Tail vane control device and kayak

Abstract

The utility model discloses a tail vane control device and a kayak, the tail vane control device comprises a tail vane assembly, and the tail vane assembly comprises a tail vane, a swing mechanism, a traction mechanism and a guide wheel box; the traction mechanism comprises a steering support which is in transmission connection with the swing mechanism and the tail vane. The rotating shaft is in transmission connection with the tail vane and is used for converting circumferential rotation of the rotating shaft into longitudinal overturning action of the tail vane; the first transmission wheel sleeves the periphery of the rotating shaft and is in transmission connection with a guide wheel group in the guide wheel box; and the second transmission wheel is axially and movably sleeved on the periphery of the rotating shaft, and has a first motion state of rotating relative to the first transmission wheel, a second motion state of synchronously rotating with the first transmission wheel and the rotating shaft, and a third motion state of synchronously rotating with the steering bracket and the rotating shaft. According to the technical scheme, the purpose that the tail vane is installed on the bottom face of the ship in a freely retractable mode can be effectively achieved, the problem that the tail vane collides with the bottom of the ship in the recovery process is effectively avoided, and the overall structure is simpler and more reliable.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of boats and ships, especially to a stern rudder control device and a kayak. BACKGROUND

[0002] The tail of the kayak is usually provided with a stern rudder, which is mainly used for steering the kayak by swinging the stern rudder. There are two main ways to set the stern rudder at present. One is to install the stern rudder on the tail of the ship body through a fixed frame, which can swing horizontally. When in use, it can swing left and right, and when not in use, it is always in a suspended state. The other is also installed on the tail of the ship body, which can also swing horizontally, but can also be flipped backward to hang on the stern when not in use.

[0003] Referring to the US patent with the patent publication number US20210129969A1, "a stern rudder control system and a kayak", the stern rudder control system comprises: a stern rudder assembly, including a stern rudder, a swinging mechanism for driving the stern rudder to rotate horizontally, a traction mechanism for driving the stern rudder to flip longitudinally and be stored, a guide wheel box for driving the swinging mechanism and the stern rudder to reset; two footrest assemblies, respectively connected to the swinging mechanism through a steering traction line for driving the swinging mechanism to act; a transmission assembly, including a first transmission wheel around which a transmission traction line is arranged, and a second transmission wheel around which a flip traction line is arranged, and the second transmission wheel is driven by the first transmission wheel, the flip traction line is connected to the traction mechanism, and the transmission traction line is connected to the guide wheel box; a hand control assembly for driving the transmission traction line to act.

[0004] This patent can effectively achieve the technical purpose of installing the stern rudder on the bottom surface of the ship and avoid the collision between the stern rudder and the bottom of the ship during the recovery process, but the overall structure is relatively complex, especially the associated structure of the stern rudder swing and the stern rudder flip needs to be further optimized. UTILITY MODEL CONTENTS

[0005] In view of the above problems in the prior art, the present application provides a stern rudder control device and a kayak, which can effectively achieve the purpose of installing the stern rudder on the bottom surface of the ship and effectively avoid the problem of collision between the stern rudder and the bottom of the ship during the recovery process, and the overall structure is more simple and reliable, so as to overcome at least one of the above technical defects.

[0006] The specific technical solutions are as follows:

[0007] A stern rudder control device is applied to a ship, which comprises a stern rudder assembly, the stern rudder assembly comprising a stern rudder, a swinging mechanism for driving the stern rudder to rotate left and right, a traction mechanism for driving the stern rudder to flip longitudinally and be stored in the bottom of the ship, and a guide wheel box for driving the swinging mechanism and the stern rudder to reset to the initial position; the traction mechanism comprises:

[0008] Steering bracket, with transmission connection to swing mechanism and lower end hinged to tail rudder;

[0009] The pivot shaft extends at least partially into the steering bracket, and the lower end of the pivot shaft is connected to the tail rudder to convert its own circumferential rotation into the longitudinal flipping action of the tail rudder.

[0010] The first transmission wheel is fitted around the outer circumference of the rotating shaft and is connected to the guide wheel assembly in the guide wheel box. The first transmission wheel has a rotation path, and at least part of the rotation path has an inclined surface.

[0011] The second drive wheel is axially movable and fitted around the outer periphery of the shaft. The second drive wheel is at least partially located within the rotation path, so that the second drive wheel has a first motion state in which it can rotate relative to the first drive wheel along the rotation path and move axially along the shaft. The second drive wheel also has a second motion state in which it rotates synchronously with the first drive wheel and the shaft, and a third motion state in which it rotates synchronously with the steering bracket and the shaft.

[0012] Furthermore, in the first motion state, the first transmission wheel drives the guide wheel group to move, causing the tail rudder and swing mechanism to return to their initial positions; in the second motion state, the first transmission wheel drives the second transmission wheel and the shaft to move, causing the tail rudder to flip; in the third motion state, the swing mechanism drives the steering bracket, the second transmission wheel, the shaft, and the tail rudder to move, causing the tail rudder to rotate left and right.

[0013] Preferably, the upper end of the steering bracket has at least one slot, and the second drive wheel has a number of protrusions that are matched in shape to the slot. Each protrusion is detachably locked in the slot, and allows the protrusion to disengage from the slot when rotating in a first direction relative to the slot, and to cause the second drive wheel to rotate synchronously with the steering bracket when rotating in a second direction relative to the slot.

[0014] Preferably, one side of the slot has a first inclined surface, and the protrusion has a second inclined surface that matches the first inclined surface, so as to allow the protrusion to disengage from the slot upward along the first inclined surface.

[0015] Preferably, the guide wheel box is also provided with an elastic element, the lower end of which abuts against the upper end face of the second drive wheel and provides a downward elastic force to the second drive wheel to cause the second drive wheel to move from the position of the second motion state to the position of the third motion state.

[0016] Preferably, the lower end of the shaft has a gear, the upper end of the tail rudder has an arcuate groove for accommodating the gear, and the opposite sides of the tail rudder are hinged to the steering bracket. At least one side of the arcuate groove has an arcuate rack structure that meshes with the gear, so that the circumferential rotation of the shaft and the gear is converted into the longitudinal flipping action of the tail rudder.

[0017] Preferably, the first transmission wheel has a through hole in the middle for passing through the shaft, the rotation path is a groove opened on the inner side wall of the through hole, and the outer periphery of the second transmission wheel has a transmission block disposed in the groove. In the first motion state, the transmission block rotates from the first end of the groove to the second end of the groove, and the horizontal height of the second end is greater than the horizontal height of the first end.

[0018] Preferably, the swing mechanism includes a steering swing arm fitted outside the steering bracket, a swing arm column fixed to the lower sides of both ends of the steering swing arm, and a guide wheel assembly including four swing gears. Every two swing gears form a gear set, and the two gear sets are arranged on the left and right sides of the steering swing arm. The two swing gears in each gear set mesh with each other and are connected to the outer periphery of the first transmission wheel through a transmission gear. The lower end face of each swing gear has a convex surface for abutting against the swing arm column and returning the steering swing arm to its original position during rotation.

[0019] Preferably, it also includes a hand control component and two foot pedal components. The hand control component is connected to the first transmission wheel via a transmission traction line to drive the first transmission wheel to rotate. The two foot pedal components are each connected to the swing mechanism via a steering traction line to drive the swing mechanism to move.

[0020] Preferably, the first end of the groove also forms a notch, and when the transmission block moves into the notch, the protrusion of the second transmission wheel is engaged in the slot of the steering bracket.

[0021] This utility model also provides a kayak, including a hull and a tail rudder control device as described above. The foot pedal component and hand control component of the tail rudder control device are both fixedly mounted on the inner side wall of the hull. The tail rudder component of the tail rudder control device is installed at the stern of the hull. The tail rudder of the tail rudder component can be flipped downward to extend out of the bottom surface of the hull and flipped upward to be stored in the hull.

[0022] The beneficial effects of the above technical solution are as follows:

[0023] (1) The tail rudder control device includes a tail rudder assembly, which includes a tail rudder, a swing mechanism, a traction mechanism, and a guide wheel box. The traction mechanism includes a steering bracket, a rotating shaft, a first transmission wheel, and a second transmission wheel. The second transmission wheel and the first transmission wheel form a clutch structure so that the second transmission wheel has three motion states and can switch the linkage state between the components in the switching of the three motion states. This enables the tail rudder and swing mechanism to reset, the tail rudder to flip, and the tail rudder to turn left and right. It can effectively achieve the purpose of freely mounting the tail rudder on the bottom of the boat and effectively avoid the problem of the tail rudder hitting the bottom of the boat during the recovery process. The overall structure is simpler and more reliable.

[0024] (2) When the tail rudder touches an obstacle, it flips up and retracts, which will drive the shaft and the second drive wheel to rotate synchronously. The protrusion rotates in the first direction and disengages from the slot, preventing the steering bracket from rotating left and right. After moving away from the obstacle, the tail rudder can return to the state where the protrusion is inserted into the slot, so that the tail rudder can flip up and retract when it touches an obstacle to avoid damage. After moving away from the obstacle, it returns to the working state, which is safer and more reliable. Attached Figure Description

[0025] Figure 1 This is a perspective view of the tail rudder control device of this utility model;

[0026] Figure 2 The three-dimensional view of the tail rudder assembly in the tail rudder control device of this utility model Figure 1 ;

[0027] Figure 3 The three-dimensional view of the tail rudder assembly in the tail rudder control device of this utility model Figure 2 ;

[0028] Figure 4 The explosion of the tail rudder assembly in the tail rudder control device of this utility model Figure 1 ;

[0029] Figure 5 The explosion of the tail rudder assembly in the tail rudder control device of this utility model Figure 2 ;

[0030] Figure 6 This is a perspective view of the traction mechanism in the tail rudder control device of this utility model;

[0031] Figure 7 This is a perspective view of the first transmission wheel in the tail rudder control device of this utility model;

[0032] Figure 8 The three-dimensional representation of the second transmission wheel in the tail rudder control device of this utility model Figure 1 ;

[0033] Figure 9 The three-dimensional representation of the second transmission wheel in the tail rudder control device of this utility model Figure 2 ;

[0034] Figure 10 This is a perspective view of the steering bracket in the tail rudder control device of this utility model;

[0035] Figure 11 This is a schematic diagram of the tail rudder control device of this utility model after omitting the foot pedal assembly. Figure 1 ;

[0036] Figure 12 This is a schematic diagram of the tail rudder control device of this utility model after omitting the foot pedal assembly. Figure 2 ;

[0037] Figure 13 This is a schematic diagram of the tail rudder control device of this utility model after omitting the foot pedal assembly. Figure 3 ;

[0038] Figure 14 This is a schematic diagram of the tail rudder control device of this utility model after omitting the foot pedal assembly. Figure 4 ;

[0039] Figure 15 This is a perspective view of the kayak of this utility model. Detailed Implementation

[0040] To make the technical means, creative features, objectives and effects of this utility model easy to understand, the following embodiments are described in detail with reference to the accompanying drawings.

[0041] Example 1,

[0042] See Figures 1 to 9 As shown in the figure, the rudder control device provided in this embodiment is applied in a boat and includes a rudder assembly 10. The rudder assembly 10 includes a rudder 1, a swing mechanism 4 for driving the rudder 1 to rotate left and right, a traction mechanism for driving the rudder 1 to rotate longitudinally to be housed at the bottom of the boat, and a guide wheel box for driving the swing mechanism 4 and the rudder 1 to return to their initial positions. The traction mechanism includes:

[0043] Steering bracket 2, transmission connection to swing mechanism 4 and lower end hinged to tail rudder 1;

[0044] The pivot 3 extends at least partially into the steering bracket 2, and the lower end of the pivot 3 is connected to the tail rudder 1 to convert its own circumferential rotation into the longitudinal flipping action of the tail rudder 1.

[0045] The first transmission wheel 5 is fitted around the outer periphery of the rotating shaft 3 and is connected to the guide wheel assembly 7 inside the guide wheel box. The first transmission wheel 5 has a rotation path 51, and the rotation path 51 has at least a partial inclined surface.

[0046] The second transmission wheel 6 is axially movable and fitted around the outer periphery of the rotating shaft 3. The second transmission wheel 6 is at least partially located within the rotation path 51, so that the second transmission wheel 6 has a first motion state in which it can rotate relative to the first transmission wheel 5 along the rotation path 51 and move axially along the rotating shaft 3. The second transmission wheel 6 also has a second motion state in which it rotates synchronously with the first transmission wheel 5 and the rotating shaft 3, and a third motion state in which it rotates synchronously with the steering bracket 2 and the rotating shaft 3.

[0047] Furthermore, in the first motion state, the first transmission wheel 5 drives the guide wheel group 7 to move, thereby causing the tail rudder 1 and the swing mechanism 4 to return to their initial positions; in the second motion state, the first transmission wheel 5 drives the second transmission wheel 6 and the rotating shaft 3 to move, thereby causing the tail rudder 1 to flip; in the third motion state, the swing mechanism 4 drives the steering bracket 2, the second transmission wheel 6, the rotating shaft 3, and the tail rudder 1 to move, thereby causing the tail rudder 1 to rotate left and right.

[0048] Based on the above technical solution, the tail rudder control device includes a tail rudder assembly 10, which includes a tail rudder 1, a swing mechanism 4, a traction mechanism, and a guide wheel box. The traction mechanism includes a steering bracket 2, a rotating shaft 3, a first transmission wheel 5, and a second transmission wheel 6. The second transmission wheel 6 and the first transmission wheel 5 form a clutch structure, so that the second transmission wheel 6 has three motion states. The linkage state between the components can be switched during the switching of the three motion states, thereby realizing the reset action of the tail rudder 1 and the swing mechanism 4, the flipping action of the tail rudder 1, and the left and right rotation of the tail rudder 1. It can effectively realize the purpose of freely mounting the tail rudder 1 on the bottom of the boat, and effectively avoid the problem of the tail rudder 1 hitting the bottom of the boat during the recovery process. Moreover, the overall structure is simpler and more reliable.

[0049] In a preferred embodiment, specifically as follows: Figure 9 and Figure 10 As shown, the upper end of the steering bracket 2 has at least one slot 21. The second drive wheel 6 has a number of protrusions 61 that are matched in shape to the slot 21. Each protrusion 61 is detachably engaged in the slot 21, allowing the protrusion 61 to disengage from the slot 21 when rotating in a first direction relative to the slot 21 and to cause the second drive wheel 6 to rotate synchronously with the steering bracket 2 when rotating in a second direction relative to the slot 21. Furthermore, one side of the slot 21 has a first inclined surface 22, and the protrusion 61 has a second inclined surface 62 that matches the first inclined surface 22, allowing the protrusion 61 to disengage upwards from the slot 21 along the mating second inclined surface 62 and the first inclined surface 22. Specifically, in conjunction with... Figure 9 and Figure 10 As shown, from a top-down view, the first direction is clockwise around the axis of rotation 3, and the second direction is counterclockwise around the axis of rotation 3, but it is not limited to this. In this embodiment, the number of slots 21 and protrusions 61 is one, but obviously they can be symmetrically arranged into two groups or evenly arranged into multiple groups, and the inclined surface is set to the same direction as the first direction.

[0050] In practical applications, during normal navigation, if the stern rudder 1 encounters a reef or other obstacle and flips upwards to retract, it will cause the pivot 3 and the second transmission wheel 6 to rotate synchronously. During this process, the protrusion 61 rotates in the first direction and disengages from the slot 21, preventing the steering bracket 2 from rotating left or right. After moving away from the reef or obstacle, the stern rudder 1 returns to its original position under its own weight or the action of the second transmission wheel 6 and other elastic components, with the protrusion 61 locked into the slot 21. In other words, this design allows the stern rudder 1 to partially flip upwards and retract when it encounters an obstacle, avoiding damage, and returns to its working state after moving away from the obstacle, making it safer and more reliable.

[0051] As a further preferred embodiment, combined with Figure 6 As shown, an elastic element 8 is also provided inside the guide wheel box. The lower end of the elastic element 8 abuts against the upper end face of the second transmission wheel 6 and provides a downward elastic force to the second transmission wheel 6, so as to cause the second transmission wheel 6 to move from the position of the second movement state to the position of the third movement state. Specifically, the elastic element 8 is a spring and is sleeved on the outside of the rotating shaft 3, but obviously one or more rubber elastic pillars can also be used to achieve the same effect.

[0052] In a preferred embodiment, specifically as follows: Figure 4 and Figure 6 As shown, the lower end of the shaft 3 has a gear 31, and the upper end of the tail rudder 1 has an arcuate groove 11 for accommodating the gear 31. The opposite sides of the tail rudder 1 are hinged to the steering bracket 2. At least one side of the arcuate groove 11 has an arcuate rack structure 12 that meshes with the gear 31, so that the circumferential rotation of the shaft 3 and the gear 31 is converted into the longitudinal flipping action of the tail rudder 1.

[0053] In a preferred embodiment, specifically as follows: Figures 7 to 9 As shown, the first transmission wheel 5 has a through hole 56 in the middle for the shaft 3 to pass through. The rotation path 51 is a groove formed on the inner wall of the through hole 56. The outer periphery of the second transmission wheel 6 has a transmission block 63 disposed in the groove. In the first movement state, the transmission block 63 rotates from the first end 53 of the groove to the second end 54 of the groove, and the horizontal height of the second end 54 is greater than the horizontal height of the first end 53. That is, during this movement, because at least part of the groove is inclined (e.g., Figure 7 The position 52 is indicated in the text, but the groove can also be designed as an inclined groove, causing the height of the transmission block 63 to change. Correspondingly, the second transmission wheel 6 rises axially along the rotating shaft 3, and when the transmission block 63 is at the first end 53, the protrusion 61 provided below the second transmission wheel 6 is inserted into the slot 21 of the rotating bracket, so that the second transmission wheel 6 is in the third motion state.

[0054] In a preferred embodiment, specifically as follows: Figures 2 to 6As shown, the swing mechanism 4 includes a steering swing arm 41 fitted outside the steering bracket 2 and a swing arm column 42 fixed to the lower sides of both ends of the steering swing arm 41. The guide wheel group 7 includes four swing gears 71. Every two swing gears 71 form a gear group, and the two gear groups are arranged on the left and right sides of the steering swing arm 41. The two swing gears 71 in each gear group mesh with each other and are connected to the outer periphery of the first transmission wheel 5 through a transmission gear 72. The lower end face of each swing gear 71 has a convex surface 73 for abutting against the swing arm column 42 and returning the steering swing arm 41 to its original position during rotation.

[0055] As a further preferred embodiment, the tail rudder control device also includes a hand control component 30 and two foot pedal components 20. The hand control component 30 is connected to the first transmission wheel 5 via a transmission traction line 50 to drive the first transmission wheel 5 to rotate. The two foot pedal components 20 are respectively connected to the swing mechanism 4 via a steering traction line 40 to drive the swing mechanism 4 to move.

[0056] Specifically, in combination Figure 1 As shown, when the manual control component 30 drives the transmission traction line 50 to move, the first transmission wheel 5 moves. Then, two steps are performed: a pre-step and a subsequent step. The pre-step is as follows: the first transmission wheel 5 rotates no more than the arc length of the groove. During this stage, the transmission block 63 of the second transmission wheel 6 moves from the first end 53 of the groove to the second end 54. Under the action of the inclined surface of the groove, the second transmission wheel 6 is synchronously lifted longitudinally along the axis of the rotating shaft 3. During this stage, due to the movement of the first transmission wheel 5 and the transmission traction line 50, the transmission is further transmitted to the guide wheel assembly 7 in the guide wheel box, causing it to move. This resets the rudder 1, which has shifted left and right due to use. The subsequent step is as follows: after the first transmission wheel 5 moves to the second end 54 of the groove and abuts against the side wall of the groove, it continues to rotate, synchronously driving the second transmission wheel 6 to rotate. This drives the rotating shaft 3 to move, and the rudder 1 is longitudinally flipped and stored at the bottom of the boat by the meshing gear 31 and the arc-shaped rack structure 12. This allows the manual control component 30 to sequentially complete the horizontal and longitudinal reset of the tail rudder 1, effectively preventing the tail rudder 1 from colliding with the bottom of the boat during recovery. Furthermore, in the initial step, the four aligning gears 71 rotate, and after the convex surfaces 73 of two of the aligning gears 71 abut against the rocker arm column 42, they further rotate and reset the steering rocker arm 41 to its initial position.

[0057] In a preferred embodiment, the first end 53 of the groove also forms a notch 55, and when the transmission block 63 moves into the notch 55, the protrusion 61 of the second transmission wheel 6 is engaged in the slot 21 of the steering bracket 2. That is, in this state, the second transmission wheel 6 is at its downward travel limit position for axial movement along the shaft 3, and when the tail rudder 1 encounters an obstacle and flips upward, the shaft 3 rotates accordingly and carries the second transmission wheel 6 upward out of the steering bracket 2, while the transmission block 63 can disengage from the notch 55 and rotate along the groove. Furthermore, the lower end face of the transmission block 63 has a third inclined surface 64 adapted to the inclined surface in the groove, and the top surface inside the notch has a fourth inclined surface, and the upper end face of the transmission block 63 has a fifth inclined surface 65 adapted to the fourth inclined surface, so as to allow the transmission block 63 to move into the notch or out of the notch 55.

[0058] Further reading Figures 11 to 14 As shown in the figure, and to show the routing direction of the drive traction line 50, some parts of the figure are shown in perspective. Figure 11 The image shows tail rudder 1 in a left-right swinging position. Figure 12 and Figure 13 The image shows the tail rudder 1 returned to its initial position in the horizontal direction. Figure 14 The image shows the tail rudder 1 retracted further upwards in the longitudinal direction.

[0059] Furthermore, the structure and usage logic of the foot pedal component 20 and the hand control component 30 mentioned above are basically the same as those of the existing solutions, so they are omitted here.

[0060] Example 2,

[0061] Combination Figure 15 As shown in the figure, the kayak provided in this embodiment includes a hull 60 and a tail rudder control device as described in the first embodiment above. The foot pedal component 20 and the hand control component 30 of the tail rudder control device are both fixedly mounted on the inner side wall of the hull 60. The tail rudder component 10 of the tail rudder control device is installed at the stern of the hull 60. The tail rudder 1 of the tail rudder component 10 can be flipped downward to extend out of the bottom surface of the hull 60 and flipped upward to be stored inside the hull 60.

[0062] The above description is merely a preferred embodiment of the present utility model and is illustrative rather than restrictive. Those skilled in the art will understand that many changes, modifications, and even equivalents can be made within the spirit and scope defined by the claims of the present utility model, all of which will fall within the protection scope of the present utility model.

Claims

1. A tail rudder control device applied to a ship, comprising a tail rudder assembly (10), the tail rudder assembly (10) comprising a tail rudder (1), a swing mechanism (4) for driving the tail rudder (1) to swing left and right, a traction mechanism for driving the tail rudder (1) to longitudinally flip to be stored in the bottom of the ship, a guide wheel box for driving the swing mechanism (4) and the tail rudder (1) to reset to the initial position; characterized in that, The traction mechanism comprises: a steering support (2) which is connected to the swing mechanism (4) and is hingedly connected to the tail rudder (1) at the lower end; a rotating shaft (3) which is at least partially inserted into the steering support (2) and is connected to the tail rudder (1) at the lower end to convert the circumferential rotation of the rotating shaft (3) into the longitudinal flipping action of the tail rudder (1); a first transmission wheel (5) which is sleeved on the outer periphery of the rotating shaft (3) and is connected to the guide wheel set (7) in the guide wheel box, and a rotating path (51) is formed in the first transmission wheel (5), and the rotating path (51) is at least partially formed with an inclined surface; a second transmission wheel (6) which is axially movably sleeved on the outer periphery of the rotating shaft (3) and is at least partially located in the rotating path (51), so that the second transmission wheel (6) has a first movement state capable of rotating along the rotating path (51) relative to the first transmission wheel (5) and moving axially along the rotating shaft (3), and the second transmission wheel (6) also has a second movement state of synchronously rotating with the first transmission wheel (5) and the rotating shaft (3) and a third movement state of synchronously rotating with the steering support (2) and the rotating shaft (3); and in the first movement state, the guide wheel set (7) is driven by the first transmission wheel (5) to move to reset the tail rudder (1) and the swing mechanism (4) to the initial position; in the second movement state, the second transmission wheel (6) and the rotating shaft (3) are driven by the first transmission wheel (5) to move to flip the tail rudder (1); in the third movement state, the steering support (2), the second transmission wheel (6), the rotating shaft (3), and the tail rudder (1) are driven by the swing mechanism (4) to move to rotate the tail rudder (1) left and right.

2. The tailfin control device of claim 1, wherein At least one notch (21) is formed at the upper end of the steering support (2), the second transmission wheel (6) has a number of protrusions (61) which are adapted to the shape of the notches (21), each of the protrusions (61) is detachably clamped in the notches (21), and the protrusions (61) are allowed to be detached from the notches (21) when rotating in the first direction relative to the notches (21) and to synchronously rotate with the steering support (2) when rotating in the second direction relative to the notches (21).

3. The tailfin control device of claim 2, wherein, A first inclined surface (22) is formed on one side of the notches (21), and a second inclined surface (62) is formed on the protrusions (61) which is adapted to the first inclined surface (22) to allow the protrusions (61) to be detached from the notches (21) along the first inclined surface (22).

4. The tailfin control device of claim 1, wherein An elastic member (8) is further arranged in the guide wheel box, the lower end of the elastic member (8) abuts against the upper end surface of the second transmission wheel (6) and provides downward elastic force to the second transmission wheel (6) to move the second transmission wheel (6) from the position in the second movement state to the position in the third movement state.

5. The tailfin control device of claim 1, wherein The lower end of the rotating shaft (3) is provided with a gear (31), the upper end of the tail rudder (1) is provided with an arc-shaped slot (11) for accommodating the gear (31), and the opposite sides of the tail rudder (1) are hingedly connected to the steering support (2); at least one side of the arc-shaped slot (11) is provided with an arc-shaped rack structure (12) engaged with the gear (31), so as to convert the circumferential rotation of the rotating shaft (3) and the gear (31) into the longitudinal flipping action of the tail rudder (1).

6. The tailfin control device of claim 3, wherein The middle part of the first transmission wheel (5) is provided with a through hole (56) for passing through the rotating shaft (3), the rotating path (51) is a groove formed on the inner side wall of the through hole (56), and the outer periphery of the second transmission wheel (6) is provided with a transmission block (63) arranged in the groove; in the first movement state, the transmission block (63) is rotated from the first end (53) of the groove to the second end (54) of the groove, and the horizontal height of the second end (54) is higher than that of the first end (53).

7. The tailfin control device of claim 1, wherein The swinging mechanism (4) comprises a steering swing arm (41) sleeved on the steering support (2) and a swing arm column (42) fixedly connected to the lower side surfaces of the two ends of the steering swing arm (41); the guide wheel set (7) comprises four swing gears (71), each two of the swing gears (71) form a gear set, and the two gear sets are arranged on the left and right sides of the steering swing arm (41); the two swing gears (71) in each gear set are engaged and jointly connected to the outer periphery of the first transmission wheel (5) through a transmission gear (72); and the lower end surface of each swing gear (71) is provided with a convex surface (73) for abutting against the swing arm column (42) during rotation and resetting the steering swing arm (41).

8. The tailfin control device of claim 6, wherein, The hand control assembly (30) and the two pedal assemblies (20) are further included; the hand control assembly (30) is drivingly connected to the first transmission wheel (5) through a transmission traction line (50) to drive the rotation of the first transmission wheel (5); and the two pedal assemblies (20) are respectively drivingly connected to the swinging mechanism (4) through a steering traction line (40) to drive the swinging mechanism (4) to act.

9. The tailfin control device of claim 8, wherein, The first end (53) of the groove is further provided with a notch groove (55), and when the transmission block (63) moves into the notch groove (55), the protrusion (61) of the second transmission wheel (6) is clamped in the notch (21) of the steering support (2).

10. A kayak comprising a hull (60), characterized in that The tail rudder control device as claimed in any one of claims 1 to 9 is further included, the pedal assembly (20) and the hand control assembly (30) of the tail rudder control device are fixedly arranged on the inner side wall of the hull (60), the tail rudder assembly (10) of the tail rudder control device is mounted on the tail part of the hull (60), and the tail rudder (1) of the tail rudder assembly (10) can be flipped downward to extend out of the bottom surface of the hull (60) and flipped upward to be accommodated in the hull (60).

Images