External rudder stopping device of full-suspension rudder

Abstract

The utility model provides an external rudder stopping device of a full suspension rudder, which comprises a rudder stopping structure arranged on a full suspension rudder system, the full suspension rudder system comprises a rudder stock, a rudder stock sleeve sleeved on the outer surface of the rudder stock and a rudder blade arranged on the rudder stock, a first stopping assembly is arranged on a top plate of the rudder blade, and a second stopping assembly is arranged on the top plate of the rudder blade. A second stop assembly corresponding to the first stop assembly is arranged on a bottom plate of the rudderstock sleeve, the first stop assembly comprises a first stop plate, and the second stop assembly comprises two second stop plates which can be in contact with the first stop plate and are used for limiting the moving position of the first stop plate; the small-rudder-angle mechanical limiting device has the advantages that the maximum rotation angle of the rudder blade can be limited under the cooperation of the first stop plate and the second stop plate on the left side, so that the maximum rotation angle of the rudder blade can be mechanically limited, and the small-rudder-angle mechanical limiting device is suitable for small-rudder-angle mechanical limiting of a rotating blade type steering engine full-suspension rudder system poor in sealing performance.

Description

Technical Field

[0001] The utility model relates to the technical field of rudder stop devices, in particular to an external rudder stop device for a full-suspension rudder. Background Art

[0002] The steering device of the power steering, in addition to installing a limit switch or similar equipment to limit the maximum steering angle, also needs to be equipped with a mechanical rudder stop device so that when the limit switch fails, the steering angle can be limited to ensure the navigation safety of the ship. This angle is usually 1.5 to 2.0 degrees larger than the electronic limit angle. The commonly used steering devices at present are plunger-type steering gears and rotary vane-type steering gears. The rotary vane-type steering gear is usually equipped with a 35-degree electronic limit switch to ensure the safety of ship operation. In addition, a 45-degree electronic limit switch and a 47-degree mechanical limit are set to facilitate the ship to dismantle and When removing the propeller, it is only necessary to rotate the rudder blade without disassembling the rudder blade as a whole. However, since the tightness of the oil chamber of the rotary vane steering gear is limited by the performance of the seal and the installation accuracy of the seal, it is easy to leak oil when the oil chamber is under high pressure. Some rotary vane steering gears with poor sealing performance may even fail to stabilize the rudder under high pressure, and the rudder angle continues to increase, and even breaks through the 35-degree electronic limit, which has a very adverse effect on the ship's maneuverability and thus affects the ship's navigation safety. Therefore, it is necessary to add an external rudder stop device to this type of rotary vane steering gear with poor sealing performance.

[0003] For a semi-suspended rudder system, including a rudder blade, a rudder stock, a rudder pin, and a rudder arm, a rudder stop device is usually arranged on the outer side of the rudder stock seat of the rudder blade, and the rudder stop device cooperates with the end face of the rudder arm to limit the maximum turning angle of the rudder blade; and for a fully suspended rudder system, including a rudder blade, a rudder stock, a rudder stock sleeve, etc., for a fully suspended rudder system using a rotary vane steering gear for steering, since the mechanical limit of the rotary vane steering gear is in the steering gear oil chamber, it is impossible to arrange a rudder stop device outside the steering gear. In addition, since the fully suspended rudder blade rotates as a whole, it is impossible to arrange a rudder stop device on the outer plates on both sides of the rudder blade. Therefore, a special design is required for the external rudder stop device of this type of rudder system. In view of the above problems, the existing technology mainly provides the following solutions: making adjustments based on the steering gear control principle, increasing the adjustable automatic rudder Control the maximum angle and adjustment time so that the automatic rudder can correct a larger rudder angle; change the type of rudder, and replace the rotary vane rudder with a plunger rudder. Usually, the external mechanical limit device of the plunger rudder limits the rudder angle; the current methods of limiting the maximum rudder angle of the fully suspended rudder have many shortcomings: increasing the automatic rudder adjustment angle and adjustment time cannot fundamentally solve the problem of the fully suspended rudder system of the rotary vane rudder with poor sealing performance, and cannot absolutely and effectively limit the formation of the maximum rudder angle, and the hidden dangers to ship navigation safety still exist; compared with the rotary vane rudder, the plunger rudder is larger in size and requires a larger installation space, which increases the difficulty and time of on-site installation in the shipyard. The height of the steering gear cabin of some ships cannot even meet the installation requirements of the plunger rudder. Utility Model Content

[0004] In view of the above-mentioned shortcomings of the prior art, an object of the present invention is to provide an external rudder stop device for a fully suspended rudder, so as to solve the problem in the prior art that the formation of the maximum rudder angle cannot be absolutely and effectively limited.

[0005] In order to achieve the above purpose and other related purposes, the utility model provides the following technical solutions:

[0006] A fully suspended rudder external rudder stop device comprises a rudder stop structure installed on a fully suspended rudder system, the fully suspended rudder system comprising a rudder bar, a rudder bar sleeve sleeved on the outer surface of the rudder bar and a rudder blade installed on the rudder bar, a first stop assembly being provided on the top plate of the rudder blade, a second stop assembly being provided on the bottom plate of the rudder bar sleeve corresponding to the first stop assembly, the first stop assembly comprising a first stop plate, the second stop assembly comprising two second stop plates which can contact the first stop plate and are used to limit the moving position of the first stop plate, in this technical solution, when the rudder blade rotates to the port side, the maximum turning angle of the rudder blade can be limited by the cooperation of the first stop plate and the second stop plate on the right side, and when the rudder blade rotates to the starboard side, the maximum turning angle of the rudder blade can be limited by the cooperation of the first stop plate and the second stop plate on the left side, thereby mechanically limiting the maximum turning angle of the rudder blade.

[0007] In one embodiment of the utility model, there is a gap between the bottom plate of the rudder stock sleeve and the top plate of the rudder blade, the rudder stop structure is located in the gap area between the bottom plate of the rudder stock sleeve and the top plate of the rudder blade, and the gap between the first stop plate and the bottom plate of the rudder stock sleeve is about 15 mm, and the gap between the two second stop plates and the top plate of the rudder blade is about 15 mm.

[0008] In one embodiment of the utility model, the two second stop plates are symmetrically arranged on the bottom plate of the rudder shaft sleeve along the center line at the left and right ends of the first stop plate, and the maximum turning angle of the rudder blade can be mechanically limited when the first stop plate and the two second stop plates are used in coordination.

[0009] In one embodiment of the present invention, the left and right ends of the first stop plate are shaped like an arc with the center of the rudder bar as the circumference, the front and rear ends of the first stop plate are inclined surfaces formed by cutting a straight line passing through the center of the rudder bar, and the four corners of the first stop plate are chamfered.

[0010] In one embodiment of the present invention, the left and right ends of the two second stop plates are inclined surfaces formed by cutting using a straight line passing through the center of the rudder bar, and the four corners of the first stop plate are chamfered.

[0011] In the above technical solution, the front and rear ends of the first stop plate are arranged as inclined surfaces formed by cutting a straight line passing through the center of the rudder bar, and the left and right ends of the second stop plate are also arranged as inclined surfaces formed by cutting a straight line passing through the center of the rudder bar. This arrangement is to maximize the contact area between the first stop plate and the second stop plate, thereby ensuring the blocking effect of the two second stop plates on the first stop plate.

[0012] As described above, the external rudder stop device of a fully suspended rudder of the utility model has the following beneficial effects:

[0013] In the utility model, when the rudder blade rotates to the port side, the maximum turning angle of the rudder blade can be limited by the cooperation of the first stop plate and the second stop plate on the right side; when the rudder blade rotates to the starboard side, the maximum turning angle of the rudder blade can be limited by the cooperation of the first stop plate and the second stop plate on the left side. Therefore, the maximum turning angle of the rudder blade can be mechanically limited, which is suitable for the small rudder angle mechanical limit of the rotary vane steering gear full-suspension rudder system with poor sealing performance, thereby ensuring the navigation safety of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a front view schematic diagram showing that the external rudder stop device of the full suspension rudder disclosed in the embodiment of the utility model is installed on the full suspension rudder system;

[0015] Figure 2 It is a left side schematic diagram showing that the external rudder stop device of the full suspension rudder disclosed in the embodiment of the utility model is installed on the full suspension rudder system;

[0016] Figure 3 The figure shows a schematic top view of a first stop plate and a rudder blade in an external rudder stop device for a fully suspended rudder disclosed in an embodiment of the present utility model;

[0017] Figure 4 The figure shows a bottom view of a second stop plate and a rudder stock sleeve in an external rudder stop device for a fully suspended rudder disclosed in an embodiment of the present utility model;

[0018] Figure 5 The diagram shows a top view of the external rudder stop device of the fully suspended rudder disclosed in the embodiment of the utility model when the rudder blade rotates to the port side;

[0019] Figure 6 The diagram shows a top view of the external rudder stop device of the fully suspended rudder disclosed in the embodiment of the utility model when the rudder blade rotates to the starboard side;

[0020] Figure 7 It is a top view schematic diagram of installing a first stop plate in the external rudder stop device of a full suspension rudder disclosed in an embodiment of the utility model;

[0021] Figure 8It is a top view schematic diagram of installing the left second stop plate in the external rudder stop device of the full suspension rudder disclosed in the embodiment of the utility model;

[0022] Fig. 9 It is a top view schematic diagram of installing the right second stop plate in the external rudder stop device of the full suspension rudder disclosed in the embodiment of the utility model.

[0023] Component number description

[0024] 1. Full suspension rudder system; 101. Rudder stock; 102. Rudder stock sleeve; 103. Rudder blade; 2. First stop plate; 3. Second stop plate. DETAILED DESCRIPTION

[0025] The following specific embodiments illustrate the implementation of the present invention, and those familiar with the technology can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0026] See also Figures 1 to 4 The utility model provides an external rudder stopping device of a fully suspended rudder, comprising a rudder stopping structure installed on a fully suspended rudder system 1, the fully suspended rudder system 1 comprising a rudder stock 101, a rudder stock sleeve 102 sleeved on the outer surface of the rudder stock 101 and a rudder blade 103 installed on the rudder stock 101, there is a gap between the bottom plate of the rudder stock sleeve 102 and the top plate of the rudder blade 103, the rudder stopping structure is located in the gap area between the bottom plate of the rudder stock sleeve 102 and the top plate of the rudder blade 103, and the gap between the first stop plate 2 and the bottom plate of the rudder stock sleeve 102 is about 15 mm, and the gap between the two second stop plates 3 and the top plate of the rudder blade 103 is about 15 mm.

[0027] exist Figures 1 to 4 In the embodiment, a first stop assembly is provided on the top plate of the rudder blade 103, and a second stop assembly is provided on the bottom plate of the rudder shaft sleeve 102 corresponding to the first stop assembly. The first stop assembly includes a first stop plate 2, and the second stop assembly includes two second stop plates 3 which can contact with the first stop plate 2 and are used to limit the moving position of the first stop plate 2. The two second stop plates 3 are symmetrically arranged on the bottom plate of the rudder shaft sleeve 102 along the center line at the left and right ends of the first stop plate 2, and the maximum turning angle of the rudder blade 103 can be mechanically limited when the first stop plate 2 and the two second stop plates 3 are used in coordination.

[0028] Among them, the left and right ends of the first stop plate 2 are shaped like an arc with the center of the rudder bar 101 as the center point, the front and rear ends of the first stop plate 2 are inclined surfaces formed by cutting with a straight line passing through the center of the rudder bar 101, and the four corners of the first stop plate 2 are chamfered, the left and right ends of the two second stop plates 3 are inclined surfaces formed by cutting with a straight line passing through the center of the rudder bar 101, and the four corners of the first stop plate 2 are chamfered, by setting the front and rear ends of the first stop plate 2 to be inclined surfaces formed by cutting with a straight line passing through the center of the rudder bar 101, and setting the left and right ends of the second stop plate 3 to be inclined surfaces formed by cutting with a straight line passing through the center of the rudder bar 101, this setting is to maximize the contact area between the first stop plate 2 and the second stop plate 3, thereby ensuring the blocking effect of the two second stop plates 3 on the first stop plate 2; please refer to Figure 5 and Figure 6 When the rudder blade 103 rotates to the port side, the first stop plate 2 and the second stop plate 3 on the right side can limit the maximum turning angle of the rudder blade 103. When the rudder blade 103 rotates to the starboard side, the first stop plate 2 and the second stop plate 3 on the left side can limit the maximum turning angle of the rudder blade 103. Thus, the maximum turning angle of the rudder blade 103 can be mechanically limited.

[0029] Specifically, when the external rudder stop device of the fully suspended rudder is used, when the rudder blade 103 rotates to the port side, the first stop plate 2 contacts the second stop plate 3 on the right side, that is, the second stop plate 3 on the right side will block the first stop plate 2, thereby limiting the maximum turning angle of the rudder blade 103; when the rudder blade 103 rotates to the starboard side, the first stop plate 2 is connected to the second stop plate 3 on the left side, that is, the second stop plate 3 on the left side will block the first stop plate 2, thereby limiting the maximum turning angle of the rudder blade 103; therefore, when the first stop plate 2 is used in conjunction with the left and right second stop plates 3, the maximum turning angle of the rudder blade 103 can be mechanically limited; the external rudder stop device of the fully suspended rudder of the rotary blade steering gear can be directly welded to the fully suspended rudder system 1 when a new ship is built, or it can be installed later. The installation process without removing the rudder blade 103 is as follows. Figure 7 , Figure 8 and Fig. 9 As shown, first rotate the rudder blade 103 to the maximum angle and then weld the first stop plate 2 on the top plate of the rudder blade 103. Then rotate the rudder blade 103 to a suitable angle and successively weld the second stop plate 3 on the bottom plate of the rudder shaft sleeve 102 to complete the installation of the external rudder stop device.

[0030] In the utility model, when the rudder blade 103 rotates to the port side, the first stop plate 2 and the second stop plate 3 on the right side can limit the maximum turning angle of the rudder blade 103; when the rudder blade 103 rotates to the starboard side, the first stop plate 2 and the second stop plate 3 on the left side can limit the maximum turning angle of the rudder blade 103. Therefore, when the first stop plate 2 and the left and right second stop plates 3 are used in conjunction, the maximum turning angle of the rudder blade 103 can be mechanically limited, which is suitable for the mechanical limit of small rudder angles of the fully suspended rudder system of the rotary vane steering gear with poor sealing performance, thereby ensuring the navigation safety of the ship.

[0031] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. All equivalent modifications or changes made by those skilled in the art without departing from the spirit and technical ideas disclosed in the present invention shall still be covered by the claims of the present invention.

Claims

1. An external rudder stop device for a fully suspended rudder, comprising a rudder stop structure installed on a fully suspended rudder system (1), wherein the fully suspended rudder system (1) comprises a rudder stock (101), a rudder stock sleeve (102) sleeved on the outer surface of the rudder stock (101), and a rudder blade (103) installed on the rudder stock (101), characterized in that: A first stop assembly is provided on the top plate of the rudder blade (103), and a second stop assembly is provided on the bottom plate of the rudder shaft sleeve (102) corresponding to the first stop assembly, the first stop assembly includes a first stop plate (2), and the second stop assembly includes two second stop plates (3) that can contact the first stop plate (2) and are used to limit the moving position of the first stop plate (2).

2. The external rudder stop device of a fully suspended rudder according to claim 1, characterized in that: There is a gap between the bottom plate of the rudder stock sleeve (102) and the top plate of the rudder blade (103); the rudder stop structure is located in the gap area between the bottom plate of the rudder stock sleeve (102) and the top plate of the rudder blade (103); the gap between the first stop plate (2) and the bottom plate of the rudder stock sleeve (102) is about 15 mm; and the gap between the two second stop plates (3) and the top plate of the rudder blade (103) is about 15 mm.

3. The external rudder stop device of a fully suspended rudder according to claim 1, characterized in that: The two second stop plates (3) are symmetrically arranged on the bottom plate of the rudder shaft sleeve (102) along the center line at the left and right ends of the first stop plate (2), and the maximum rotation angle of the rudder blade (103) can be mechanically limited when the first stop plate (2) and the two second stop plates (3) are used in coordination.

4. The external rudder stop device of a fully suspended rudder according to claim 1, characterized in that: The left and right ends of the first stop plate (2) are in the shape of an arc with the center of the rudder bar (101) as the center point, the front and rear ends of the first stop plate (2) are inclined surfaces formed by cutting using a straight line passing through the center of the rudder bar (101), and the four corners of the first stop plate (2) are all chamfered.

5. The external rudder stop device of a fully suspended rudder according to claim 4, characterized in that: The left and right ends of the two second stop plates (3) are inclined surfaces formed by cutting using a straight line passing through the center of the rudder bar (101), and the four corners of the first stop plate (2) are all chamfered.

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