JP5483976B2 - Rotary vane steering machine - Google Patents

Description

  The present invention relates to a rotary vane steering machine, and more particularly to a technology of a collecting valve and a hydraulic system.

  Conventional steering machines include ram type and piston type hydraulic steering machines, for example, ram type hydraulic steering machines as shown in FIG. In this steering machine 1, when the rod 3 of the ram type hydraulic actuators (Actuators) 2 a and 2 b is driven to reciprocate in the axial direction, the rudder handle 4 swings to rotate the rudder shaft 5 around the axial center. . Hydraulic pump units 6a and 6b are connected to the left and right hydraulic actuators 2a and 2b, respectively.

  In this configuration, the hydraulic actuators 2a and 2b are ram type, and a gland seal can be adopted as a hydraulic seal of the cylinder, so that high pressure hydraulic oil can be adopted. Therefore, the steering actuator 1 can be driven by operating the hydraulic actuator 2 with a small amount of hydraulic oil. For this reason, the hydraulic pump unit 6 can employ a closed cycle hydraulic circuit using an axial pump.

  In this closed-cycle hydraulic circuit, for example, at the time of surface rudder, hydraulic oil is sent from one hydraulic pump unit 6a to one hydraulic actuator 2a through the hydraulic oil pipe 7a. Then, the hydraulic oil returns from the other hydraulic actuator 2b through the hydraulic oil pipe 8b to the suction side of the hydraulic pump of one hydraulic pump unit 6a.

  When the other hydraulic pump unit 6b is used, the hydraulic oil is sent from the other hydraulic pump unit 6b to the one hydraulic actuator 2a through the hydraulic oil pipe 8a. Then, the hydraulic oil returns from the other hydraulic actuator 2b to the suction side of the hydraulic pump of the other hydraulic pump unit 6b through the hydraulic oil pipe 7b.

  As another steering machine, there is a rotary vane steering machine as shown in FIG. A hydraulic actuator (Actuator) 12 of the rotary vane steering machine 11 includes a rotor 14 in a housing 13, a movable vane 15 integral with the rotor 14, and a segment 16 integral with the housing 13. A plurality of hydraulic oil chambers 17 partitioned by a movable vane 15 and a segment 16 are formed between the outer peripheral surface and the inner peripheral surface of the housing 13. A ring seal 19 is disposed between the top cover 18 and the rotor 14, a horizontal seal 20 and a vertical seal 21 are mounted on the movable vane 15, and a vertical seal 28 is mounted on the segment 16. Is connected to a hydraulic pump unit 22.

  In this configuration, hydraulic oil is fed to the hydraulic oil chamber 17 and hydraulic pressure is applied to the movable vane 15 to rotationally drive the rotor 14. Since each of the above-described seals uses a flat seal made of a polymer material, the hydraulic pressure cannot be increased and the amount of hydraulic oil increases.

  Therefore, a low-pressure and large-capacity hydraulic pump is used for the hydraulic pump unit 22, and an open cycle type is used for the hydraulic circuit. Another reason for adopting an open cycle hydraulic circuit is that residue is generated due to deterioration of each seal made of a polymer material. Therefore, in order to remove the residue from the sealed hydraulic oil chamber 17, an open cycle hydraulic circuit is used. The hydraulic circuit is convenient in terms of handling.

  As shown in FIG. 15, a conventional hydraulic pump unit 22 forming an open cycle system is equipped with a hydraulic pump 24 inside an oil tank 23, and a control valve 25 is installed on the oil tank 23. A connecting pipe 27 is provided between the auto-lock valve 26 attached to the actuator 12 and the control valve. Note that the control hydraulic pressure required to operate the control valve 25 is obtained from the outlet of the hydraulic pump 24, and hydraulic pressure is always generated at the outlet.

  The control valve 25 operates according to a steering command instructed from a control device (not shown), that is, corresponding to each of the stop, left steering, and right steering commands, and controls the flow of hydraulic oil sent from the hydraulic pump 24. Then, oil is fed to the hydraulic actuator 12.

  The auto-lock valve 26 automatically closes the port by the check valve action when the control valve 25 is in a neutral state and hydraulic oil is no longer sent to the hydraulic actuator 12, and the hydraulic oil chamber 17 of the hydraulic actuator 12. In addition to having the function of preventing oil from escaping from the port, when the hydraulic actuator 12 is turned by the force of the water flow acting on the rudder, the port is closed and the force against the water flow is maintained. It has a function to do.

JP2008-37187

  In the above configuration, in a state where the rudder position is held at a certain rudder angle, the control valve 25 is in a neutral state in which the valve is in a neutral position, and the auto-lock valve 26 closes all the ports. Since the control valve 25 and the auto-lock valve 26 are separately provided in the hydraulic pump unit 22 and the hydraulic actuator 12, when the control valve 25 is in a neutral state, the hydraulic pump unit 22 supplies the control valve 25 with the hydraulic pump 24. The working oil to be oiled is returned from the control valve 25 to the oil tank 23 without exiting the control valve 25, and the working oil circulates in the hydraulic pump unit 22.

  The hydraulic pump 24 always generates the control hydraulic pressure necessary for operating the control valve 25 with respect to the total amount of hydraulic oil. For this reason, when the hydraulic oil circulates in the hydraulic pump unit 22, the heat generated in the mechanism that generates the control hydraulic pressure is stored in the hydraulic oil in the oil tank 23, and the temperature of the hydraulic oil rises. There is a possibility that the operation of the hydraulic actuator 12 by the hydraulic oil may be hindered when controlling the pressure. Further, since the connecting pipe 27 between the control valve 25 and the auto-lock valve 26 is used for both oil feeding and return oil applications, the connecting pipe 27 requires a high-pressure pipe.

  By the way, the rotary vane steering machine employs a polymer material as a sealing material, and the hydraulic oil needs to be used at a low pressure, and the hydraulic oil amount is large. Such a low pressure and large oil level rotary vane steering hydraulic system cannot use various valves of standard high pressure and low oil level standard hydraulic products, and the hydraulic pump is also of a type that supplies a large amount of oil. Use things. The hydraulic circuit is an open cycle type.

Hydraulic circuit of an open cycle, using hydraulic pressure 40 kg / cm 2 60 kg ^/ in the range of cm ² realized necessary and sufficient function required as a rotary vane steering gear by employing a control valve and an auto lock valve of a large capacity We were able to.

By the way, recently, the performance of the polymer material as the sealing material has been improved, and the working oil pressure has been increased from 80 kg / cm ^{2 to} 100 kg / by improving the cross-sectional shape of the sealing material and improving the hydraulic system of the sealing oil supplied to the sealing material. It became possible to increase to cm ² .

However, in the hydraulic circuit of the conventional open-cycle, when the use hydraulic and ^{80kg / cm 2 ~100kg / cm 2} , can not cope with sudden load change and the steering characteristic of the negative torque generated in the steering, chattering And the occurrence of the water hammer phenomenon cannot be prevented. Treble and vibration caused by these phenomena are not only anxiety in use but also a problem in maintenance.

  In order to prevent this phenomenon, in an open cycle hydraulic circuit, it is necessary to provide a back pressure by providing an orifice or a flow rate adjusting check valve at the hydraulic oil outlet portion from the hydraulic actuator 12.

  However, in a conventional open-cycle hydraulic circuit, when using a solenoid valve, control valve, auto-lock valve, flow adjustment check valve and safety valve in combination with each element valve based on a manifold, separate flow adjustment reverse flow Providing a stop valve inevitably increases the size and complexity, resulting in an unstable configuration.

  In other words, in a closed-cycle hydraulic circuit with a high pressure and a small oil amount, each element valve can be connected and combined with the manifold, but the manifold corresponding to the large oil amount has a large and complicated internal passage. A configuration in which element valves such as a safety valve and a regulating valve are mounted on the manifold inevitably increases in size and complexity and becomes an unstable configuration.

  Furthermore, in an open cycle hydraulic circuit that drives a steering gear, there are instantaneous fluctuations in the magnitude of the load generated in the rudder, fluctuations in hydraulic oil pressure due to changes in the load direction, and changes in hydraulic direction. Acts on the valve. For this reason, if there is no buffering volume due to piping or the like between the valves, the oil pressure fluctuation and the change in the direction of the oil pressure are not absorbed in a buffer manner, and each valve is affected interactively and the operation is not performed. There was a problem that it was likely to become unstable.

  Further, in the conventional open cycle hydraulic circuit, the pilot hydraulic pressure required to operate the control valve 25 is taken from the hydraulic oil discharge line of the hydraulic hydraulic pump 24. As a result, the operation of the control valve 25 is likely to be unstable, and the instability may affect the instability of the operation of other auto-lock valves 26 and the like.

  For this reason, in an open cycle hydraulic circuit, each element valve is arranged separately, and an orifice is adopted without using a flow rate adjustment check valve. However, when the orifice is disposed, the hydraulic fluid flows in both the forward and reverse directions in the orifice, so that back pressure can be applied to the hydraulic fluid flowing in the forward direction, that is, the hydraulic fluid exiting from the hydraulic actuator 12. The hydraulic oil that flows in the opposite direction, that is, the hydraulic oil that enters the hydraulic actuator 12, becomes a resistance and the output as the steering gear decreases. Therefore, in order to obtain a rated output, it is necessary to employ a steering machine with a higher output.

  The present invention solves the above-mentioned problems, can suppress the temperature rise of the hydraulic oil stored in the oil tank, and has a system configuration with less pressure loss by incorporating each element valve inside the integral valve block. An object of the present invention is to provide a rotary vane steering machine having a collecting valve that can exhibit strong and stable performance.

In order to solve the above-described problems, a rotary vane steering machine according to the present invention includes a rotary vane provided with an open cycle hydraulic circuit between a hydraulic actuator that rotationally drives a rudder shaft about an axis and an oil tank that stores oil. In the steering machine, the open cycle hydraulic circuit is divided into an operating hydraulic system and a control hydraulic system, and the operating hydraulic system controls hydraulic oil control means for controlling the hydraulic oil flow in and out of the hydraulic actuator, and the oil in the oil tank. A hydraulic pump that pumps as hydraulic fluid, a hydraulic fluid feed pipe that supplies hydraulic fluid delivered from the hydraulic pump to the hydraulic fluid control means, and a hydraulic oil return pipe that returns hydraulic fluid discharged from the hydraulic actuator to the oil tank The control hydraulic system is connected to the control oil control means for controlling the flow of control oil in the hydraulic oil control means, the hydraulic pressure pump and the tandem are connected to the oil tank. Has a pumping controlling hydraulic pump, a pilot pipe for supplying control oil to feed the control hydraulic pump to the control oil control means, a pressure regulating means for keeping the control oil pressure to a predetermined oil click as the control oil,
The hydraulic actuator includes a collective valve that serves as a hydraulic oil control means. The collective valve is connected to an integral valve block, an oil feed port that communicates with the hydraulic oil feed pipe, a return oil port that communicates with the hydraulic oil return pipe, and a hydraulic actuator. A plurality of fluid ports communicating with each other, an internal circuit formed between all ports, and a control valve portion that opens and closes the hydraulic oil port in the internal circuit, and an auto-lock valve portion that opens when a predetermined pressure is applied to the hydraulic pump And a flow rate adjustment check valve portion that applies a predetermined back pressure to the hydraulic oil discharged from the hydraulic actuator, and a safety valve that regulates the maximum discharge pressure of the hydraulic pressure pump.

  According to the present invention, the operating hydraulic system and the control hydraulic system are independent of each other, so that the temperature rise of the operating oil can be suppressed. That is, in the past, since the operating oil pressure and the control oil pressure are the same source, it is necessary to always maintain the operating oil pressure at the minimum pressure required as the control oil pressure with respect to the total amount of the operating oil.

  For this reason, the control oil pressure is always given to the total amount of the hydraulic oil, and the temperature of the hydraulic oil rises. However, in the present invention, the operating oil pressure is a pressure required as the operating oil pressure by making the control oil system independent. Therefore, the temperature rise of the hydraulic oil can be suppressed.

  In addition, since the control hydraulic system is independent of the operating hydraulic system, the control valve can be operated with a stable control hydraulic pressure at all times, so instantaneous fluctuations in the magnitude of the load generated in the rudder and changes in the direction of the load can be avoided. The operation of the control valve does not become unstable under the influence of the hydraulic oil pressure fluctuation and direction change, and therefore the unstable operation of the control valve reduces the instability of other auto-lock valves. There is no fear of causing it.

  The hydraulic oil fed by the hydraulic pump in a state where the hydraulic oil control means shuts off the hydraulic oil to and from the hydraulic actuator, flows to the hydraulic oil control means through the hydraulic oil feed pipe without load, and then the hydraulic oil control means It passes through the internal circuit and returns to the oil tank through the hydraulic oil return pipe. For this reason, while the hydraulic oil stored in the oil tank circulates through the hydraulic oil feed pipe and the hydraulic oil return pipe, the heat of the hydraulic oil is radiated through the pipe wall, and the temperature rise of the hydraulic oil is suppressed. Therefore, when the rudder is controlled next time, the heat of the hydraulic oil does not hinder the operation of the hydraulic actuator by the hydraulic oil.

  In addition, each element valve is not connected via a manifold, but instead of using a manifold, each of the control valve, auto-lock valve, and flow rate adjustment check valve in the valve block that forms an integral body. By rationally incorporating the valves and safety valves, the valve functions of all the element valves necessary as hydraulic oil control means can be integrated into the valve block and mounted on the hydraulic actuator.

  Therefore, the system configuration can be simplified, the structure becomes strong, safe and easy to handle, and easy to repair. In addition, by applying back pressure only to the return oil at the flow adjustment check valve, it is possible to cope with sudden load fluctuations and negative torque specific to the rudder, and to prevent chattering and water hammer. It can be prevented, and no pressure loss is given to the feed oil at the flow rate adjustment check valve.

The perspective view which shows the rotary vane steering machine in embodiment of this invention Schematic diagram showing the configuration of the rotary vane steering machine Hydraulic circuit diagram showing the collective valve of the rotary vane steering machine Front view showing the collective valve of the rotary vane steering machine Side view showing the collective valve of the rotary vane steering machine Top view showing the collective valve of the rotary vane steering machine AA arrow sectional view of FIG. CC sectional view of FIG. BB arrow sectional view of FIG. DD sectional view of FIG. 6 Operation explanatory diagram showing idling state of the collecting valve Operation explanatory diagram showing the steering state of the collecting valve Operation explanatory diagram showing the operating state of the safety valve in the collecting valve Schematic diagram showing conventional ram and piston hydraulic steerers The perspective view which shows the structure of the conventional rotary vane steering machine

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. In FIG. 1, the rotary vane steering machine includes a hydraulic actuator 50 and a hydraulic pump unit 60. In the hydraulic actuator 50, a collective valve 510 serving as hydraulic oil control means for controlling the flow of hydraulic oil is attached to the outer peripheral surface of the housing 501.

  The hydraulic pump unit 60 feeds hydraulic oil to the hydraulic actuator 50 and returns the hydraulic oil from the hydraulic actuator 50. Between the hydraulic actuator 50 and the hydraulic pump unit 60, the hydraulic pump unit 60 is connected to the hydraulic hydraulic system and the control hydraulic system. It has a split open cycle hydraulic circuit.

  The hydraulic pump unit 60 has an oil tank 601 that stores hydraulic oil, and an operating hydraulic pump 602 that pumps the oil in the oil tank 601 as hydraulic oil is disposed on the top surface as an operating hydraulic system. A control hydraulic pump 608 that pumps oil in the oil tank as control oil is connected to the operating hydraulic pump 602 and tandem.

  Here, the working hydraulic pump 602 and the control hydraulic pump 608 are vane pumps, and a suction pipe 603 connected to a suction port of the working hydraulic pump 602 is opened inside the oil tank 601. The collective valve 510 is connected to the operating hydraulic pump 602 via a hydraulic oil feed pipe 604 composed of a high-pressure pipe, and is connected to the control hydraulic pump 608 via a pilot pipe 605, and the hydraulic oil return pipe 606 and the return filter 607 are connected. And is connected to the oil tank 601.

  As shown in FIG. 2, the hydraulic actuator 50 includes a rotor 502 in a housing 501. The rotor 502 holds the rudder shaft 503 of the rudder to be steered and rotates around the center of the rudder shaft 503. The rotor 502 is provided with a movable vane 504 integral with the rotor 502, and the housing 501 is provided with a segment 505 integral with the housing 501, and is movable between the outer peripheral surface of the rotor 502 and the inner peripheral surface of the housing 501. A plurality of hydraulic oil chambers 507 partitioned by the vanes 504 and the segments 505 are formed. Sealing materials are arranged on the surfaces to be sealed of the movable vane 504 and the segment 505, respectively, and only the vertical seal 508 of the movable vane 504 and the segment 505 is shown here.

  As shown in FIGS. 3 to 10, the collective valve 510 includes a pilot pressure control valve unit 520, a control valve unit 530, a safety valve 535, an auto-lock valve unit 540, and a flow rate adjustment check valve. The part 550 is provided integrally.

  The valve block 511 has a plurality of hydraulic oil ports 512 that communicate with different hydraulic oil chambers 507 across the segment 505 of the hydraulic actuator 50 (see FIG. 2), and an oil supply port 513 that communicates with the hydraulic oil feed pipe 604, and It has a return oil port 514 communicating with the hydraulic oil return pipe 606 (see FIG. 2), and an internal circuit 515 formed between the hydraulic oil port 512, the oil feed port 513, and the return oil port 514. (See FIG. 7). The return oil port 514 is provided on both sides of the oil supply port 513, but one of the return oil ports 514 is used, and the other is closed by a lid.

  As shown in FIGS. 7 to 9, a control valve portion 530, a safety valve 535, an auto-lock valve portion 540, and a flow rate adjustment check valve portion 550 are interposed in the middle of the internal circuit 515 of the valve block 511. A pilot pressure control valve portion 520 is mounted on the upper portion of 511.

  The pilot pressure control valve unit 520 is connected to a pilot pipe 605 (see FIGS. 2 and 3), and a pilot pressure, which is a control hydraulic pressure applied to the control valve unit 530, is switched by an electromagnetic valve 521 to form pressure regulating means. A constant pilot pressure (control oil pressure) is applied to the control valve unit 530 via the pressure regulating valve 609 (see FIG. 3).

  As shown in FIG. 7, the control valve section 530 has a rod 531 reciprocally movable in the axial direction, a pair of valve bodies 532 are formed on the rod 531, and an oil feed port 513 and a return oil port 514 are provided. The pair of valve bodies 532 switches the flow path of the internal circuit 515 when the rod 531 moves in the axial direction and is located at a position separating the valve body 532. This switching operation will be described in detail. The valve block 511 is provided with cylinder chambers 533 corresponding to both sides of the rod 531, and the valve body 532 maintains a neutral position by receiving a biasing force of a biasing spring 534 disposed in the cylinder chamber 533. The rod 531 and the valve body 532 are moved from the neutral position to the operating position in response to the pilot pressure acting on the.

  A safety valve 535 is provided in the internal circuit 515 between both valve bodies 532. As shown in FIG. 10, the safety valve 535 can adjust the set pressure by adjusting the pilot pressure for the safety valve 535 with the safety valve adjustment valve 536.

  The auto-lock valve portion 540 is located between the control valve portion 530 and the flow rate adjustment check valve portion 550, and as shown in FIG. 7, a hydraulic oil port for communicating each of the pair of lock valve bodies 541 with each hydraulic oil chamber 507. Each lock valve body 541 opens and closes the flow path in the middle of the internal circuit 515.

  A pressing spring 542 for urging the lock valve body 541 to the closed position is disposed on the back of the lock valve body 541, and a moving body 543 is provided between the lock valve bodies 541 so as to be reciprocally movable. The moving body 543 is connected to both the lock valve bodies 541 via the return springs 544, respectively, and the both return springs 544 are balanced, and the pressing springs 542 of both the lock valve bodies 541 are balanced to move. The body 543 holds the neutral position.

  When one lock valve body 541 receives the pressure of the hydraulic oil, the lock valve body 541 moves in the opening direction against the urging force of the pressing spring 542, and the moving body 543 receiving the pressure of the hydraulic oil moves the return spring 544. Against the pressure spring 542 and the pressing spring 542 of the lock valve body 541 and moves toward the other lock valve body 541, and the moving body 543 presses the other lock valve body 541 in the opening direction. For this reason, when one of the lock valve bodies 541 is opened by receiving the pressure of the hydraulic oil, the other lock valve body 541 is also opened synchronously.

  As shown in FIG. 9, the flow rate adjustment check valve portion 550 is located between the auto-lock valve portion 540 and each hydraulic oil port 512, and communicates each of the pair of flow rate adjustment valve bodies 551 to each hydraulic oil chamber 507. Provided corresponding to each hydraulic oil port 512, each flow regulating valve element 551 opens and closes the flow path in the middle of the internal circuit 515. A flow rate adjustment spring 552 that urges the flow rate adjustment valve body 551 in the closing direction is disposed on the back of the flow rate adjustment valve body 551, and the flow rate adjustment valve is aligned along a needle 553 that passes through the flow rate adjustment valve body 551. The body 551 leaves and exits. In the no-load state, the flow regulating valve body 551 has a distal end portion 555 having a tapered shape of a needle 553 inserted in the distal end opening 554, and an orifice is formed between the distal end opening 554 and the distal end portion 555.

  Hereinafter, the operation of the above-described configuration will be described. 11 to 13 show the pilot pressure control valve portion 520, the control valve portion 530, the auto-lock valve portion 540, and the flow rate adjustment check valve portion 550 provided in the valve block 511 of the collective valve 510 in a plan view for convenience. It is the expanded schematic diagram.

  FIG. 11 shows an idling state, in which there is no steering instruction and the rudder is in the “rudder center”, or when the rudder and the hydraulic actuator 50 receive the steering instruction and reach the indicated rudder angle, The flow of the working oil in the steering machine in a state where oil feeding is stopped will be described.

  In the idling state, pilot pressure does not act on any of the cylinder chambers 533, the rod 531 of the control valve portion 530 is in the neutral position due to the biasing force of the biasing spring 534, and both valve bodies 532 are also in the neutral position. Thus, the oil feed port 513 and the return oil port 514 communicate directly with each other through the internal flow path 515.

  For this reason, the hydraulic oil flowing into the collective valve 510 from the oil tank 601 through the hydraulic oil feed pipe 604 by the hydraulic pump 602 of the hydraulic pump unit 60 flows into the internal flow path 515 from the oil feed port 513 of the valve block 511, The return oil port 514 returns to the oil tank 601 through the hydraulic oil return pipe 606 and the return filter 607. In this state, the pressure in the internal flow path 515 is low, and the lock valve body 541 of the auto-lock valve portion 540 is kept closed. Then, the auto-lock valve unit 540 blocks all the hydraulic oil ports 512, and the hydraulic oil flows from the hydraulic oil feed pipe 604 to the hydraulic oil return pipe 606 via the internal circuit 515, thereby storing the oil in the oil tank 601. The oil circulates through the hydraulic oil feed pipe 604 and the hydraulic oil return pipe 606. During this period, the heat of the hydraulic oil is radiated through the pipe wall, and the temperature rise of the hydraulic oil is suppressed. Therefore, when the rudder is next controlled, the heat of the hydraulic oil does not hinder the operation of the hydraulic actuator 50 by the hydraulic oil. Further, since the return oil always flows through the hydraulic oil return pipe 606, it is not necessary to use a high-pressure pipe.

  FIG. 12 shows the steered state. At the time of turning, as shown in FIG. 2, a steering instruction is issued in either direction of the steering P or the rudder S. FIG. 12 shows the flow of hydraulic oil when the steering instruction of the rudder S is issued. ing.

  In this steered state, the solenoid valve 521 is switched in the pilot pressure control valve unit 520 in accordance with the steer instruction, and the pilot pressure connected to the pilot pipe 605 is constant via the pressure regulating valve 609 serving as a pressure regulating means. The pilot pressure (control hydraulic pressure) is applied to one cylinder chamber 533 of the control valve unit 530.

  When the pilot pressure acts, the rod 531 of the control valve portion 530 moves against the urging force of the urging spring 534 of the other cylinder chamber 533, and the flow path of the internal circuit 515 is switched by the movement of the valve body 532. .

  In this state, direct communication between the oil feed port 513 and the return oil port 514 is interrupted, and the hydraulic oil flowing from the oil tank 601 to the collective valve 510 through the hydraulic oil feed pipe 604 by the hydraulic pump 602 of the hydraulic pump unit 60. Flows into the internal flow path 515 from the oil feed port 513 of the valve block 511 and one of the lock valve bodies 541 of the auto-lock valve portion 540 receives the pressure of the hydraulic oil flowing in from the oil feed port 513 and receives the pressure spring 542. Opens against the pressing force. At this time, one lock valve body 541 moves in the opening direction, and the moving body 543 receives the pressure of the hydraulic oil and resists the pulling force of the return spring 544 and the pressing spring 542 of the other lock valve body 541. Thus, the movable body 543 presses the other lock valve body 541 in the opening direction, and as a result, both the lock valve bodies 541 open by receiving the pressure of the hydraulic oil.

  In this state, the hydraulic oil flowing in from the oil feeding port 513 presses one flow rate adjustment valve body 551 of the flow rate adjustment check valve portion 550 in the opening direction against the urging force of the flow rate adjustment spring 552. The oil flows from the hydraulic oil port 512 to one hydraulic oil chamber 507 separated by the segment 505 of the hydraulic actuator 50.

  When hydraulic oil flows into one hydraulic oil chamber 507 separated by the segment 505, the rotor 502 is rotated by the hydraulic pressure acting on the movable vane 504, and the rudder shaft 503 and the rudder are steered in the direction of the surface rudder S. The hydraulic oil in the other hydraulic oil chamber 507 is pushed out through the other hydraulic oil port 512 by the rotation of 502 and the movable vane 504. This hydraulic oil flows into the internal circuit 515 while receiving a constant back pressure through the orifices of the flow rate adjusting valve body 551 and the needle 553 corresponding to the other hydraulic oil port 512, and the oil is supplied from the return oil port 514 through the hydraulic oil return pipe 606. Return to tank 601.

  FIG. 13 shows the operating state of the safety valve 535. The safety valve 535 is pressed against the valve seat by the difference between the hydraulic pressure of the hydraulic oil of the oil feeding port 513 acting on the valve seat and the hydraulic pressure of the hydraulic oil guided to the back of the safety valve 535 and the spring force. Thus, the oil supply port 513 and the return oil port 514 in the internal circuit 515 are blocked. The hydraulic oil on the back surface of the safety valve 535 also acts on the safety valve adjustment valve 536.

  In the state where the hydraulic oil is fed from the hydraulic pump 602 to the collective valve 510, the auto-lock valve unit 540, the flow rate adjustment check valve unit 550, and the hydraulic actuator 50 have some trouble such as a stick and the hydraulic pressure is excessive. When an excessive load is applied to the rudder, the safety valve adjusting valve 536 is pushed open by the excessively increased hydraulic pressure, and the hydraulic pressure acting on the back surface of the safety valve 535 passes through the safety valve adjusting valve 536. It escapes to the return oil port 514, that is, the hydraulic oil return pipe 606.

  The safety valve 535 is pushed up by the hydraulic oil when the back pressure disappears. For this reason, the internal circuit 515 is in a state where the oil supply port 513 communicates directly with the return oil port 514. As a result, the excessively increased oil pressure of the oil supply port 513 instantaneously returns to the return oil port 514, that is, the hydraulic oil return pipe 606, and the excessively increased oil pressure of the oil supply port 513 decreases. If this oil pressure decreases, the safety valve adjustment 536 returns to the closed state, and the safety valve 535 is also pressed against the valve seat, preventing direct communication between the oil supply port 513 and the return oil port 514.

  By the way, in the open cycle system as described above, in order to control the rudder in response to the load fluctuation of the rudder, the auto-lock valve unit 540 automatically repeats opening and closing within a short time. When this load change changes greatly over the positive and negative, often high noise and hydraulic oil pressure fluctuations occur. In the structure in which the control valve unit 530 and the auto-lock valve unit 540 are integrally combined and there is no interval between the control valve unit 530 and the auto-lock valve unit 540, it is considered that the phenomenon described above is large and the frequency increases.

  For this reason, in this embodiment, in order to mitigate the fact that the load fluctuation of the rudder directly reaches the auto-lock valve unit 540, the flow adjustment is reversed between the hydraulic oil chamber 507 of the hydraulic actuator 50 and the auto-lock valve unit 540. A stop valve 550 is provided. That is, the flow regulating valve body 551 has a tip 555 having a tapered shape of a needle 553 inserted in the tip opening 554, and an orifice is formed between the tip opening 554 and the tip 555, and the return oil is returned to the orifice by the orifice. Back pressure can be applied, and it can cope with load fluctuations of the rudder.

  Next, in the structure in which the control valve unit 530 and the auto-lock valve unit 540 are integrally combined, when the hydraulic oil pressure is used as the pilot pressure necessary for controlling the control valve unit 530, the hydraulic oil pressure is The instability is a factor that causes the operation of the control valve unit 530 to be unstable. In order to prevent this, a pilot oil system for supplying hydraulic oil to the control valve unit 530 must be provided separately from the hydraulic pump 602.

  However, in the present embodiment, a vane pump is adopted as the working hydraulic pump 602 and the control hydraulic pump 608, and the working hydraulic pump 602 and the control hydraulic pump 608 are arranged in tandem, so that the motor is connected to the control valve unit 530 with one motor. The pilot pressure to be applied and the hydraulic oil to be fed to the hydraulic actuator 50 can be supplied independently.

  In this embodiment, the safety valve 535 is mounted as a part of the collective valve 510 in order to make the system more compact, and the electromagnetic valve 521 of the pilot pressure control valve unit 520 is valve-blocked to incorporate the safety valve 535. It is arranged at a position off the center of 511.

  In the present embodiment, the collective valve 510 is configured such that the control valve portion 530 and the auto-lock valve portion 540 are arranged in the vertical direction in the valve block 511 and are integrally combined, and the auto-lock valve portion 540 and the flow rate adjustment check valve portion 550 are combined. A collective valve that rationally includes a control valve portion 530, an auto-lock valve portion 540, and a flow rate adjustment check valve portion 550 by forming a structure that is horizontally aligned and integrally combined (see FIGS. 5 and 8). 510 can be stably attached to the hydraulic actuator 50.

Moreover, by attaching the collective valve 510 to the hydraulic actuator 50 in the present embodiment, the rotary vane steering machine has the following effects.
1. In the past, since the hydraulic pressure and control hydraulic pressure are the same source, it is necessary to maintain the hydraulic pressure at the minimum pressure required as the control hydraulic pressure. A temperature rise occurred. However, in the present embodiment, a vane pump is adopted as the working hydraulic pump 602 and the control hydraulic pump 608, and the working hydraulic pump 602 and the control hydraulic pump 608 are arranged in tandem, so that the motor is connected to the control valve unit 530 with one motor. The pilot pressure to be applied and the hydraulic oil to be fed to the hydraulic actuator 50 can be supplied independently. Therefore, the hydraulic oil only needs to correspond to the load of the hydraulic actuator 50, and it is not always necessary to maintain the minimum hydraulic pressure, and the temperature rise of the hydraulic oil can be suppressed.

  2. A hydraulic oil cooling effect can be obtained by always circulating hydraulic oil through a long pipe of the hydraulic oil feed pipe 604 and the hydraulic oil return pipe 606 that connect the collective valve 510 of the hydraulic pump unit 60 and the hydraulic actuator 50, The cooling capacity required for a rotary vane steering machine can be achieved.

  3. The flow regulating valve body 551 has a tip 555 having a tapered shape of a needle 553 inserted in the tip opening 554, and an orifice is formed between the tip opening 554 and the tip 555, and back pressure is applied to the return oil by the orifice. Therefore, it is impossible to cope with a rapid load fluctuation generated in the rudder and a negative torque peculiar to the rudder, it is possible to prevent the occurrence of chattering phenomenon and water hammer phenomenon, and safe operation can be realized. In addition, the flow regulating valve body 551 does not give resistance loss to oil feeding.

  4). The control valve 530, the auto-lock valve 540, and the flow rate adjustment check valve 550 are rationally incorporated in the valve block 511 forming a body of an integral structure, so that all necessary element valve valves can be used. The function can be integrated into the valve block 511 and attached to the housing 501 of the hydraulic actuator 50. Therefore, it is a collective valve having a strong structure capable of exhibiting stable performance with a system configuration with a small pressure loss, and is safe and easy to handle, and easy to repair.

  5. A safety valve 535 was installed inside the valve block 511 and could be incorporated as a function of the collective valve 510. For this reason, it is not necessary to separately provide a large-capacity safety valve, and it is possible to achieve rationalization of the hydraulic system by eliminating the complexity of the hydraulic system.

DESCRIPTION OF SYMBOLS 50 Hydraulic actuator 60 Hydraulic pump unit 501 Housing 502 Rotor 503 Rudder shaft 504 Movable vane 505 Segment 507 Hydraulic oil chamber 508 Vertical seal 510 Collective valve 511 Valve block 512 Hydraulic oil port 513 Oil supply port 514 Return oil port 515 Internal circuit 520 Pilot pressure Control valve portion 521 Solenoid valve 530 Control valve portion 531 Rod 532 Valve body 533 Cylinder chamber 534 Energizing spring 535 Safety valve 536 Safety valve adjustment valve 540 Auto-lock valve portion 541 Lock valve body 542 Press spring 543 Moving body 544 Return spring 550 Flow rate adjustment Check valve portion 551 Flow adjustment valve body 552 Flow adjustment spring 553 Needle 554 Tip opening 555 Tip portion 601 Oil tank 602 Hydraulic pump 603 Suction Pipe 604 hydraulic fluid feed pipe 605 pilot pipe 606 hydraulic fluid return line 607 return filter 608 controls the hydraulic pump 609 pressure regulating valve

Claims (2)

In a rotary vane steering machine having an open cycle hydraulic circuit between a hydraulic actuator that rotates the rudder shaft about its axis and an oil tank that stores oil, the open cycle hydraulic circuit includes an operating hydraulic system and a control hydraulic system. Divided into
The hydraulic operating system supplies hydraulic oil control means for controlling the flow of hydraulic oil in and out of the hydraulic actuator, the hydraulic pump for pressure-feeding the oil in the oil tank as hydraulic oil, and the hydraulic oil delivered from the hydraulic pump to the hydraulic oil control means A hydraulic oil feed pipe, and a hydraulic oil return pipe that returns hydraulic oil discharged from the hydraulic actuator to the oil tank,
A control hydraulic system for controlling the flow of control oil in and out of the hydraulic oil control means; a control hydraulic pump connected to the hydraulic pump and tandem to pump oil in the oil tank as control oil; and a control hydraulic pump A pilot pipe that supplies the control oil delivered from the control oil to the control oil control means, and a pressure adjusting means that keeps the control oil pressure constant.
The hydraulic actuator includes a collective valve that serves as a hydraulic oil control means. The collective valve has a valve block in the body, an oil supply port that communicates with the hydraulic oil feed pipe, a return oil port that communicates with the hydraulic oil return pipe, and a hydraulic actuator A plurality of hydraulic oil ports communicating with each other, an internal circuit formed between all the ports, and a control valve portion for opening and closing the hydraulic oil port in the internal circuit, and an auto-lock valve that opens when a predetermined pressure is applied to the hydraulic pump A rotary vane steering machine comprising: a flow control valve for applying a predetermined back pressure to hydraulic oil discharged from the hydraulic actuator; and a safety valve for regulating a maximum discharge pressure of the hydraulic pump. The flow rate adjustment check valve part has a flow rate adjustment spring that urges the flow rate adjustment valve body in the closing direction at the back of each flow rate adjustment valve body that opens and closes the flow path in the middle of the internal circuit, and penetrates the flow rate adjustment valve body. The flow rate adjusting valve body is withdrawn / retracted along the needle, and the tip end of the flow rate adjusting valve body is inserted into the tip opening of the flow rate adjusting valve body in the no-load state. The rotary vane steering machine according to claim 1, wherein an orifice is formed between tip portions of the needles.

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