JP6971797B2 - Steering device - Google Patents

Description

The present invention is a steering device for a 1-axis propulsion 2-rudder ship in which two rudder plates are arranged across a propeller, and the rudder axis can be rotated beyond the conventional rudder angle limit of 70 °. A steering device that reduces the required hydraulic capacity near the maximum rudder angle is suitable for surface vessels, and is particularly advantageous for large vessels with one-axis propulsion and two rudders.

Cross-reference to related applications This application claims priority to Japanese Patent Application No. 2017-158802, filed on August 21, 2017, the contents of which are described herein by reference. Incorporated into the book.

Conventionally, in the rudder of a general large ship such as a cargo ship, the rotation angle of the steering machine is usually ± 35 ° to the left and right, for a total of 70 °, and the rudder angle of the rudder is also 70 °. On the other hand, the inventor discloses in Patent Document 1 a steering device for a 1-axis propulsion 2-steering vessel in which two steering plates sandwiching a propeller are arranged, mainly for small vessels. A 1-axis propulsion 2-rudder ship with two rudders on either side or rear of the propeller should take a large steering angle to shield the rear of the propeller by jointly using the two rudders to provide a large braking force. Is possible. In this case, the rotation angle of the steering machine is required to be a total steering angle of about 140 °, from the conventional left and right ± 35 °, total 70 ° to left and right ± 70 °. Alternatively, it is desirable to generate a thrust flow with a steering angle of about 160 ° in total, ± 80 ° to the left and right when berthing in the harbor. Pursuing a steering angle of about 160 ° in total and trying to obtain a rotation angle larger than 70 ° by the reciprocating movement of one piston rod, even if the stroke length is extended, it acts on the rudder shaft piston rod via the rudder handle. To generate sufficient torque near the maximum rudder angle (referring to the turning limit angle) when the crank angle of force (meaning the turning angle starting from the upstream side of the rudder handle, the same applies hereinafter) becomes too sharp. , A large hydraulic mechanism is required, and energy consumption becomes a problem especially when it is mounted on a large cruise ship with frequent arrivals and departures.

Specifically, in the conventional steering mechanism, two piston mechanisms that are reciprocally and flexibly supported by a hydraulic cylinder mechanism that is horizontally swingably supported and fixed to the bottom of the ship are arranged in a slightly C-shape, and the tip of the piston. The part is rotatably linked to the rudder handle and is rotatably supported and fixed to the center of the rudder handle toward the bottom of the ship. Will exhibit a working angle (crank angle) of approximately 10 °. With such an acute-angled working angle, a working force of about 1 / sin 10 ° times or about 5 times the propeller thrust in the case of a parallel steering angle is required. If a hydraulic cylinder / piston rod portion that gives a large rudder force near the maximum rudder angle is provided in this way, economic efficiency becomes a problem from the viewpoint of fuel consumption required for rudder control during operation, especially in a large ship.

If the hydraulic piston is tandemized to increase the rudder drive capacity, the required drive capacity per piston can be reduced and it can be configured with the conventional capacity. For example, if the trunk piston type cylinder / piston drive mechanism has a structure in which two cylinder / piston mechanisms act on one rudder shaft via a rod-shaped rudder handle, the required drive capacity per piston is halved. .. Further, the inventor discloses in Patent Document 2 a steering device having a tandem structure in which extension lines of piston rods intersect, and provides a steering device for a ship that is excellent in mitigation of reduction of driving capacity and effective utilization of space by arranging a hydraulic cylinder system. providing.

By the way, we proposed the adoption of a 1-axis propulsion 2-rudder maneuver that provides a large braking force by arranging two rudder plates behind the propeller and taking a large steering angle so as to shield the rear of the propeller by jointly using the two rudders. Other commercial technologies are also found (Patent Document 3, Non-Patent Document 1). Sudden stop in an emergency requires the rudder to rotate at a large rudder angle with respect to the hull, and in the proposal of Non-Patent Document 2, a rotary vane type hydraulic drive mechanism is used as a mechanism to realize a wide rudder angle. Although it has been proposed, the rotary vane type has a small effective radius of hydraulic pressure, and there is a problem in sealing the hydraulic oil, so there is no economically suitable one.

The present invention has found a problem in the arrangement of the rudder handle and the hydraulic cylinder, and even if the steering device is applied to a steering device with a large steering angle (± 80 degrees), a sufficient steering force is output near the maximum steering angle and the maximum steering force is output. The present invention relates to a ship steering device (hereinafter, also simply referred to as a steering device) that further suppresses energy consumption of a steering mechanism that increases the propeller rotation speed in the vicinity of the rudder angle.

Japanese Patent No. 5833278 Japanese Unexamined Patent Publication No. 2016-188033 Japanese Unexamined Patent Publication No. 2011-0735226

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

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

The present invention provides a steering device capable of a total rudder angle of 160 ° of the rudder plate, which sufficiently generates a rudder force even in the vicinity of the maximum rudder angle to improve the flexibility of maneuvering and the braking force. The steering device according to the present invention generates a thrust flow at a low speed, and the two rudders also block the screw wake, where a substantially effective steering force is secured even near the maximum rudder angle and the propeller. A strong deflection flow is generated behind the propeller, and even if the propeller water flow is blocked behind the propeller, it is possible to generate a rudder force that overcomes the reaction force of the propeller thrust. Moreover, the present invention utilizes the linear reciprocating motion of the cylinder hydraulic mechanism, which has been highly reliable and has a proven track record, and uses two cylinder / piston mechanisms for one rudder plate, one of which is the other. While reducing the flow rate of hydraulic oil, each mechanism cooperates while interpolating with each other to realize a steering angle of 160 ° as a whole, and with conventional steering devices, steering near the maximum steering angle where the crank angle is small It is a new steering device for ships that realizes energy saving by operating with a smaller amount of hydraulic oil while improving power.

The present invention that solves this problem is as follows.
It has two rudder plates, a rudder shaft connected to each of the rudder plates, and a drive mechanism for rotating the rudder shaft.
The rudder shafts are rotatably arranged on both sides above the screw shaft, and are steering devices for ships that rotate each rudder plate from the side of the propeller to the rear of the propeller by the rotation of each rudder shaft.
The drive mechanism is a hydraulic cylinder / piston rod portion arranged for reciprocating movement, and a steering wheel rotatably connected to the piston rod in order to convert the reciprocating movement of each piston rod into the rotational movement of the steering shaft. Including the steering rod integrated with the shaft
The hydraulic cylinder piston rod part is arranged such that the axis core of the piston rod in two configurations per tiller is crossover, and the stroke length is Ri unequal length der,
One of the two hydraulic cylinder / piston rod portions is characterized in that the shortest position of the stroke corresponds to the upstream turning limit of the steering plate and the longest position of the stroke corresponds to the downstream turning limit of the steering plate. It is a steering device.

[Action and effect of the invention]
The rudder of a general large ship has a rudder angle of 35 ° to the right and 35 ° to the left, for a total of 70 °. The present invention is an invention of a steering device capable of providing a steering device having a larger steering angle. There is a rudder axis at one end of the rudder handle, and two piston rods are mounted facing each other at a predetermined crossing angle centering on a joint contact on the opposite side, and are driven hydraulically by two pistons. .. The adoption of a traditional piston rod-operated hydraulic cylinder ensures the same level of durability and reliability as before, and two piston rods rotate the rudder handle around the rudder axis, each at the same time or in the turning direction. Share and secure sufficient rudder force against the propeller propulsion force on the rudder shaft. In one embodiment, two piston rods are arranged facing each other at a predetermined crossing angle on the rudder handle integrated with the rudder shaft, that is, at least this crossing angle even when the piston rods are at the maximum steering angle. Since half of the difference between 180 ° and 180 ° is secured and the piston force acts on the rudder handle, it has the effect of ensuring a larger working angle near the maximum rudder angle than before, and turning performance near the maximum rudder angle. It is also advantageous. Two tandem-arranged piston rods are cross-arranged to operate the rudder handle at the same time as or complement each other.

If a bidirectional dual type is adopted for the hydraulic cylinder, both can rotate the rudder handle in the same turning direction at the same time, and a rotational moment in the same direction can be applied to the steering shaft at the same time.

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

Since the stroke length is uneven, it is possible to make the mechanical system smaller by reducing the stroke of one of the hydraulic cylinders and piston rods, and the hydraulic circuit system can be made smaller. As a result, the required amount of oil for one piston can be reduced. Alternatively, even if both hydraulic cylinders and piston rods have the same mechanical system, when they are rotatably connected to the steering wheel, the actual stroke is constrained by these arrangements, and one stroke is compared to the other. Since the length is shortened, the amount of hydraulic oil can be reduced even if the hydraulic cylinder area is the same, and the hydraulic circuit system can be made smaller.

For example, if the crossing angle is virtually larger than 0 ° and the steering angle range is slightly smaller than 180 °, and the steering radius is R, the uneven length here is (2). ).
(1) When the two stroke lengths L ₁ and L ₂ are almost equal, the crossing angle is slightly larger than 0 °. _{In this case, the total length of the stroke length is L 1} + L ₂ ≈ 4 R, where R is the turning radius of the point of action of the rudder handle.
(2) If one stroke length (L ₁ ) is an uneven length up to the other half stroke length (L ₂ ), a combination of stroke lengths within the range _{of L 1} + L _{2 ≈ 3R at the shortest may be used.} ..
In this way, if the stroke lengths are uneven, there will be a difference in the phase angle between the rudder neutral point, which is the rudder position during cruising where the rudder plate is substantially parallel to the ship axis, and the turning neutral point of each rudder shaft. If the phase is 90 ° at the maximum, the stroke difference R is generated at the maximum, and the cross-sectional area of the hydraulic cylinder is S, the required oil amount V is the maximum V = R x S ... (1)
It is possible to save energy by reducing the flow rate of hydraulic oil.

In another aspect, the invention further provides a steering device in which the crossing angles of the piston rods are substantially vertical. That is, if the crossing angle of the piston rods is approximately vertical, at least this crossing angle is approximately vertical even at the maximum steering angle of one piston rod. However, it acts on the rudder handle with almost the maximum capacity, and the complementary performance of each other is maximized.

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

In another aspect, the present invention further indicates that the rudder plate upstream turning limit is 40 ° to the left and right upstream from the rudder neutral point, and the rudder plate downstream turning limit angle is 120 ° to the left and right, and the maximum rudder angle is 160 °. Provided is a steering device having a structure that enables steering. In this way, if the maximum rudder angle is 160 ° and the distribution between the upstream and downstream sides from the neutral point of the rudder is about 1: 2, the limit steering angle required for starboarding and steering can be secured. Moreover, the wake of the screw can be blocked and the braking force at the time of stopping can be maximized.

In another aspect, the present invention further provides a steering device that enables the two rudder plates to be steered at least 60 ° to the left and right at the same time on the downstream side and a maximum rudder angle width of 160 ° on one side at the same time. That is, in order to block the screw wake, the rudder plate turns to the downstream side at the same steering angle at the same time, but if the rudder angle from the neutral point is at least 60 ° to the left and right, the rudder plate length is longer than necessary. It is possible to block the wake without the need for lengthening, and the fuel consumption during operation is reduced without increasing the rudder plate area more than necessary, and the rudder angle is secured up to a maximum rudder angle of 160 ° with one rudder. However, it is possible to generate a side flow of the thrust flow mode at low speed.

In another aspect, the invention further provides a steering device in which _{the shorter stroke length L 1} of the piston rod is 50% or less of the longer stroke length L _2. If both piston rods are provided with a sufficiently uneven stroke length difference in this way, the amount of hydraulic oil entering and exiting the hydraulic cylinder is reduced by the difference in stroke length, and the power configuration is reduced, which is an overlapping energy saving. Aspects of the above are provided.

In another aspect, the present invention further provides a steering device in which the hydraulic cylinder capacity of the hydraulic cylinder / piston rod portion having a shorter stroke length is 50% or less of the capacity of the other hydraulic cylinder. If not only the stroke length is short but also the hydraulic cylinder capacity is small, the amount of hydraulic oil is further reduced, the mechanism can be made smaller, and a steering device that contributes to more energy saving is provided. Alternatively, the pressure can be lowered to make the auxiliary mechanism such as a hydraulic pump or a hydraulic motor smaller, which contributes to the weight reduction of the ship.

In another aspect, the present invention further provides a steering device that closes the screw wake with both rudders when the rudder angle is 60 ° to 120 ° downstream as the control plate downstream limit. That is, if the rudder plate downstream limit is smaller than 60 °, the rudder plate becomes large to block the screw wake, propulsion resistance increases, and if the rudder plate downstream limit is larger than 120 °, the rudder plate from the rudder neutral point. Provided is a steering device that eliminates such inconveniences because the upstream limit cannot be sufficiently secured and the ship maneuvering at the time of starboarding and steering may be hindered.

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

In another aspect, the present invention further provides a steering device that blocks the screw wake with both rudders when the rudder angle does not exceed 90 ° to the downstream side. That is, using a relatively large rudder plate, it is possible to steer the rudder angle to the downstream side without exceeding 90 ° to block the screw wake, and further steer one rudder plate by 90 ° or more to generate a strong thrust flow. It is an aspect which provides the steering device.

In another aspect, the present invention further provides a steering device in which the rudder handle is a bifurcated shape that intersects at a predetermined bifurcated crossing angle, and the sum of the bifurcated crossing angle and the crossing angle of the piston rod is substantially vertical. offer. That is, the two piston rods do not necessarily generate a phase difference in the turning moment that the piston rods themselves have a predetermined crossing angle and act on the steering shaft, and when one does not exert a sufficient acting force, the other is the maximum. The rudder handle is a bifurcated shape that intersects at a predetermined bifurcated crossing angle, and the sum of the bifurcated crossing angle and the crossing angle of the piston rod is abbreviated by supplementing the bifurcated crossing angle. If it is vertical, a substantial working force can be secured, and a smaller drive mechanism saves not only energy but also space.

In another aspect, the invention further provides a steering device in which the rudder handle is bifurcated at a substantially vertical bifurcated crossing angle and the piston rods are horizontally opposed to each other. That is, it is a steering device in which all the phase differences are secured by the bifurcated crossing angle that is substantially vertical to the rudder handle, and it is possible to secure a substantial acting force, and the smaller drive mechanism saves not only energy but also space. ..

In another aspect, in the present invention, the rudder handle is further bifurcated at a substantially vertical bifurcated crossing angle, and the two hydraulic cylinders and piston rods are arranged in substantially the same direction. Provides a steering device. That is, it is a steering device in which all the phase differences are secured by the bifurcated crossing angle that is substantially vertical to the rudder handle, which secures a substantial acting force and saves energy by a smaller drive mechanism in terms of the projected area on the hull. Not only does it provide additional benefits that can save space.

In another aspect, there is further provided a steering device in which both the hydraulic cylinder and the piston rod portion having the longer stroke length are arranged on the bow side of the rudder shaft. Since all the drive devices are arranged on the bow side, the present invention can be used not only for large ships but also for small and medium-sized ships with limited stern space, and more energy can be saved by the compact hydraulic circuit.

According to the present invention, even if the steering device is applied to a steering device having a large rudder angle of about ± 80 ° at the center of turning with one rudder in a ship equipped with a two-rudder mechanism, sufficient rudder is sufficient even at a maximum rudder angle of around ± 80 °. Provided is a steering device for a ship that further suppresses energy consumption of a steering mechanism even when a force is output to increase the propeller rotation speed in the vicinity of a maximum steering angle of ± 80 °.
In this way, an energy-saving ship steering device is provided in which the oil consumption of the hydraulic cylinder of one rudder can be suppressed by manipulating two rudders and the fuel consumption is reduced.

It is a perspective schematic diagram of the steering apparatus which concerns on one Embodiment of this invention. It is the upper surface model figure when it is in the rudder neutral point of the steering device. When the port side rudder of the steering device is turned upstream to the rudder plate upstream turning limit of 40 °, and at the same time the starboard side rudder is turned 40 ° downstream, the rudder handle, hydraulic cylinder and piston rod part It is the top model figure which shows the linkage. It is the same model figure when both rudders of the steering device block the screw wake. The same model diagram when the port side rudder of the steering device is turned downstream to the rudder plate downstream turning limit of 120 °, and the starboard side rudder is turned upstream to the rudder plate upstream turning limit of 40 °. Is. A top model diagram showing the relationship between the steering handle of the steering device according to the second embodiment of the present invention, the linkage between the hydraulic cylinder and the piston rod portion, and the steering angle is shown, and from FIGS. 6 (a) to 6 (e). It is a top model diagram showing the linkage between the rudder handle and the hydraulic cylinder / piston rod portion and the transition of the rudder angle when various rudders are turned from the upstream turning limit of the rudder plate to the downstream turning limit. It is a top surface conceptual diagram of the embodiment of the conventional steering apparatus. It is the same side view. It is a top surface conceptual diagram of another embodiment of the conventional steering apparatus. It is a top surface conceptual diagram which shows the arrangement of the hydraulic cylinder / piston rod part of the Example of the steering apparatus which concerns on one Embodiment of this invention. It is a relationship graph of the steering angle and torque in the case of the piston rod crossing angle 90 ° of the example of the steering device which concerns on one Embodiment of this invention. FIG. 11A is a case where the crossing angle is 90 °, (b) the crossing angle is 100 °, and (c) the crossing angle is 80 °. It is a graph which shows the steering angle and torque in the case of the piston rod crossing angle 90 ° of the example of the steering apparatus which concerns on one Embodiment of this invention by comparison with the conventional steering apparatus 4, 5. It is a perspective schematic diagram of the steering apparatus which concerns on 3rd Embodiment of this invention. It is the upper surface model figure when it is in the rudder neutral point of the steering device. When the port side rudder of the steering device is turned upstream to the rudder plate upstream turning limit of 40 °, and at the same time the starboard side rudder is turned 40 ° downstream, the rudder handle, hydraulic cylinder and piston rod part It is the top model figure which shows the linkage. It is the same model figure when both rudders of the steering device block the screw wake. The same model diagram when the starboard side rudder of the steering device is turned downstream to the rudder plate downstream turning limit of 120 °, and the port side rudder is turned upstream to the rudder plate upstream turning limit of 40 °. Is. It is a perspective schematic diagram of the steering apparatus which concerns on the modification of the 1st Embodiment of this invention. It is the upper surface model figure when it is in the rudder neutral point of the steering device. When the port side rudder of the steering device is turned upstream to the rudder plate upstream turning limit of 40 °, and at the same time the starboard side rudder is turned 40 ° downstream, the rudder handle, hydraulic cylinder and piston rod part It is the top model figure which shows the linkage. It is the same model figure when both rudders of the steering device block the screw wake. The same model diagram when the port side rudder of the steering device is turned downstream to the rudder plate downstream turning limit of 120 °, and the starboard side rudder is turned upstream to the rudder plate upstream turning limit of 40 °. Is. In a further modification of the steering device, similar to the relationship of the second embodiment with respect to the first embodiment, the relationship between the rudder handle and the hydraulic cylinder / piston rod portion and the rudder angle when the wake of the propeller is blocked. A top model diagram showing the above is shown, and from FIG. 23 (a) to FIG. It is a top surface model figure which shows the transition of a rudder angle. It is a top surface conceptual diagram which shows the arrangement of the hydraulic cylinder and the piston rod part of the steering apparatus.

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

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

FIG. 3 is a top model view showing the linkage between the hydraulic cylinder and the piston rod portion 7 when the starboard is steered at the upstream maximum steering angle γ. The port side shows the case of a surface rudder that steers up to the rudder plate upstream turning limit of 40 °, which is the maximum upstream rudder angle, and at the same time turns the starboard side rudder 40 ° downstream.

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

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

The embodiment shown in FIGS. 2 to 5 has a drive mechanism 2 for rotating the rudder shaft 20 and a hydraulic cylinder / piston rod portion for driving the drive mechanism 2, and the rudder shaft 20 is a screw instead of a wake of the propeller 40. Two rudder shafts are rotatably arranged on both sides above the shaft (not shown), and each rudder shaft 20 connects the rudder plate 30 at the upper part of the rudder plate, and the two rudder plates 30 are rotated by the rotation of the two rudder shafts 20. The steering device 1 is capable of turning backward from the side of the propeller 40 to a position where the wake of the screw is almost shielded directly behind the propeller 40, and the drive mechanism 2 is a hydraulic arrangement arranged for reciprocating motion. The rudder handle 102, which is integrated with the cylinder / piston rod portions 7 and 8 and the rudder shaft 20 rotatably connected to the rudder rod in order to convert the reciprocating motion of each piston rod into the rotary motion of the rudder shaft. Each of the piston rods, including 112, is rotatably connected to the rudder handle 20 in the previous period and is arranged so that the shaft core wires intersect with each other in a configuration of two rudder shafts per rudder shaft. The steering device 1 is characterized in that it is composed of a set having uneven lengths.

The steering device 1 is supplied with hydraulic oil in dual mode from a high-pressure pump (not shown), which is ancillary equipment, to the hydraulic cylinder of the hydraulic cylinder / piston rod via high-pressure hoses 205 and 206, and the hydraulic cylinder can operate in both directions. In some cases, both steering axes are controlled in synchronization with turning, and each steering axis may be controlled in the turning direction independently.

As shown in FIG. 10, when the stroke lengths of the steering devices 1 are uneven, the stroke lengths are equally arranged as in the conventional steering devices 4 and 5 shown in FIGS. 7 and 8. , The amount of hydraulic oil flowing through each hydraulic cylinder is reduced.
If the turning radius of the rudder handle is R and the maximum rudder angle range is 2θ _max , the maximum stroke L ₂ of the conventional steering device is L ₂ = 2RSINθ _max ... (2).
Is. Therefore, if the cross-sectional area of the hydraulic cylinder is S, the amount of hydraulic oil in one stroke is
V ₂ = SL ₂ = _{2 SRSINθ max} ... (3)
Is. When the maximum rudder angle range 2θ _max = 160 °, L ₂ = 2RSIN 80 ° ≈ 2R, V ₂ ≈ 2SR.
On the other hand, in the steering device 1, if the cross-sectional area of the hydraulic cylinder is S, the maximum stroke L ₁ of the hydraulic cylinder having the shorter cylinder length and the hydraulic oil amount V ₁ of one stroke are
L ₁ = R-RCOSθ _max ... (4)
V ₁ = SL ₁ = S (R-RCOSθ _max ) ... (5)
The longer stroke length is L _{2 as} before.
When the maximum rudder angle range is 2θ _max = 160 °,
L ₂ = 2RSIN80 ° ≒ 2R ... (6)
V ₂ ≒ 2SR ・ ・ ・ (7)
Is. The shorter stroke, the amount of hydraulic oil,
L ₁ = (R-RCOS80 °) ≒ 0.8R ... (8)
V ₁ ≒ 0.8SR ・ ・ ・ (9)
The shorter stroke length L ₁ of the piston rod is in the range of 40% of the longer stroke length L ₂ = 2R and 50% or less of the _{stroke length L 2 ratio.} Even if the cross-sectional areas of the hydraulic cylinders are the same, the stroke hydraulic oil amount V ₁ of the shorter hydraulic cylinder of the steering device 1 of the present invention is 40% of the longer hydraulic oil amount V ₂ and the stroke length L ₂ ratio of 50% or less. Is. As will be described later, the cross-sectional area of the hydraulic cylinder can be made smaller than before in the steering device 1 of the present invention.
After all, the hydraulic oil amount Q _C of the conventional steering device 5 is the total of the two cylinders.
Q _c = V ₂ + V ₂ ≒ 4SR ・ ・ ・ (10)
For about 4SR
The hydraulic oil amount Q _I of the present invention is the total of the two cylinders of the steering device 1.
Q _I = V ₁ + V ₂ ≒ 2.8SR ... (11)
Approximately 2.8 SR and the amount of hydraulic oil Q _I are reduced by 70% of the conventional amount of hydraulic oil Q _{c and 30% of the conventional amount.} As described above, the steering device 1 according to the present invention is an energy-saving steering device that has the effect of significantly reducing the drive fuel consumption of the hydraulic pump, which is ancillary equipment of the ship. As will be described later, the cross-sectional area of the hydraulic cylinder can be made smaller than in the conventional steering device 1 of the present invention, so that the required hydraulic oil amount can be small and the effect can be made larger.

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

FIG. 11A is a graph showing the relationship between the rudder angle whose steering angle is 90 ° when the rudder handle is perpendicular to the ship axis on the horizontal axis and the generated torque which is made dimensionless by the maximum torque on the vertical axis. .. In FIG. 11A, A is the generated torque of the long cylinder (also a conventional comparative example), B is the generated torque of the short cylinder, and C is the combined generated torque of both cylinders, which is dimensionless with the maximum torque of one long cylinder. Shows dimensionless torque. As described above, a complementary relationship may be generated between the generated torque A of the long cylinder and the generated torque B of the short cylinder due to the phase shift due to the crossing angle of the piston rods. When the crossing angle is substantially vertical, the combined torque C when two torques in FIG. 11 (a) A act on the torque generated from both cylinders is the lowest when the crossing angle is 0 ° in comparison with the lowest torques. It has the effect of providing approximately five times the torque. Therefore, even if two cylinders are used as a pair, a minimum torque of about 2.5 times is generated.

The crossing angle Θ may be substantially vertical, and as shown in the case of FIG. 11 (c) 100 ° and FIG. 11 (b) 80 °, the non-dimensionalized generated torque is 1 or more, and is 80. If it is between ° and 100 ° (80 ° ≤ β ≤ 100 °), it is easy to generate more than the maximum torque of one hydraulic cylinder and is suitable in terms of torque generation, and Θ = 90 ° is suitable for this. Most suitable because of the included symmetry.

FIG. 7 shows the arrangement relationship of the hydraulic cylinder 200, the piston rod 201, the rudder handle 202, the rudder shaft 20, and the high-pressure hoses 205, 206 of the conventional steering device 4 having the maximum rudder angle set to ± 70 ° from the center of the rudder angle range. It is a schematic reference diagram of the upper surface of the drive mechanism, and FIG. 8 is a schematic reference diagram of the same side surface.
FIG. 9 shows the hydraulic cylinders 300 and 310 of the virtual steering device 5 by diverting the conventional technology when the hydraulic cylinders are arranged with the maximum steering angle of ± 80 °, regardless of whether or not they can be put into practical use in the conventional steering device. , 320, 330 are schematic reference views on the upper surface showing the facing parallel arrangement.
In both the conventional steering device 4 and the virtual steering device 5 based on the conventional technology (hereinafter, simply referred to as the conventional steering devices 4 and 5), the stroke of the hydraulic cylinder is approximately 2R.

FIG. 10 is a top conceptual view of the steering device 1 according to the embodiment of the present invention. The hydraulic cylinders and piston rods that drive one steering shaft in pairs are crossed substantially vertically. When the crossing angle of the hydraulic cylinder / piston rod is substantially vertical, for example, in the vicinity of the steering midpoint, the hydraulic cylinder of the hydraulic cylinder / piston rod is connected from the high-pressure pump (not shown), which is ancillary equipment, via the high-pressure hoses 205 and 206. In addition, although hydraulic oil is supplied, the working angle of the torque acting force acting on the steering rod is almost the same, and each hydraulic cylinder can be controlled equally. On the other hand, in the vicinity of the maximum rudder angle, the rudder turning torque acting on the rudder plate is small for the rudder with the longer stroke, and the rudder turning torque is not so effective from the piston rod with the longer stroke. .. The piston rod with a long stroke and the piston rod with a short stroke that is almost vertical act in the horizontal direction in the figure, the working angle of the rotational moment is sufficiently large with respect to the steering turning torque, and the steering turning torque is effective from the piston rod with the shorter stroke. Be forced. The hydraulic cylinder is preferably bidirectional and operates in dual mode.

The operation of the steering device will be described with reference to a schematic perspective view of the steering device 1 according to the embodiment of the present invention of FIG. Two rudder shafts 20 are rotatably arranged on both sides above the propeller screw shaft, and each rudder shaft 20 is connected to the rudder plate 30 at the upper part of the rudder plate, and each rudder shaft 20 can be rotated. The power mechanism 7 and the steering device 1 (not shown) are arranged separately on the left and right sides of the hull, and the two rudder plates 30 are steered from the side of the propeller 40 to the rear of the propeller 40 from the steering neutral point by the rotation of the two rudder shafts 20. It is a steering device 1 for a ship for two rudders that can turn within a range of 40 ° upstream, 120 ° downstream, and a total of ± 80 ° from the center of the maximum rudder angle range, that is, 160 °. The power mechanisms 7 and 8 include a hydraulic cylinder / piston rod portion, and the hydraulic cylinder / piston rod portion is arranged on the hydraulic cylinder side on a pedestal (not shown) on the hull so as to be swingable so as to be able to swing horizontally. At the tip, it is connected to the steering rod, which is a turning drive mechanism, so that it can rotate horizontally. Since there are two rudder plates 30, the rudder plate 30 is located on the side of the propeller 40, not on the rear side, and the rudder shafts 20 are arranged in two axes, each independent drive mechanism for driving each is provided. Each rudder shaft 20 is exclusively driven, and is provided in two ships, above the propeller 40. As shown in the upper surface model diagram of FIG. 2, in the case of a cruising straight-ahead needle-holding maneuver, both rudder plates 30 are held on both sides of the propeller 40, and in the case of a needle-changing maneuver that changes the course. The rudder plate 30 can be turned so as to wrap around from the rear of the propeller to 120 ° from the side of the propeller 40 to the rear of the screw by the rotation of the rudder shaft 20, and selectively the other rudder plate is the rotation of the rudder shaft 20. Therefore, it is possible to turn from the side of the propeller 40 to the upstream side of the propeller 40 up to 40 °. If you turn 40 ° to the upstream side, you can fully achieve the purpose of steering, and if you turn 40 ° backward, you can operate the surface steering as shown in the upper surface model diagram shown in Fig. 3, and you can steer to the reverse rotation side. If so, the steering operation is possible in the same way.

At the time of sudden deceleration stop, both rudder plates 30 are turned around the propeller 40 from the side of the propeller 40 by the rotation of each rudder shaft 20, and a large rudder angle is taken so that the rudder 30 can be used for braking the ship. Therefore, high braking performance can be ensured. According to this steering device 1, the two rudder plates 30 substantially shield the propeller wake behind the propeller 40 from the rudder neutral point to a predetermined rudder angle, for example, a rudder angle of 60 ° downstream thereof at the time of an emergency stop. Because it makes a movement, it has the effect of increasing the restraining power. The purpose of steering in this case is to shorten the time during which the propeller coasts after resetting the propeller drive in a situation where a sudden stop is required, and to enable the propeller to reverse quickly. In this way, each rudder shaft 20 is driven and steered.

As shown in FIG. 5, one rudder plate 30 (left side in the figure) and the other rudder plate 30 (right side in the figure) are steered at different rudder angles without synchronization, for example, the rudder plate 30 on the left side is steered. Turn the rudder plate 30 on the right side by 120 ° from the neutral point to the downstream to the vicinity of the maximum rudder angle limit on the downstream side, and turn the rudder plate 30 on the right side by 40 ° from the rudder neutral point to the vicinity of the maximum rudder angle limit on the upstream side from the rudder neutral point to the upstream side. If a lateral flow is generated between the plates, it is possible to generate a thrust flow only with the main propeller 40, which is advantageous when berthing a large ship. In the steering device 1, the hydraulic cylinders and piston rods are arranged for each rudder shaft in this way, and the two rudder plates 30 are independently arranged from the side of the propeller 40 to the rear of the propeller 40 by the rotation of the two rudder shafts 20. It is possible to turn to.

In the case of thrust flow generation when berthing a large ship, the port rudder is steered downstream to the downstream limit angle κ, the starboard rudder is steered upstream to the upstream limit angle γ, and the main propeller functions as a thruster when berthing. If this is realized, unlike a large cruiser, it is not necessary to install a separate thruster mechanism at the stern, and not only the shipbuilding cost can be reduced by this amount, but also the propulsion resistance by the thruster mechanism is reduced, so the fuel required for cruising is also reduced. It is also possible to obtain the desired effect.

FIG. 12A shows a dimensionless torque generated by the two hydraulic cylinders and piston rods when the crossing angle Θ is 90 ° in the conventional steering devices 4 and 5 and the steering device 1 of the present invention. The graph which compares by the total value of the torque is shown. Reference numeral D in FIG. 12A indicates the total capacity of the two hydraulic cylinders of the conventional steering devices 4 and 5, and reference numeral C in FIG. 12A indicates the total capacity of the two hydraulic cylinders of the steering device 1 of the present invention. Is shown. In both cases, the capacities of the two hydraulic cylinders and piston rods are assumed to be the same in the relationship between the two, and the torques shown in FIG. 11A are dimensionless and are compared with each other. FIG. 12B also shows the basis graph used to illustrate the performance of each steering device. A graph of reference numeral C is given in FIG. 12 (b) by projecting that the minimum torque of the sum of the reference numerals A and B in FIG. 12 (b) is equal to the minimum torque of twice the reference numeral A. C and D are compared, assuming that twice the reference numeral A in (b) gives the graph of reference numeral D in FIG. 12 (b).

That is, when compared with the value with the smallest generated torque in such a comparison, the conventional steering devices 4 and 5 have a dimensionless torque value of 0.4 for the downstream limit steering angle and the upstream limit steering angle, which are the minimum working angles. In the steering device 1 of the present invention, the dimensionless torque is a minimum value of 1.0 when the steering angle is 90 °. The maximum torque required in the configuration in which the smallest value of the generated torque is the same is about 0.65 in the steering device 1 of the present invention, while the maximum torque required in the conventional 2.0 is about 0.65, which is sufficient with a capacity of 1/3 of the conventional one. That is, the steering device 1 of the present invention provides a steering device that can generate torque equivalent to that of the conventional one even if the required capacity of the hydraulic cylinder and the incidental device for producing the hydraulic pressure is designed to be at least half the capacity of the conventional one. The down arrow in FIG. 12 (a) conceptually illustrates this. Such miniaturization is extremely advantageous in terms of energy saving.

It is appropriate to set the required capacity of the hydraulic cylinder / piston rod portion in consideration of the ship maneuvering ability at the time of berthing and energy saving, but if the same ship maneuvering ability is obtained, the steering device 1 of the present invention is a steering device that contributes to energy saving. Is. Here, it is also preferable that only the required capacity of one of the hydraulic cylinder / piston rod portions is set to a smaller capacity. As a guideline for miniaturization, when the torque provided when taking the steering angle of the maximum steering angle limit on the upstream side and downstream side is adopted as a reference, the hydraulic cylinder with the shorter stroke is shown in FIG. 12 (b). ) Can provide dimensionless torque 1.0 at both ends of B, and the longer stroke hydraulic cylinder can only provide dimensionless torque 0.2 at both ends of A in FIG. 12B. In view of the above, the hydraulic cylinder capacity of the shorter stroke can be reduced to about 20% of the hydraulic cylinder capacity of the longer stroke, which is one-fifth.

FIG. 6 shows the second embodiment of the present invention, in which the propeller is swiveled by 120 ° from the neutral point of the rudder to the vicinity of the maximum rudder angle limit κ on the downstream side. 40 The configuration is such that the wake is blocked. With this configuration, from FIG. 6 (a) to FIG. 6 (e), the rudder handle, the hydraulic cylinder, and the piston rod are linked and the rudder angle when various rudders are turned from the control plate upstream turning limit γ to the downstream turning limit κ. Shows the transition of.

The arrangement relationship for blocking the wake of the propeller 40 is not limited to the above, and may be set between the rudder angle 60 ° to 120 ° on the downstream side from the rudder neutral point to the downstream, and the arrangement relationship for blocking the propeller 40 may be set. When the rudder is steered significantly, the rudder control mechanism (not shown) of the steering device 1 enables optimum steering so as to avoid collision between the rudders.

13 to 17 show the steering device 9 according to the third embodiment of the present invention. The rudder handles 902 and 912 are bifurcated shapes that intersect at a predetermined bifurcated crossing angle α, and are steering devices in which the sum of the bifurcated crossing angle α and the crossing angle Θ of the piston rod is substantially vertical. In comparison with the steering device 1 according to the first embodiment, the rudder handle 902, 912 is a bifurcated shape having a bifurcated crossing angle of 90 °, and the hydraulic cylinder / piston rod portion is attached to the hull according to the bifurcated crossing angle. The difference is that the fixed position is moved by the same angle 90 ° to the center of the rudder shaft to make the hydraulic cylinder / piston rod part 907,908, and the hydraulic cylinder of the hydraulic cylinder / piston rod part 908 with the shorter stroke length is made smaller. The other configuration is the same as that of the first embodiment. In this embodiment, the arrangement of the optimum hydraulic cylinder / piston rod portion according to the space of the stern is covered by the bifurcated crossing angle α to compensate for the phase shift angle from the optimum crossing angle of 90 °. This aspect is also a substantially half or less relative to L ₁ of that of the first embodiment the stroke length of the hydraulic cylinder as well as the steering apparatus 1 according to the hydraulic cylinder piston rod hydraulic cylinder piston rod 907 is intended 908L ₂ What to do is the same as described above. Then, by compensating for the bifurcated cross angle α, a turning moment is generated by the phase difference of Θ + α in addition to the long and short hydraulic cylinder / piston rod crossing angle Θ, for example, by the phase difference of 90 °, so that the long hydraulic cylinder / piston rod Even when the part is at the limit steering angle and the working angle of the turning force acting on the rudder handle is small and the minimum moment is applied, the shorter hydraulic cylinder / piston rod part has the maximum working angle with a phase difference of 90 °. Obtain the effect of generating a moment.

In the aspect of the present invention shown in the third embodiment, the rudder handle 902 and 912 are bifurcated in which the bifurcated crossing angles α are substantially perpendicular to each other, and the piston rod power mechanisms 907 and 908 are steered so as to be horizontally opposed to each other. Device 9. That is, it is a steering device in which the phase difference is all secured by the bifurcated crossing angle α which is substantially vertical to the rudder handle, and the substantial compensation of the acting force is secured by the bifurcated crossing angle α, and the drive is smaller. It is an aspect that saves energy by a mechanism.

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

In another aspect (not shown), the rudder handles 902 and 912 are bifurcated with substantially vertical bifurcated crossing angles α, and the two piston rod power mechanisms 907 and 908 are arranged in the same direction. The fixed points of the hydraulic cylinders may be swingably supported on different horizontal planes on the hull with different heights of the rudder handles 902 and 912 and the rudder shaft. Such a steering device, for example, is a steering device in which all phase differences are secured by a substantially vertical bifurcated crossing angle α of the rudder handle 902, 912 even in a two-story specification, and a substantial working force is secured in the two-story specification. There is an advantage that it can be mounted by a small power mechanism in the projected installation area on the hull.

FIG. 18 is a schematic perspective view of the steering device 10 according to the modified embodiment of the first embodiment of the present invention. The present invention is characterized in that both of the two hydraulic cylinders and the piston rod portions are arranged on the bow side of the rudder shaft 20, and other configurations are the first embodiment of the present invention or the first embodiment of the present invention. It is the same as the second embodiment, and the same reference numerals as those of the first embodiment or the second embodiment of the present invention are used to indicate each member and arrangement. Since both of the two hydraulic cylinders and the piston rod portion 7 are arranged on the bow side of the rudder shaft 20 on the bow side, the relationship between the rudder angle and the extension of the piston rod is the first embodiment of the present invention. Or different from the second embodiment. The operation of the steering device 10 according to the modified embodiment shows the relationship between the steering angle of the control plate and the operation of the two hydraulic cylinders and piston rods in FIGS. 19 to 23. The operation itself of the device except for the difference in the operation relationship between the steering angle of the control plate and the two hydraulic cylinders / piston rods is the same as that of the first embodiment of the present invention, and is as described above. In this case, it is more preferable that the hydraulic cylinder having the longer stroke length is a dual mode cylinder (cylinder that works in both reciprocating directions).

FIG. 24 is a top conceptual view of the steering device in which both the hydraulic cylinder and the piston rod portion having the longer stroke length are arranged on the bow side of the rudder shaft 20. As shown in the figure, the relationship between L1 and L2 is the same as the relationship shown in FIG. 10, and even if there is a difference in the operating force in each direction in the dual mode cylinder, in principle, the book shown in FIGS. 11 and 12. The effects of the invention can be obtained equally.

As described above, when both the hydraulic cylinder and the piston rod portion having the longer stroke length are arranged on the bow side of the rudder shaft 20, the configuration of the present invention can be achieved even on a small and medium-sized ship having a small stern space. It is more easily possible and has the advantage of being suitable for obtaining the effects of the present invention.

Although the embodiments according to the present invention have been described above, the present invention is not limited to the embodiments according to the present invention, and can be variously modified and implemented without departing from the spirit of the present invention. Although the invention is depicted in the embodiments described herein and the embodiments are described in considerable detail, the applicant may in any way limit or limit the scope of the claims attached by this description. There is no intention. Additional advantages and modifications will be understood by those of skill in the art, and the elements described in one embodiment may be incorporated into other embodiments. Accordingly, in a broad sense, the invention is not limited to specific details, and each device and embodiment is shown and described. Therefore, it is possible to deviate from the matters described in these details without departing from the spirit and scope of the applicant's general concept of invention.

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

1,8,9,10 Steering device 2 Drive mechanism 3 Ship shaft 4,5 Conventional steering device 7,8 Hydraulic cylinder / piston rod part 20 Rudder shaft 30 Rudder plate 40 Propeller 100, 110, 120, 130 Hydraulic cylinder 101, 111,121,131 Rudder rod 102,112 Rudder handle 202 Rudder handle 203 Fixed support to the hull 204 Steering handle and piston rod connection part 205,206 High pressure hose 227 Rudder stand 902,912 Rudder handle 907,908 Hydraulic cylinder / piston Rod part A Long cylinder generation torque B Short cylinder generation torque C Combined generation torque of both cylinders D Generation torque of the conventional embodiment L1 Maximum short stroke length L2 Maximum long stroke length Q _I Hydraulic oil amount Z0 Rudder shaft core wire Z1, Z2, Z3, Z4 Rudder handle and piston rod joint shaft core line Θ Long cylinder and short cylinder piston rod cross angle θ _max Half angle of maximum rudder angle range α Bifurcated rudder handle bifurcated cross angle δ Rudder from neutral point Angle γ Upstream maximum rudder angle κ Downstream maximum rudder angle

Claims (3)

It has two rudder plates, a rudder shaft connected to each of the rudder plates, and a drive mechanism for rotating the rudder shaft.
The rudder shafts are rotatably arranged on both sides above the screw shaft, and are steering devices for ships that rotate each rudder plate from the side of the propeller to the rear of the propeller by the rotation of each rudder shaft.
The drive mechanism is a hydraulic cylinder / piston rod portion arranged for reciprocating movement, and a steering wheel rotatably connected to the piston rod in order to convert the reciprocating movement of each piston rod into the rotational movement of the steering shaft. Including the steering rod integrated with the shaft
The hydraulic cylinder piston rod part is arranged such that the axis core of the piston rod in two configurations per tiller is crossover, and the stroke length is Ri unequal length der,
One of the two hydraulic cylinder / piston rod portions is characterized in that the shortest position of the stroke corresponds to the upstream turning limit of the steering plate and the longest position of the stroke corresponds to the downstream turning limit of the steering plate. Steering device. The steering device according to claim 1, wherein the crossing angle of the piston rod is substantially vertical. The steering device according to claim 1 or 2, wherein both the hydraulic cylinder and the piston rod portion having the longer stroke length are arranged on the bow side of the rudder shaft.

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