JPH0514960Y2 - - Google Patents

Description

[Detailed explanation of the idea] (Industrial application field) The present invention relates to a marine vessel steering system.

(Prior Art) Recently, the use of large-angle steering devices has begun to improve the ability to maneuver ships at low speeds, particularly when ships enter and exit ports.

Figures 4a, b, c, d, and e are plan views showing the relationship between the hull, propeller, and rudder. There is. Figure b shows propulsion propeller 1
3 is swivel type and is located at the stern and bow, which has the most advanced ship maneuvering capabilities currently imaginable. Figure c shows a ship with a side thruster 14 at the bow and a rotating propeller 13 at the stern, and Figure d shows the state shown in Figure a with additional side thrusters 14 at the bow and stern.
4 is arranged. Although there are differences in ability, the vessels shown in Figures a to d have all-purpose maneuverability that allows arbitrary movement in a substantially horizontal plane. In contrast, the present invention assumes the situation shown in Figure e and expands the steering angle range of the steering plate 1 from the conventional ±35° to 45° to a large angle of ±70° to 75° or more. It is intended to provide a ship maneuverability that exceeds that shown in Figure d and is close to that shown in Figure C.

JP-A-62-1693 describes a hydraulically actuated device, in particular a hydraulically actuated device for turning a steering knuckle (rudder stock), in which a fixed piston is disposed on the inner periphery of an annular guide path and is movable. Some pistons are moved by introducing hydraulic pressure into the space between the fixed pistons, allowing the central knuckle to pivot. Additionally, Japanese Patent Application Laid-Open No. 62-20796 describes a system in which the rudder plate is rotated by an actuator, and literature includes the April 1984 issue.
Shipbuilding & Marine Engineering
International, page 120, contains a diagram of the actuator that rotates the rear end flap and front end of the rudder.

(Problem that the invention aims to solve) Conventional steering devices are generally Rapson slide type or trunk piston type steering devices, but with these steering devices, large angle steering is difficult or the efficiency is significantly reduced. There are problems that arise.

A rotary vane type (actuator type) steering gear is suitable for the application of the present invention, but due to its structure, conventionally there was little margin for dimensional accuracy in the relative positional relationship between the steering gear and the rudder stock, and the distance between the output shaft and rudder stock was limited. This was difficult because the axes had to be aligned with sufficient accuracy. Therefore, in reality, the place where many problems can be solved is at the installation site on the ship's hull, such as the environmental problem of boring the bearing that determines the axis of the rudder stock, the problem of the gap between the bearings, and the problem of distortion of the ship's hull that supports these. There is a problem.

Furthermore, in the steering device with a hydraulic vane motor described in JP-A-51-64296, the rudder stock and the rotor of the hydraulic vane motor are simply connected by a flange, but the gap between the bearing provided between the rudder stock and the hull and the rotor and the motor casing supported by the hull are very different (the latter has much more severe dimensional accuracy), so
A situation arises in which most or all of the fluid force acting on the steering plate must be supported by the bearings of the hydraulic vane motor. However, the bearings of such hydraulic vane motors cannot withstand the huge moment and reaction force caused by the fluid force acting on the steering plate.

(Means for solving the problem) The present invention aims to solve the conventional problem.
The lower part of the rudder stock fixes a rudder plate, and the upper part engages a rotary vane type servo motor. A rudder carrier fixed to the hull is provided between the rudder stock and the hull, and a bearing is attached to the rudder carrier to connect the rudder stock. This is a marine vessel steering system characterized in that the rotary vane type servo motor is fixed to the rudder carrier.

(Function) At a factory, a rotary servo motor is fixed to the rudder carrier, and the rotor shaft of the servo motor and the rudder stock are manufactured as the same member.The rudder carrier is fixed to the ship's hull via filler material at the site, and the rudder stock is removed from the ship's hull. Since the lower part of the steering gear is made to protrude and the rudder plate and rudder shaft are fixed on site, the steering gear itself can be completed as a complete set within the factory environment.

Further, the large moment and reaction force due to the fluid force acting on the rudder plate are supported by the hull via the rudder carrier.

(Example) To explain an example of the present invention using figures, the first example is as follows.
The figure is a side sectional view of the present invention, and Figure 2 a is A-A in Figure 1.
A cross-sectional view and FIG. 2b are cross-sectional views taken along line B-B in FIG. 1, showing the cross-sectional shape of the rudder plate. The rudder plate 1 is underwater and engages with the water flow to generate thrust (lift). The rudder stock 2 supports and drives the rudder plate 1 by integrally fixing the rudder plate 1 with the friction of the tapered surface 2a and, if necessary, with a key or the like. Further, a spline key 2b is formed on the upper part of the rudder stock 2 and engages with a rotor 8 of a rotary vane type servo motor 9. In this engaged state, rotational torque is transmitted but the speed is not high in the axial direction, thereby providing a margin for dimensional accuracy in the axial direction. 3 is a shaft sealing device of the rudder stock 2 that seals water inside and outside the hull. The rudder stock 2 is supported on the rudder carrier 7 by tapered roller bearings 4,5. The tapered roller bearings 4 and 5 are suitable for such uses because they can support with high precision and high rigidity with little bearing clearance, and are constrained in the axial direction. By interposing the rudder carrier 7 between the rudder stock 2 and the hull in this way, the large moment and reaction force caused by the fluid force acting on the rudder plate 1 can be supported by the hull via the rudder carrier 7. Upper bearing 6 of rotary vane type servo motor 9
supports a part of the lateral thrust of the rotary vane type servo motor 9 and does not restrict it in the axial direction.

The rotary vane type servo motor 9 engages with and is fixed integrally with the upper part of the rudder carrier 7.
It is composed of a lower end plate 9a, a body 9b, an upper end plate 9c, and a rotor 8 inside. A pressure liquid chamber is formed between the cylinder 9b and the rotor 8, and a follower 9d protrudes from the cylinder 9b (Fig. 2a) and contacts the outer periphery of the rotor 8. A follower 8a is formed from the outer periphery of the rotor 8. It protrudes and is configured to be pushed out from the inner peripheral side by a spring or pressure oil (not shown), and is brought into contact with the servo motor cylinder 9b to perform oil sealing. A slight misalignment between the axes of the rudder stock 2 and the servo motor 9 is absorbed by the adjusting action of the springs or pressure oil of the followers 8a and 9d. Reference numeral 10 denotes a steering angle transmitter, which converts the steering angle into an electrical signal using, for example, a potentiometer, and is used to instruct a required location or control a hydraulic circuit. A plastic filler 12 is located between the hull 11 and the rudder carrier 7, and transmits the weight, torque, and thrust reaction force of the entire steering system. This filler 12 has fluidity before being filled, and solidifies after being poured.

The steering gear is attached to the hull 11 by injecting the filling material 12 into the rudder carrier 7 and fixing the entire assembly completed at a factory to the hull.
After that, the rudder plate 1 is attached to the rudder stock 2 to complete the process.

The rudder carrier is attached by pressing a conical surface against the hull with a fastening bolt 7a so that the steering torque reaction force acting on the rudder carrier is countered by friction between the hull and the rudder carrier. When this friction force is insufficient, the rudder carrier 7 is attached to a tubular frame 1 with one end fixed to the hull as shown in FIG.
5, 15. When hydraulic pressure is sent from a hydraulic source (not shown) to the oil chamber P or Q of the servo motor 9, torque is generated in the rotary vane 8, and the rotary vane 8 can be rotated to the right or left. When the rotary vane 8 rotates, the rotational torque is transmitted to the rudder stock by the spline key 2b, and the rudder blade 1 can be operated.

(Effects of the invention) The present invention manufactures the shaft and rudder stock of a rotary vane type servo motor as the same member, aligns the axis completely, and integrates the rudder carrier that supports the rudder stock with the servo motor. Since the steering gear is fixed in place, a complete steering gear set can be completed in a factory environment.The steering gear can be manufactured with high precision, and after it is installed on the hull, the rudder carrier is attached to the base plate of the steering gear. This enables reliable support of the rudder plate and reduces the number of man-hours required for these works.
There is an effect.

Moreover, the large moment and reaction force caused by the fluid force can be supported by the ship body via the rudder carrier, and as a result, the steering system can be put to practical use in ships that require a large rudder angle.

With the present invention, a rudder angle of 70° to 75° or more can be achieved, thereby improving the ability to maneuver the ship at low speeds when entering or exiting port.

[Brief explanation of drawings]

Figure 1 is a side sectional view of the steering gear according to the present invention;
Figure a is a sectional view taken along line AA in Figure 1, Figure 2 b is a sectional view taken along line B-B in Figure 1, Figure 3 is a plan view of the rudder carrier section, Figures 4 a, b, c, d, and e. FIG. 2 is a plan view showing the relationship between the hull, the propulsion device, and the rudder. 1... Rudder plate, 2... Rudder stock, 3... Shaft sealing device, 4, 5... Taper roller bearing,
6...Bearing, 7...Rudder carrier, 8...
... Rotor, 9 ... Rotary vane type servo motor, 10 ... Rudder angle transmitter, 11 ... Hull, 12
... plastic filler, 13 ... propulsion propeller, 14 ... side thruster, 15 ... tumbler.

Claims (1)

[Scope of Claim for Utility Model Registration] A device in which a rudder plate is fixed to the lower part of the rudder stock, and a rudder plate is fixed to the upper part of the rudder stock, and a rudder carrier fixed to the hull is provided between the rudder stock and the hull, A marine vessel steering system characterized in that the rudder stock is supported by the rudder carrier via a bearing, and the rotary vane type servo motor is fixed to the rudder carrier.