at predetermined intervals on the longitudinal centerline of the bank portion It has a microhole, and has an oil groove formed in a predetermined length in the longitudinal direction by communicating each opening of the microhole to each sealing surface,
The embankment has a strength capable of resisting the hydraulic pressure of the hydraulic pressure acting on the back surface of the seal. It is characterized by preventing surface contact .

The undercut part allows a small amount of lateral protrusion generated by compression of the bank due to the hydraulic pressure of the hydraulic pressure acting on the back of the seal, and the oil groove allows the hydraulic oil on the back of the seal flowing through the microhole to In addition to providing lubrication between the seal surface and the mating surface, the sliding contact surface pressure on the seal surface of the bank portion is reduced by the area occupied by the oil groove on the seal surface .

  As described above, according to the present invention, in a linear seal, an undercut portion necessary for lubrication can be secured even when high pressure hydraulic fluid is guided to the back of the seal, and the hydraulic pressure is increased by improving the lubricity of the seal surface. In the rotor shaft ground seal, while ensuring the flexibility of the lip portion in contact with the rotor shaft portion, the deformation and frictional resistance are reduced at the contact portion with the rotor shaft portion, and the operating hydraulic pressure is reduced. Can handle high pressure.

The longitudinal cross-sectional view which shows the testing apparatus of the rotary vane type steering machine in embodiment of this invention Explanatory drawing about the characteristic curve of the simulated rudder torque to be given to the actuator of the steering under test in the embodiment of the present invention Same as above, explanatory diagram of the operation of the hydraulic oil chamber of the actuator of the steering under test corresponding to the characteristic curve of the rudder torque Similarly, in the apparatus in which the actuator of the test steering gear and the actuator of the test steering gear are connected, in order to provide the operation of the actuator of the test gear steering explained in FIG. Explanatory drawing about the action required for the actuator FIG. 4 is an explanatory diagram showing a first embodiment of a control device necessary for operating the actuator of the test steering gear described in FIG. FIG. 4 is an explanatory diagram showing a second embodiment of the control device necessary for operating the actuator of the test steering gear described in FIG. Explanatory drawing about the operation of the second embodiment Explanatory drawing about the operation of the second embodiment Fig. 9 (a) is an enlarged view showing the configurations of the upper and lower horizontal seals and vertical seals of the rotor vane and the vertical seal of the housing segment corresponding to the increase in the hydraulic pressure of the actuator of the steering gear under test. Is a cross-sectional view along line aa in FIG. 9 (b), and FIG. 9 (b) is a top view. It is an enlarged drawing showing the configuration in another embodiment of the upper and lower horizontal seals and vertical seals of the rotor vane and the vertical seal of the housing segment corresponding to the increase in the hydraulic pressure of the actuator of the steering gear under test, 10A is a cross-sectional view taken along line bb in FIG. 10B, and FIG. 10B is a top view. Same as above, enlarged drawing showing the configuration of the rotor shaft ground seal corresponding to the increased hydraulic pressure of the actuator of the steering under test Partial cross-sectional perspective view showing actuator of rotary vane type steering machine in background art It is a front view which shows the actuator of a rotary vane type steering machine, and is a cc arrow cross section in FIG. Cross-sectional view showing actuator of rotary vane type steering machine Same as above, enlarged cross-sectional view showing the configuration of the upper and lower horizontal and vertical seals of the rotor vane and the vertical seal of the housing segment of the actuator of the rotary vane steering gear An enlarged cross-sectional view showing the upper and lower ring seals of the rotary vane steering gear actuator Same as above, enlarged sectional view showing the ground seal for the rotor upper shaft of the actuator of the rotary vane type steering machine Hydraulic system diagram of rotary vane type steering machine Hydraulic system diagram of rotary vane type steering machine

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The members that perform basically the same operations as those of the background art described above with reference to FIGS.

  As shown in FIG. 1, the gantry 5 includes an upper gantry 51 and a lower gantry 52, and a rotary vane type steering machine (hereinafter referred to as a “testing steering machine”) is provided as a test device in an inner space of the lower gantry 52. Actuator 6) is provided. The actuator 6 is disposed so as to be opposite to its original posture and so that its axial center is in the vertical direction, and the housing flange portion 62 is attached to the back surface of the floor plate 51a of the upper frame 51 with bolts 62a over the entire circumference. It is suspended.

  The actuator 1 of the rotary vane type steering machine, which is the steering machine under test, is fixed to the upper surface of the steering machine base 53 with the bolt 53a around the housing flange portion 11n and integrated with the steering machine base 53. The component is arranged concentrically with the actuator 6 of the test steering gear, and is placed on the upper surface of the upper mount 51.

The rotor 61 of the actuator 6 of the test steering machine and the rotor 12 of the actuator 1 of the test steering machine are connected and fixed by the connecting shaft 7.
That is, the bottom end 71 of the connecting shaft 7 is inserted into the internal through hole 61a of the rotor 61 of the actuator 6 of the test steering gear, and is fixed by the hydraulic tightening means. Next, the rotor 12 of the actuator 1 of the steering gear to be tested is suspended, and the top end portion 72 of the connecting shaft 7 is inserted into the internal through hole 12c and fixed by the hydraulic tightening means. After the final position of the actuator 1 of the steering gear to be tested is determined, the base plate 53b of the steering gear base 53 is fixed to the upper surface of the upper frame 51.

  The configuration of the actuator 1 of the steering under test machine and the hydraulic device 2 that drives the actuator 1 are the same as those described in the background section. The configuration of the actuator 6 of the test steering machine is the same as that described in the section of the background art.

  The control device 8 that controls the driving of the actuator 6 of the test steering gear gives the output torque simulating the actual steering torque to the actuator 1 of the test steering gear 6 so as to apply the output torque. To control.

Below, the function and structure which the control apparatus 8 of the actuator 6 of a test steering machine comprises are demonstrated.
The test steering actuator 6 gives a condition simulating a load condition that is actually given from the rudder to the steering gear to the actuator 1 of the test steering gear. The contents will be described below.

  The rudder torque characteristic created by the actual rudder is, for example, as shown in FIG. At the time of steering steering, it is symmetrical with respect to the ordinate axis. Here, in the range where the rudder torque is shown as (+) (transition point T → the point A where the rudder is full), in order to steer the rudder, the steering actuator 1 needs a force to counter the rudder torque. This means that in the range where the rudder torque is shown as (−) (rudder neutral position O → transition point T), the rudder tries to move the steering actuator 1 to turn the rudder. This means that the rudder needs to move the rudder while supporting this force. That is, the rudder torque is divided into (+) and (−) with the transition point T as a boundary.

  The hydraulic pressure characteristics in the actuator 1 of the rotary vane type steering machine corresponding to such a rudder torque characteristic are as shown in FIG. When the rudder is steered from the neutral position, for example, in the surface rudder direction, the hydraulic pressure of the actuator 1 is indicated by a solid line. In addition, when the rudder is steered so as to return to the neutral position direction after taking the rudder direction, the hydraulic pressure of the actuator 1 is indicated by a dotted line. (In the case of turning in the steering direction and turning from the steering to the rudder neutral position direction, it is symmetric with respect to the ordinate axis.) The surface steering and the steering are symmetric. Therefore, hereinafter, the case of surface steering will be described.

  Here, the steering from the rudder neutral position O to the transition point T is the first steering mode M-1, the steering from the transition point T to the point A full of the rudder is the second steering mode M-2, the rudder is After turning to the point A full of surface rudder, the steering to return to the transition point T is the third steering mode M-3, and the steering to return the rudder from the transition point T to the neutral position O is the fourth steering mode M-4. To do.

  When the rudder is steered in the surface rudder direction, the hydraulic oil chambers 15a, 15b, 15c, 15d of the steering actuator 1 are in the following state. That is, in the first steering mode M-1 (steering from the steering neutral position O to the transition point T), the hydraulic oil chambers 15a, 15b, 15c, and 15d of the steering actuator 1 are shown in FIG. Such rotation, torque, and hydraulic pressure act.

  That is, since the rotation direction of the rotor 12 of the steering gear actuator 1 (the surface steering direction) and the direction of the steering torque are the same, the steering gear actuator 1 rotates while supporting being pushed by the force from the rudder. Thus, hydraulic oil pressure for supporting the (−) torque of the rudder is generated in the hydraulic oil chambers 15 a and 15 c of the steering machine actuator 1. In FIG. 3, the hydraulic pressure generated to support this is indicated by (−). The hydraulic pressure (−) is supported by the steering pilot check valve 24p shown in FIGS.

  In the second steering mode M-2 (steering from the transition point T to the point A full of the rudder), the hydraulic oil chambers 15a, 15b, 15c, and 15d of the steering machine actuator 1 are as shown in FIG. Rotation, torque and hydraulic pressure are applied. That is, since the direction of the rudder torque is opposite to the direction of rotation of the rotor 12 of the steering gear actuator 1 (surface rudder direction), the hydraulic oil chambers 15b and 15d of the steering gear actuator 1 have a steering (+) A hydraulic pressure is generated to counter the torque. In FIG. 3, the oil pressure generated to counter this is indicated by (+). The (+) hydraulic pressure is supported by the hydraulic pump 21 shown in FIGS.

After turning the rudder in the surface rudder direction, when performing the turning back to the rudder neutral position direction, the hydraulic oil chambers 15a, 15b, 15c, 15d of the steering gear actuator 1 are in the following state.
That is, in the third steered mode M-3 (steering from the point A full of the rudder to the transition point T), the hydraulic oil chambers 15a, 15b, 15c, and 15d of the steering machine actuator 1 are shown in FIG. Rotation, torque, and hydraulic pressure are applied as shown. That is, since the rotation direction (steering direction) of the rotor 12 of the steering gear actuator 1 and the direction of the steering torque are the same, the steering gear actuator 1 rotates while supporting being pushed by the force from the rudder. Thus, hydraulic pressure for supporting the (−) torque of the rudder is generated in the hydraulic oil chambers 15 b and 15 d of the steering machine actuator 1. In FIG. 3, the hydraulic pressure generated for supporting is indicated by (−).
This (−) hydraulic pressure is supported by a pilot-side pilot check valve 24s shown in FIGS.

  In the fourth steering mode M-4 (steering from the transition point T to the steering neutral position O), the hydraulic oil chambers 15a, 15b, 15c, and 15d of the steering machine actuator 1 are as shown in FIG. Rotation, torque and working oil pressure are applied. That is, since the direction of the rudder torque is opposite to the rotation direction (steering direction) of the rotor 12 of the steering gear actuator 1, the hydraulic oil chambers 15a and 15c of the steering gear actuator 1 have (+) rudder. A hydraulic pressure is generated to counter the torque. In FIG. 3, the oil pressure generated to counter this is indicated by (+). The (+) hydraulic pressure is supported by the hydraulic pump 21 shown in FIGS.

  As shown in FIG. 1, an actuator 6 of a rotary vane type steering machine (testing steering machine) as a test apparatus and a rotary vane type steering machine (testing steering machine) as a steering machine to be tested In the apparatus in which the actuator 1 is directly connected to the connecting shaft 7, the actuator 6 of the test steering machine simulates the actual rudder load condition as described above with respect to the actuator 1 of the steering machine under test. It is necessary to be able to give torque. The required torque and working oil pressure are as shown in FIGS.

In the case of steering steering and steering returning from the steering, only the rotation direction, the direction of torque, and the direction of hydraulic pressure in FIGS.
4 (a) to 4 (d), the actuator 1 of the steering under test machine is fed from the hydraulic device 21 so as to be in the rotational direction according to the steering command. Thereby, the actuator 6 of the test steering machine is rotated in the same direction as the actuator 1 of the test steering machine. Then, the control device 8 for the test steering machine gives a torque that the actuator 6 of the test steering machine simulates the actual steering torque to the actuator 1 of the test steering machine under this rotational direction. As shown, hydraulic pressure is applied to the hydraulic oil chambers 63a, 63b, 63c, 63d of the actuator 6 of the test steering machine.

  Therefore, the magnitude of the simulated torque output from the actuator 6 of the test steering machine corresponds to the actual steering torque characteristic shown in FIG. Then, the actuator 6 of the test steering machine is controlled so as to be given a working hydraulic pressure of a height that can create a simulated output rudder torque of that magnitude.

An embodiment of the control device 8 for the test steering actuator 6 for achieving this function will be described below.
A first embodiment of the control device 8 for the test steering actuator 6 will be described below.

  As shown in FIG. 5, the control device 81 simulates the magnitude and direction of the actual steering torque from the test steering actuator 6 to the tested steering actuator 1 via the connecting shaft 7. And a configuration that can be controlled so as to give a simulated torque that causes a creeping phenomenon.

  81a is a (−) load hydraulic pump, and the capacity of the hydraulic oil chambers 63a, 63c corresponds to the rotational angular velocity of the test steering actuator 6 defined by the rotational angular velocity of the tested steering actuator 1. (Or the hydraulic oil amount in the hydraulic oil chambers 63b and 63d) is larger by a predetermined amount than the hydraulic oil amount.

  A device for causing the discharge oil of the (−) load hydraulic pump 81a to act on the hydraulic oil chambers 63a and 63c (or the hydraulic oil chambers 63b and 63d) of the actuator 6 is (−) the discharge oil from the load hydraulic pump 81a. Steering direction switching valve 81b for switching the direction of feeding oil to the steering-side hydraulic oil chambers 63a, 63c of the test steering gear actuator 6 and the direction of feeding oil to the surface-side hydraulic oil chambers 63b, 63d, and steering direction switching It consists of a solenoid valve 81c that operates the valve 81b, a control hydraulic pump 81d that supplies the control hydraulic pressure of the steering direction switching valve 81b, a steering-side pilot check valve 81fp, and a surface-side pilot check valve 81fs, and includes a steering-side pilot check valve 81fp. The pilot check valve 81fs on the side rudder side discharges from the (−) load hydraulic pump 81a when the test steering actuator 6 operates. When oil pressure is generated in the oil, the main oil pressure line 81ep on the steering side and the main oil pressure line 81es on the surface rudder side are opened by the oil pressure, and the hydraulic oil is operated when the test steering actuator 6 is not in operation. This is for confining in the oil chambers 63a to 63d.

  In order to make the movement of the test steering actuator 6 smooth, a steering-side flow rate adjustment valve 81gp and a front-side flow rate adjustment valve 81gs are provided at each hydraulic oil outlet of the actuator 6. The discharge line of the (−) load hydraulic pump 81a is provided with a relief valve 81h that prevents the hydraulic pressure from becoming excessive, and the hydraulic oil chambers 63a and 63c and the hydraulic oil chambers 63b and 63d of the actuator 6 are provided in the discharge line. , Respectively, are provided relief valves 81ip and 81is for preventing the occurrence of excessive hydraulic pressure.

  Further, in order to generate a hydraulic pressure of a magnitude corresponding to a predetermined magnitude of simulated torque in the hydraulic oil chambers 63a, 63c or the hydraulic oil chambers 63b, 63d of the test steering actuator 6, the proportional electromagnetic relief A valve 81j is provided. This is to generate a predetermined hydraulic pressure in the hydraulic fluid on the inflow side of the proportional electromagnetic relief valve 81j by giving a throttle resistance to the hydraulic fluid that is relieved through this, and the hydraulic pressure that should be generated in the hydraulic fluid. The magnitude is given by controlling the amount of aperture.

  Further, the charge hydraulic pump 81k, when the (−) load hydraulic pump 81a and its hydraulic circuit are not operated (that is, when a simulated load of positive torque is applied), the test rudder by the tester steering actuator 1 to be tested. This is for charging the hydraulic oil to the hydraulic oil chambers 63a and 63c or the hydraulic oil chambers 63b and 63d of the test steering actuator 6 that has become a condition for sucking the hydraulic oil by the rotation of the take-up actuator 6.

  Note that it is not necessary to provide the charge hydraulic pump 81k when the hydraulic oil chambers 63a and 63c or the hydraulic oil chambers 63b and 63d have such a condition that the hydraulic oil can be naturally sucked from the oil tank.

Hereinafter, the operation of the above-described configuration will be described.
When testing the steering under test actuator 1 in a positive torque state, that is, in the second steering mode M-2 (steering from the transition point T to the point A full of the rudder in FIG. 3), and the fourth The effect | action at the time of testing with respect to turning mode M-4 (turning from the transition point T in FIG. 3 to the steering neutral position O) is as follows.

  In the case of the second steering mode M-2, for example, when a rudder instruction is issued to the steering under test actuator 1, the actuator 1 is rotated in the rudder direction by the hydraulic device 2. This rotation causes the test steering actuator 6 to rotate in the same direction at the same angular velocity via the connecting shaft 7.

  At this time, the (−) load hydraulic pump 81a is not operated. Accordingly, the hydraulic oil in the hydraulic oil chambers 63a, 63c of the actuator 6 passes through the check valve and enters the proportional electromagnetic relief valve 81j, where the steering torque (see FIG. 2) corresponding to the magnitude of the steering angle is obtained. The diaphragm is controlled so as to generate a corresponding amount of hydraulic pressure. As a result, a predetermined hydraulic pressure is generated in the hydraulic fluid on the inflow side of the proportional electromagnetic relief valve 81j, that is, the hydraulic fluid chambers 63a and 63c of the actuator 6. The magnitude of the hydraulic pressure corresponds to generating a torque that simulates an actual rudder torque.

  On the other hand, the hydraulic oil chambers 63b and 63d of the actuator 6 are on the suction side of the hydraulic oil. However, the hydraulic oil is sent from the charge hydraulic pump 81k (or the hydraulic oil is naturally discharged from the oil tank). Sucked into).

  Next, in the fourth turning mode M-4, a command to rotate in the steering direction is issued to the steering under test actuator 1, and the actuator 1 is rotated in the steering direction by the hydraulic device 2. This rotation causes the test steering actuator 6 to rotate in the same direction at the same angular velocity via the connecting shaft 7.

  At this time, the (−) load hydraulic pump 81a is not operated. Therefore, the hydraulic oil in the hydraulic oil chambers 63b and 63d of the actuator 6 passes through the check valve and enters the proportional electromagnetic relief valve 81j, where the steering torque according to the magnitude of the steering angle (see FIG. 2). The throttle resistance is controlled so as to generate a hydraulic pressure corresponding to. As a result, a predetermined hydraulic pressure is generated in the hydraulic fluid on the inflow side of the proportional electromagnetic relief valve 81j, that is, the hydraulic fluid chambers 63b and 63d of the actuator 6. The magnitude of the hydraulic pressure corresponds to generating a torque that simulates an actual rudder torque.

  On the other hand, the inside of the hydraulic oil chambers 63a and 63c of the actuator 6 is on the suction side of the hydraulic oil, but for this, the hydraulic oil is sent from the charge hydraulic pump 81k (or the hydraulic oil is naturally discharged from the oil tank). Sucked into).

  Next, when testing the steering under test actuator 1 in a negative torque state, that is, the first steering mode M-1 (steering from the steering neutral position to the transition point T in FIG. 3), and The effect | action at the time of testing with respect to the three-turning mode M-3 (turning from the point A full point A to the transition point T in FIG. 3) is as follows.

  In the case of the first steering mode M-1, for example, when a surface steering command is issued to the steering under test actuator 1, the actuator 1 is rotated in the surface steering direction by the hydraulic device 2. This rotation causes the test steering actuator 6 to rotate in the same direction at the same angular velocity via the connecting shaft 7.

  In this state, the (−) load hydraulic pump 81a is simultaneously operated, and the steering direction switching valve 81b sends the discharge oil from the (−) load hydraulic pump 81a to the hydraulic oil chambers 63b and 63d of the actuator 6. The hydraulic oil in the full operation chambers 63a and 63c is returned to the oil tank (see the flow of hydraulic oil indicated by arrows in FIG. 5). In this mode, the charge hydraulic pump 81k is not operated.

  (−) Since the discharge amount of the load hydraulic pump 81a exceeds the hydraulic oil amount of the hydraulic oil chambers 63b and 63d required by the rotation of the actuator 6, the excess amount is proportional electromagnetic relief. The valve 81j is entered, where it receives a predetermined throttle resistance and returns to the oil tank.

  As a result, hydraulic pressure defined by the proportional electromagnetic relief valve 81j is generated in the hydraulic fluid on the inflow side of the proportional electromagnetic relief valve 81j, that is, the hydraulic fluid chambers 63b and 63d of the actuator 6.

  This hydraulic pressure causes the actuator 6 to be a negative torque that simulates the actual steering torque with respect to the steering under test actuator 1, that is, the torque that the steering is about to turn by the force from the rudder. Let me give you.

  Therefore, the hydraulic pressure of the magnitude corresponding to the steering torque (see FIG. 2) corresponding to the magnitude of the steering angle is generated in the actuator 6 by controlling the throttle amount of the proportional electromagnetic relief valve 81j. Made.

  Next, in the case of the third steering mode M-3, when a steering command for returning to the steering direction is issued to the to-be-tested steering machine actuator 1, the actuator 1 is rotated by the hydraulic device 2 in the steering direction. This rotation causes the test steering actuator 6 to rotate in the same direction at the same angular velocity via the connecting shaft 7.

  In this state, the (−) load hydraulic pump 81a is simultaneously operated, and the steering direction switching valve 81b sends the discharge oil from the (−) load hydraulic pump 81a to the hydraulic oil chambers 63a and 63c of the actuator 6. The hydraulic oil in the hydraulic oil chambers 63b and 63d is returned to the oil tank. In this mode, the charge hydraulic pump 81k is not operated.

  (−) Since the discharge amount of the load hydraulic pump 81a exceeds the amount of hydraulic oil in the hydraulic oil chambers 63a and 63c required by the rotation of the actuator 6, the excess amount is proportional electromagnetic relief. The valve 81j is entered, where it receives a predetermined throttle resistance and returns to the oil tank.

  As a result, hydraulic pressure defined by the proportional electromagnetic relief valve 81j is generated in the hydraulic fluid on the inflow side of the proportional electromagnetic relief valve 81j, that is, the hydraulic fluid chambers 63a and 63c of the actuator 6.

  This hydraulic pressure causes the actuator 6 to be a negative torque that simulates the actual steering torque with respect to the steering under test actuator 1, that is, the torque that the steering is about to turn by the force from the rudder. Let me give you.

  Therefore, the hydraulic pressure of the magnitude corresponding to the steering torque (see FIG. 2) corresponding to the magnitude of the steering angle is generated in the actuator 6 by controlling the throttle amount of the proportional electromagnetic relief valve 81j. Made.

Next, a method for testing the resistance against creeping of the steering gear described as the problem to be solved by the invention will be described.
The state in which the steering machine causes the creeping phenomenon is as follows. That is, the actuator 1 is commanded to a certain rudder angle, reaches the command rudder angle position, and the hydraulic oil chambers 15a, 15b, 15c, 15d are shut off by the pilot check valves 24p, 24s, When an external force acts on the rudder, hydraulic pressure is generated in the hydraulic oil chambers 15a and 15c or the hydraulic oil chambers 15b and 15d by the force from the rudder.

  However, if the oil tightness of the hydraulic oil chambers 15a, 15b, 15c, and 15d is not perfect, the hydraulic oil in the high-pressure side hydraulic oil chambers 15a and 15c (or the hydraulic oil chambers 15b and 15d) is reduced to the low-pressure side hydraulic oil chamber 15b. , 15d (or hydraulic oil chambers 15a, 15c), the phenomenon that the rotor 12, that is, the rudder creeps is caused accordingly.

At that time, the hydraulic device 2 operates the actuator 1 so that the amount rotated by the creeping is returned to the original command rudder angle, and the actuator 1 returns to its position, and the hydraulic oil chambers 15a, 15b, 15c. , 15d is interrupted, creeping occurs again.
Thus, the operation of the actuator 1 is caused continuously.

  In the steering machine test apparatus of the present invention, the resistance to the creeping phenomenon can be tested as follows. In the hydraulic device 2 of the steering gear actuator 1 to be tested, when the steering direction switching valve 22 is set to the neutral position, the hydraulic oil chambers 15a, 15b, 15c, 15d of the actuator 1 are sealed by the pilot check valves 24p, 24s. It becomes the state. In this state, the test steering actuator 6 is fixed via the connecting shaft 7.

  The discharge hydraulic oil from the (−) load hydraulic pump 81a in the control device 81 of the test steering actuator 6 is transferred to the hydraulic oil chambers 63a and 63c (or the hydraulic oil chambers 63b and 63d) by the steering direction switching valve 81b. Refuel. Since the actuator 6 is in a fixed state, the total amount of discharged hydraulic oil from the (−) load hydraulic pump 81a is relieved to the oil tank through the proportional electromagnetic relief valve 81j.

  In the hydraulic oil chambers 63a and 63c (or hydraulic oil chambers 63b and 63d), a hydraulic pressure corresponding to the throttle resistance of the proportional electromagnetic relief valve 81j is generated. This hydraulic pressure is applied as torque to the steering under test actuator 1 via the connecting shaft 7.

  Thus, torque is applied to the tester steering actuator 1 in which the hydraulic oil chambers 15a, 15b, 15c, and 15d are sealed, and as a result, creeping occurs in the tester steering actuator 1. Then, since it appears as a minute rotation of the connecting shaft 7, the resistance to the creeping phenomenon can be tested by the measurement.

Note that the magnitude of the torque applied to the tester steering actuator 1 can be changed by adjusting the throttle resistance of the proportional electromagnetic relief valve 81j.
Next, a second embodiment of the control device 8 for the test steering actuator 6 will be described below.

  As shown in FIG. 6, as a second embodiment of the control device 8 of the test steering actuator 6, the control device 82 includes a steering direction switching valve 82a, a transition point switching valve 82b, a booster hydraulic pump 82c, a pressure control. It comprises a valve 82d, a control valve controller 82e, a computing device 82f, and a check valve 82g.

The steering direction switching valve 82a switches between steering in the surface steering direction and steering in the steering direction, and is interlocked with the steering direction switching valve 22 of the hydraulic device 2 of the actuator 1 of the steering gear to be tested.
The transition point switching valve 82b is in a state where the rudder angle is larger based on the angle of the transition point T in the hydraulic pressure characteristic (FIG. 3) of the actuator 1 according to the torque characteristic curve (FIG. 2) of the rudder. The oil passage is switched depending on whether the state is small or small.

  The booster hydraulic pump 82c provides the required hydraulic pressure corresponding to the torque to be applied to the actuator 1 of the tester steering gear to the hydraulic oil chambers 63a, 63b, 63c, 63d of the actuator 6 of the test steering gear. It will be generated.

  The capacity of the booster hydraulic pump 82c is such that the hydraulic oil chambers 63a and 63c (or the hydraulic oil chambers 63b and 63d) corresponding to the rotational angular velocity of the test steering actuator 6 defined by the rotational angular velocity of the tester steering actuator 1 are used. ) Is larger by a predetermined amount than the hydraulic oil amount of the hydraulic oil.

  The pressure control valve 82d applies a working hydraulic pressure of a magnitude corresponding to the torque characteristic curve according to the rudder torque characteristic curve (FIG. 2) to the actuator 1 of the steering under test. The hydraulic pressure is controlled to be generated in the hydraulic oil chambers 63a, 63b, 63c, 63d of the actuator 6 of the take-up machine. Thus, the control is performed by controlling the degree of throttling of the pressure control valve 82d by the control valve controller 82e.

  The control signal for the control valve controller 82e is obtained by combining the information on the first to fourth steering modes (M-1 to M-4), the steering angle information, and the actuator hydraulic pressure information corresponding to the steering angle in the arithmetic device 82f. It is given by calculating.

  The check valve 82g provided in the discharge line of the booster hydraulic pump 82c is not rotated by the hydraulic pressure generated in the hydraulic oil chambers 63a, 63b, 63c, 63d of the actuator 16 when the booster hydraulic pump 82c is stopped. It is for doing so.

Hereinafter, the operation of the above-described configuration will be described.
FIG. 7A illustrates the operation of the actuator 6 of the test steering gear in the first steering mode M-1 (the steering from the steering neutral position O to the transition point T).

  When an operation command for the first steering mode M-1 is issued to the actuator 1 of the steering under test machine, the actuator 1 of the steering under test machine is rotated in the surface steering direction by the hydraulic device 2. It is done. The rotation causes the actuator 6 of the test steering machine to rotate in the same direction at the same angular velocity via the connecting shaft 7.

  In the first turning mode M-1, the hydraulic oil passages of the steering direction switching valve 82a and the transition point switching valve 82b in the control device 82 of the actuator 6 of the test steering gear are in the position of FIG. 7 (a). .

  With respect to the rotation of the actuator 6, the discharge oil from the booster hydraulic pump 82c is fed into the hydraulic oil chambers 63b and 63d of the actuator 6. Thus, of the amount of oil discharged from the booster hydraulic pump 82c, the amount of oil exceeding the amount of oil fed into the hydraulic oil chambers 63b and 63d of the actuator 6 enters the pressure control valve 82d, where the arithmetic device 82f and A predetermined throttle given by the control valve controller 82e is received.

As a result, hydraulic pressure that generates torque corresponding to the torque characteristic curve of the rudder (FIG. 2) is generated in the hydraulic oil chambers 63b and 63d of the actuator 6.
Then, the torque due to the hydraulic pressure is applied to the actuator 1 of the steering under test machine via the connecting shaft 7 as a rudder simulated torque (torque (−)). Thus, the magnitude of the torque is in accordance with the rudder torque characteristic curve shown in FIG.

FIG. 7B illustrates the operation of the actuator 6 of the test steering gear in the second steering mode M-2 (transition point T → steering up to the point A where the rudder is full).
When an operation command for the second steering mode M-2 is issued to the actuator 1 of the steering gear to be tested, the actuator 1 of the steering gear to be tested is rotated in the surface steering direction by the hydraulic device 2. It is done. The rotation causes the actuator 6 of the test steering machine to rotate in the same direction at the same angular velocity via the connecting shaft 7.

  In the second steering mode M-2, the hydraulic oil passages of the steering direction switching valve 82a and the transition point switching valve 82b in the control device 82 of the actuator 6 of the test steering gear are at the position shown in FIG. 7B. . The booster hydraulic pump 82c is stopped.

  Due to the rotation of the actuator 6, the hydraulic oil in the hydraulic oil chambers 63a and 63c of the actuator 6 enters the pressure control valve 82d via the steering direction switching valve 82a and the transition point switching valve 82b, where the arithmetic device 82f and the control valve controller A predetermined aperture given by 82e is received.

As a result, hydraulic pressure is generated in the hydraulic oil chambers 63a and 63c of the actuator 6 so as to generate torque corresponding to the torque characteristic curve (FIG. 2) of the rudder.
The torque due to the hydraulic pressure is applied to the actuator 1 of the tester steering gear via the connecting shaft 7 as a rudder simulated torque (torque (+)). Thus, the magnitude of the torque is in accordance with the rudder torque characteristic curve shown in FIG.

FIG. 8A illustrates the operation of the actuator 6 of the test steering gear in the third turning mode M-3 (turning from the point A full of the surface rudder to the turning point T).
When an operation command for the third steering mode M-3 is issued to the actuator 1 for the steering under test, the actuator 1 for the steering under test is rotated in the steering direction by the hydraulic device 2. It is done. The rotation causes the actuator 6 of the test steering machine to rotate in the same direction at the same angular velocity via the connecting shaft 7.

  In the third steered mode M-3, the hydraulic oil passages of the steering direction switching valve 82a and the transition point switching valve 82b in the control device 82 of the actuator 6 of the test steering gear are in the position of FIG. .

  With respect to the rotation of the actuator 6, the discharge oil from the booster hydraulic pump 82c is fed into the hydraulic oil chambers 63a and 63c of the actuator 6. Thus, of the amount of oil discharged from the booster hydraulic pump 82c, the amount of oil exceeding the amount of oil fed into the hydraulic oil chambers 63a, 63c of the actuator 6 enters the pressure control valve 82d, where the arithmetic device 82f and A predetermined throttle given by the control valve controller 82e is received.

As a result, hydraulic pressure is generated in the hydraulic oil chambers 63a and 63c of the actuator 6 so as to generate torque corresponding to the torque characteristic curve (FIG. 2) of the rudder.
Then, the torque due to the hydraulic pressure is applied to the actuator 1 of the steering under test machine via the connecting shaft 7 as a rudder simulated torque (torque (−)). Thus, the magnitude of the torque is in accordance with the rudder torque characteristic curve shown in FIG.

FIG. 8B illustrates the operation of the actuator 6 of the test steering gear in the fourth steering mode M-4 (transition point T → turning back to the steering neutral position O).
When an operation command for the fourth steering mode M-4 is issued to the actuator 1 of the steering under test machine, the actuator 1 of the steering under test machine is rotated in the steering direction by the hydraulic device 2. It is done. Then, the rotation causes the actuator 6 of the test steering machine to rotate in the same direction and at the same angular velocity via the connecting shaft 7.
In the fourth turning mode M-4, the hydraulic oil passages of the steering direction switching valve 82a and the transition point switching valve 82b in the control device 82 of the actuator 6 of the test steering gear are in the position shown in FIG. 8B. . The booster hydraulic pump 82c is stopped.

  Due to the rotation of the actuator 6, the hydraulic oil in the hydraulic oil chambers 63b and 63d of the actuator 6 enters the pressure control valve 82d through the steering direction switching valve 82a and the transition point switching valve 82b, where the arithmetic device 82f and the control valve controller A predetermined aperture given by 82e is received.

As a result, hydraulic pressure that generates torque corresponding to the torque characteristic curve of the rudder (FIG. 2) is generated in the hydraulic oil chambers 63b and 63d of the actuator 6.
And the torque by this hydraulic oil injection is given to the actuator 1 of the to-be-tested steering machine through the connecting shaft 7 as a rudder simulated torque ((+) torque). Thus, the magnitude of the torque is in accordance with the rudder torque characteristic curve shown in FIG.

  Thus, when an operation command for the first steered mode M-1 to the fourth steered mode M-4 is issued to the actuator 1 of the steering gear to be tested, the actuator 1 of the steering gear to be tested is The load torque that is rotated in the respective directions by the hydraulic device 2 and simulates the actual rudder torque with respect to the respective rotations of the actuator 1 of the rudder melter under test is the actuator of the test rudder 6 to the actuator 1 of the steering under test through the connecting shaft 7.

  Next, a method of testing the resistance against creeping of the steering gear described as the problem to be solved by the invention with the control device 82 as the second embodiment of the control device 8 of the test steering gear actuator 6 will be described. explain.

  In the hydraulic device 2 of the steering gear actuator 1 to be tested, when the steering direction switching valve 22 is set to the neutral position, the hydraulic oil chambers 15a, 15b, 15c, 15d of the actuator 1 are sealed by the pilot check valves 24p, 24s. It becomes a state. In this state, the test steering actuator 6 is fixed via the connecting shaft 7.

  The steering direction switching valve 82a and the transition point switching valve 82b of the control device 82 of the test steering actuator 6 are set to the positions shown in FIG. 7A or 7B, and the booster hydraulic pump 82c is operated.

Since the actuator 6 is in a fixed state, the entire amount of hydraulic fluid discharged from the booster hydraulic pump 82c is relieved to the oil tank through the pressure control valve 82d.
Then, hydraulic pressure corresponding to the throttle resistance of the pressure control valve 82d is generated in the hydraulic oil chambers 63b and 63d or the hydraulic oil chambers 63a and 63c of the actuator 6. This hydraulic pressure is given as torque to the steering under test actuator 1 via the connecting shaft 7. The size can be changed by adjusting the throttle resistance of the pressure control valve 82d.

  Thus, torque is applied to the tester steering actuator 1 in which the hydraulic oil chambers 15a, 15b, 15c, and 15d are sealed, and as a result, creeping is performed on the tester steering actuator 1. If this occurs, it appears as a minute rotation of the connecting shaft 7, so that the resistance to creeping phenomenon can be tested by the measurement.

  Next, as a response to the proposition of increasing the hydraulic pressure of the rotary vane type steering machine, the linear seal of the actuator 1 of the steering machine to be tested (the upper horizontal seal 12f of the vane 12d of the conventional rotor 12 and the lower side seal) An example of a new seal structure for the horizontal seal 12h, the vertical seal 12j, and the vertical seal lld of the segment 11b of the housing 11 will be described.

In addition, this Example is applicable also to each said seal | sticker of the actuator 6 of a test steering gear.
As shown in FIGS. 9A and 9B, the upper horizontal seal 101, the lower horizontal seal 102, the vertical seal 103, and the vertical seal 104 of the segment 11b of the housing 11 are included in each of the seals. In the surfaces 101a, 102a, 103a, 104a, undercut portions 101c from the edges toward the center so that both edges that are perpendicular to the seal movement direction form sealing lip portions 101b, 102b, 103b, 104b, 102c, 103c, and 104c are provided.

  In addition, the central portions of the seal surfaces 101a, 102a, 103a, and 104a form bank portions 101e, 102e, 103e, and 104e that are in planar contact with the mating surfaces 101d, 102d, 103d, and 104d, respectively.

  Minute holes communicating the seal surfaces 101a, 102a, 103a, 104a and the back surfaces 10lf, 102f, 103f, 104f on the longitudinal center lines of the bank portions 101e, 102e, 103e, 104e of the respective seals 101, 102, 103, 104 101g, 102g, 103g, and 104g are drilled at predetermined intervals. And each opening part to the sealing surfaces 101a, 102a, 103a, 104a of the micro holes 101g, 102g, 103g, 104g communicates, and oil grooves 101h, 102h, 103h, 104h having a predetermined length are provided in the longitudinal direction. .

  It should be noted that the hydraulic oil guided from the high-pressure side hydraulic oil chamber to the back surfaces 10lf, 102f, 103f, and 104f of the seals 101, 102, 103, and 104 passes through the side surfaces of the seal slits 12e, 12g, 12i, and 11c. In order to prevent leakage to the hydraulic oil chamber on the low pressure side, the back surfaces 10lf, 102f, 103f, and 104f of the seals 101, 102, 103, and 104 are provided on the side surfaces of the seal slits 12e, 12g, 12i, and 11c. And lip portions lOli, 102i, 103i, and 104i that are in contact with each other with an elastic repulsive force.

Hereinafter, the operation of the above-described configuration will be described.
As shown in FIGS. 9 (a) and 9 (b), when the hydraulic oil from the high-pressure side hydraulic oil chamber acts on the back surfaces 10lf, 102f, 103f, and 104f of the respective seals 101, 102, 103, and 104, The force presses each sealing surface 101a, 102a, 103a, 104a against the respective mating surface 101d, 102d, 103d, 104d. Since each of the seal surfaces 101a, 102e, 103e, and 104e has a large area, the seal surfaces 101a and 102a can be used even when the hydraulic pressure acting on the seal back surfaces 10lf, 102f, 103f, and 104f is high. , 103a, 104a, the undercut portions 101c, 102c, 103c, 104c (that is, the sealing lip portions 101b, 102b, 103b, 104b) that control the sealing operation are hardly crushed, and the sealing operation can be maintained.

  Further, as the sealing lip portions 101b, 102b, 103b, and 104b are less crushed, the sealing lip portions 101b, 102b, 103b, and 104b are connected to the upper end surface of the vane 12d in the vane upper side seal 101. In the gap between the back surface of the top cover 13, in the vane lower horizontal seal 102, in the gap between the lower end surface of the vane 12d and the inner bottom surface of the housing 11, and in the vane vertical seal 103, the vane 12d. The gap between the radial end face and the inner peripheral face of the housing 11 does not protrude into the gap between the radial end face of the segment 11b and the outer peripheral face of the rotor 12 in the segment vertical seal 104. Therefore, the sealing lip 101b, 102b, 103b, 104b is damaged. Without Rukoto, it is possible to maintain the sealing action.

  In addition, in each seal surface 101a, 102a, 103a, 104a, each dike portion 101e, 102e, 103e, 104e that is in strong contact with each mating surface 101d, 102d, 103d, 104d has a seal back surface 101f, Since a small amount of hydraulic oil is supplied to the oil grooves 101h, 102h, 103h, 104h from the holes 102g, 103f, 104f through the micro holes 101g, 102g, 103g, 104g, each of the embankments 101e, 102e, 103e, 104e Lubrication is maintained and burnout is prevented. Wear is also minimized.

  In the upper horizontal seal 101, the lower horizontal seal 102, the vertical seal 103 of the vane 12d of the rotor 12 having the above-described configuration, and the vertical seal 104 of the segment 11b of the housing 11, a high pressure is applied to each seal back surface 10lf, 102f, 103f, and 104f. When the hydraulic oil is guided, the portions of the sealing surfaces 101a, 102a, 103a, and 104a are not crushed as much as possible by the pressure of the hydraulic oil, that is, the sealing lip portions 101b, 102b, 103b, It is desirable to avoid as much as possible the increase in the contact area between 104b and the respective mating surfaces 201g, 202g, 203g, 204g, and it is also desirable that the frictional resistance be small with respect to the increase in the contact area. That is, the material is desirably an elastic body having a high hardness and a low friction coefficient.

  On the other hand, when high-pressure hydraulic fluid is guided to the seal back surfaces 10f, 102f, 103f, and 104f, the high-pressure hydraulic fluid is transferred to the seals 101, 102, 103, and 104 and the seal slits 12e, 12g, 12i, and 11c. In order to prevent leakage as much as possible to the low pressure side through the gaps, the portions of the lip portions lOli, 102i, 103i, 104i of the rear surfaces lOlf, 102f, 103f, 104f of the respective seals 101, 102, 103, 104 are It is desirable that the elastic body has a large elasticity coefficient. That is, the properties required for the respective seal surfaces 101a, 102a, 103a, 104a and the properties required for the lip portions 101i, 102i, 103i, 104i of the respective back surfaces 10f, 102f, 103f, 104f are contradictory. is there.

Therefore, in the above embodiment, a compromise material is selected for such conflicting requirements, with some sacrifice of each other's requirements.
Another embodiment described below is configured to satisfy the above conflicting requirements at the same time.

  As shown in FIGS. 10A and 10B, the upper horizontal seal 201, the lower horizontal seal 202, the vertical seal 203 of the vane 12d of the rotor 12 and the vertical seal 204 of the segment 11b of the housing 11 are respectively sealed. It comprises a crown part including a surface and a base part including a lip part on the back side. That is, the upper horizontal seal 201 of the rotor vane 12d includes a crown portion 201a and a base portion 201b, the lower horizontal seal 202 includes a crown portion 202a and a base portion 202b, and the vertical seal 203 includes a crown portion 203a and a base portion. The vertical seal 204 of the housing segment 11b includes a crown portion 204a and a base portion 204b.

  The crown portions 201a, 202a, 203a, and 204a are made of resin, and the upper surface thereof forms the sealing surfaces 201c, 202c, 203c, and 204c, and the lower surface is the bonding surface 201d with the base portions 201b, 202b, 203b, and 204b. , 202d, 203d, and 204d.

  An undercut portion from the edge toward the center so that both edge portions perpendicular to the seal movement direction form sealing lip portions 201e, 202e, 203e, and 204e on the seal surfaces 201c, 202c, 203c, and 204c. 201f, 202f, 203f, and 204f are provided.

  In addition, bank portions 201h, 202h, 203h, and 204h that are in planar contact with the mating surfaces 201g, 202g, 203g, and 204g are formed at the center of the seal surfaces 201c, 202c, 203c, and 204c. The base portions 201b, 202b, 203b, and 204b are made of an elastomer having a large elastic coefficient, and the upper surfaces thereof form joint surfaces 201i, 202i, 203i, and 204i with the crown portions 201a, 202a, 203a, and 204a. In addition, lip portions 201k, 202k, 203k, and 204k that contact each side surface of the slits 12e, 12g, 12i, and 11c with elastic repulsive force are formed, and hydraulic oil on the high-pressure side is formed on the back surfaces 201j, 202j, 203j, and 204j of the base portion. The hydraulic oil guided from the chamber is prevented from leaking into the low-pressure hydraulic fluid chamber through the side surfaces of the slits 12e, 12g, 12i, and 11c of the respective seals.

  As shown in FIG. 10 (a), the crown portions 201a, 202a, 203a, 204a and the base portions 201b, 202b, 203b, 204b are joined to the base portions 201b, 202b, 202b, It is joining in a reverse wedge shape so as not to leave from 203b and 204b. Bonding between the crown portions 201a, 202a, 203a, and 204a and the base portions 201b, 202b, 203b, and 204b may be performed by bonding using an adhesive or by simultaneous molding.

  In addition, the embankments 201h, 202h, 203h, and 204h of the crown portions 201a, 202a, 203a, and 204a have seal surfaces 201c, 202c, 203c, and 204c and base portions 201b, 202b, 203b, and 204b on the longitudinal center line. The minute holes 201n, 202n, 203n, and 204n communicating with the rear surfaces 201j, 202j, 203j, and 204j are drilled at a predetermined interval. And each opening part to the sealing surfaces 201c, 202c, 203c, and 204c of the micro holes 201n, 202n, 203n, and 204n is communicated, and oil grooves 201m, 202m, 203m, and 204m having predetermined lengths are provided in the longitudinal direction. .

  In the above configuration, as shown in FIGS. 10A and 10B, the back side 201j, 202j, 203j, 204j of the base 201b, 202b, 203b, 204b of each seal 201, 202, 203, 204 is placed on the high pressure side. When hydraulic oil from the hydraulic oil chamber acts on the lip portions 201k, 202k, 203k, and 204k of the base portions 201b, 202b, 203b, and 204b, the forces are applied to the side surfaces of the slits 12e, 12g, 12i, and 11c. At the same time, the seal surfaces 201c, 202c, 203c, and 204c of the crown portions 201a, 202a, 203a, and 204a are pressed against the mating surfaces 201g, 202g, 203g, and 204g, respectively. At this time, since the lip portions 201k, 202k, 203k, and 204k are materials having a large elasticity coefficient, the close contact between the lip portions 201k, 202k, 203k, and 204k and the slits 12e, 12g, 12i, and 11c is stronger. Thus, leakage of high-pressure hydraulic fluid through this portion is prevented.

  Further, since the crown portions 201a, 202a, 203a, and 204a are made of a material having a high hardness and a small friction coefficient, the seal surfaces 201c, 202c, 203c, and 203c are formed by high hydraulic pressure from the respective back surfaces 201j, 202j, 203j, and 204j of the base portion. Despite the fact that 204c is pressed against the mating surfaces 201g, 202g, 203g, 204g, the undercut portions 201f, 202f, 203f, 204f can be maintained because the deformation is small, and therefore the sealing function can be exhibited. Further, since the frictional resistance is small, there is little wear.

  Next, as a response to the proposition of increasing the hydraulic pressure of the rotary vane type steering machine, a ground seal for the upper shaft part 12b and the lower shaft part 12a of the rotor 12 of the actuator 1 of the steering machine under test (conventional) An example of a new seal structure for the ground seal 18) will be described.

  First, members that perform basically the same operations as those of the background art described with reference to FIG. In addition, this Example is applicable also to the ground seal of the actuator 6 of the test steering gear.

  As shown in FIG. 11, the portion where the upper shaft portion 12 b of the rotor 12 passes through the top cover 13, that is, the inner peripheral surface of the top cover 13 that is in sliding contact with the outer peripheral surface of the upper shaft portion 12 b, and the lower shaft portion 12 a of the rotor 12. Are respectively provided on the inner peripheral surface of the housing 11 in sliding contact with the outer peripheral surface of the lower shaft portion 12a.

  The ground seal 205 includes a ring-shaped base portion 205a, a ring-shaped ground sealing lip portion 205b protruding in the axial direction from the inner peripheral end portion of the base portion 205a, and a ring protruding in the axial direction from the outer peripheral end portion of the base portion 205a. And a groove sealing lip portion 205c.

A sealing ring 205d is joined to a portion of the ground sealing lip portion 205b that comes into contact with the outer peripheral surface of the upper shaft portion 12b (or the lower shaft portion 12a) of the rotor 12.
The material of the constituent parts of the ground seal 205 is that the base portion 205a, the ground sealing lip portion 205b, and the groove sealing lip portion 205c are elastic bodies (elastomers), and the sealing ring 205d is an elastic material having a high hardness and a small friction coefficient. Resin. Bonding of the sealing ring 205d to the ground sealing lip 205b may be performed by bonding with an adhesive or by simultaneous molding.

  In the above-described configuration, the inner front end ring portion 205dt of the sealing ring 205d joined to the front end portion of the ground sealing lip portion 205b in the state where the gland seal 205 is housed in the annular ground seal groove 19 is the upper shaft of the rotor 12. The outer end ring portion 205 ct of the groove sealing lip portion 205 c is in contact with the outer peripheral side surface 19 a of the ground seal groove 19.

  Thus, when the inner front end ring portion 205dt of the sealing ring 205d contacts the outer peripheral surface of the rotor upper shaft portion 12b (or the lower shaft portion 12a), and the outer front end ring portion 205ct of the groove sealing lip portion 205c is grounded. When contacting the outer peripheral side surface 19 a of the seal groove 19, a predetermined contact surface pressure is applied by the elastic repulsive force of the ground sealing lip portion 205 b and the groove sealing lip portion 205 c of the ground seal 205.

  Since the ground sealing lip portion 205b and the groove sealing lip portion 205c of the ground seal 205 are elastic bodies having a large elastic coefficient, the inner front end ring portion 205dt of the sealing ring 205d is positioned at the upper portion of the rotor even if the rotor 12 is slightly eccentric. Contact with the outer peripheral surface of the shaft portion 12b (or the lower shaft portion 12a) can be maintained, and a sealing function can be exhibited. Contact with the outer peripheral side surface 19a of the ground seal groove 19 of the outer front end ring portion 205ct of the groove sealing lip portion 205c can also be maintained.

  The hydraulic oil chambers 15a, 15c or 15b, 15d that are on the high pressure side are formed in a portion where the upper shaft portion 12b of the rotor 12 penetrates the top cover 13 or a portion where the lower shaft portion 12a penetrates the bottom portion of the housing 11. When the hydraulic oil enters, the hydraulic oil enters between the ground sealing lip portion 205b and the groove sealing lip portion 205c of the ground seal 205, and the sealing ring 205d joined to the end of the ground sealing lip portion 205b by the hydraulic pressure. The inner front end ring portion 205dt is strongly pressed against the outer peripheral surface of the upper shaft portion 12b (or the lower shaft portion 12a) of the rotor 12.

  However, since the sealing ring 205d has a high hardness and a low friction coefficient, the sealing ring 205d is less likely to be crushed by a high hydraulic pressure, and the rotor upper shaft portion 12b of the inner front end ring portion 205dt (or An increase in the contact area with the lower shaft portion 12a) is avoided. Therefore, coupled with a small friction coefficient, the sealing function can be exhibited with less frictional resistance. In this case, even if there is an eccentric movement of the rotor 12, it is absorbed by the high elasticity of the ground sealing lip 205b, so that the sealing function is not affected.

DESCRIPTION OF SYMBOLS 1 Rotary vane type steering machine actuator 11 Housing 11a Boss part llb Segment llc Vertical slit lld Vertical seal lle Lower ring slit llf Lower ring seal 11g Ring seal surface (of lower ring seal 11f)
11h Inner circumference upper edge (segment vertical seal 11d)
11i outer peripheral edge (of the ring seal surface 11g)
11j Inner circumference lower end edge (segment vertical seal lld)
11k Oil chamber communication hole (for segment 11b)
llm oil passage lln flange (housing 11)
11o Seal surface (for vertical seal lld)
11ou Undercut part (of the seal surface 11o of the vertical seal 11d)
lloe Long side edge (of the seal surface 11o of the vertical seal 11d)
llp lower ground seal (of rotor lower shaft 12a)
12 Rotor 12a Lower shaft portion 12b Upper shaft portion 12c Internal through hole 12d Vane 12e Upper horizontal slit 12f Upper horizontal seal 12g Lower horizontal slit 12h Lower horizontal seal 12i Vertical slit 12j Vertical seal 12k Inner side upper end edge (of upper horizontal seal 12f )
12m Inner peripheral side lower edge (of lower horizontal seal 12h)
12n Oil chamber access hole (Vane 12d)
12o Balance hole 12p Seal surface (upper side seal 12f)
12pu undercut part (on the seal surface 12p of the upper horizontal seal 12f)
12pe Long side edge (on the seal surface 12p of the upper horizontal seal 12f)
12q seal surface (lower horizontal seal 12h)
12 cu undercut (seal surface 12q of lower horizontal seal 12h)
12qe Long side edge (of seal surface 12q of lower horizontal seal 12h)
12r sealing surface (for vertical seal 12j)
12ru undercut part (for the seal surface 12r of the vertical seal 12j)
12re Long side edge (of the seal surface 12r of the vertical seal 12j)
13 Top cover 13a Upper ring slit 13b Upper ring seal 13c Ring seal surface (of upper ring seal 13b)
13d Outer peripheral edge (of the ring seal surface)
13e Oil passage 13f Upper ground seal (of rotor upper shaft part 12b)
14a, 14b Radial bearing 14c Thrust bearing 15 Oil chamber space 15a, 15b, 15c, 15d Hydraulic oil chamber 16 Pressure valve 17 Rudder shaft 17a Shaft head 18 Ground seal 18a Base 18b Ground sealing lip 18bt Inner tip ring 18c Groove sealing Lip part 18ct Outer end ring part 19 Ground seal groove 19a Outer side face 2 Hydraulic device 21 Hydraulic pump 22 Steering direction switching valve 23 Electromagnetic valve 24p Pilot check valve (steering side)
24s pilot check valve (inside the rudder)
25p Flow control valve (steering side)
25s Flow control valve (inside the rudder)
26 Oil tank 27p Main hydraulic line (steering side)
27s Main hydraulic line (Rudder side)
28p Anti-shock valve 28s Anti-shock valve 29 Control oil pump 5 Base 51 Upper base 51a Floor plate 52 Lower base 53 Steering machine base 53a Bolt 53b Base plate 6 Actuator 61 of the test steering machine Rotor 61a Internal through hole 62 Housing flange 62a Bolts 63a, 63b, 63c, 63d Hydraulic oil chamber 7 Connection shaft 71 Bottom end 72 Top end 8 Test steering control device 81 Test steering control device 81a of the first embodiment (-) For load Hydraulic pump 81b Steering direction switching valve 81c Solenoid valve 81d Control hydraulic pump 81ep Main hydraulic line (steering side)
81es Main hydraulic line (Rudder side)
81fp Pilot check valve (steering side)
81fs pilot check valve (inside the rudder)
81gp Flow control valve (steering side)
81gs Flow control valve (inside the rudder)
81h Relief valve (for pump)
8lip relief valve (for hydraulic oil chamber)
81is Relief valve (for hydraulic oil chamber)
81j Proportional electromagnetic relief valve 81k Charge hydraulic pump 82 Control device 82a of the second embodiment of the test steering gear Steering direction switching valve 82b Transition point switching valve 82c Booster hydraulic pump 82d Pressure control valve 82e Control valve controller 82f Arithmetic unit 82g Check valve T Rudder torque transition point A Full surface rudder point O Rudder neutral position M-1 First steered mode M-2 Second steered mode M-3 Third steered mode M-4 Fourth steered mode 101 Upper horizontal seal (for rotor vane 12d)
101a Seal surface 101b Sealing lip portion 101c Undercut portion 101d Mating surface 101e Embankment portion 10lf Back surface 101g Micro hole 101h Oil groove 101i Lip portion 102 Lower side seal (of rotor vane 12d)
102a Seal surface 102b Sealing lip portion 102c Undercut portion 102d Mating surface 102e Embankment portion 102f Back surface 102g Micro hole 102h Oil groove 102i Lip portion 103 Vertical seal (of rotor vane 12d)
103a Seal surface 103b Sealing lip portion 103c Undercut portion 103d Mating surface 103e Embankment portion 103f Back surface 103g Micro hole 103h Oil groove 103i Lip portion 104 Vertical seal (of housing segment 11b)
104a Seal surface 104b Sealing lip portion 104c Undercut portion 104d Mating surface 104e Bank portion 104f Back surface 104g Micro hole 104h Oil groove 104i Lip portion 201 Upper side seal (of rotor vane 12d)
201a Crown 201b Base 201c Sealing surface 201d Joint surface (of crown 201a)
201e Sealing lip portion 201f Undercut portion 201g Mating surface 201h Bank portion 201i Joint surface (of base 201b)
201j rear surface (base 201b)
201k Lip part 201m Oil groove 201n Micro hole 202 Lower horizontal seal (of rotor vane 12d)
202a Crown 202b Base 202c Sealing surface 202d Joint surface (of crown 202a)
202e Sealing lip portion 202f Undercut portion 202g Mating surface 202h Bank portion 202i Joint surface (of the base portion 202b)
202j rear surface (base 202b)
202k Lip part 202m Oil groove 202n Micro hole 203 Vertical seal (of rotor vane 12d)
203a Crown 203b Base 203c Sealing surface 203d Joint surface (of crown 203a)
203e sealing lip 203f undercut 203g mating surface 203h bank portion 203i joint surface (of base 203b)
203j back (of base 203b)
203k Lip part 203m Oil groove 203n Micro hole 204 Vertical seal (for housing segment 11d)
204a Crown portion 204b Base portion 204c Sealing surface 204d Joint surface (of crown portion 204a)
204e sealing lip portion 204f undercut portion 204g mating surface 204h bank portion 204i joint surface (of base portion 204b)
204j back (base 204b)
204k Lip part 204m Oil groove 204n Micro hole 205 Rotor shaft part ground seal 205a Base part 205b Ground sealing lip part 205c Groove sealing lip part 205ct Outer tip ring part 205d Sealing ring 205dt Inner tip ring part

Claims (2)

A rotor fitted and mounted on the rudder shaft, a housing that houses the rotor and forms a space for an oil chamber around the rotor, and an annular top cover that is disposed in an upper opening of the housing; A plurality of vanes are arranged at equally spaced positions along the circumferential direction, a plurality of segments are arranged at equally spaced positions along the circumferential direction of the inner peripheral surface of the housing, and the oil chamber space is formed by the vanes and the segments. Partition into multiple oil chambers,
Slits formed in the radial front end surface and upper and lower end surfaces of each vane of the rotor are respectively opposed to the back surface of the top cover and the inner peripheral surface and inner bottom surface of the housing, and elastic material is provided in the slit facing the back surface of the top cover. The upper horizontal seal is held, the lower horizontal seal made of an elastic material is held in the slit facing the inner bottom surface of the housing, and the vertical seal made of an elastic material is held in the slit facing the inner peripheral surface of the housing. The upper and lower end surfaces of the vertical seal are in contact with the back surfaces of the upper horizontal seal and the lower horizontal seal, respectively, and pressure oil is guided from the hydraulic oil chamber on the high pressure side to the respective back surfaces of the seals. In the actuator of a rotary vane type steering machine provided with means for pressing the sealing surface against the mating surface,
The upper horizontal seal, the lower horizontal seal, the vertical seal of the rotor vane, and the vertical seal of the housing segment have both edges of each sealing surface form a sealing lip, and each sealing surface extends from each edge to the center. The undercut portion has a bank portion that is in flat contact with the mating surface at the center of each sealing surface separated from the sealing lip portion by the undercut portion, and is predetermined on the longitudinal center line of the bank portion. Having an oil groove formed in a predetermined length in the longitudinal direction by communicating with each opening of the micro hole on each seal surface, and having a micro hole communicating with the back surface of each seal.
The embankment has a strength capable of resisting the hydraulic pressure of the hydraulic pressure acting on the back surface of the seal. Seal structure of a rotary vane type steering machine characterized by preventing surface contact . The undercut part allows a small amount of lateral protrusion caused by compression of the bank due to the hydraulic pressure of the hydraulic pressure acting on the back of the seal,
The oil groove supplies the working oil on the back surface of the seal flowing in through the microhole to lubrication between the seal surface of the bank portion and the mating surface, and at the seal surface of the bank portion by the area occupied by the oil groove on the seal surface. 2. The seal structure of a rotary vane type steering machine according to claim 1, wherein the sliding contact surface pressure is reduced .

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