A large-thickness hollow wall rudder hanging arm structure for a ship

Abstract

The application belongs to the technical field of rudder hanging arms, and particularly relates to a hollow large-wall-thickness rudder hanging arm structure for ships, which comprises a rudder hanging arm main body and further comprises: multiple sets of impact resistance buffering mechanisms, a single-use strength control mechanism, multiple sets of buffering action feedback mechanisms, a cycle number feedback mechanism and a cycle number recording mechanism. The spring deformation of the spring damping rod can absorb impact energy, the damping medium can consume kinetic energy, the buffering vibration and jumping effect is good, the damping parameter can be adjusted to automatically control the buffering strength, and the application is suitable for large ships. The application can automatically control the use time of the multiple sets of impact resistance buffering mechanisms based on the impact strength, can make the spring damping rod wear uniformly, can prolong the service life of components, can reduce the maintenance and replacement frequency, and can reduce operation cost. The application can also synchronously record the use number of the impact resistance buffering mechanisms, can judge the wear degree through the electric signal feedback of the encoder, and can provide data support for trimming and maintenance.

Description

Technical Field

[0001] This invention belongs to the field of rudder arm technology, and in particular relates to a hollow, thick-walled rudder arm structure for ships. Background Technology

[0002] The rudder arm is a key component connecting the hull and the rudder. It supports and suspends the rudder structure, allowing the rudder to be stably mounted at the stern of the hull and ensuring the ship's maneuverability. During navigation, the rudder arm needs to transmit the torque generated by the rudder gear to the rudder, enabling the rudder to turn according to the pilot's commands. It also needs to withstand various forces on the rudder in the water, including hydrodynamic forces and steering torque, to ensure precise and reliable course control of the ship.

[0003] When a ship is sailing, the rudder is always submerged in water. When encountering waves, rapids, or complex sea conditions, the rudder blade surface is subjected to periodic impact loads. For example, when the ship rises and falls with the waves, the rudder blade is momentarily exposed above the water or impacted by abnormal water flow, causing rapid changes in hydrodynamics. This instantaneous change in hydrodynamics is transmitted through the rudder stock to the connection between the rudder arm and the rudder blade, forming a vertical impact force, which causes the rudder to move up and down relative to the rudder arm (bounce). Therefore, a buffer strip structure is installed at the bottom of the rudder arm and the connection between the rudder arm and the rudder to prevent the impact between the rudder and the rudder arm from causing damage to both. However, the impact absorption capacity of the buffer strip is limited. It dissipates the impact energy through intramolecular friction and has poor aging resistance. It is only suitable for small impact loads and is not suitable for use on large ships. Summary of the Invention

[0004] The purpose of this invention is to address the above-mentioned problems by providing a hollow, thick-walled marine rudder arm structure.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a marine hollow, thick-walled rudder arm structure, comprising a rudder arm body, and further comprising:

[0006] Multiple sets of shock-absorbing mechanisms are fixedly installed on the inner wall of the main body of the rudder arm, and the multiple sets of shock-absorbing mechanisms are arranged sequentially from the outside to the inside.

[0007] A single-use strength control mechanism is fixedly installed inside the main body of the rudder arm and is used to control the replacement action of the shock-absorbing mechanism.

[0008] Multiple sets of buffer action feedback mechanisms are fixedly installed on the multiple sets of the impact-resistant buffer mechanisms and are connected to the single-use intensity control mechanism.

[0009] A cycle count feedback mechanism is fixedly installed on the single-use intensity control mechanism;

[0010] The cycle count recording mechanism is fixedly installed on the inner wall of the main body of the rudder arm and is connected to the cycle count feedback mechanism.

[0011] In the aforementioned hollow, thick-walled marine rudder arm structure, the impact-resistant buffer mechanism includes a fixed plate fixedly installed on the inner wall of the rudder arm body. Multiple hydraulic push rods are symmetrically fixedly inserted into the surface of the fixed plate. The lower moving ends of the multiple hydraulic push rods are fixedly connected to the same upper frame plate. Multiple spring damping rods are fixedly connected to the lower side of the upper frame plate. The lower ends of the multiple spring damping rods are fixedly connected to the same lower frame plate. Multiple extension rods are fixedly connected to the lower end of the lower frame plate. The lower ends of the multiple extension rods penetrate the bottom of the rudder arm body and are fixedly connected to the same buffer contact frame plate. The extension rods are in a sealed sliding connection with the rudder arm body.

[0012] In the aforementioned hollow, thick-walled marine rudder arm structure, the single-use strength control mechanism includes a control housing. A force-bearing piston is sealed inside the control housing. Two guide rods arranged side by side are fixedly connected to the rear side of the force-bearing piston. The end of the guide rod away from the force-bearing piston extends through and out of the rear end of the control housing. Two return springs sleeved on the guide rods are fixedly connected to the opposite side of the force-bearing piston and the control housing. A trigger switch opposite to the force-bearing piston is fixedly installed on the rear side of the inner wall of the control housing. A venting and depressurization mechanism is installed on the front side of the upper end of the control housing.

[0013] In the above-mentioned hollow, thick-walled marine rudder arm structure, the buffer action feedback mechanism includes a pneumatic cylinder fixedly installed inside the upper frame plate. The pneumatic cylinder has a pressurizing piston sealed inside. The lower end of the pressurizing piston is fixedly connected to a push-pull rod. The lower end of the push-pull rod passes through the lower end of the pneumatic cylinder and is fixedly connected to the inner side of the lower frame plate. An elastic air supply pipe is fixedly connected between the upper end of the pneumatic cylinder and the control housing. An air replenishment pipe is fixedly connected to the upper side wall of the pneumatic cylinder. Both the elastic air supply pipe and the air replenishment pipe are equipped with one-way valves.

[0014] In the aforementioned hollow, thick-walled marine rudder arm structure, the cycle number feedback mechanism includes a feedback shell. An intermediate shaft is rotatably connected to the center of the inner wall of the feedback shell. Rotary plates are fixedly sleeved on both ends of the intermediate shaft. Torsion springs sleeved on the outside of the intermediate shaft are fixedly connected to the opposite side of the rotary plates and the feedback shell. A feedback switch is fixedly installed on one side of the inner wall of the feedback shell. An arc-shaped pressing block corresponding to the position of the feedback switch is fixedly connected to the shaft wall of the intermediate shaft. A servo motor is also fixedly installed at the upper end of the feedback shell. The lower output end of the servo motor is connected to the upper end of the intermediate shaft through a synchronous connection mechanism.

[0015] In the above-mentioned hollow, thick-walled marine rudder arm structure, the cycle count recording mechanism includes an encoder, and the upper input end of the encoder and the lower end of the intermediate shaft are connected by a magnetic connection assembly.

[0016] In the above-mentioned hollow, thick-walled marine rudder arm structure, the ventilation and depressurization mechanism includes a U-shaped positioning plate fixedly installed on the upper end of the control housing. Two miniature electric actuators are symmetrically fixedly inserted into the horizontal part of the U-shaped positioning plate. The lower moving ends of the two miniature electric actuators are fixedly connected to the same sealing block. The upper end of the control housing is provided with a depressurization port that matches and inserts into the sealing block.

[0017] In the aforementioned hollow, thick-walled marine rudder arm structure, the synchronous connection mechanism includes a connecting circular shell fixedly installed at the lower output end of the servo motor and a connecting circular plate fixedly installed at the upper end of the intermediate shaft. Multiple locking rods are evenly and movably inserted into the lower end of the connecting circular shell. Locking holes matching the locking rods are opened on the surface of the connecting circular plate. The upper ends of the multiple locking rods are fixedly connected to the same lifting plate. Multiple locking springs sleeved outside the locking rods are fixedly installed at the lower end of the lifting plate and the bottom of the inner wall of the connecting circular shell. A permanent magnet plate is fixedly installed at the upper end of the lifting plate, and a magnetic electromagnetic plate opposite to the permanent magnet plate is fixedly installed at the top of the inner wall of the connecting circular shell.

[0018] Compared with existing technologies, the advantages of this invention are as follows:

[0019] The main body of the rudder arm and the shock-resistant buffer mechanism can effectively buffer and protect the jumping impact force generated between the rudder and the rudder arm. The spring on the spring damping rod absorbs the impact energy through deformation, and at the same time, the damping medium consumes the kinetic energy, suppressing the vibration and jumping. The buffering effect is good, and the buffering strength can be automatically adjusted according to the needs by adjusting the damping parameters. It is suitable for stable use on large ships.

[0020] By incorporating a single-use intensity control mechanism, an impact-resistant buffer mechanism, a buffer action feedback mechanism, and a venting and depressurization mechanism, the usage time of a single impact-resistant buffer mechanism can be automatically adjusted based on the impact intensity it receives. By repeatedly replacing multiple impact-resistant buffer mechanisms, the wear of the spring damping rods within each impact-resistant buffer mechanism can be made more uniform. This prevents excessive wear of a single spring damping rod due to long-term continuous use, extends the service life of all components in the entire buffer system, reduces the frequency of maintenance and replacement, and lowers operating costs.

[0021] By setting up a cycle count feedback mechanism, a cycle count recording mechanism, and a synchronization connection mechanism, the number of times the shock-absorbing mechanism is used can be recorded synchronously, and accurate recording results can be obtained by encoder feedback electrical signals. This allows for the determination of the wear and tear of the shock-absorbing mechanism, thereby providing better data support for subsequent repair and maintenance. Attached Figure Description

[0022] Figure 1 This is a three-dimensional structural schematic diagram of the present invention;

[0023] Figure 2 This is a frontal sectional view of the present invention;

[0024] Figure 3 This is a cross-sectional structural schematic diagram of the impact-resistant buffer mechanism of the present invention;

[0025] Figure 4 This is a three-dimensional cross-sectional view of the single-use strength control mechanism of the present invention;

[0026] Figure 5 This is a three-dimensional cross-sectional view of the buffer action feedback mechanism of the present invention;

[0027] Figure 6 This is a cross-sectional structural schematic diagram of the cycle number feedback mechanism of the present invention;

[0028] Figure 7 This is a three-dimensional structural schematic diagram of the cycle count recording mechanism of the present invention;

[0029] Figure 8 This is a three-dimensional structural schematic diagram of the ventilation and pressure relief mechanism of the present invention;

[0030] Figure 9 This is a three-dimensional cross-sectional view of the synchronous connection mechanism of the present invention.

[0031] In the diagram: 1. Main body of the rudder arm; 2. Shock-resistant buffer mechanism; 21. Fixing plate; 22. Hydraulic push rod; 23. Upper frame plate; 24. Spring damping rod; 25. Lower frame plate; 26. Extension rod; 27. Buffer contact frame plate; 3. Single-use strength control mechanism; 31. Control housing; 32. Force-bearing piston; 33. Guide slide rod; 34. Return spring; 35. Trigger switch; 4. Buffer action feedback mechanism; 41. Air cylinder; 42. Pressurizing piston; 43. Push-pull rod; 44. Elastic air supply pipe; 45. Air replenishment pipe; 46. One-way valve; 5. Cycle count feedback. Mechanism, 51 Feedback shell, 52 Intermediate shaft, 53 Rotary plate, 54 Torsion spring, 55 Feedback switch, 56 Arc-shaped pressing block, 57 Servo motor, 6 Cycle count recording mechanism, 61 Encoder, 62 Magnetic connection assembly, 7 Ventilation and pressure relief mechanism, 71 U-shaped positioning plate, 72 Miniature electric push rod, 73 Sealing plug, 8 Synchronous connection mechanism, 81 Connecting shell, 82 Connecting plate, 83 Locking rod, 84 Locking hole, 85 Lifting plate, 86 Locking spring, 87 Permanent magnet plate, 88 Electromagnetic plate. Detailed Implementation

[0032] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0033] like Figures 1-9 As shown, a marine hollow, thick-walled rudder arm structure includes a rudder arm body 1, and further includes:

[0034] Multiple sets of shock-absorbing mechanisms 2 are fixedly installed on the inner wall of the main body 1 of the rudder arm. The multiple sets of shock-absorbing mechanisms 2 are arranged sequentially from the outside to the inside. The shock-absorbing mechanism 2 includes a fixed plate 21 fixedly installed on the inner wall of the main body 1 of the rudder arm. Multiple hydraulic push rods 22 are symmetrically fixedly inserted on the surface of the fixed plate 21. The lower moving ends of the multiple hydraulic push rods 22 are fixedly connected to the same upper frame plate 23. Multiple spring damping rods 24 are fixedly connected to the lower side of the upper frame plate 23. The lower ends of the multiple spring damping rods 24 are fixedly connected to the same lower frame plate 25. Multiple extension rods 26 are fixedly connected to the lower end of the lower frame plate 25. The lower ends of the multiple extension rods 26 penetrate through the bottom of the main body 1 of the rudder arm and are fixedly connected to the same buffer contact frame plate 27. The extension rods 26 are sealed and slidably connected to the main body 1 of the rudder arm.

[0035] The single-use strength control mechanism 3 is fixedly installed inside the main body 1 of the rudder arm and is used to control the replacement action of the shock-absorbing mechanism 2. The single-use strength control mechanism 3 includes a control housing 31. A force-bearing piston 32 is sealed inside the control housing 31. Two guide rods 33 arranged side by side are fixedly connected to the rear side of the force-bearing piston 32. The end of the guide rod 33 away from the force-bearing piston 32 extends through and out of the rear end of the control housing 31. Two return springs 34 are fixedly connected to the opposite side of the force-bearing piston 32 and the control housing 31 and are sleeved on the outside of the guide rods 33. A trigger switch 35 is fixedly installed on the rear side of the inner wall of the control housing 31 and is arranged opposite to the force-bearing piston 32. A venting and depressurization mechanism 7 is installed on the front side of the upper end of the control housing 31.

[0036] The ventilation and pressure relief mechanism 7 includes a U-shaped positioning plate 71 fixedly installed on the upper end of the control housing 31. Two miniature electric actuators 72 are symmetrically fixedly inserted on the horizontal part of the U-shaped positioning plate 71. The lower moving ends of the two miniature electric actuators 72 are fixedly connected to the same sealing block 73. The upper end of the control housing 31 is provided with a pressure relief port that matches and inserts into the sealing block 73.

[0037] Multiple sets of buffer action feedback mechanisms 4 are fixedly installed on multiple sets of anti-impact buffer mechanisms 2 and are connected to the single-use intensity control mechanism 3. The buffer action feedback mechanism 4 includes a pneumatic cylinder 41 fixedly installed inside the upper frame plate 23. The pneumatic cylinder 41 has a pressurizing piston 42 sealed inside. The lower end of the pressurizing piston 42 is fixedly connected to a push-pull rod 43. The lower end of the push-pull rod 43 passes through the lower end of the pneumatic cylinder 41 and is fixedly connected to the inner side of the lower frame plate 25. The upper end of the pneumatic cylinder 41 is fixedly connected to the control housing 31 by an elastic air supply pipe 44. The upper side wall of the pneumatic cylinder 41 is fixedly connected to a replenishing air pipe 45. Both the elastic air supply pipe 44 and the replenishing air pipe 45 are equipped with a one-way valve 46.

[0038] The cycle number feedback mechanism 5 is fixedly installed on the single-use intensity control mechanism 3. The cycle number feedback mechanism 5 includes a feedback shell 51. An intermediate shaft 52 is rotatably connected to the center of the inner wall of the feedback shell 51. Rotary plates 53 are fixedly sleeved on both ends of the intermediate shaft 52. Torsion springs 54 sleeved on the outside of the intermediate shaft 52 are fixedly connected to the opposite side of the rotary plates 53 and the feedback shell 51. A feedback switch 55 is fixedly installed on one side of the inner wall of the feedback shell 51. An arc-shaped pressing block 56 corresponding to the position of the feedback switch 55 is fixedly connected to the shaft wall of the intermediate shaft 52. A servo motor 57 is also fixedly installed at the upper end of the feedback shell 51. The lower output end of the servo motor 57 is connected to the upper end of the intermediate shaft 52 through a synchronous connection mechanism 8.

[0039] The synchronous connection mechanism 8 includes a connecting circular shell 81 fixedly installed at the lower output end of the servo motor 57 and a connecting circular plate 82 fixedly installed at the upper end of the intermediate shaft 52. Multiple locking rods 83 are evenly inserted into the lower end of the connecting circular shell 81. The surface of the connecting circular plate 82 is provided with locking holes 84 that match and insert into the locking rods 83. The upper ends of the multiple locking rods 83 are fixedly connected to the same lifting plate 85. Multiple locking springs 86 sleeved on the locking rods 83 are fixedly installed at the lower end of the lifting plate 85 and the bottom of the inner wall of the connecting circular shell 81. A magnetic permanent magnet plate 87 is fixedly installed at the upper end of the lifting plate 85. A magnetic electromagnetic plate 88 opposite to the magnetic permanent magnet plate 87 is fixedly installed at the top of the inner wall of the connecting circular shell 81.

[0040] The cycle count recording mechanism 6 is fixedly installed on the inner wall of the main body 1 of the rudder arm and is connected to the cycle count feedback mechanism 5. The cycle count recording mechanism 6 includes an encoder 61, and the upper input end of the encoder 61 and the lower end of the intermediate shaft 52 are connected by a magnetic connection assembly 62.

[0041] The operating principle of the present invention is described as follows: First, the outermost first set of anti-impact buffer mechanism 2 is put into use. The hydraulic push rod 22 pushes the upper frame plate 23, spring damping rod 24 and lower frame plate 25 to move down. Then, in conjunction with the extension rod 26, the buffer contact frame plate 27 is moved down to the working position. When the ship rises and falls with the waves, the rudder blade is exposed to the water surface for a moment or is impacted by abnormal water flow, resulting in rapid changes in hydrodynamic force. This instantaneous change in hydrodynamic force is transmitted through the rudder stock to the connection between the rudder arm and the rudder blade, forming a vertical impact force. This causes the rudder to move up and down (jump) relative to the rudder arm. An impact force is formed between the rudder and the rudder arm body 1. The impact force first acts on the buffer contact frame plate 27. The buffer contact frame plate 27, in conjunction with the extension rod 26 and lower frame plate 25, compresses the spring damping rod 24. The spring damping rod 24 absorbs the impact energy through the elastic deformation of the spring, and at the same time consumes kinetic energy using the damping medium (such as oil) to suppress vibration and jumping.

[0042] When the spring damping rod 24 is subjected to impact compression deformation, the lower frame plate 25 moves relative to the upper frame plate 23, which in turn causes the push-pull rod 43 to drive the pressurizing piston 42 to move relative to the air cylinder 41. This causes the air in the air cylinder 41 to be delivered to the control housing 31 through the elastic air supply pipe 44, increasing the air pressure in the control housing 31. This causes the force-bearing piston 32 to move relative to the guide slide rod 33 against the elastic force of the return spring 34. The greater the impact force generated by the tail rudder on the main body 1 of the rudder arm, the greater the deformation required by the spring damping rod 24. This results in more air being delivered to the control housing 31 at a time from the air cylinder 41. When the lower frame plate 25 moves away from the return position relative to the upper frame plate 23, the return movement of the pressurizing piston 42 in the air cylinder 41 creates a negative pressure suction force in the air cylinder 41. This suction force is then generated by the air supply pipe 45. Air is replenished within 41. When the impact energy of the tail rudder relative to the main body of the rudder arm 1 reaches the single-use threshold, the air supplied into the control housing 31 by the elastic air supply pipe 44 causes the force piston 32 to generate sufficient displacement distance, thereby causing the force piston 32 to press against the trigger switch 35, indicating that the current group of anti-impact buffer mechanisms 2 has reached the single-use intensity threshold. The PLC controller controls the current group of anti-impact buffer mechanisms 2 to reset and move for adjustment, and controls the next group of anti-impact buffer mechanisms 2 to start working. By replacing and using multiple groups of anti-impact buffer mechanisms 2, the wear of the spring damping rod 24 in each group of anti-impact buffer mechanisms 2 can be made more uniform, avoiding excessive wear of a single spring damping rod 24 due to long-term continuous use, extending the service life of all components of the entire buffer system, reducing the frequency of maintenance and replacement, and reducing operating costs.

[0043] Furthermore, after the trigger switch 35 is pressed and triggered, the PLC controller controls the micro electric push rod 72 to move the sealing block 73 upward for 5 seconds, so that the sealing block 73 is disengaged from the sealing connection with the pressure relief port, thereby allowing the air filled into the control housing 31 to be discharged. Since the amount of air that can be stored in the control housing 31 is limited, the 5-second exhaust time can ensure that the air in the control housing 31 is completely discharged. Under the action of the reset spring 34, the force piston 32 is reset to the initial position, and the usage status of the next set of anti-impact buffer mechanism 2 is statistically fed back.

[0044] Whenever the trigger switch 35 is pressed, the PLC controller controls the servo motor 57 to rotate the intermediate shaft 52 by a fixed angle (this angle is based on the number of anti-shock buffer mechanisms 2). After all the anti-shock buffer mechanisms 2 have been used once, the servo motor 57 rotates the intermediate shaft 52 360 degrees, causing the arc-shaped pressing block 56 connected to the intermediate shaft 52 to press against the feedback switch 55. At this time, the PLC controller first controls the servo motor 57 to stop, and then controls the power supply to supply power to the magnetic plate 88 for 5 seconds. The magnetic plate 88 generates a magnetism opposite to that of the magnetic permanent magnet plate 87, which in turn causes the lifting plate 85 and the locking rod 83 to move upward against the elastic force of the locking spring 86, causing the locking rod 83 to disengage from the locking hole 84, thereby releasing the connection between the connecting shell 81 and the connecting plate 82, and causing the intermediate shaft 52 to reset under the action of the torsion spring 54. Upon reaching the initial position, until multiple sets of anti-impact buffer mechanisms 2 complete the next round of anti-impact work, when the power to the magnetic suction plate 88 is cut off, the locking rod 83 is re-inserted into the locking hole 84 under the reset action of the locking spring 86, so that the connecting round shell 81 and the connecting round plate 82 are reconnected. At this time, the PLC controller controls the servo motor 57 to drive the intermediate shaft 52 to rotate 30 degrees, and at this time the PLC controller controls the power supply equipment to supply power to the magnetic connection component 62. The magnetic connection component 62 is a magnetic connector of electromagnetic block and permanent magnet block, so that the intermediate shaft 52 can drive the input end of the encoder 61 to rotate synchronously by 30 degrees, recording the completion of one round of anti-impact work by multiple sets of anti-impact buffer mechanisms 2. The accurate recording results are obtained by the encoder 61 feeding back electrical signals, thereby determining the wear and tear of the anti-impact buffer mechanism 2, and thus providing better data support for subsequent repair and maintenance.

[0045] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A marine hollow, thick-walled rudder arm structure, comprising a rudder arm body (1), characterized in that, Also includes: Multiple sets of shock-absorbing mechanisms (2) are fixedly installed on the inner wall of the main body of the rudder arm (1), and the multiple sets of shock-absorbing mechanisms (2) are arranged sequentially from the outside to the inside; The single-use strength control mechanism (3) is fixedly installed inside the main body (1) of the rudder arm and is used to control the replacement action of the shock-absorbing mechanism (2); Multiple sets of buffer action feedback mechanisms (4) are fixedly installed on multiple sets of the impact-resistant buffer mechanisms (2) and are connected to the single-use intensity control mechanism (3); The cycle number feedback mechanism (5) is fixedly installed on the single-use intensity control mechanism (3); The cycle count recording mechanism (6) is fixedly installed on the inner wall of the main body of the rudder arm (1) and is connected to the cycle count feedback mechanism (5) in a transmission manner. The shock-absorbing mechanism (2) includes a fixed plate (21) fixedly installed on the inner wall of the main body (1) of the rudder arm. Multiple hydraulic push rods (22) are symmetrically fixedly inserted on the surface of the fixed plate (21). The lower moving ends of the multiple hydraulic push rods (22) are fixedly connected to the same upper frame plate (23). Multiple spring damping rods (24) are fixedly connected to the lower side of the upper frame plate (23). The lower ends of the multiple spring damping rods (24) are fixedly connected to the same lower frame plate (25). Multiple extension rods (26) are fixedly connected to the lower end of the lower frame plate (25). The lower ends of the multiple extension rods (26) penetrate the bottom of the main body (1) of the rudder arm and are fixedly connected to the same buffer contact frame plate (27). The extension rods (26) are sealed and slidably connected to the main body (1). The single-use intensity control mechanism (3) includes a control shell (31), and a force-bearing piston (32) is sealed inside the control shell (31). Two guide slide rods (33) are fixedly connected to the rear side of the force-bearing piston (32). The end of the guide slide rod (33) away from the force-bearing piston (32) extends through and out of the rear end of the control shell (31). Two return springs (34) sleeved on the guide slide rods (33) are fixedly connected to the opposite side of the force-bearing piston (32) and the control shell (31). A trigger switch (35) is fixedly installed on the rear side of the inner wall of the control shell (31) and is opposite to the force-bearing piston (32). A venting and pressure relief mechanism (7) is installed on the front side of the upper end of the control shell (31). The buffer action feedback mechanism (4) includes a pneumatic cylinder (41) fixedly installed inside the upper frame plate (23). The pneumatic cylinder (41) is sealed with a pressurizing piston (42). The lower end of the pressurizing piston (42) is fixedly connected to a push-pull rod (43). The lower end of the push-pull rod (43) passes through the lower end of the pneumatic cylinder (41) and is fixedly connected to the inner side of the lower frame plate (25). The upper end of the pneumatic cylinder (41) is fixedly connected to the control shell (31) by an elastic air supply pipe (44). The upper side wall of the pneumatic cylinder (41) is fixedly connected to a replenishing air pipe (45). Both the elastic air supply pipe (44) and the replenishing air pipe (45) are equipped with a one-way valve (46).

2. The marine hollow thick-walled rudder arm structure according to claim 1, characterized in that, The cycle number feedback mechanism (5) includes a feedback shell (51), an intermediate shaft (52) is rotatably connected to the center of the inner wall of the feedback shell (51), a rotating plate (53) is fixedly sleeved on both ends of the intermediate shaft (52), a torsion spring (54) sleeved on the outside of the intermediate shaft (52) is fixedly connected to the opposite side of the rotating plate (53) and the feedback shell (51), a feedback switch (55) is fixedly installed on one side of the inner wall of the feedback shell (51), an arc-shaped pressing block (56) is fixedly connected to the shaft wall of the intermediate shaft (52) corresponding to the position of the feedback switch (55), a servo motor (57) is also fixedly installed on the upper end of the feedback shell (51), and the lower output end of the servo motor (57) is connected to the upper end of the intermediate shaft (52) through a synchronous connection mechanism (8).

3. The marine hollow thick-walled rudder arm structure according to claim 2, characterized in that, The cycle count recording mechanism (6) includes an encoder (61), the upper input end of the encoder (61) and the lower end of the intermediate shaft (52) are connected by a magnetic connection assembly (62).

4. A marine hollow, thick-walled, suspended rudder arm structure according to claim 1, characterized in that, The ventilation and pressure relief mechanism (7) includes a U-shaped positioning plate (71) fixedly installed on the upper end of the control shell (31). Two miniature electric actuators (72) are symmetrically fixedly inserted on the horizontal part of the U-shaped positioning plate (71). The lower moving ends of the two miniature electric actuators (72) are fixedly connected to the same sealing plug (73). The upper end of the control shell (31) is provided with a pressure relief port that matches and is inserted into the sealing plug (73).

5. A marine hollow, thick-walled rudder arm structure according to claim 2, characterized in that, The synchronous connection mechanism (8) includes a connecting round shell (81) fixedly installed at the lower output end of the servo motor (57) and a connecting round plate (82) fixedly installed at the upper end of the intermediate shaft (52). The lower end of the connecting round shell (81) is evenly fitted with multiple locking rods (83). The surface of the connecting round plate (82) is provided with locking holes (84) that match and insert with the locking rods (83). The upper ends of the multiple locking rods (83) are fixedly connected to the same lifting plate (85). The lower end of the lifting plate (85) and the bottom of the inner wall of the connecting round shell (81) are fixedly provided with multiple locking springs (86) sleeved outside the locking rods (83). The upper end of the lifting plate (85) is fixedly provided with a magnetic permanent magnet plate (87). The top of the inner wall of the connecting round shell (81) is fixedly provided with a magnetic electromagnetic plate (88) that is opposite to the magnetic permanent magnet plate (87).

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