JP2016150705A - Steering gear - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a steering gear enabling high turning performance/maneuvering performance or emergency braking.SOLUTION: A ship steering gear 1 includes a steering shaft 40 having a main rudder connected and drooped from a rudder plate upper part to be held by a hull rotatably around a vertical axis, a driving mechanism 601 for rotating the steering shaft around the vertical axis, and a power mechanism for driving the driving mechanism, and is characterized in that the driving mechanism includes an input node having a fulcrum which is a first rotation center 504 bound to the hull, the input node 506 includes an input junction point 521 rotatably linked with a junction rod 520 of the reciprocating power mechanism to receive a turning force around the fulcrum, and a speed increase link mechanism is provided to enable increased-speed rotation of the main rudder around the steering shaft with the steering shaft set as a fulcrum which is a second rotation center 505 and a steering handle 500 connected to the fulcrum and set as an output node.SELECTED DRAWING: Figure 3

Description

  The present invention is a marine vessel steering system, in which the rudder angle exceeds the conventional rudder angle limit of 70 ° and the rudder shaft can be rotated. Is suitable for a surface vessel.

  Conventionally, the rudder of a ship such as a cargo ship usually has a steering angle of 35 ° left and right, a total of 70 °, and the rudder angle of the rudder is also 70 °. That is, rather than expressing that the ratio of the rotation angle of the steering wheel rotated by the driving force and the rotation angle of the rudder shaft coupled to the rudder is 1: 1, in one embodiment, the hydraulic cylinder mechanism Is that the movement of the reciprocating shaft is applied to one end of a link member called a rudder handle and the rudder shaft is directly rotated by the link rotation mechanism at the other end. The ratio of the rotation angle of the rudder shaft coupled to the rudder plate is 1: 1.

  In recent years, some boats that require a larger rudder angle have expanded the steering angle to 70 ° or more with that device. The small boat and the ship differ in the moment force required to rotate the rudder plate, and the mechanism of the steering device is different. The ratio between the rotation angle of the steering wheel and the rotation angle of the rudder shaft coupled to the rudder plate is N to 1 (N> 1), and a mechanism for generating a large rudder force with a small steering force has been known for a long time. In principle, it was possible to achieve a steering angle of 70 ° or more.

  Originally, as shown in Non-Patent Document 1, in a small boat such as a boat, a steering shaft of a steering machine is coaxial with a wire winding mechanism, and power is transmitted to a stern wire drum via a plurality of pulleys. The ratio of the rotation angle of the steering wheel and the rotation angle of the rudder shaft coupled to the rudder plate is N to 1, and the rudder angle is 70 ° or more. It was possible.

  In modern ships, a mechanism to directly transmit power to the rudder shaft was devised, and a mechanism that rotates the rudder shaft through a rudder handle that becomes a radial diameter using the linear reciprocating motion generated by the hydraulic cylinder mechanism is widely adopted. Has been. In this case, in order to realize a wide rudder angle, if the moving radius is made small or if the same moving radius as the conventional one is taken, the straight reciprocating span has to be lengthened. The former requires an increase in hydraulic driving force, and the latter increases the amount of oil when the span of the hydraulic cylinder is lengthened, and the steering system becomes huge, which occupies a limited space at the stern. In the first place, in the vicinity of the rotation limit angle, the actual moving radius for driving the rudder shaft becomes small, which causes the same problem as the former. In some cases, a mechanism that allows the steering angle to be expanded from 70 ° to 140 ° is adopted, but even in this case, the hydraulic cylinder mechanism moves the movement of the reciprocating shaft to one end of a link member called a steering handle. The ratio of the rotation angle of the steering shaft rotated by the driving force and the rotation angle of the rudder shaft coupled to the rudder plate is one pair in that the rudder shaft is directly rotated by the link rotation mechanism at the other end. The relationship of 1 does not change. When taking a rudder angle of 140 °, a mechanism that lengthens the span of the hydraulic cylinder is not adopted, and the driving force of the hydraulic cylinder does not only overcome the turning resistance of the rudder plate caused by the large rudder angle, The number of revolutions of the propeller must be reduced. That is, in the prior art, even if a rudder angle of 140 ° can be obtained, it has not been possible to increase the rotation speed of the propeller so as to exert a sufficient thruster flow action. In order to increase the rotation speed of the propeller so as to exhibit a sufficient thruster flow action, it was necessary to perform a treatment in advance to fix the anchor to the seabed.

  Thus, the inventors have found a problem that a mechanism for increasing the rotation angle generated by the drive mechanism of the steering device and increasing the rotation angle of the rudder shaft of the main rudder is necessary.

  Such a speed increasing mechanism for the driven shaft has conventionally been a gear speed increasing mechanism, and the ratio of the number of teeth on the driving shaft side to the number of teeth on the driven shaft side is N: 1 (N> 1). It is thought that this can be achieved with a relatively simple mechanism, but there are problems in terms of the durability and vibration absorption of the tooth surface due to the fact that the rudder force always acts on the tooth surface and the nature without play. . A speed increasing mechanism using a link mechanism is also widely known as a general application (Non-Patent Document 2). If the ratio of the link length on the drive shaft side to the link length on the driven shaft side is N: 1 (N> 1), this can also be realized by a relatively simple mechanism. Adopting the link mechanism shown in "Fig. 3.3 Link mechanism, (b) Increase speed" requires a large space at the stern and is not appropriate.

  On the other hand, we propose the adoption of a single-axle propulsion two-steering boat that provides two rudder plates behind the propeller, takes a large rudder angle so as to shield the rear of the propeller in cooperation with the two rudder, and provides a large braking force Some commercial technologies are also found (Patent Document 1, Non-Patent Documents 3 and 4). For emergency stop in an emergency, the rudder is required to rotate with a large rudder angle with respect to the hull. In the proposal of Non-Patent Document 4, a rotary vane type hydraulic drive mechanism is proposed as a mechanism for realizing a wide steering angle, but there is no appropriate one.

  In terms of speeding up the rudder angle of the rudder, there is a rudder mechanism with a flap that takes a special configuration from a normal rudder and places an additional rudder blade in the form of a flap on an aircraft wing at the rear end of a normal rudder . The flap part is a rudder with flaps that takes a larger rudder angle than the main rudder equivalent to a normal rudder part like an aircraft flap, takes a rudder angle close to 90 °, and realizes a steering performance equivalent to a thruster. is there. A rudder with a flap takes the form of a rudder tail that rotates 35 °, and the flap further takes an elevation angle, but on the opposite side of the direction in which the flap is bent, the propeller rotational flow passes through, so the thruster with the flap will steer Even if it is intended to make a flow, the forward flow is caused to flow considerably backwards, and the forward force during the operation of the flap becomes a problem on the maneuvering operation. For this reason, he was fond of the difficulty of hitting anchors one after another to work on and off the shore.

  As described above, in a ship steering apparatus equipped with a power mechanism composed of a hydraulic cylinder, an additional mechanism called a thruster mechanism is adopted for the purpose of lateral maneuvering with respect to the axle, and a lateral water flow is generated directly. In many cases, a water flow similar to a thruster by a rudder with a flap is generated for maneuvering. However, an increase in cost due to an additional mechanism and a forward movement remain, making it difficult to maneuver quickly in the left-right direction. In addition, there is a small boat (total tonnage of 499 tons or less) that realizes a rudder angle of 140 ° in the past, but in order to realize a large rudder angle, a long cylinder must be adopted, and in a region where a large rudder angle is taken. The angle of action of the pushing force applied by the hydraulic cylinder to the turning is acute, and the turning moment that can be generated is not sufficient to support the turning force received by the rudder, and therefore the propeller water flow velocity is reduced. Inevitably, a sufficient thrust flow could not be generated to suppress the propeller rotation at a low speed.

JP2014-73815 JP2011-73526A

http://www.yamaha-motor.co.jp/marine/lineup/pro-fish/tairyo/sekkei/engine/007/ "Conversion of steering system (1)", News from Yamaha Design Office Kikai Co., Ltd. website, January 21, 2015 http://www.cqpub.co.jp/hanbai/books/37/37331/37331_3syo.pdf, “Mechanism to Move Machines” Chapter 3, CQ Publisher P25, January 21, 2015 New Steering Machine / New Concept of Rudder System-Shilling Ladder, Rotary Vane Steering Machine, Bectin Ladder System (1) Journal of the Japan Marine Engineering Society, Vol. 45, No. 2, P93-99 New Steering Machine / New Concept of Rudder System-Shilling Ladder, Rotary Vane Steering Machine, Bectin Ladder System (2) Journal of the Japan Marine Engineering Society, Vol. 45, No. 3, P97-104

  As shown above, for the purpose of ensuring the maneuverability and strong braking force, the main steering rudder has a steering angle of 70 ° or more to generate thrust flow at low speed, Although occlusion was required, none provided a practical function. The present invention uses a linear reciprocating motion like a cylinder hydraulic mechanism that has been highly reliable and proven in the past, and the reciprocating span is equivalent to the conventional 70 ° rudder angle, This is a new steering device for ships that does not require an increase in hydraulic cylinder capacity and a hydraulic pump power mechanism in order to realize a steering angle of 140 ° or more.

The new steering system disclosed here has the flexibility of maneuvering that can take the same rudder angle as the thruster, making the rudder angle of the main rudder large and eliminating the need for a flap rudder. In addition, it has the advantages of suppressing the generation of unnecessary forward flow when thrust flow is generated and eliminating the need for anchor processing when berthing. Therefore, if a rudder with a flap is used as a standard, unnecessary forward movement is not required, so there is no need for unnecessary ship maneuvering fuel costs, anchoring is not required, and fossil fuel consumption and CO ₂ generation are reduced. Compared to a conventional rudder without a flap rudder, this is a new steering device that provides a safety that ensures high turning performance and emergency braking ability with a large rudder angle.

  The present invention has been made in view of the above-mentioned problems, and it is not necessary to provide a flap drive mechanism under a draft that requires troublesome maintenance like a conventional rudder with a flap. Provides a high turning performance and maneuvering performance with a large turning angle of the main rudder, strong deflection and rectification of the water flow of the propeller for turning, and no need for anchoring by eliminating forward force An object of the present invention is to provide a ship steering device that can be used for a ship equipped with a two-steer plate mechanism and that enables emergency braking by shielding the wake with a wide rudder angle exceeding 45 ° in both rudder during emergency braking. And

The present invention which solved this problem is as follows.
[Invention of Claim 1]
A main rudder connected to the upper part of the rudder plate, and a rudder shaft that is rotatably held around the vertical axis on the hull;
A drive mechanism for rotating the rudder shaft about a vertical axis;
A steering device comprising a power mechanism for driving the drive mechanism,
The drive mechanism includes an input node having a fulcrum that is a first rotation center restrained by the hull,
The input node is provided with an input connecting contact that is rotatably connected to a connecting rod of the reciprocating power mechanism, and receives a turning force around the fulcrum.
A speed increasing link mechanism is provided that enables the main rudder to rotate at a higher speed around the rudder axis center with the rudder axis as a fulcrum that is the second rotation center as an output node. A ship steering device.

[Effects of the invention]
In one embodiment of the present invention, a power mechanism such as a hydraulic cylinder rotates a rudder around a rudder shaft via a drive mechanism. The power mechanism generates a driving force as a first stage action. Conventionally, the rotational center of rotation generated by this driving force is made coincident with the rudder shaft, and the original driving force is directly used as the rotational force of the rudder shaft. In the present invention, the power mechanism uses the first rotation center as a driving fulcrum, and increases the rudder shaft of the main rudder by the speed increasing link mechanism by providing power for turning around the fulcrum. In one embodiment, the power mechanism is doubled. When the speed is increased to 70 °, the rotation limit of 70 ° can be doubled to 140 °, that is, the rotation limit can be expanded to ± 70 ° to the left and right, and at the same time when a large steering angle is taken. Propeller rotation speed can be increased to provide strong thruster action. By adopting the speed increasing mechanism, the turning moment effectively acts on the rudder shaft from the original driving force and the steering force is not reduced. The input node and the output node may be connected via an intermediate link member or directly. In any case, the speed increasing mechanism is configured when the drive link length is longer than the driven link length.

As one embodiment, a steering device having a drive mechanism that rotates a rudder shaft that is rotatably held in a hull, and a power mechanism that drives the drive mechanism,
A first rotatable contact point for inputting a driving rotational force around the first rotation center;
A second connecting contact rotatably connected to a rudder handle coupled to a rudder shaft which is a second rotation center;
A speed increasing link mechanism having a link mechanism for coupling the first and second connection contacts,
As the first connection contact turns around the first rotation center, the second connection contact includes the link mechanism that can turn around the first rotation center. By means of the power mechanism capable of providing a turning force around the first rotation center to the point, the second connecting contact is turned around the second rotation center via the link mechanism and around the rudder axis. Providing a marine vessel steering apparatus comprising a speed increasing link mechanism for rotating the main rudder at a higher speed, for example, a reciprocating power mechanism such as a hydraulic cylinder rotates the rudder around a rudder axis via a drive mechanism. The power mechanism generates a rotational driving force as a first stage action. Conventionally, the rotational center of this rotational driving force is made to coincide with the rudder shaft, and the primitive driving force is directly used as the rotational force of the rudder shaft. In the present invention, the power mechanism uses the first rotation center as the drive shaft, and the rudder shaft of the main rudder is increased by the speed increasing link mechanism by rotation around the drive shaft. In one embodiment, the power mechanism is increased by a factor of two. For example, the rotation limit of 70 ° can be doubled to 140 °. In an additional embodiment, the link member that couples the first connection contact and the second connection contact is a drive link member, and the drive link member and the steering handle are connected to each other by the second link. The structure connected by the continuous contact can also be taken.

[Invention of Claim 2]
A main rudder connected to the upper part of the rudder plate, and a rudder shaft that is rotatably held around the vertical axis on the hull;
A drive mechanism for rotating the rudder shaft about a vertical axis;
A rudder handle connected to the rudder shaft with the rudder shaft as a fulcrum of the rotation center;
A steering device comprising a power mechanism for driving the drive mechanism,
The drive mechanism includes an input node having a fulcrum that is a first rotation center restrained by the hull,
The input node includes a first connecting contact rotatably connected to a connecting rod of the reciprocating power mechanism,
The input node and the rudder handle have a second connecting contact, and the second connecting contact can turn around the first rotation center and can turn around the rudder axis, The continuous contact is to connect the input node and the steering handle so as to be slidable and rotatable in the radial direction of any of the turns,
The input node receives a turning force around the fulcrum from the first connecting contact,
The rudder handle is provided with a speed increasing link mechanism that receives a turning force around the rudder shaft through the second connecting contact as an output node and can rotate the main rudder at a higher speed around the center of the rudder shaft. A ship steering device.

[Effects of the invention]
A ship steering device having a speed increasing link mechanism composed of three nodes, which is the simplest configuration, is defined as an independent term. The input node is a drive link member that receives a driving force and rotates the drive link member around the first rotation center to rotate the steering handle through the second connection contact on the drive link member for the first rotation. At the same time as turning around the center, the steering handle is turned around the rudder shaft, which is the second center of rotation, and the ratio of each turning radius increases the output node and speeds up the rudder shaft connected to it. Then, the main rudder connected to and suspended from this is rotated at an increased speed. Since the speed is increased, the rotation radius of the first rotation center is larger than the rotation radius of the rudder shaft center.

  In one embodiment, when the rudder shaft is disposed within a rotation radius having a radius R1 from the first rotation center to the second connection contact, the second connection contact is around the first rotation center. Since it turns with the radius R1, and simultaneously the second connecting contact turns around the second rotation center while being constrained by the steering handle, the rotation radius R2 around the second rotation center is always smaller than R1. Therefore, the rotation angle is increased.

  In an additional embodiment, the connecting portion including the second connecting contact has a protruding portion in one member, the one member is provided with a long hole or a groove in a long axis direction, and the protruding portion is the long hole or When the rudder handle is slidably fitted in the groove and can slide in the major axis direction at the second contact point member position, the rudder handle turns around the first rotation center with a fixed radius R1. , Also turn around the second center of rotation. Since both the rotation centers are constrained by the hull, the rotation radius around the second rotation center increases as the rotation angle around the first rotation radius increases. As a means for this adjustment, the second connecting contact member of the rudder handle preferably has a configuration in which the connecting material is slidable and expandable in the axial direction. In one embodiment, the second connecting contact member is a connecting pin. The rudder handle is preferably provided with a long hole or groove in the long axis direction, and the connecting pin is slidably fitted in the long hole or groove and is slidable in the rudder handle long axis direction.

  In another embodiment, when the rudder handle includes a telescopic member in the axial direction, the rudder handle turns around the first rotation center with a fixed radius R1 and also around the second rotation center. The structure which turns can also be taken. In this case, since the rotation center is constrained by the hull, the rotation radius around the second rotation center increases as the rotation angle around the first rotation radius increases. As a means for this adjustment, the rudder handle is preferably configured to be extendable and contractible in the axial direction. However, in one embodiment that is extendable and retractable to the steerable handle, the rudder handle is a loose elastic material and is rigidly constrained in the minor axis direction. It is preferable that a member including the above-mentioned member or a member constituting the sliding portion is disposed at a position other than the second connecting contact and configured as a part of the rudder handle so that it can expand and contract in the axial direction.

  In the following embodiment, when the first connecting contact and the second connecting contact are disposed on the same side of the link member as viewed from the first rotation center, the first connecting contact Compared with the case where the connecting contact and the second connecting contact are disposed on the connecting rod member across the first rotation center, the structure is more compact and the space occupied in the direction of the axis of the steering device is reduced. This is particularly advantageous for wide ships that have the advantage of being able to do so and have a margin in the width direction.

[Invention of Claim 3]
The power mechanism includes a hydraulic cylinder,
A reciprocating power mechanism of a cylinder shaft reciprocally driven by a hydraulic cylinder that reciprocates by hydraulic pressure is arranged in parallel with each other in a tandem configuration, and the connecting rod member is a T-shaped member, and a T-shaped vertical rod Are disposed in parallel with the hydraulic cylinder, the first connecting contacts dedicated to both ends of the T-shaped horizontal bar are respectively disposed, and the hydraulic cylinder that reciprocates by hydraulic pressure is a reciprocating power The steering apparatus according to claim 1, wherein the first connecting contact is reciprocally driven by a mechanism via a connecting rod.

[Effects of the invention]
The connecting rod member is a T-shaped member, and the first connecting contacts are disposed at both ends of the T-shaped horizontal bar, respectively, and swiveling around the first rotation center by two reciprocating powers. Power is given. A reciprocating power mechanism of a cylinder shaft reciprocatingly driven by a hydraulic cylinder reciprocatingly driven by hydraulic pressure independently reciprocates the first connecting contact dedicated to each cylinder and interlocks via left and right cylinder shaft connecting rods. The configuration has the advantage that the hydraulic cylinder control mechanism can be simplified by the mechanism that each pushes. Arranging the T-shaped vertical axis in the direction of the axis and reciprocating power in the direction of the axis can save space in the width direction of the stern and is particularly preferable for narrow ships.

[Invention of Claim 4]
The power mechanism includes a hydraulic cylinder,
A reciprocating power mechanism with a connecting rod reciprocatingly driven by a hydraulic cylinder that reciprocates by hydraulic pressure is horizontally opposed to each other in a two-tandem configuration,
3. The steering apparatus according to claim 1, wherein the drive mechanism is reciprocally driven by the power mechanism with the first connecting contact. 4.

[Effects of the invention]
According to the steering apparatus of the present invention, the reciprocating motion of the cylinder shaft that is reciprocally driven linearly by the hydraulic cylinder that reciprocates by the hydraulic pressure acts on the first connecting contact via the connecting rod. As a power source, a hydraulic device that is normally equipped on a ship is used, and the convenience that the steering device power mechanism suffices on a conventional extension line can be obtained, which is excellent in economic efficiency. If the first connecting contact has a structure in which two connecting rods are interlocked, there is an advantage that the hydraulic cylinder control mechanism can be simplified by a mechanism for pressing each connecting rod. The tandem direction depends on the arrangement of the main rudder, and may be configured in a vertical configuration in the direction of the axle or in a vertical configuration in the width direction of the boat. It is also preferable to use a tandem arrangement.

[Invention of Claim 5]
A steering device having a drive mechanism for rotating a rudder shaft held by a rotatable bearing on a hull, and a power mechanism for driving the drive mechanism,
The power mechanism is provided with two hydraulic cylinders horizontally facing each other,
A drive link rod member of the speed increasing link mechanism is disposed perpendicularly to the hydraulic cylinder in the middle of the hydraulic cylinder, and its fixed end is horizontally rotatable on the hull as a fixed fulcrum of the drive link rod member. The free end has a protrusion to the opposite surface,
The connecting rod tip of the hydraulic cylinder is connected in a horizontally rotatable manner at the middle portion in the long axis direction of the drive link rod member,
A rudder disposed opposite to the drive link rod member and held horizontally by the bearing integrally with the rudder shaft so that it can turn horizontally with the rudder shaft as a fulcrum and has a long hole in the axial direction or a groove on the upper surface. With handle lever,
The projecting portion to the opposing surface of the drive link rod member is fitted into the elongated hole or the groove so that the projecting portion can slide in the major axis direction,
The distance between the fixed fulcrum of the drive link bar member and the protrusion at the free end of the drive link bar member, the distance between the rudder shaft and the protrusion at the free end of the drive link bar member, and the drive link The turning angle movable range angle of the rod member and the rudder angle possible range angle of the rudder shaft are set in a predetermined relationship, and the horizontal rotation of the drive link rod member caused by the reciprocating motion of the hydraulic cylinder is the rotation of the rudder shaft. A ship steering device that speeds up the speed.

[Effects of the invention]
The steering device according to the present invention has an advantage that the hydraulic cylinder control mechanism can be simplified by a mechanism that pushes each of the two cylinder shafts. The force point of the drive link is set at the center thereof, and there is an advantage that the space of the drive mechanism can be made smaller than when the fulcrum is inserted and positioned on the opposite side. In one embodiment, the rudder handle and the drive link member are connected by a projecting portion made of a connecting pin, and when both are turned around the fixed end of the drive link bar member, the steering handle and the drive link member turn at a distance radius from the fixed end. The steering lever connected to the drive link rod member also turns around the rudder axis. In this case, if the former turning radius is larger than the latter turning radius, the turning is accelerated and the turning movement amount increases. . In this case, both the turning radii, the turning angle range of the drive link rod member, and the turning range angle of the rudder shaft are set in a predetermined relationship to obtain a desired speed increase, and a desired rudder shaft with a desired left and right total of 70 ° or more. Can be obtained.

[Invention of Claim 6]
A steering device having a drive mechanism for rotating a rudder shaft held by a rotatable bearing on a hull, and a power mechanism for driving the drive mechanism,
The power mechanism has two hydraulic cylinders arranged in parallel,
The drive link T-shaped member of the speed increasing link mechanism is disposed in parallel with the hydraulic cylinder in the middle of the hydraulic cylinder, and the fixed end of the drive link T-shaped member serves as a fixed fulcrum at the center position of the drive T-shaped member horizontal bar. The vertical end of the vertical link of the drive link T-shaped member, which is held horizontally by the hull, is a free end, and has a protrusion on the surface facing the rudder handle,
The connecting rod tip portions of the two hydraulic cylinders are connected so as to be horizontally rotatable at both ends of the horizontal rod, which is the other free end of the drive link T-shaped member,
The drive link T-shaped member is disposed below the vertical bar portion and is held horizontally by the bearing integrally with the rudder shaft, and can be horizontally swiveled with the rudder shaft as a fulcrum. A steering lever having a groove on the surface facing the member,
The projecting portion of the free end portion of the drive link T-shaped member vertical bar portion is slidably fitted into the elongated hole or the groove,
The distance between the fixed fulcrum of the drive link T-shaped member and the protruding portion of the free end of the drive link T-shaped member vertical bar, the rudder shaft, and the free end of the vertical link of the drive link T-shaped member. The drive link bar generated by the reciprocating motion of the hydraulic cylinder, the distance between the projecting part, the turning angle movable range angle of the vertical part of the drive link T-shaped member and the steering angle possible range angle of the rudder shaft are set in a predetermined relationship The horizontal rotation of the member is a ship steering device that accelerates the rotation of the rudder shaft.

[Effects of the invention]
The steering device according to the present invention has an advantage that the hydraulic cylinder control mechanism can be simplified by a mechanism that pushes each of the two cylinder shafts. The force point of the drive link is set at the center thereof, and there is an advantage that the space of the drive mechanism can be made smaller than when the fulcrum is inserted and positioned on the opposite side. When the rudder handle and the drive link member are connected by a protruding portion and are both turned around the fixed end of the drive link T-shaped member, the steering handle and the drive link member are rotated by a distance radius from the fixed end, but are simultaneously connected to the drive link T-shaped member. The steered handle lever also turns around the rudder axis. In this case, if the former turning radius is larger than the latter turning radius, the turning is accelerated and the turning movement amount increases. In this case, both the turning radius, the turning angle range of the drive link T-shaped member and the turning range angle of the rudder shaft are set in a predetermined relationship to obtain a desired speed increase, and a desired wide turning angle of the rudder shaft can be obtained. can get.

[Invention of Claim 7]
Two rudder shafts are rotatably arranged on both sides above the screw shaft, and each rudder shaft hangs down the main rudder at the top of the rudder plate,
2. The reciprocating power mechanism of a cylinder shaft that includes a hydraulic cylinder and is reciprocally driven by a hydraulic cylinder that reciprocates by hydraulic pressure, and is disposed horizontally opposite to each other in a tandem configuration in a ship axis direction. The steering device according to any one of 2 or 4 or 5 is provided on each of the left and right sides, and the two main rudders can be turned from the propeller side to the propeller downstream side by rotation of the two rudder shafts. A marine vessel steering device for two rudder as a feature.

[Effects of the invention]
In the invention described in this claim, two rudder shafts are rotatably disposed on both sides above the screw shaft, the rudder shaft is connected to the main rudder at the upper part of the rudder plate, and the power mechanism of the hydraulic cylinder is connected via the drive mechanism. The two rudders are turned from the side of the propeller to the downstream side of the propeller by the rotation of the two rudder shafts. When traveling straight ahead, the two rudders are placed on both sides of the propeller in parallel with the axle and do not interfere with the propeller water flow. Therefore, the propulsion performance is higher than that of the conventional propeller wake arrangement. Can be provided. In one embodiment, two rudders are arranged on both sides of the propeller, and one of the two rudder configurations is smaller than the one rudder configuration, so a smaller rudder is sufficient. High propulsion efficiency can be obtained because it receives a smaller fluid viscous resistance. The two main rudders arranged on both sides of the propeller when traveling straight ahead are reciprocated by a dedicated hydraulic cylinder mechanism that reciprocates by hydraulic pressure, and each main rudder is a dedicated drive mechanism as seen from the center of its axle. The rudder angle can be changed. When one of the two rudder is moved to the wake side by rotation of the rudder shaft by this drive mechanism, the main rudder rotates around the axis on the rudder plate on both sides of the propeller to obtain the rudder angle As compared with the above, it is possible to generate a more deflected wake and to provide a high turning performance. As a power source, it is possible to use a hydraulic device that is normally installed in a ship, and it is possible to obtain the convenience that the steering device mechanism can be on a conventional extension line, which is excellent in economic efficiency. If the two cylinders are rotated in conjunction with each other by the tandem configuration, the two cylinder shafts are interlocked with the first connecting contact, and there is an advantage that the hydraulic cylinder control mechanism can be simplified by the mechanism that each presses. is there. If a dedicated steering device is provided for each rudder and a structure is used for transmitting to the rudder so that it can freely rotate, the movable range of each rudder requires a rudder angle of 70 ° or more. Use of the steering gear according to any one of 2 or 4 or 5 is preferable because the steering angle increases and a large steering angle of 70 ° can be obtained on one side.

  In one embodiment, at the time of deceleration sudden stop, both main rudders can turn over -45 ° in line symmetry with the ship axis from the propeller side to the propeller upstream by rotation of each rudder shaft. Conventionally, the steering angle is designed to be limited to 35 ° on one side and 70 ° on the left and right. If each rudder is provided with a dedicated steering device and directly transmits to the rudder so that it can freely rotate, the range of movement of each rudder increases, and the propeller wake direction also reaches -70 °. It becomes possible to take a large rudder angle, and by turning the main rudder around the propeller and taking a large rudder angle, the rudder can also be used for braking the ship, so that high braking performance can be secured Become. According to this steering device, the two main rudders move to substantially shield the wake behind the propeller at the rudder angle of 70 ° immediately behind the propeller during an emergency stop, so that the effect of increasing the stopping force is exhibited. The purpose of steering in this case is to reduce the time that the propeller rotates by inertia after resetting the propeller drive in a scene where a sudden stop is necessary, and to enable the propeller to reverse quickly.

  According to the present invention, it is not necessary to provide a flap drive mechanism as in the case of a conventional rudder. The large rudder angle of the main rudder deflects and rectifies the water flow of the propeller for turning, providing high turning performance and ship maneuvering performance. If used in a ship with a two-rudder mechanism, 45 ° on one side during emergency braking Provided is a steering device that enables emergency braking at a steering angle exceeding. The steering system for two rudder provides the effect of giving high propulsion performance without the rudder being located in the wake of the propeller when traveling straight, and by the hull and the 70 degree rudder angle in the wake of the propeller during emergency braking. A high braking force can be obtained, and an excellent effect is provided in that a steering device is provided that ensures the turning performance by deflecting and rectifying the water flow of the propeller freely for turning.

The state before a drive link rotates with a drive force among the conceptual diagrams of the speed-increasing link mechanism employ | adopted by one embodiment of this invention is shown. The conceptual diagram of the speed increasing link mechanism employed in an embodiment of the present invention shows the state after the drive link is driven by the driving force. It is a conceptual diagram which shows the case where a steering force acts directly on the steering handle which concerns on the conventional design from a power mechanism. It is a reference perspective view concerning one embodiment of a steering device which is not provided with a speed increasing link mechanism. 1 is a perspective view of a steering device according to an embodiment of the present invention. It is an assembly development perspective view of a steering device concerning one embodiment of the present invention. It is a stern front view of the ship using the steering device which concerns on one embodiment of this invention. It is a stern side view of the ship using the steering device which concerns on one embodiment of this invention. It is a reference perspective view concerning other embodiments of a steering device which is not provided with a speed increasing link mechanism. It is a perspective view of the steering device which concerns on 2nd embodiment of this invention. It is an assembly development perspective view of the steering device concerning a 2nd embodiment of the present invention. It is a stern side view of the ship using the steering apparatus which concerns on 3rd embodiment of this invention. It is a stern front view of the ship using the steering device which concerns on 3rd embodiment of this invention. It is a stern top view of the ship using the steering device which concerns on 3rd embodiment of this invention. It is a perspective view of the steering device which concerns on 3rd embodiment of this invention. It is an assembly development perspective view of a steering device concerning a 3rd embodiment of the present invention. It is a top view of the main steering part which shows steering of the steering apparatus which concerns on 3rd embodiment of this invention. It is a perspective view which takes out the steering mechanism part of one rudder of the steering apparatus which concerns on 4th embodiment of this invention.

  A steering apparatus according to an embodiment of the present invention will be described below. 1A and 1B show conceptual diagrams before and after the drive link C turns around the first rotation center 504 by the drive force 7 of the speed increasing link mechanism 601 employed in one embodiment of the present invention. It is. FIG. 1C is a conceptual diagram showing a case where a steering force acts directly on a steering handle according to a conventional design from a power mechanism. Here, symbols A, B, and C in FIG. 1A and FIG. 1B represent nodes of the triangular link mechanism, A is a fixed node of the triangular link mechanism, and B is a short with the diagonal of the fixed node being an acute angle. And C is the longest hypotenuse of the triangular link mechanism. A driving force 7 is applied to the first connecting contact 501 by a connecting rod (not shown) of a power mechanism (not shown). Then, the rudder handle 500 that is rotatably connected to the drive link C by the second connecting contact 502 turns around the second rotation center 505 as the driven link B and moves upward on the arc having the radius A. Then, the angle β viewed from the second rotation center is larger than the turning angle α around the first rotation center 504. 1A and 1B, the length of the drive link C that defines the distance between the second connection contact 502 and the first rotation center 504, and the second connection contact 502 and the second rotation center 504. The relationship between the length of the follower link B that defines the distance and the length of the portion A between the first rotation center 504 and the second rotation center 505 is, in one embodiment, β when α = 35 °. If the predetermined relationship shown in the figure is defined so that = 70 °, the steering handle rotates the second rotation center, that is, the rudder shaft at twice the turning angle of the drive link C, and the desired result is obtained. obtain. In other words, α <β is obtained when a triangle having a long hypotenuse is configured with the distance between the drive link and the steering handle and the fixed point of the drive link as the first rotation center and the rudder shaft as the base. In the steering device according to an embodiment of the present invention, the angle of the long slope is changed by a hydraulic cylinder to increase and change the rudder angle of the rudder shaft, which is the fulcrum of the short side, and more than twice the conventional rudder angle range. Is to secure. In the concept of the conventional steering device, as shown in FIG. 1C, if the steering angle is set to 70 °, the driving force acts on the rudder handle with a moment force of sin 20 °. Only small component forces can be applied. If it does so, it will not be able to support a large moment force, it will not be able to generate a large rudder force on the rudder blade, and if the rudder angle of 70 ° should be taken, the propeller rotation speed has to be suppressed, sufficient thruster flow 1B, as shown in FIG. 1B, the link member that works even when the rudder angle of the steering handle is 70 ° due to the speed increase is used for the link member that has a steering force of 35 °. Since the moment force acts on the angle, that is, a sin 55 ° component, a moment that is 2.4 times the conventional force can be applied to the rudder shaft. Then, there is an effect that it is possible to generate a powerful thruster flow as compared with the prior art without increasing the size of the power mechanism.

  FIG. 2 is a reference perspective view showing the steering apparatus 1 that does not include the speed increasing link mechanism 601. The steering handle 500 is turned to the left and right by a driving force that is pushed to the left and right by the opposing hydraulic cylinder, and the rudder shaft 40 is rotated counterclockwise to secure a rudder angle of the rudder plate 30 as shown in the figure.

  FIG. 3 is a perspective view of the steering apparatus 1 according to the embodiment of the present invention. The connecting rod 520 of the hydraulic cylinder 100 turns the drive link member 506 around the first rotation center 504 when the first connecting contact portion 521 is driven. The drive link member 506 turns the portion connected to the second connecting contact portion 522 of the rudder handle 500 via the second connecting contact portion 502 around the first rotation center 504. Since the rudder shaft is coupled to the shaft 40 and is rotatably held in the hull, the rudder handle 500 turns around the rudder shaft 40. In this case, when the rudder shaft is arranged within a rotation radius having a radius R1 from the first rotation center 504 to the second connection contact 502, the rudder shaft 40 has a second connection contact of the rudder handle 500. Since the turning radius of 502 around the rudder shaft 40 is smaller than R1, a triangular relationship having a long slope shown in FIG. 1 is formed, and the rudder around the rudder shaft is formed from the turning angle α of the drive link member. If the turning angle β of the handle 500 is increased and the positional relationship of the members constituting this triangle satisfies a predetermined relationship, the angle is increased more than twice, and the left and right of the rudder plate 30 of 70 ° are combined. The rudder angle can be expanded to 140 ° left and right. In this case, the position of the second connecting contact portion 502 on the radial axis of the rudder handle 500 is shifted in the radial direction. However, the rudder handle 500 has a long slot 511 for sliding in the axial direction. Since the second connecting contact portion 522 is formed with a projection that is slidable in the axial direction with the elongated hole 511, the second connecting contact portion 522 extends the elongated hole 511 along the radial axis direction, Move while sliding outward. This relationship is the same as the relationship between the first connecting contact member 501 and the drive link member 506. Although not shown in FIG. 3, the drive link member 506 has a similar long hole, The first connection contact member 501 is provided with a slidable protrusion, and the first connection contact member 501 protrusion slides on the drive link member 506 in the axial direction. The long hole may be a groove or not necessarily closed, and may be an open long hole or groove, and may have any shape as long as it serves as a guide for sliding the protrusion. .

  FIG. 4 is an exploded perspective view of the steering device 1 according to the embodiment of the present invention. In FIG. 3, the positional relationship between the overlapping parts constituting the parts in FIG. 4 is well understood. The first connecting contact portion 521 for positioning the first connecting contact 501 is constrained to the connecting rod 520 of the hydraulic cylinder 100 at the left and right, and at the same time, is fixed to the hull and rotatably held at the first rotation center 504. When the driving force 7 from the power mechanism 701 is applied to the first connecting contact 501 by being slidably guided in the long hole 512 formed in the driving link member 506, the driving link member 506 is moved downward from the tip of the driving link member 506. A portion projecting to the left and the elongated hole 511 formed in the steering handle 500 are slidably connected, and the turning force around the first rotation center 504 acts on the steering handle 500 via the second connecting contact 502. To do. The rudder handle 500 is fixed to the hull 10 with the rudder shaft 40 as a rotation fulcrum, and can obtain a turning force around the second rotation center 505 and turn around this.

  FIG. 5 is a stern front view of a ship using a steering apparatus according to an embodiment of the present invention. The rudder plate 30 is connected and suspended from the rudder shaft 40 at an upper portion thereof, and is held via a bearing 19 that supports the rudder shaft 40 rotatably through the ship bottom. The hydraulic cylinder 100 is arranged perpendicularly to the ship axis, and the rudder shaft is expanded left and right by a speed increasing link mechanism by the drive link member 506 and the rudder handle 500 as the hydraulic cylinder reciprocates. A rudder angle of 140 ° is obtained.

  FIG. 6 is a stern side view of a ship according to an embodiment of the present invention. The propeller 20 attached to the rear end 11a of the stern tube 11 of the hull 10, the single rudder plate 30, and the drive mechanism for driving the rudder plate 30 via the rudder shaft 40 are arranged in the ship above and behind the propeller. It is superior to the rudder with a flap, because it is not under draft, and it eliminates the resistance of the water flow and can obtain high propulsion efficiency during offshore cruising. Although only a one-dot chain line is shown in FIG. 6, there is a hydraulic pump unit 200 as a power device for driving the hydraulic cylinder mechanism, which is disposed on the stern in the vicinity of the hydraulic cylinder 100 and is connected by a high-pressure hose 105. (Not shown in other figures).

  FIG. 7 is a reference perspective view according to another embodiment of the steering apparatus that does not include the speed increasing link mechanism. In this embodiment, the hydraulic cylinders are arranged on the left and right in parallel with the axle, and each of them drives the T-shaped member 530 with a pushing force and swings the connected steering handle to the left and right, but includes a speed increasing mechanism. As a result, the rudder angle is limited to the conventional 70 °. Although only shown in FIG. 7, the hydraulic cylinder is installed on the gantry 107 and is arranged so as to be swingable in the left and right directions in the cylinder axial direction, and absorbs the misalignment in the left and right directions accompanying the rotation of the connecting portion of the T-shaped member. It is the composition to do. As shown in FIG. 4 in the first embodiment, the function corresponding to this configuration is such that the downward projection of the first contact member 521 connected to the drive member is provided in the axial direction of the drive member 506. The above-mentioned misalignment is absorbed by the structural function that allows the long hole 512 to slide back and forth.

  FIG. 8 is a perspective view of the steering apparatus according to the second embodiment of the present invention. The power mechanism includes a hydraulic cylinder 100, and a reciprocating power mechanism of a connecting rod 520 of a cylinder shaft that is reciprocated by a hydraulic cylinder 100 that reciprocates by hydraulic pressure is disposed in parallel with each other in a tandem configuration. The described link member is a T-shaped member 530, wherein a T-shaped vertical bar portion is arranged in parallel with the hydraulic cylinder, and the first connecting members respectively dedicated to both ends of the T-shaped horizontal bar portion. In the hydraulic cylinder 100 in which the point portion 521 is disposed and reciprocates by hydraulic pressure, the first connecting contact 501 is driven by the reciprocating power mechanism of the cylinder shaft connecting rod 520 reciprocated by the T-shaped member 530. 7 is reciprocated. The rudder handle 500 is turned around the first rotation center 504 by the drive link member 506 via the second connecting contact 502 and the rudder shaft 40 as the second rotation center 505 is rotated. This is the same as the embodiment.

  FIG. 9 is an exploded perspective view of the assembly of the steering apparatus according to the second embodiment of the present invention. The hydraulic cylinder 100 is coupled to the connecting rod 520 and is rotatably connected to the first connecting contact member 521. In this connection, when the connecting pin coupled to the upper surface of the T-shaped member is moved back and forth by the reciprocating motion of the hydraulic cylinder, the movement is not restricted by the swing mechanism of the hydraulic cylinder pedestal to the left and right. It is an articulated mechanism that can only be rotated and is helped by the freedom. This connecting T-shaped member is rotatably supported by a fulcrum member 508 that is fixed to the hull and forms a first rotation center 504 that has a cylindrical protrusion upward, and is attached to the tip of the vertical bar portion of the T-shaped member. Is a member that constitutes the second connecting contact 502 with a downward projection and is slidably fitted in a notch that penetrates in the vertical direction provided in the axial direction of the rudder handle 500 and rotates. The rudder handle 500 is connected in a freely slidable manner in the axial direction. The T-shaped member has a movement constrained by a turning movement around the first rotation center 504, and the notch 513 extending in the axial direction of the second connecting contact 502 and a lower protrusion provided therein, When the second connecting contact portion of the rudder handle 500 is turned around the first rotation center, the rudder handle is restricted by the movement around the rudder handle which is the second rotation center 505. In this case, the second rotation center 504 is located in a region around the first rotation center 504 with the second connecting contact portion as the turning radius, and a large-diameter drive link is provided. Thus, a structural relationship in which the small-diameter driven link is moved is formed, and the rudder shaft is accelerated with respect to the first rotation. The relationship between the dimension of the T-shaped member 503 and the fixed position of the fulcrum 508, the dimension of the rudder handle 500, and the support position of the rudder axle 40 is a predetermined relationship in which α = 35 ° and β = 70 ° in FIG. Thus, a speed increasing link mechanism that realizes double speed increasing is realized.

  FIG. 10 is a stern side view of a ship using the steering apparatus according to the third embodiment of the present invention, FIG. 11 is a front view of the stern, and FIG. 12 is a top view of the stern. The propeller 20 attached to the rear end 11 a of the stern tube 11 of the hull 10, the two rudder plates 30, and the drive mechanism 601 that drives the rudder plate 30 via the rudder shaft 40 are disposed above the propeller 20. This is superior to the rudder with flaps, because it is placed on the ship, not under the draft, can eliminate the resistance of the water flow, and can obtain high propulsion efficiency when cruising offshore. 6 differs greatly from FIG. 6 in that the rudder has two pieces and the rudder plate is positioned not on the rear side of the propeller but on the side. That is, the rudder shaft 40 is rotatably arranged on both sides above the screw shaft, and each rudder shaft 40 hangs down the main rudder at the upper portion of the rudder plate 30, and the power mechanism 701 is connected to the hydraulic cylinder 100. The reciprocating power mechanism of the connecting rod 520 that is reciprocally driven by the hydraulic cylinder 100 that reciprocates by hydraulic pressure is disposed opposite to each other in a tandem configuration in the ship axis direction. The drive mechanism 601 itself including the speed increasing link mechanism is the same as that of the first embodiment, but since the rudder shaft 40 is arranged in two axes, an independent drive mechanism for driving each is provided for each axis. Two are installed on the ship and above the propeller 20 for exclusive driving. In the case of a cruising straight marine vessel, the rudder plates 30 are held on both sides of the propeller 20. In the case of a variable marine vessel maneuvering that changes the course, the rudder plate 30 is rotated by the rudder shaft 40. It is possible to turn 90 ° from the side of the propeller 20 to the downstream side of the propeller, and the other rudder can be selectively turned from the side of the propeller 20 to the upstream side of the propeller 20 to 45 ° by the rotation of the rudder shaft 40. Has been. If you turn 45 ° upstream, you will achieve the objective of steering sufficiently, turn 90 ° backward, and at the time of sudden deceleration stop, both main rudder will turn from the side of the propeller by rotating each rudder shaft If you turn to the upstream side of the propeller over -45 ° in line symmetry with the ship axis, the main rudder will turn around the propeller and take a large rudder angle so that the rudder can be used for braking the ship. Thus, high braking performance can be secured. According to this steering device 1, since the two main rudders move to substantially shield the wake behind the propeller at the 90 ° rudder angle immediately behind the propeller during an emergency stop, the effect of increasing the stopping force is exhibited. The purpose of steering in this case is to reduce the time that the propeller rotates by inertia after resetting the propeller drive in a scene where a sudden stop is necessary, and to enable the propeller to reverse quickly. A drive mechanism 601 and a power mechanism 701 (hydraulic pump unit system not shown) of the steering apparatus 1 disclosed in the first embodiment are arranged on the left and right respectively to drive and steer each of the rudder shafts 40. The rotation of the two rudder shafts 40 allows the two main rudder 30 to turn independently from the side of the propeller 20 to the rear flow side of the propeller 20. In some cases, the arrangement direction of the hydraulic cylinders 100 may be configured in a column-facing configuration in the ship width direction. However, as in the third embodiment, if the configuration is a column configuration in the axis direction, This configuration can be adopted at least, and it is preferable in that the occupation of the stern engine space and the trouble are minimized.

  FIG. 13: is a perspective view which takes out the steering mechanism part of one rudder of the steering apparatus which concerns on 3rd embodiment of this invention. Compared with the first embodiment shown in FIG. 3, the steering mechanism of one rudder has a point that the opposing direction of the hydraulic cylinder is parallel to the ship axis, and a gate type dedicated to two rudder. Although the point that the rudder plate 30 is suspended from the rudder shaft 40 is different, the structure of the drive mechanism unit including the speed increasing link mechanism that embodies the concept shown in FIGS. 1A and 1B is basically the same. The principle here is not to make the rudder plate parallel to the ship axis at the neutral point where the hydraulic cylinder is opposed, but to tilt the rudder plate to the rudder shaft by declining by 25 ° diagonally at the neutral point. Then, when the rudder axle is rotated 70 ° from the central position of the rudder angle range from the propeller side to the upstream direction, the gate-type rudder plate (ladder) is turned 45 ° upstream and the propeller wakes from the propeller side. If the rudder axle is rotated by 70 ° from the center position of the rudder angle range in the lateral direction, the gate ladder can turn to 95 ° to the wake side.

  FIG. 14 is an exploded exploded perspective view of the steering apparatus according to the third embodiment of the present invention. It is an assembly development perspective view in case a gate type ladder is located in parallel with a propeller side at a neutral point which a hydraulic cylinder counters. When a drive mechanism and a power mechanism for driving one rudder shaft are taken out and viewed, the one shown in FIG. 4 is that the rudder plate 40 is a gate-type ladder, and the direction of the opposing hydraulic cylinder is the rudder during cruising. The mechanism of the drive mechanism including the speed increasing link mechanism is the same, except that it is parallel or perpendicular to the direction of the plate.

When the ship is operated by the two-rudder steering device of the gate-type ladder shown in the third embodiment, the two rudder plates 30 are arranged on both sides of the propeller 20, and the front ends of the two rudder plates are Projecting forward from the surface formed by the propeller rotating surface, this projecting length extends forward in a range not interfering with the hull 10, and the two rudder plates 30 are formed thinly to have a low fluid resistance and a vortex near the stern. Aim for rectification effect on generation. The rudder plate 30 has an inverted L-shaped plate shape as shown in the front view, and is suspended and fixed to the rudder shaft 40 at the upper portion of the rudder plate. The rudder shaft 40 is rotatably supported on the bottom portion of the hull 10. Yes. At the time of steering, as the rudder shaft 40 rotates, the rudder plate 30 turns around the propeller as shown in FIG. By turning around the propeller as shown in FIG. 15 rather than rotating around the axis center on the plate surface, the deflection angle of the deflection flow behind the propeller can be increased and the turning performance can be improved. Is obtained. The two rudder plates 30 preferably have a shape that generates a thrust force for propelling the hull 10 forward by providing a camber on the inside thereof. The rudder plate 30 is thicker than the rear thickness and tilted within 10 degrees with respect to the hull center line, so that the steering plate 30 has an appropriate angle of attack and increases the propeller efficiency, while the vicinity of the stern of the hull 10 It is possible to obtain an optimum rudder plate shape with little resistance to the flow of the engine and to obtain a large forward thrust as a whole.
In the drive mechanism shown in FIG. 11, each drive shaft is freely rotated. As shown in FIG. 15, emergency braking can be performed in an emergency by turning the vehicle from the direction seen from the stern 11 toward the center and simultaneously closing. If the two shafts can be driven independently, the rudder plate 40 can turn freely. Therefore, when traveling straight ahead, the rudder plate 30 is not located in the wake of the propeller, but is located on both sides of the propeller and has high propulsion efficiency. In the event of emergency braking, a high braking force can be obtained by giving the axle of the hull 10 and a steering angle of 90 degrees in the wake of the propeller, and the water flow of the propeller 20 can be freely used for turning the ship. Therefore, a steering device that ensures the turning performance is provided.

  In an additional embodiment, there is provided an additional link member that is positionally restrained by the hull, is swingably supported by a fulcrum that is a third rotation center, and is rotatably connected to the connecting rod member by a second connecting contact. A third connection point that is larger than the distance between the fulcrum that is the third rotation center and the second connection point and that separates the fulcrum by a predetermined distance that gives a leverage effect. Providing a turning force that is further increased toward the rudder handle connected to the rudder shaft, which is connected to the rudder handle and is rotatably connected to the rudder handle from the third connection point. It is also preferable that the main rudder can be rotated at an increased speed around the rudder axis. In this case, the second connecting contact does not directly act on the steering handle, but the steering handle is turned by using the additional third connecting contact via the additional link member, that is, the additional connecting contact is added. The link member is provided with a third connecting contact to connect the rudder handle rotatably, and is further leveraged by the inverse ratio of the distance between the fulcrum and the second connecting contact and the distance between the fulcrum and the third connecting contact. Can be rotated at an increased speed, and a steering angle exceeding 70 ° can be realized.

  FIG. 16 is a perspective view of a steering mechanism portion of one rudder of a steering apparatus according to the fourth embodiment of the present invention. The first connection contact 501 and the second connection contact 502 are disposed at positions where the first rotation center 504 is sandwiched by the drive link member 506, and the modified embodiment of the invention according to claim 7 is implemented as in FIG. An embodiment of the case is shown. In this embodiment, the drive link mechanism, which is an input node, has a dogleg shape, and the hydraulic cylinder mechanism can be disposed outside the rudder shaft. If it is possible to adopt such a configuration, a tandem parallel hydraulic power mechanism and drive mechanism should be arranged even at the stern of a small ship where the rudder shaft is a two-shaft configuration and only a limited space remains between both rudder shafts. Is possible. As shown in FIG. 16, the two hydraulic cylinder shafts may give a loose crossing angle in a square shape. When the hydraulic cylinder 100 pushes the first connecting contact portion 521 via the connecting rod 520, the drive link 506 turns around the first rotation center 504. The rudder handle 500 constrained by the rotation center 502 of the second connecting contact connecting the drive link 506 and the rudder handle 500 turns around the rudder shaft center 505, rotates the rudder shaft 40, turns the rudder plate 30, The rudder shaft is rotated at an increased speed at a distance ratio between the second connecting contact 502, the first rotation center 504, and the rudder shaft center 505 to obtain a desired effect.

  The embodiment according to the present invention has been described above, but the present invention is not limited to the embodiment, and various modifications can be made without departing from the spirit of the present invention. While the invention is illustrated in the embodiments described herein, the embodiments are described in considerable detail, and applicants in any way limit or limit the scope of the appended claims. There is no intention. Additional advantages and modifications will be apparent to those skilled in the art, and elements described in one embodiment may be employed in other embodiments. Accordingly, the invention in its broader aspects is not limited to specific details, and each device and example is shown and described. Accordingly, it is possible to depart from these details without departing from the spirit and scope of the applicant's general inventive concept.

  The present invention is applicable to a steering portion of a main rudder of a surface vessel.

DESCRIPTION OF SYMBOLS 1 Steering device 7 Driving force 8 Tangential direction component 10 Hull 11 Stern tube 18 Axle line 19 Bearing 20 Propeller 30 Rudder plate 40 Rudder shaft 100 Hydraulic cylinder 105 High-pressure hose 107 Base 200 Hydraulic power unit 500 Steering handle 501 First connecting contact 502 Second connecting contact 504 First rotation center 505 Second rotation center 506 Drive link member 508 First rotation center fulcrum member 511 Sliding long hole 512 Sliding long hole 513 Through notch 520 Connecting rod 521 First One connecting contact portion 522 Second connecting contact portion 530 T-shaped member 601 Drive mechanism 701 Power mechanism R1 Distance from first rotation center to second connecting contact A Fixed node of triangular link mechanism B Longest of triangular link mechanism The hypotenuse of C The shorter hypotenuse with the acute angle of the diagonal of the fixed joint

Claims (7)

A main rudder connected to the upper part of the rudder plate, and a rudder shaft that is rotatably held around the vertical axis on the hull;
A drive mechanism for rotating the rudder shaft about a vertical axis;
A steering device comprising a power mechanism for driving the drive mechanism,
The drive mechanism includes an input node having a fulcrum that is a first rotation center restrained by the hull,
The input node is provided with an input connecting contact that is rotatably connected to a connecting rod of the reciprocating power mechanism, and receives a turning force around the fulcrum.
A speed increasing link mechanism is provided that enables the main rudder to rotate at a higher speed around the rudder axis center with the rudder axis as a fulcrum that is the second rotation center as an output node. A ship steering device. A main rudder connected to the upper part of the rudder plate, and a rudder shaft that is rotatably held around the vertical axis on the hull;
A drive mechanism for rotating the rudder shaft about a vertical axis;
A rudder handle connected to the rudder shaft with the rudder shaft as a fulcrum of the rotation center;
A steering device comprising a power mechanism for driving the drive mechanism,
The drive mechanism includes an input node having a fulcrum that is a first rotation center restrained by the hull,
The input node includes a first connecting contact rotatably connected to a connecting rod of the reciprocating power mechanism,
The input node and the rudder handle have a second connecting contact, and the second connecting contact can turn around the first rotation center and can turn around the rudder axis, The continuous contact is to connect the input node and the steering handle so as to be slidable and rotatable in the radial direction of any of the turns,
The input node receives a turning force around the fulcrum from the first connecting contact,
The rudder handle is provided with a speed increasing link mechanism that receives a turning force around the rudder shaft through the second connecting contact as an output node and can rotate the main rudder at a higher speed around the center of the rudder shaft. A ship steering device. The power mechanism includes a hydraulic cylinder,
A reciprocating power mechanism of a cylinder shaft reciprocally driven by a hydraulic cylinder that reciprocates by hydraulic pressure is arranged in parallel with each other in a tandem configuration, and the connecting rod member is a T-shaped member, and a T-shaped vertical rod Are disposed in parallel with the hydraulic cylinder, the first connecting contacts dedicated to both ends of the T-shaped horizontal bar are respectively disposed, and the hydraulic cylinder that reciprocates by hydraulic pressure is a reciprocating power The steering apparatus according to claim 1, wherein the first connecting contact is reciprocally driven by a mechanism via a connecting rod. The power mechanism includes a hydraulic cylinder,
A reciprocating power mechanism with a connecting rod reciprocatingly driven by a hydraulic cylinder that reciprocates by hydraulic pressure is horizontally opposed to each other in a two-tandem configuration,
3. The steering apparatus according to claim 1, wherein the drive mechanism is reciprocally driven by the power mechanism with the first connecting contact. 4. A steering device having a drive mechanism for rotating a rudder shaft held by a rotatable bearing on a hull, and a power mechanism for driving the drive mechanism,
The power mechanism is provided with two hydraulic cylinders horizontally facing each other,
A drive link rod member of the speed increasing link mechanism is disposed perpendicularly to the hydraulic cylinder in the middle of the hydraulic cylinder, and its fixed end is horizontally rotatable on the hull as a fixed fulcrum of the drive link rod member. The free end has a protrusion to the opposite surface,
The connecting rod tip of the hydraulic cylinder is connected in a horizontally rotatable manner at the middle portion in the long axis direction of the drive link rod member,
A rudder disposed opposite to the drive link rod member and held horizontally by the bearing integrally with the rudder shaft so that it can turn horizontally with the rudder shaft as a fulcrum and has a long hole in the axial direction or a groove on the upper surface. With handle lever,
The projecting portion to the opposing surface of the drive link rod member is fitted into the elongated hole or the groove so that the projecting portion can slide in the major axis direction,
The distance between the fixed fulcrum of the drive link bar member and the protrusion at the free end of the drive link bar member, the distance between the rudder shaft and the protrusion at the free end of the drive link bar member, and the drive link The turning angle movable range angle of the rod member and the rudder angle possible range angle of the rudder shaft are set in a predetermined relationship, and the horizontal rotation of the drive link rod member caused by the reciprocating motion of the hydraulic cylinder is the rotation of the rudder shaft. A ship steering device that speeds up the speed. A steering device having a drive mechanism for rotating a rudder shaft held by a rotatable bearing on a hull, and a power mechanism for driving the drive mechanism,
The power mechanism has two hydraulic cylinders arranged in parallel,
The drive link T-shaped member of the speed increasing link mechanism is disposed in parallel with the hydraulic cylinder in the middle of the hydraulic cylinder, and the fixed end of the drive link T-shaped member serves as a fixed fulcrum at the center position of the drive T-shaped member horizontal bar. The vertical end of the vertical link of the drive link T-shaped member, which is held horizontally by the hull, is a free end, and has a protrusion on the surface facing the rudder handle,
The connecting rod tip portions of the two hydraulic cylinders are connected so as to be horizontally rotatable at both ends of the horizontal rod, which is the other free end of the drive link T-shaped member,
The drive link T-shaped member is disposed below the vertical bar portion and is held horizontally by the bearing integrally with the rudder shaft, and can be horizontally swiveled with the rudder shaft as a fulcrum. A steering lever having a groove on the surface facing the member,
The projecting portion of the free end portion of the drive link T-shaped member vertical bar portion is slidably fitted into the elongated hole or the groove,
The distance between the fixed fulcrum of the drive link T-shaped member and the protruding portion of the free end of the drive link T-shaped member vertical bar, the rudder shaft, and the free end of the vertical link of the drive link T-shaped member. The drive link bar generated by the reciprocating motion of the hydraulic cylinder, the distance between the projecting part, the turning angle movable range angle of the vertical part of the drive link T-shaped member and the steering angle possible range angle of the rudder shaft are set in a predetermined relationship The horizontal rotation of the member is a ship steering device that accelerates the rotation of the rudder shaft. Two rudder shafts are rotatably arranged on both sides above the screw shaft, and each rudder shaft hangs down the main rudder at the top of the rudder plate,
2. The reciprocating power mechanism of a cylinder shaft that includes a hydraulic cylinder and is reciprocally driven by a hydraulic cylinder that reciprocates by hydraulic pressure, and is disposed horizontally opposite to each other in a tandem configuration in a ship axis direction. The steering device according to any one of 2 or 4 or 5 is provided on each of the left and right sides, and the two main rudders can be turned from the propeller side to the propeller downstream side by rotation of the two rudder shafts. A marine vessel steering device for two rudder as a feature.

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