JPH0132640Y2 - - Google Patents

Description

[Detailed description of the invention] The present invention relates to a steering device used for a ship.
In particular, the present invention relates to a marine vessel steering system suitable for use in small vessels such as high-speed boats.

Generally, for ships, Figure 1 (cross-sectional view)
As in the two-shaft, two-rudder boat shown in FIG. be done.

While such a vessel is sailing, when attempting to make a left turn, for example, the rudder 3' should be turned in the direction of travel.
The rudder angle is set so that the left side faces forward, and the direct pressure generated on the rudder to the right causes the stern to swing to the right and the bow to turn to the left.

By the way, in a small boat such as a high-speed boat, the positional relationship between its center of buoyancy B and center of gravity G is as shown in Figure 1. Since the center of gravity G is above the water surface 2, when it turns left, the centrifugal force F _C The action causes the hull to heel to starboard.

Furthermore, when a sudden steering angle is taken at high speed, a moment Mg' (=2l ₁ F _R ) in the counterclockwise rotation direction is generated around the center of gravity G due to the rightward direct pressure F _R acting on the rudder.
Even when turning to the left, at the beginning of the turn when the effect of centrifugal force is small, the ship's hull will list to the port side and may be at risk of capsizing. This tendency becomes more pronounced as the steering angle increases to reduce the turning radius.

Furthermore, since the rudder area of such a rudder must be wide in order to obtain sufficient turning force, the resistance of the rudder increases during high-speed cruising, which is also unfavorable from the standpoint of propulsion performance.

This invention aims to solve the above-mentioned problems associated with the rudder of a ship and its steering, and is able to prevent the hull from capsizing when turning, and reduce the reduction in propulsion performance caused by the rudder during high-speed cruising. It is an object of the present invention to provide a marine vessel steering device.

Therefore, the marine vessel steering system of the present invention includes a main rudder and an auxiliary rudder having a smaller rudder area than the main rudder, and the auxiliary rudder is configured to be able to protrude downward from inside the main rudder. The main rudder and the auxiliary rudder each have a mutually independent steering device, and a steering control device receives a rudder angle signal of the steering device of the main rudder and an output signal from the hull heel angle detection device. It is characterized in that it is arranged to control a steering device and a steering device for the auxiliary rudder.

Below, a marine steering system as an embodiment of the present invention will be explained with reference to the drawings.
The marine steering system installed on a high-speed boat as a two-axle rudder vessel is seen from the rear of the ship. Figure 2 is a cross-sectional view showing the auxiliary rudder protruding from the main rudder, and Figure 3 is a cross-sectional view showing the auxiliary rudder protruding from the main rudder. FIG. 3 is a cross-sectional view showing a state in which the main rudder is stored inside the main rudder.

As shown in FIGS. 2 and 3, at the rear end of the hull 1, a main rudder 3 is provided behind the propeller rotating surface 4, and the main rudder 3 is supported by a main rudder shaft 5.

The main rudder 3 is driven by the main rudder steering device 6 via the main rudder shaft 5.

Further, an auxiliary rudder 7 is provided so as to be housed inside the main rudder 3, and the auxiliary rudder 7 is supported by an auxiliary rudder shaft 8.

The auxiliary rudder shaft 8 passes through the main rudder 3 , the main rudder shaft 5 , and the main rudder steering device 6 , and is connected to the auxiliary steering device 9 .

The auxiliary rudder steering device 9 uses an internal mechanism (not shown) to connect the auxiliary rudder 7 to the auxiliary rudder via the auxiliary rudder shaft 8.
It is constructed so that it can be raised and lowered and rotated. Incidentally, the auxiliary rudder shaft 8 is raised and lowered by means such as a rack and pinion system.

The rudder angle signal from the main rudder steering device 6 and the heel angle signal from the hull heel angle detection device 10 that detects the heel angle of the hull are sent to the steering control device 11. An appropriate steering angle is calculated from the signal, and the steering signal is sent to the main rudder steering device 6 and the auxiliary rudder steering device 9 to control the rudder angles of the main rudder 3 and the auxiliary rudder 7.

Further, the steering control device 11 controls the auxiliary rudder 7 and the main rudder 3.
It also has a function of sending a command to the auxiliary rudder steering device 9 to project it further downward or to store it in the main rudder 3.

Note that the steering angle signal of the auxiliary rudder 7 may be sent to the steering control device 11 as information for control.

In FIGS. 2 and 3, numeral 2 indicates the water surface, numeral B indicates the center of buoyancy, and numeral G indicates the center of gravity.

Since the marine steering system of the present invention is constructed as described above, when the ship is traveling straight, the auxiliary rudder 7 is housed within the main rudder 3, as shown in Fig. 3, and the rudder area is made as small as possible. This reduces rudder resistance and improves propulsion performance.

Also, when turning, as shown in Figure 2,
By protruding the auxiliary rudder 7 from the tip of the main rudder 3 and increasing the rudder area, a large turning force can be generated. However, also in this embodiment, the direct force F _R1 acting on the main rudder 3 causes the hull to lean during turning.

For example, when making a left turn, the hull is tilted to the port side, but if this increases the angle of heel of the hull and creates a danger, the auxiliary rudder 7 can be steered at an angle opposite to the main rudder 3. By making the direct pressure F _R2 acting on the rudder 7 in the opposite direction to F _R1 , it is possible to reduce the inclination of the hull to the port side.

If we consider in more detail the state when the hull 1 turns from a straight-ahead state by steering, the centrifugal force F _C is small at the beginning of the turn, so it does not contribute to the heeling, but rather the inclination around the center of gravity G, which is related to the heeling. The moment M _G and the direct rudder pressure F _R contributing to the turning force are respectively M _G = 2 {l ₁ F _R1 − (l ₁ + l ₂ ) F _R2 } F _R = 2 (F _R1 − F _R2 ) .

Here, for comparison, a conventional type rudder without the auxiliary rudder 7 is used, and the above is shown at the direct pressure application point of the main rudder 3.
Considering the case where a rudder is installed that generates the same direct pressure as F _R , the tilting moment M _G ′ around the center of gravity at this time is l ₁ F _R.

Therefore, when generating the same straight rudder pressure F _R , the difference ΔM _G between the heeling moment of the rudder with the auxiliary rudder 7 of the present invention and the heeling moment of the conventional type rudder is: ΔM _G =M _G −M _G ′=−2l ₁ F _R2 , and compared to the conventional method, the tilting moment can be reduced without reducing the turning force.

When the hull 1 enters a turning motion, the centrifugal force
As F _C increases, in general, for ships whose center of gravity G is higher than the water surface 2, when turning left,
F _C generates a moment of heeling to starboard, which overcomes the heeling moment of F _R1 and causes the ship to heel to starboard. In some cases, the angle of heel becomes excessive and can be dangerous. become.

Therefore, in the present invention, the hull heel angle detection device 10
The heel angle of the hull 1 is constantly detected, and the heel angle signal and the rudder angle signal from the main rudder steering device 6 are input to the steering control device 11 to perform the following steering.

That is, if the hull heel angle is within the range of the preset safe heel angle, the auxiliary rudder 7 is steered to the same rudder angle as the main rudder 3 and compensates for the turning force generated by the main rudder 3, but the hull When the heel angle exceeds the safe heel angle, the rudder angle of the auxiliary rudder 7 applies direct pressure F _R2 in the direction that reduces the hull heel angle, regardless of the rudder angle of the main rudder 3.
is steered to generate.

If the ship's heel angle increases further and is likely to reach a dangerous heel angle, the rudder angle of the main rudder 3 is changed to reduce the ship's heel angle.

As described above in detail, the marine vessel steering system of the present invention prevents the risk of capsizing due to sudden steering, and has the advantage of significantly improving propulsion performance during high-speed navigation.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view of a ship equipped with a conventional marine steering system, and FIGS. 2 and 3 show a ship equipped with a marine steering system as an embodiment of the present invention. FIG. 3 is a cross-sectional view of the hull showing a state in which the auxiliary rudder is projected from the main rudder, and FIG. 3 is a cross-sectional view of the hull showing a state in which the auxiliary rudder is housed inside the main rudder. 1...Hull, 2...Water surface, 3...Main rudder, 4...
Propeller rotating surface, 5... Main rudder shaft, 6... Main rudder steering device, 7... Auxiliary rudder, 8... Auxiliary rudder shaft, 9... Auxiliary rudder steering device, 10... Hull side heel angle detection device,
11... Steering control device, B... Center of buoyancy, G... Center of gravity.

Claims (1)

[Scope of utility model registration request] The main rudder includes a main rudder and an auxiliary rudder having a smaller rudder area than the main rudder, and the auxiliary rudder is configured to be able to protrude downward from inside the main rudder, and the main rudder and the auxiliary rudder each operate independently of each other. A steering control device having a device and receiving a rudder angle signal of the steering device of the main rudder and an output signal from the hull heel angle detection device controls the steering device of the main rudder and the steering device of the auxiliary rudder. A marine vessel steering device, characterized in that it is arranged to control the vessel.