Steering aid for a ship

Abstract

The present invention provides a small ship that is easily installed by propeller and rudder steering, and by replacing the existing rudder, the ship steering auxiliary device can control the moving direction of the ship with high freedom. As an example of the ship steering auxiliary device, the steering auxiliary device is a device that replaces the existing rudder of the ship (1), installs the rudder unit (2), and can accurately control the water flow generated by the propeller (10), so that the ship (1) can perform complex movements. The steering auxiliary device includes a rudder unit (2), a connection unit (3), a driving unit (4), and a control unit. In addition, the rudder unit (2) includes a shaft portion (20) and a rudder portion (21). In addition, the shaft portion (20) is composed of a cylindrical outer shaft (200) and a cylindrical inner shaft (201). In addition, the rudder portion (21) is composed of two split rudders (210) and a split rudder (211).

Description

TECHNICAL FIELD

[0001] The present application relates to a steering assist device for a ship. Specifically, it relates to a steering assist device for a small ship that is easy to install to a small ship that is steered by a propeller and a rudder, and that is capable of controlling the moving direction (sailing direction) of the ship with a high degree of freedom by replacing the existing rudder. BACKGROUND

[0002] Conventionally, small ships are widely used for fishing boats, pleasure boats, and the like. A small ship refers to a ship with a gross tonnage of less than 20 tons, for example, a ship with a length of 20 m or less, and is small in size, and can be steered by one person. Therefore, it has been favored as a fishing boat since ancient times.

[0003] Further, there are several methods of installing a propulsion mechanism in a small ship, and in a method called an inboard motor boat, a propeller driven by an engine is installed below the bottom of the ship via a shaft, and a rudder independent of the propeller is installed behind the propeller, and the ship is steered by changing the direction of the water flow pushed by the propeller (for example, refer to Non-Patent Literature 1 and Non-Patent Literature 2).

[0004] Further, the propeller generates a thrust force by rotating a plurality of blades that constitute it, but in order to generate a water flow in the front-rear direction of the ship, the direction of the propeller itself is generally fixed by a shaft.

[0005] Further, the rudder in a small ship is, for example, a roughly drop-shaped plate with a pointed end and a rounded end, which is fixed to a rudder shaft. Further, the rudder shaft is inserted into a cylindrical through hole formed in the bottom of the ship.

[0006] Then, the rudder shaft is connected to a driving source such as a hand or a hydraulic cylinder, and is automatically rotated to change the direction (rotation angle) of the roughly drop-shaped plate, thereby controlling the moving direction of the ship.

[0007] Such a small ship is mainly composed of a single-shaft propeller, an engine that drives the propeller, and a rudder composed of a single plate. Therefore, the driving mechanism has a simple structure, and is robust and durable, and thus even an old ship can be used for a long period of time by performing maintenance and care.

[0008] Further, such a small ship is in a low-price category in the ship market, and thus accounts for a considerable proportion of the total number of fishing boats.

[0009] PRIOR ART DOCUMENTS

[0010] NON-PATENT LITERATURE

[0011] Non-Patent Document 1: Fujita Hitoshi "Welcome to the Free Lecture on Obtaining the Small Vessel Handling Qualification! Fujita Maritime Agent, Sapporo, Hokkaido", [online] Operation (General), Hull, Equipment, Supplies, Classification of Small Vessels Based on Mechanism Equipment Methods [Searched January 18, 2023], Internet <URL:http: / / support.fujita-kaijidairisi.com / index.php?%E8%88%B9%E4%BD%93%E3%83%BB%E8%A8%AD%E5%82%99%E3%83%BB%E8%A3%85%E5%82%99%E5%93%81>

[0012] Non-Patent Document 2: Aichi Maritime Navigation Vessel Driving License Center "Homepage", [online] Smartphone Learning (Level 2 Small) Part 3-1 Operation, Chapter 1 Maneuvering, 1-1 Mechanism for Steering and Maneuvering of Small Vessels, 2 In-Boat Engines [Searched January 18, 2023], Internet<URL:https: / / w ww.j-mate.net / 2kyu-study-3 / > Summary of the Invention

[0013] The problem that the invention aims to solve

[0014] In small vessels with internal engines, as mentioned above, the direction of movement of the vessel is mainly determined by the movement of the rudder, since the rudder is rotated relative to the fixed-direction propeller.

[0015] Therefore, the direction of a ship's movement is constrained by rudder movements, and the control of a ship is limited by the movement of only one rudder. More specifically, complex movements or stops, such as rotation, lateral movement, diagonal movement, and maintaining a fixed position while powered by the engine, are difficult.

[0016] In particular, the effectiveness of the rudder decreases when the ship is traveling at low speeds, making it more difficult to perform complex maneuvers. Furthermore, on water, the hull is affected by wind, so wind speed and direction must be taken into account when steering the ship.

[0017] For example, when a worker is fishing alone, he wants to concentrate on fishing activities such as setting or hauling in nets in the fishing grounds, but because the freedom of movement of the fishing boat is restricted, he has to be distracted by the task of operating the boat.

[0018] In addition, large ships or expensive yachts, due to their structure with multiple outboard motors or propellers at the front and rear of the hull, are able to perform complex movements such as rotation and lateral movement.

[0019] However, for a small-sized vessel which is relatively inexpensive, it is not realistic to newly add a propeller or to provide a plurality of outboard motors. In addition, since the hull is small, there are inconveniences such as the inability to secure the installation position of the propeller or the like, and the inability to newly provide a hole in the bottom of the vessel.

[0020] Thus, for a small-sized vessel which is controlled in the moving direction by a propeller and a rudder of a single shaft, although there is a demand for realizing a complicated movement without changing the hull structure as much as possible, there has been no simple and inexpensive method for realizing this.

[0021] The present application was made in view of the above-described problems, and has an object to provide a vessel maneuvering assist device which is easily added to a small-sized vessel which is steered by a propeller and a rudder, and which is capable of controlling the moving direction of the vessel with a high degree of freedom by replacing the existing rudder.

[0022] Method for solving the problem

[0023] In order to achieve the above object, the vessel maneuvering assist device of the present application is a vessel maneuvering assist device which is capable of being added to a vessel; the vessel includes a propeller which is provided below the bottom of the vessel and which is capable of being rotated by a prescribed drive source, a rudder shaft which is inserted through a shaft hole which is formed in the bottom of the vessel and which is provided so as to protrude to the outside of the bottom of the vessel on one end side thereof and which is configured to be rotated, and a prescribed rudder which is installed on the one end side of the rudder shaft and which changes or adjusts the advancing direction of the vessel by changing the flow of a water current which is generated by the rotation of the propeller, and the vessel maneuvering assist device includes a first rudder shaft which is configured to be capable of being inserted through the shaft hole and which is substantially cylindrical, a second rudder shaft which is freely rotatably inserted through the inside of a through hole of the first rudder shaft and which is formed so as to protrude further to the outside than the one end side and the other end side of the first rudder shaft, a first rudder which is fixed to the one end side of the first rudder shaft, a second rudder which is fixed to the one end side of the second rudder shaft and which forms one rudder plate in a state of overlapping the first rudder, a flange portion which is provided at a position of the other end side of the outer peripheral surface of the first rudder shaft and which is capable of being switched between a state of being fixed to the first rudder shaft and a state of being separated from the first rudder shaft, a flange portion drive source which, in the state of the flange portion being fixed to the first rudder shaft, causes the flange portion, the first rudder shaft, and the second rudder shaft to integrally rotate with the shaft center of the first rudder shaft as the center, a first actuator which is installed to the flange portion and which, in the state of the flange portion being separated from the first rudder shaft, causes the first rudder shaft and the first rudder to independently rotate, and a second actuator which is installed to the flange portion and which, in the state of the flange portion being separated from the first rudder shaft, causes the second rudder shaft and the second rudder to independently rotate.

[0024] The first rudder is rotated as a rudder independent of the second rudder by the first actuator that rotates the first rudder shaft and the first rudder independently in a state where the first rudder shaft and the first rudder are separated at the flange portion, thereby changing the flow of the water current generated by the propeller, and the moving direction of the ship is controlled.

[0025] Further, since the second rudder shaft is inserted into the inside of the through hole of the first rudder shaft freely rotatably and is formed to have a length that extends more outward than the one end side and the other end side of the first rudder shaft, and the second rudder is fixed to the one end side of the second rudder shaft, the length of the second rudder shaft is longer than the length of the first rudder shaft, and the rudder composed of the second rudder shaft and the second rudder can be configured in a state where the second rudder shaft is inserted into the inside of the first rudder shaft.

[0026] Further, the second rudder is rotated as a rudder independent of the first rudder by the second actuator that rotates the second rudder shaft and the second rudder independently in a state where the second rudder shaft and the second rudder are separated at the flange portion, thereby changing the flow of the water current generated by the propeller, and the moving direction of the ship is controlled.

[0027] Further, the first rudder is rotated as a rudder independent of the second rudder by the first actuator that rotates the first rudder shaft and the first rudder independently in a state where the first rudder shaft and the first rudder are separated at the flange portion, thereby changing the flow of the water current generated by the propeller, and the moving direction of the ship is controlled.

[0028] Further, since the first rudder shaft is substantially cylindrical, the second rudder shaft is rotatably inserted into the through hole of the first rudder shaft, and is formed to have a length that protrudes further outward than one end side and the other end side of the first rudder shaft, so that the second rudder shaft is inserted into the inside of the first rudder shaft and rotates around the same axis. Accordingly, in the diameter direction of the first rudder shaft, the area occupied by the first rudder shaft and the second rudder shaft is accommodated within the range of one first rudder shaft, so that the rotation of the two rudders can be achieved in a compact structure.

[0029] Further, the flange portion is provided on the outer circumferential surface of the first rudder shaft on the other end side, and is switchable between a state of being fixed to the first rudder shaft and a state of being separated from the first rudder shaft, the second rudder is fixed to one end side of the second rudder shaft, and forms one rudder plate in a state of overlapping the first rudder, and the flange portion drive source rotates the flange portion, the first rudder shaft, and the second rudder shaft integrally around the axis of the first rudder shaft in a state in which the flange portion is fixed to the first rudder shaft, so that the rudder plate composed of the first rudder and the second rudder can be rotated as one rudder to change the flow of the water current generated by the propeller, thereby controlling the moving direction of the ship. That is, not only the water current can be controlled by rotating the two rudders respectively, but also the water current can be controlled by integrating the two rudders as one large rudder. At this time, the flange portion connects the flange portion drive source to the first rudder shaft, and rotates the flange portion, the first rudder shaft, and the second rudder shaft integrally by the flange portion drive source, so that the rotation angle of the rudder plate can be controlled.

[0030] Further, since the flange portion is switchable between a state of being fixed to the first rudder shaft and a state of being separated from the first rudder shaft, and the flange portion drive source rotates the flange portion, the first rudder shaft, and the second rudder shaft integrally around the axis of the first rudder shaft in a state in which the flange portion is fixed to the first rudder shaft, so that by switching the fixing and separation of the flange portion from the first rudder shaft, it can be changed whether the first rudder and the second rudder are rotated as one rudder plate or the two rudders are independently rotated. That is, in a state in which the flange portion is fixed to the first rudder shaft, the flange portion, the first rudder shaft, and the second rudder shaft are integrally rotated as one rudder plate, and in a state in which the flange portion is separated from the first rudder shaft, the first rudder shaft and the second rudder shaft can be independently rotated.

[0031] Further, since the first rudder shaft can be inserted into the shaft hole, the first rudder shaft can be installed on the bottom of the ship using the shaft hole originally formed in the ship, without the need for new processing of the hull of the ship, etc. Further, since the first rudder shaft and the second rudder shaft can be replaced with existing rudders, and the work of installing the device on the ship is relatively simple, the device can be easily added to existing ships.

[0032] In addition, since the flange portion is provided on the outer circumferential surface of the first rudder shaft, the flange portion can be hung on the shaft hole, and the first rudder shaft can be prevented from falling out of the shaft hole.

[0033] Further, when the first rudder includes a first blade portion having a thickness decreasing as it approaches one end side and a plurality of first pipe portions provided on the other end side of the first blade portion, the second rudder includes a second blade portion having a thickness decreasing as it approaches one end side and a plurality of second pipe portions provided on the other end side of the second blade portion, the first rudder and the second rudder are configured by the blade portions and the plurality of pipe portions, the pipe portion side is the center of the rotation angle of the blade portion, and the flow of the water current generated by the propeller is changed in the blade portion, it is possible to change the flow of the water current generated by the propeller by the first rudder and the second rudder.

[0034] Further, when the first rudder includes a first blade portion having a thickness decreasing as it approaches one end side and a plurality of first pipe portions provided on the other end side of the first blade portion, the second rudder includes a second blade portion having a thickness decreasing as it approaches one end side and a plurality of second pipe portions provided on the other end side of the second blade portion, the first rudder and the second rudder are configured by the blade portions and the plurality of pipe portions, the pipe portion side is the center of the rotation angle of the blade portion, and the flow of the water current generated by the propeller is changed in the blade portion, it is possible to change the flow of the water current generated by the propeller by the first rudder and the second rudder.

[0035] Further, when the first rudder includes a first blade portion having a thickness decreasing as it approaches one end side and a plurality of first pipe portions provided on the other end side of the first blade portion, the second rudder includes a second blade portion having a thickness decreasing as it approaches one end side and a plurality of second pipe portions provided on the other end side of the second blade portion, the first rudder and the second rudder are configured by the blade portions and the plurality of pipe portions, the pipe portion side is the center of the rotation angle of the blade portion, and the flow of the water current generated by the propeller is changed in the blade portion, it is possible to change the flow of the water current generated by the propeller by the first rudder and the second rudder.

[0036] Further, when the first rudder includes a first blade portion having a thickness decreasing as it approaches one end side and a plurality of first pipe portions provided on the other end side of the first blade portion, the second rudder includes a second blade portion having a thickness decreasing as it approaches one end side and a plurality of second pipe portions provided on the other end side of the second blade portion, the first rudder and the second rudder are configured by the blade portions and the plurality of pipe portions, the pipe portion side is the center of the rotation angle of the blade portion, and the flow of the water current generated by the propeller is changed in the blade portion, it is possible to change the flow of the water current generated by the propeller by the first rudder and the second rudder.

[0037] Further, the ship maneuvering assist device includes a clamping portion formed with a first pin hole that is a through hole substantially parallel to the length direction of the first rudder shaft, the clamping portion being fixed to the outer peripheral surface of the first rudder shaft and disposed near the flange portion; the flange portion is formed with a second pin hole that is a through hole substantially parallel to the length direction of the first rudder shaft and that communicates with the first pin hole in a state where the flange portion is fixed to the first rudder shaft; the ship maneuvering assist device has a pin member configured to be pluggable to the first pin hole and the second pin hole that are in communication, and the state where the flange portion is fixed to the first rudder shaft and the state where the flange portion is separated from the first rudder shaft are switched by plugging and unplugging of the pin member; in this case, the fixing or separation between the flange portion and the first rudder shaft can be switched by a relatively simple structure constituted by the first pin hole, the second pin hole, and the pin member. Further, the fixing and separation between the flange portion and the first rudder shaft can be switched by the action of the pin member being plugged into or unplugged from the first pin hole and the second pin hole.

[0038] Further, when the flange portion is formed with a protruding portion protruding in a direction substantially parallel to the axial direction of the propeller in a state where the flange portion is fixed to the first rudder shaft, and the respective rotation angles of the first rudder shaft and the first rudder and the second rudder shaft and the second rudder can be controlled with reference to the protruding direction of the protruding portion, the protruding direction of the protruding portion can be used as the start angle (for example, 0 degrees) before the rotation of each rudder, and the rotation of each rudder about each rudder shaft can be strictly controlled by the angular displacement amount of the start angle. Further, when the first rudder and the second rudder are used as one rudder plate, the first rudder and the second rudder can be integrated at the start position before the rotation of the one rudder plate by adjusting the rotation angles of the respective rudders toward the protruding direction of the protruding portion.

[0039] Further, when a wind direction and wind speed measuring unit that measures the wind speed and the wind direction of the wind, a position information acquisition unit that acquires the position information of the ship, an acceleration measuring unit that measures the moving direction and the moving amount of the ship, and a CPU that controls the first actuator and the second actuator on the basis of the information of the wind speed and the wind direction of the wind, the position information, the moving direction, and the moving amount are included, the moving direction of the ship can be controlled on the basis of the information of the wind speed and the wind direction of the wind, the position information of the ship, the moving direction, and the moving amount. That is, the action of the first actuator and the second actuator is controlled on the basis of these pieces of information, the rotation angles of the first rudder and the second rudder are adjusted, and the thrust that moves the ship in the desired direction can be obtained. Further, when the ship is stopped or is sailing at a very low speed, it is also possible to control the orientation of the ship body on the basis of these pieces of information so that the bow of the ship faces the front of the wind. As a result, it is possible to reduce the influence of the wind on the ship body and to make the ship less likely to be blown away by the wind.

[0040] Further, when the end surface of the other end of the first blade portion is provided with the first scraper portion that rotates along the outer peripheral surface of the second pipe portion, and the end surface of the other end of the second blade portion is provided with the second scraper portion that rotates along the outer peripheral surface of the first pipe portion, the combined portion of the first pipe portion and the second pipe portion and the marine adhering matter such as shellfish adhering to the outer peripheral surface of each pipe portion can be removed by the first scraper portion and the second scraper portion. Thus, the maintenance of the first rudder and the second rudder can be made easy.

[0041] Further, when the total tonnage of the ship is less than 20 tons, the ship handling assisting device can be introduced to the small-sized ship.

[0042] Further, when the operation portion that tilts the lever to an arbitrary direction in the range of 360 degrees to input the moving direction and the moving speed of the ship is provided, the moving direction of the ship can be inputted to control the movement of the ship by the simple operation of tilting the lever to the desired direction.

[0043] Effects of the Invention

[0044] The ship handling assisting device of the present application can be easily installed in the small-sized ship that is handled by the propeller and the rudder, and the moving direction of the ship can be controlled with high degree of freedom by replacing the existing rudder. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 (a) is a schematic perspective view of a ship on which a ship handling assisting device of the present application is installed, and (b) is a schematic side cross-sectional view of the ship handling assisting device. Figure 1 (a) is a schematic side cross-sectional view of the figure shown in (a).

[0046] Figure 2 is a schematic perspective view showing the schematic structure of the rudder unit, the connecting unit, and the driving unit.

[0047] Figure 3 (a) is a schematic perspective view showing the overall structure of the rudder unit as viewed obliquely from above, and (b) is a schematic perspective view showing the overall structure of the rudder unit as viewed obliquely from below.

[0048] Figure 4 is a schematic perspective view showing the structure of the connecting unit.

[0049] Figure 5 is an exploded perspective view showing the mounting structure of the actuator unit.

[0050] Figure 6 is a schematic oblique cross-sectional view showing the internal structure of the actuator unit.

[0051] Figure 7 is a schematic plan view showing the internal structure of the housing of the actuator main body.

[0052] Figure 8This is a schematic front cross-sectional view showing the internal structure of the actuator unit.

[0053] Figure 9 (a) to (d) are engineering diagrams showing the assembly process of the rudder unit.

[0054] Figure 10 (a) to (d) are engineering diagrams showing the process of installing a rudder unit on a ship.

[0055] Figure 11 (a) to (d) are engineering drawings showing the process of installing the T-plate on the outer axis.

[0056] Figure 12 (a) to (d) are engineering drawings showing the installation process of the upper gear, lower gear and actuator unit.

[0057] Figure 13 (a) to (c) are schematic diagrams showing the movement of the two separate rudders and the movement of the ship in a ship equipped with ship handling aids. Detailed Implementation

[0058] To aid in understanding the present invention, an embodiment of the invention will be described below.

[0059] An example of a ship's maneuvering aid device to which the present invention is applied will be described. Furthermore, in the following examples, the description will be based on a structure in which a ship's maneuvering aid device is installed on ship 1 (see [link]). Figure 1 (a)).

[0060] Furthermore, in the following explanation, (the text is incomplete and cannot be translated accurately.) Figure 1 Based on (b), the direction of the bow as seen from the stern of ship 1 is called "forward" or "front," and the direction of the stern as seen from the bow is called "rear" or "rear." Furthermore, the direction of the hull as seen from the propeller 10 of ship 1 is called "up" or "above," and the direction of the propeller 10 as seen from the hull is called "down" or "below." The direction connecting forward and backward is called the "forward-backward direction," and the direction connecting up and down is called the "up-down direction" or "vertical direction."

[0061] Furthermore, in the following explanation, (the text is incomplete and cannot be translated accurately.) Figure 13 (a) is the reference point. The area above the view from the center of the hull is called "right" or "starboard," and the area below the view from the center of the hull is called "left" or "flank." Furthermore, the direction connecting left and right is called the "left-right direction." Additionally, the forward / backward or left-right direction is sometimes also called the "horizontal direction."

[0062] The ship 1 is a small ship classified as a ship having a total tonnage of less than 20 tons. In addition, the ship 1 is a ship in which a propulsion mechanism is provided in the form of an inboard engine ship, and a propeller 10 is mounted to the lower side of the bottom of the ship via a shaft 11 (see Figure 1 (b)). In addition, the ship 1 described herein corresponds to the ship in the technical solution of the present application.

[0063] In addition, the overall structure of the ship 1 is illustrated in a simplified manner for convenience of explanation. In addition, Figure 1 The connection portion between the hull and the shaft 11 is omitted in (b). In addition, the propeller 10 described herein corresponds to the propeller in the technical solution of the present application.

[0064] In addition, the ship 1 is formed with a shaft hole 12 that penetrates the hull in the vertical direction at the bottom of the ship at the stern side (see Figure 1 (b)). The shaft hole 12 is a hole portion for positioning a rudder (not shown) originally provided in the ship 1 behind the propeller 10 before the maneuvering assist device is attached to the ship 1. In addition, the shaft hole 12 described herein corresponds to the shaft hole in the technical solution of the present application.

[0065] In addition, a protection cylinder portion 13 for protecting the shaft of the existing rudder of the ship 1 is formed at the hull side corresponding to the shaft hole 12. In addition, the shaft hole 12 and the protection cylinder portion 13 are integrated and are portions through which the existing rudder or a shaft portion 20 described later is inserted. In addition, the existing rudder described herein corresponds to the prescribed rudder in the technical solution of the present application.

[0066] The maneuvering assist device according to the embodiment of the present application is a device that enables the ship 1 to perform complex movements by precisely controlling the water flow generated by the propeller 10 by replacing the existing rudder of the ship 1 with a rudder unit 2 described later.

[0067] The maneuvering assist device includes the rudder unit 2, a connection unit 3, a drive unit 4, and a control unit (not shown) (see Figure 1 (a), Figure 1 (b), and Figure 2 ).

[0068] In addition, the rudder unit 2 is a portion that adjusts the direction of the water flow generated by the propeller 10 rotating with the engine (not shown) as a driving source to generate a propulsive force that moves the ship 1 in a desired direction and controls the moving direction.

[0069] In addition, the connection unit 3 is a portion that is composed of various connection mechanisms for connecting between the rudder unit 2 and the drive unit 4.

[0070] In addition, the drive unit 4 is a portion that is composed of various driving mechanisms for driving the rudder unit 2.

[0071] Further, the control unit is a portion that performs drive control when the rudder unit 2 is driven by the drive unit 4. Further, the control unit is also a portion that performs information processing on information collected by various sensors or measuring devices and the like described later, and controls the drive of the rudder unit 2.

[0072] [Rudder unit]

[0073] As shown in Figure 2 , the rudder unit 2 includes a shaft portion 20 and a rudder portion 21.

[0074] Further, the shaft portion 20 is constituted by a cylindrical outer shaft 200 and a cylindrical inner shaft 201 (see Figure 3 (a) and Figure 3 (b)).

[0075] The outer shaft 200, the lower end portion of which is fixed to the split rudder 210, is a member that functions as a rotation shaft of one rudder. Further, the inner shaft 201, the lower end portion of which is fixed to the split rudder 211, is a member that functions as a rotation shaft of one rudder. That is, the two rudders are independently rotatable rudders.

[0076] Further, the outer shaft 200 described here is a member that corresponds to the first rudder shaft in the technical solution of the present application. Further, the inner shaft 201 described here is a member that corresponds to the second rudder shaft in the technical solution of the present application. Further, the split rudder 210 and the split rudder 211 described here are members that correspond to the first rudder and the second rudder, respectively, in the technical solution of the present application.

[0077] Further, the split rudder 210 and the split rudder 211 constitute a combined rudder 212 as one rudder in a state in which the two members overlap (see Figure 3 (a) and Figure 3 (b)).

[0078] The combined rudder 212 rotates as one large rudder, and is a member that adjusts the direction of the water flow generated by the propeller 10. Further, the combined rudder 212 described here is a member that corresponds to the rudder plate in the technical solution of the present application.

[0079] Further, as shown in Figure 3 (a), the outer peripheral diameter of the cylindrical outer shaft 200 is formed to be larger than the outer peripheral diameter of the cylindrical inner shaft 201. Further, the inner shaft 201 is freely rotatably inserted inside the through hole of the outer shaft 200. Therefore, the outer shaft 200 and the inner shaft 201 are in a positional relationship having a common axis.

[0080] Further, the outer shaft 200 and the inner shaft 201 integrally rotate as one rotation shaft when the combined rudder 212 functions, and the details will be described later.

[0081] Further, the length of the inner shaft 201 is formed longer than the length of the outer shaft 200. Therefore, when the inner shaft 201 is inserted into the through hole of the outer shaft 200, the inner shaft 201 is formed to protrude from both the upper end and the lower end of the outer shaft 200.

[0082] Further, the length of the lower end portion side of the inner shaft 201 protruding from the lower end of the outer shaft 200 is set to the length required to fix the pipe portion 216 of the rudder 211 described later. Further, the detailed assembly structure of the rudder unit 2 will be described later.

[0083] Further, the rudder 210 includes one vane portion 213 and a plurality of pipe portions 214 (see Figure 3 (a) and Figure 3 (b)). Further, the rudder 211 has the same structure as the rudder 210, including one vane portion 215 and a plurality of pipe portions 216. In the present embodiment, the pipe portions 214 and the pipe portions 216 are each provided with four.

[0084] Further, the vane portion 213 and the pipe portion 214 described here are members corresponding to the first vane portion and the first pipe portion in the technical solution of the present application. The vane portion 215 and the pipe portion 216 described here are members corresponding to the second vane portion and the second pipe portion in the technical solution of the present application.

[0085] Further, the vane portion 213 is a member that rotates with the outer shaft 200 as the rotation axis to adjust the direction of the water flow generated by the propeller 10. Further, the vane portion 215 is a member that rotates with the inner shaft 201 as the rotation axis to adjust the direction of the water flow generated by the propeller 10.

[0086] Further, for the plurality of pipe portions 214, two of the four upper side portions are inserted through the outer shaft 200 and the inner shaft 201, and become the portions that fix the lower end portion side of the outer shaft 200. That is, the lower end portion side of the outer shaft 200 is fixed to the vane portion 213 by a part of the upper side of the plurality of pipe portions 214 and a fixing member.

[0087] Further, for the plurality of pipe portions 214, two of the four lower side portions are inserted through the inner shaft 201 protruding from the lower end of the outer shaft 200.

[0088] Further, for the plurality of pipe portions 216, two of the four upper side portions are inserted through the outer shaft 200 and the inner shaft 201, and two of the lower side portions are inserted through only the inner shaft 201, and become the portions that fix the lower end portion side of the inner shaft 201. That is, the lower end portion side of the inner shaft 201 is fixed to the vane portion 215 by a part of the lower side of the plurality of pipe portions 216 and a fixing member.

[0089] The number of the pipe portions 214 and 216 is not limited to four, and can be appropriately set. In addition, the number of the pipe portions 214 fixed to the outer shaft 200 and the number of the pipe portions 216 fixed to the inner shaft 201 are not limited to two, and can be appropriately set.

[0090] In addition, it is not necessary to form the plurality of pipe portions 214 in the rudder 210, and various fixing structures can be used as long as the lower end portion side of the outer shaft 200 is fixed to the blade portion 213. However, a stable fixing structure can be formed by inserting and fixing the outer shaft 200 in the pipe portions 214, and thus it is preferable to form the plurality of pipe portions 214 in the rudder 210.

[0091] In addition, it is not necessary to form the plurality of pipe portions 216 in the rudder 211, and various fixing structures can be used as long as the lower end portion side of the inner shaft 201 is fixed to the blade portion 215. However, a stable fixing structure can be formed by inserting and fixing the inner shaft 201 in the pipe portions 216, and thus it is preferable to form the plurality of pipe portions 216 in the rudder 211.

[0092] In addition, the plurality of pipe portions 214 and the plurality of pipe portions 216 are arranged in one row in the up-and-down direction, and are arranged in the structure (see Figure 3 (a) and Figure 3 (b)).

[0093] Thus, the through holes of the plurality of pipe portions 214 and the through holes of the plurality of pipe portions 216 are communicated, and a large pipe portion through hole 217 is formed. In addition, the pipe portion through hole 217 described here corresponds to the pipe portion through hole portion in the technical solution of the present application.

[0094] That is, the outer shaft 200 and the inner shaft 201 are inserted in the pipe portion through hole 217, and become the structure fixed to the pipe portions 214 or 216 as described above.

[0095] In addition, when the rudder unit 2 functions as one rudder, that is, functions as the combined rudder 212, the outer shaft 200 and the inner shaft 201 inserted in the pipe portion through hole 217 become one body, and constitute the rotation shaft of the combined rudder 212.

[0096] In addition, as shown in Figure 3 (b), the rudder unit 2 is provided with a fall-preventing cover 22 at the position of the lower end of the pipe portion through hole 217, and is used to prevent the inner shaft 201 from falling downward.

[0097] In addition, the rudder 210 is provided with a plate-shaped scraper 23 (see Figure 3(a)). This scraper 23 is a member that removes marine growth such as shellfish adhering to the outer peripheral surface of the adjacent pipe portion 216 and the joint between the pipe portion 214 and the pipe portion 216.

[0098] This scraper 23 is provided in the same number as the pipe portions 216, i.e., four. In addition, the end surface of the blade portion 215 of the rudder 201 is provided with four scrapers 24 (see Figure 4 (b)).

[0099] In addition, the scraper 23 and the scraper 24 described here are members corresponding to the first scraper portion and the second scraper portion in the technical solution of the present application.

[0100] [Connecting unit]

[0101] As shown in Figs. 1 and 2, the connecting unit 3 includes a T-shaped plate 30, a mounting bracket 31, a mounting bracket 32, and a pin 33. In addition, the T-shaped plate 30 described here is a member corresponding to the flange portion in the technical solution of the present application. Furthermore, the pin 33 is a member corresponding to the pin in the technical solution of the present application. Figure 5 Figure 5 As shown in Figs. 1 and 2, the connecting unit 3 includes a T-shaped plate 30, a mounting bracket 31, a mounting bracket 32, and a pin 33. In addition, the T-shaped plate 30 described here is a member corresponding to the flange portion in the technical solution of the present application. Furthermore, the pin 33 is a member corresponding to the pin in the technical solution of the present application.

[0102] In addition, Figure 4 In order to make clear the structure and shape of each member, the T-shaped plate 30, the mounting bracket 31, the mounting bracket 32, the actuator unit 41, and the actuator unit 42 are shown in a state of being separated from each other.

[0103] The T-shaped plate 30 is a plate-shaped member having a substantially T-shaped outer shape, serves to connect the hydraulic cylinder 40 described later and the outer shaft 200, and is a member for preventing the shaft portion 20 from falling downward from the shaft hole 12. In addition, the T-shaped plate 30 is configured to be able to switch between a state of being fixed to the outer shaft 200 and a state of being separated from the outer shaft 200 by the pin 33.

[0104] In addition, the T-shaped plate 30 is formed with an upper pin hole 302 through which the pin 33 can be inserted. This upper pin hole 302 communicates with a lower pin hole 342 described later, and forms a hole portion through which the pin 33 can be inserted and removed. In addition, the detailed mounting structure of the T-shaped plate 30 to the outer shaft 200 and the switching by the pin 33 will be described later. In addition, the upper pin hole 302 described here is a portion corresponding to the second pin hole in the technical solution of the present application.

[0105] In addition, the mounting bracket 31 is a member for mounting the actuator unit 41 described later to the T-shaped plate 30. In addition, the mounting bracket 32 is a member for mounting the actuator unit 42 described later to the T-shaped plate 30.

[0106] In addition, the T-shaped plate 30 includes a protruding piece 300 and two mounting pieces 301 (see Figure 5 Figure 4 ​​). The protruding piece 300 is a member that indicates the reference position (initial position) of the rotation angle when the rudders 210 and 211 are independently rotated. Note that the protruding piece 300 described here is a portion corresponding to the protruding portion in the present application.

[0107] That is, when the two rudders are independently rotated, the protruding direction of the protruding piece 300 is the 0-degree position in the horizontal rotation. The control unit is configured to control the respective drives of the rudders 210 and 211 based on the displacement amount of the rotation angle from the reference position.

[0108] Further, the protruding direction of the protruding piece 300 is substantially parallel to the axial direction of the propeller 10. Further, further, the protruding direction of the protruding piece 300 is the front-to-rear direction in the ship 1.

[0109] Further, the two mounting pieces 301 are portions that fix the lower end portions of the mounting brackets 31 and 32, respectively (see Figure 5 and Figure 5 ).

[0110] Further, the mounting bracket 31 is composed of a pair of vertical plates 310, and the upper portions of the vertical plates 310 are formed with placement portions 311 for placing and fixing the actuator units 41 (see Figure 5 ).

[0111] Further, the mounting bracket 32 has substantially the same structure as the mounting bracket 31, is composed of a pair of vertical plates 320, and the upper portions of the vertical plates 320 are formed with placement portions 321 for placing and fixing the actuator units 42 (see Figure 4 ).

[0112] Further, the vertical plates 320 are formed to have a length longer than that of the vertical plates 310. Thus, the actuator units 41 and 42 can be disposed at different height positions in the vertical direction.

[0113] Note that the outer shape of the T-shaped plate 30 is not necessarily formed in a substantially T shape, and further, is not limited to the structure having the protruding piece 300 and the two mounting pieces 301. The T-shaped plate 30 can be appropriately changed in shape as long as it is configured to be able to mount the actuator units 41 and 42. Further, a structure provided with a member or a mark indicating a certain direction can be adopted instead of the protruding piece 300.

[0114] Further, the shapes and structures of the mounting brackets 31 and 32 are not particularly limited, and can be appropriately changed as long as the height positions of the actuator units 41 and 42 are made different and the actuator units 41 and 42 are fixed to the T-shaped plate.

[0115] [Drive Unit]

[0116] As shown in FIG. 1, the driving unit 4 includes a hydraulic cylinder 40, an actuator unit 41, and an actuator unit 42. In addition, the hydraulic cylinder 40 described herein is a member corresponding to the flange portion driving source in the technical solution of the present application. Furthermore, the actuator unit 41 and the actuator unit 42 described herein are members corresponding to the first actuator and the second actuator in the technical solution of the present application, respectively. Figure 4

[0117] The hydraulic cylinder 40 is a driving source that rotates the T-shaped plate 30 in a horizontal direction in a state where the T-shaped plate 30 is fixed to the outer shaft 200.

[0118] That is, when the split rudder 210 and the split rudder 211 are integrated to function as the combined rudder 212, the hydraulic cylinder 40 rotates the T-shaped plate 30, and at the same time, the outer shaft 200 and the inner shaft 201 rotate integrally to rotate the combined rudder 212.

[0119] Furthermore, the hydraulic cylinder 40 is configured to be driven by connecting to an existing engine or the like of the ship 1. For example, a method of connecting the hydraulic cylinder 40 and the propeller 10 to a common engine to drive the hydraulic cylinder 40 and the propeller 10 can be adopted.

[0120] The hydraulic cylinder 40 is not necessarily configured to be driven by connecting to an existing engine or the like of the ship 1. For example, a method of connecting to another driving source or a method of providing a driving source dedicated to the hydraulic cylinder 40 can be adopted.

[0121] Furthermore, the actuator unit 41 and the actuator unit 42 are driving sources that independently rotate the split rudder 210 and the split rudder 211. In addition, the actuator unit 41 and the actuator unit 42 have the same structure and are configured to generate the same torque from each unit.

[0122] Furthermore, the actuator unit 41 and the actuator unit 42 are configured to be driven by connecting to a direct current power source not shown.

[0123] Furthermore, the driving of the actuator unit 41 and the actuator unit 42 is controlled by a control unit.

[0124] The actuator unit 41 and the actuator unit 42 do not necessarily have the same structure. As long as the split rudder 210 and the split rudder 211 can be independently rotated, the actuator unit 41 and the actuator unit 42 can be members having different structures.

[0125] Furthermore, the same torque is not necessarily generated from the actuator unit 41 and the actuator unit 42, and two actuator units generating different torques can be used. However, since the split rudder 210 and the split rudder 211 are easy to control when rotated, it is preferable that the same torque is generated from the actuator unit 41 and the actuator unit 42. ​

[0126] Further, the actuator unit 41 is provided with an output gear 410 at the lower end portion side thereof. Further, the actuator unit 42 is also provided with an output gear 420 at the lower end portion side thereof (see Figure 5 and Figure 4 ).

[0127] The output gear 410 is a gear member that transmits the torque generated by the actuator unit 41 as power for rotation of the outer shaft 200. Further, the output gear 420 is a gear member that transmits the torque generated by the actuator unit 42 as power for rotation of the inner shaft 201.

[0128] Further, the outer peripheral surface of the upper end portion side of the inner shaft 201 is fitted with an upper gear 50. Further, the outer peripheral surface of the upper end portion side of the outer shaft 200 is fitted with a lower gear 51 (see Figure 5 and Figure 4 ).

[0129] The upper gear 50 is a gear member that converts the power transmitted by the output gear 420 into rotational force of the inner shaft 201. Further, the lower gear 51 is a gear member that converts the power transmitted by the output gear 410 into rotational force of the outer shaft 200.

[0130] In addition, the output gear 410 and the output gear 420 described here are members that correspond to the first output gear and the second output gear in the technical solution of the present application, respectively. Further, the upper gear 50 and the lower gear 51 described here are members that correspond to the second gear and the first gear in the technical solution of the present application, respectively.

[0131] The output gear 410 and the lower gear 51 of the outer shaft 200 are at the same height position in the vertical direction and are provided in a state of being engaged in a gear structure. Further, the output gear 420 and the upper gear 50 of the inner shaft 201 are at the same height position in the vertical direction and are provided in a state of being engaged in a gear structure (see Figure 6 ).

[0132] Next, the structure of the actuator unit 41 and the actuator unit 42 will be described. In addition, since the internal structures of the actuator unit 41 and the actuator unit 42 are common, the description of the internal structure of the actuator unit 41 will be omitted below, with the members of the actuator unit 42 being taken as the center.

[0133] First, the actuator unit 42 includes an actuator main body 6 (see Figure 7 and Figure 7 ).

[0134] Further, the actuator main body 6 includes a housing 60, a motor 61, a belt transmission portion 62, and a worm reducer 63 (see Figure 7). The actuator body 6 also includes a servo driver 64 and a manipulation portion 65.

[0135] Further, the housing 60 is an outer member for housing the main components of the actuator body 6, such as the motor 61, the belt drive portion 62, the worm reducer 63, the servo driver 64, the manipulation portion 65, and the like. In addition, in the Figure 7 In order to show the internal structure of the housing 60, a state in which the top plate of the housing 60 is removed is illustrated in FIG. 6.

[0136] Further, the motor 61 is a driving source in the actuator unit 42 that rotates the output gear 420 by the actuator shaft 68 described later to generate a torque. The motor 61 is constituted by a brushless motor that is one of DC motors for direct current driving. Further, the motor 61 has a rotation shaft (not illustrated).

[0137] Further, the belt drive portion 62 is a power transmission mechanism that transmits the power output from the motor 61 to the worm reducer 63. Further, the belt drive portion 62 is also a speed reduction mechanism that transmits the power output from the motor 61 after increasing the torque by reducing the rotational speed. Such a power mechanism as the belt drive portion 62 is also generally referred to as a belt drive.

[0138] The belt drive portion 62 includes a small-diameter pulley 620, a large-diameter pulley 621, and a belt 622 (see FIG. 6). Figure 7 ) The small-diameter pulley 620 is attached to the rotation shaft of the motor 61 and is a member that rotates integrally with the rotation shaft. Further, the large-diameter pulley 621 is attached to the worm portion 630 of the worm reducer 63 described later and is a member that rotates integrally with the worm portion 630.

[0139] Further, the belt 622 is a belt member that is tensioned between the small-diameter pulley 620 and the large-diameter pulley 621. The small-diameter pulley 620 and the large-diameter pulley 621 are configured such that the concave-convex formed on the outer circumferential surface thereof and the concave-convex formed on the inner circumferential surface of the belt 622 are engaged, so that the small-diameter pulley 620, the large-diameter pulley 621, and the belt 622 rotate integrally.

[0140] Further, the diameters of the small-diameter pulley 620 and the large-diameter pulley 621 are in a ratio of small-diameter pulley 620: large-diameter pulley 621 = 1:2. Further, the rotational speed of the motor 61 can be reduced in accordance with the ratio of the diameters of the small-diameter pulley 620 and the large-diameter pulley 621.

[0141] That is, the belt drive portion 62 can obtain a reduction ratio of 1:2 by the ratio of the diameters of the small-diameter pulley 620 and the large-diameter pulley 621. The torque output from the actuator unit 42 is determined in accordance with the reduction ratio of the belt drive portion 62 and the reduction ratio obtained from the worm reducer 63.

[0142] The ratio of the diameter of the small-diameter pulley 620 to the diameter of the large-diameter pulley 621 is not limited to a ratio of 1:2. However, in order to obtain a reduction ratio by the belt transmission portion 62, the diameter of the large-diameter pulley 621 is preferably larger than the diameter of the small-diameter pulley 620. Furthermore, from the viewpoint of avoiding an increase in the size of the actuator main body 6 due to an increase in the size of the belt transmission mechanism 62, the diameter is preferably 1:2 or less. Furthermore, from the viewpoint of achieving both a reduction in the size of the belt transmission mechanism and a high reduction ratio by the belt transmission portion 62, the diameter is more preferably 1:2.

[0143] Furthermore, if the actuator main body 6 can be reduced in size, the output value of the motor 61 is not limited. For example, in the present application, a motor having an output power of 50 to 100 W can be used.

[0144] Furthermore, the worm reducer 63 is a reducer that increases the torque after further reducing the rotational speed of the power transmitted by the belt transmission portion 62 and transmits the power to the actuator shaft 68. Furthermore, the worm reducer 63 has a reduction ratio of 1:50.

[0145] Furthermore, the worm reducer 63 includes a worm portion 630 and a worm wheel 631 (see Figure 6 ). The worm portion 630 and the worm wheel 631 each include a gear portion. Furthermore, the worm wheel 631 is disposed orthogonally with respect to the worm portion 630, and power is transmitted by the meshing of the gear portions.

[0146] Furthermore, the periphery of the worm wheel 631 will be described. Above the worm wheel 631 and inside the housing 60, a connector bracket 66 (see Figure 8 and Figure 6 ) is provided. The connector bracket 66 is a member that accommodates power supply substrates and wiring to each substrate.

[0147] Furthermore, the worm wheel 631 is connected to the actuator shaft 68 via a joint pulley 67 (see Figure 8 and Figure 9 ). Furthermore, the actuator shaft 68 is connected to the output gear 420. The actuator shaft 68 is a member that transmits the rotational drive of the worm wheel 631 to the output gear 420.

[0148] That is, the worm wheel 631 and the actuator shaft 68 are configured to rotate integrally via the joint pulley 67. In addition, the structure of the worm reducer 63 can employ a known harmonic gear reducer, and the detailed structure thereof will be omitted.

[0149] In the actuator unit 42, the power output from the motor 61 is transmitted to the worm reducer 63 after the rotational speed is reduced and the torque is increased by the belt transmission 62. Further, the worm reducer 63 is configured to transmit the power to the actuator shaft 68 after the rotational speed of the power transmitted from the belt transmission 62 is further reduced and the torque is increased, and the actuator shaft 68 rotates integrally with the output gear 420.

[0150] Further, as described above, the rotating output gear 420 is configured to be engaged with the upper gear 50 fixed to the upper end portion side of the inner shaft 201 by the gear structure, thereby rotating the upper gear 50 (the inner shaft 201).

[0151] Further, the actuator unit 41 is also configured to rotate the lower gear 51 fixed to the outer shaft 200 by the rotation of the output gear 410.

[0152] Here, the worm reducer 63 is not limited to have a reduction ratio of 1:50, and a worm reducer having a reduction ratio appropriately changed can be used.

[0153] Further, in the housing 60, the angle formed by the rotational shaft of the motor 61 and the belt 622 and the angle formed by the belt 622 and the worm portion 630 are each set to be substantially 90 degrees in plan view. Further, the worm gear 631 is disposed so as to be surrounded by the rotational shaft, the belt 622, and the worm portion 630.

[0154] Thus, the respective members of the motor 61, the belt transmission 62, and the worm reducer 63 can be compactly housed in a limited range of the small housing 60.

[0155] [Control mechanism of motor]

[0156] Further, the motor 61 is connected to a control unit, and the drive thereof is controlled. That is, the control unit controls the drive of the motor 61, thereby controlling the rotational movement of the rudder 211. Further, this also applies to the motor included in the actuator unit 41. That is, the control mechanism of the motor described below is common to the actuator unit 41 and the actuator unit 42.

[0157] Further, the system that controls the drive of the motor 61 is also connected to an absolute encoder (not shown). The absolute encoder is installed to the motor 61, and is a member for detecting the position information of the rotational position of the motor 61, and performing position control of the rotational movement.

[0158] More specifically, the drive of the motor 61 is controlled by a control system composed of a controller and a servo driver 64. The controller is an instruction portion that outputs an operation instruction signal to the servo driver 64.

[0159] Further, the servo driver 64 is a control section that outputs a pulse signal to the motor 61 or controls the output thereof to follow an instruction signal from the controller.

[0160] Further, the manipulation section 65 is an operation section for manually changing the settings of the servo driver 64 and the worm reducer 63 of the motor 61. When a worker wants to change the setting conditions of each member, the worker can perform the operation by operating the manipulation section 65. Further, the manipulation section 65 includes an operation button, an indicator, and the like (omission of reference numerals).

[0161] Further, the servo driver 64 includes a lower CPU and an upper CPU (omission of illustration). The lower CPU is a member that transmits a pulse signal to the motor 61. Further, the lower CPU is also a member that acquires position information of a rotational position of the motor 61 from an absolute encoder of the motor 64 and transmits information of the rotational position and information of a result of a determination of whether the position information of the rotational position coincides with rotational information instructed by the upper CPU to the upper CPU.

[0162] Further, the upper CPU is a member that controls the lower CPU. The upper CPU is a member that determines a rotational speed and a rotational position of the motor 61 and transmits the rotational information to the lower CPU. Further, the upper CPU is configured to be able to perform communication control from the outside of the actuator unit 42.

[0163] Further, the upper CPU is a member for acquiring the position information of the rotational position of the motor 61 from the lower CPU and information of a result of a determination of whether the position information of the rotational position coincides with the rotational information instructed by the upper CPU.

[0164] Further, the upper CPU is a member that decides correction control of rotation when the position information of the rotational position of the motor 61 does not coincide with an instructed rotational position (theoretical value of position information) on the basis of the information acquired from the lower CPU. That is, the upper CPU is configured to be able to autonomously control the rotation of the motor 61.

[0165] Further, as described above, the upper CPU is a member that transmits a pulse signal to the motor 61, controls the lower CPU, and has a function of correcting the pulse signal output from the lower CPU to correct the rotational operation of the motor 61 when the position information of the rotational position of the motor 61 does not coincide with the rotational information (theoretical value) instructed to the lower CPU.

[0166] In the conventional actuator, only the lower CPU is included in the servo driver (driver CPU) and a member corresponding to the upper CPU is not included.

[0167] Therefore, in the conventional actuator, in order to provide the servo driver with the upper CPU and to independently control by the separate actuator as in the actuator unit 42 of the present application, it is necessary to additionally provide the main control board. The provision of such a main control board (for example, the size of 120 mm in width, 120 mm in length, and 18 mm in height) causes the housing 60 or the actuator main body 6 to be large-sized.

[0168] Therefore, in the actuator unit 42 of the present application, the servo driver 64 includes the lower CPU and the upper CPU, so that the actuator unit 42 can be further miniaturized.

[0169] [Control Unit]

[0170] Next, the configuration of the control unit will be further described.

[0171] As the maneuvering assist device of the embodiment of the present application, in addition to the above-described control system composed of the controller and the servo driver 64, a control CPU, a three-axis acceleration sensor, a GPS (Global Positioning System), and a wind speed and direction meter (not shown) are included.

[0172] The control CPU is a member that controls various devices and sensors, etc. that constitute the control system. The control CPU is configured to be connected to the controller and the servo driver 64, the three-axis acceleration sensor, the GPS, the wind speed and direction meter, and the joystick described later through a wiring structure not shown, to acquire measurement information of the measurement devices and sensors, etc., and to perform information processing, while sending control signals to each device.

[0173] Further, the three-axis acceleration sensor is an acceleration sensor of three axes (X-axis, Y-axis, and Z-axis), and is a sensor that acquires information of the moving direction, moving speed, and moving time of the ship 1. This three-axis acceleration sensor can acquire information of the moving speed of the ship 1 and the displacement amount (moving amount) of the ship 1 by measuring the acceleration of the ship 1 in the X-axis direction and the Y-axis direction and integrating the acceleration.

[0174] Further, the GPS is a position information positioning system for acquiring position information of the ship 1. Further, the wind speed and direction meter is a measurement device that measures the speed of the wind (wind speed) and the direction of the wind (wind direction).

[0175] Further, the wind speed and direction meter measures the wind speed and direction of the wind that blows on the ship body of the ship 1 when the ship 1 is stopped. Further, the wind speed and direction of the wind (relative wind direction and wind speed) that the ship 1 feels during the running is measured when the ship 1 is running.

[0176] Further, the control system includes a joystick (not shown) as an operation section. The joystick is provided together with a display section that displays the measurement results of various measurement devices and a sea chart, etc. in the steering section of the ship 1.

[0177] The joystick is an input for indicating the moving direction and moving speed of the ship 1, and is configured to be able to tilt in any direction of 360 degrees so as to be able to input the moving direction of the ship 1. Further, the moving speed of the ship 1 can be adjusted according to the amount of tilt of the joystick. Further, the initial position of the joystick is a state in which it is not tilted in any direction of 360 degrees and is upright in the vertical direction.

[0178] Further, in a state in which the joystick is in the initial position and the engine that drives the propeller 10 to rotate is driven, the ship 1 is controlled to be kept in place (a fixed position), that is, in a hovering state similar to a helicopter.

[0179] The steering assist device of the embodiment of the present application mainly proceeds based on the following procedures as one example of the moving control of the ship:

[0180] (1) The operator tilts the joystick in the direction in which the ship 1 is desired to move while checking the position of the ship 1 and a chart and the like on the display.

[0181] (2) The moving speed, moving amount, position information, and respective information of the wind speed and wind direction of the ship 1 are acquired by the three-axis acceleration sensor, the GPS, and the anemorumbler. Further, the tilt information of the joystick is acquired.

[0182] (3) The control CPU controls the driving of the motor 61 (and the motor of the actuator unit 41) based on the various information of the above (2), adjusts the rotation angles of the outer shaft 200 and the inner shaft 201, and rotates the rudders 210 and 211. The direction of the water flow generated from the rotating propeller 10 is adjusted by the rotation angles of the rudders 210 and 211, and a propulsive force that moves the ship 1 in the direction in which the operator has tilted the joystick is generated. In addition, the control CPU controls not only the rotation angles when the rudders 210 and 211 independently rotate but also the rotation angles when the rudders 210 and 211 integrally rotate as one combined rudder 212.

[0183] (4) The control CPU acquires the various information of the above (2) at certain intervals, and repeatedly performs the above (2) and (3) by feeding back the position information of the ship 1 according to the information collected each time, while adjusting the propulsive force acting on the ship 1, and moves the ship 1 in the direction in which the operator has tilted the joystick.

[0184] Further, when the ship 1 is stopped and it is desired to keep the ship 1 at the current position, the same moving control as the above (1) to (4) is performed on the ship by not tilting the joystick and keeping the initial position, and thus the ship 1 is kept at the current position.

[0185] In addition, when the ship 1 is to stay at the current position, for example, the ship 1 can be moved by the wind or the tide, and thus the ship 1 stays at the position within a certain range while being slightly moved by the movement control of (1) to (4) described above.

[0186] Next, the assembling procedure of the rudder unit 2 and the procedure of connecting the rudder unit 2 and the driving unit 4 by the connecting unit 3 will be described.

[0187] [Assembling of Rudder Unit]

[0188] First, the split rudder 210 and the split rudder 211 are overlapped. Here, the plurality of pipe portions 214 and the plurality of pipe portions 216 are arranged in a row in the up-and-down direction. Further, the blade portion 213 and the blade portion 215 are overlapped (see Figure 9 (a)).

[0189] Next, the lower end portion of the outer side shaft 200 is inserted from above into the pipe portion through hole 217 formed by the plurality of pipe portions 214 and the plurality of pipe portions 216 arranged in a row (see Figure 9 (b)).

[0190] Here, the lower end portion of the outer side shaft 200 is inserted into the first and second pipe portions 214 from the top among the four pipe portions 214, and then the lower end portion of the outer side shaft 200 is fixed from the outer peripheral surface side of the two pipe portions 214 by bolts (not shown) (see Figure 9 (b) and Figure 9 (c)).

[0191] Next, the inner side shaft 201 is inserted from above with respect to the through hole of the outer side shaft 200 fixed to the pipe portion 214 (see Figure 9 (c)).

[0192] The lower end portion of the inner side shaft 201 is inserted into the lower end portion of the split rudder 211, and the lower end portion of the inner side shaft 201 is fixed from the outer peripheral surface side of the first and second pipe portions 216 from the bottom among the four pipe portions 216 by bolts (not shown) (see Figure 9 (d)).

[0193] In this way, the outer side shaft 200 and the inner side shaft 201 are inserted into the pipe portion through hole 217 and are fixed respectively, and thus become the rotation axes of the split rudder 210 and the split rudder 211, respectively.

[0194] Further, after the inner side shaft 201 is fixed, the anti-falling cover 22 is installed at the lower end of the pipe portion through hole 217 to prevent the inner side shaft 201 from falling out of the pipe portion through hole 217 (see Figure 10 (d)).

[0195] By the above procedure, the rudder unit 2 composed of the split rudder 210, the split rudder 211, the outer shaft 200, and the inner shaft 201 is constructed.

[0196] [Connection of the rudder unit and the driving unit]

[0197] Next, the procedure of installing the rudder unit 2 to the ship 1 and connecting the driving unit 4 will be described. The rudder unit 2 constructed by the above procedure is installed from the bottom side of the ship 1 (see Figure 1 (a)).

[0198] At this time, the ship 1 is in a state where the rudder and the rudder shaft (the existing rudder and its shaft) originally equipped in the ship 1 have been removed from the shaft hole 12 and the protection cylinder portion 13 (see Figure 1 (a) and Figure 10 (b)) formed in the stern side of the ship 1.

[0199] Then, the upper side of the shaft portion 20 in the rudder unit 2 is inserted into the shaft hole 12 (the illustration thereof is omitted) from the bottom side of the ship 1 (see Figure 10 (b)). Figure 10 Further, the shaft portion 20 is inserted from the lower side of the shaft hole 12 and the protection cylinder portion 13, and when the rudder portion 21 of the rudder unit 2 reaches a prescribed height position (see

[0200] (c)), the T-shaped plate 30 is installed to the upper end portion of the protruding rudder portion 21 from the upper end of the protection cylinder portion 13 (see Figure 10 (d)). Figure 11

[0201] In addition, the prescribed height position of the rudder portion 21 here refers to the height position of the rudder portion 21 relative to the propeller 10 provided below the ship 1. By positioning the rudder portion 21 at this height position, the water flow generated by the rotating propeller 10 can sufficiently act on the rudder portion 21 side.

[0202] Next, the installation procedure of the T-shaped plate 30 will be described. First, the lower clamp 34 is installed and fixed to the outer peripheral surface of the upper side of the outer shaft 200 protruding from the upper end of the protection cylinder portion 13 (see Figure 11 (a)).

[0203] The lower clamp 34 is a member for fixing the T-shaped plate 30 to the outer shaft 200 by the pin 33. Further, the lower clamp 34 is also a member for prescribing the vertical direction height position of the T-shaped plate 30. In addition, the lower clamp 34 described here is a member corresponding to the clamping portion in the technical solution of the present application.

[0204] Further, the lower clamp 34 is composed of two semicircular split clamps 340 and 341 (see Figure 11 (a)).

[0205] ​Two split clamps 340 and 341 form a circular member in a state where the inner peripheral surface of each member abuts against the outer peripheral surface of the outer shaft, and are fixed to the outer peripheral surface of the outer shaft 200 by fastening members such as bolts at the abutment positions (two positions in this embodiment) of the split clamps 340 and 341.

[0206] Thus, the lower clamp 34 is assembled from the two split clamps 340 and 341 and is mounted to the outer peripheral surface of the outer shaft 200, so that the lower clamp 34 can be easily mounted at a desired height position in the vertical direction.

[0207] Further, a lower pin hole 342 (see Figure 11 (a)) is formed in the split clamp 341 so as to extend in the vertical direction. The lower pin hole 342 communicates with the upper pin hole 302 formed in the T-shaped plate 30, and forms a hole portion of the insertable pin 33. Note that the lower pin hole 342 described here corresponds to a portion of the first pin hole in the technical solution of the present application.

[0208] Next, after the lower clamp 34 is fixed to the outer peripheral surface of the outer shaft 200, the T-shaped plate 30 is placed on the upper portion of the lower clamp 34 (see Figure 11 (b)). At this time, the upper pin hole 302 and the lower pin hole 342 are aligned in the horizontal direction.

[0209] Next, the upper clamp 35 is mounted and fixed to the outer peripheral surface of the outer shaft 200 on the upper portion of the T-shaped plate 30 (see Figure 11 (c)). The upper clamp 35 is disposed in a state of sandwiching the T-shaped plate 30 between the lower clamp 34 in the vertical direction, and is a member that defines the height position of the T-shaped plate 30.

[0210] Further, the upper clamp 35 is also composed of two split clamps 350 and 351 that are semicircular.

[0211] The two split clamps 350 and 351 form a circular member in a state where the inner peripheral surface of each member abuts against the outer peripheral surface of the outer shaft, and are fixed to the outer peripheral surface of the outer shaft 200 by fastening members such as bolts at the abutment positions (two positions in this embodiment) of the split clamps 350 and 351.

[0212] Next, the pin 33 is inserted into the upper pin hole 302 and the lower pin hole 342 from above the T-shaped plate 30 (see Figure 12 (d)). The head portion of the pin 33 is formed with a flange portion (not shown), and the flange portion of the pin 33 is caught at the upper end edge of the upper pin hole 302, so that the pin 33 is maintained in the inserted state without falling out of the upper pin hole 302 and the lower pin hole 342.

[0213] Further, the pin 33 is configured to be manually inserted and extracted in the upper pin hole 302 and the lower pin hole 342 by a worker.

[0214] Thus, by inserting the pin 33 in the upper pin hole 302 and the lower pin hole 342, the T-shaped plate 30 and the lower jig 34 become integrated, and the T-shaped plate 30 becomes fixed to the outer shaft 200.

[0215] On the other hand, by extracting the pin 33 from the upper pin hole 302 and the lower pin hole 342, the T-shaped plate 30 and the lower jig 34 are separated, and the T-shaped plate 30 becomes detached from the outer shaft 200.

[0216] Here, the insertion and extraction of the pin 33 is not necessarily manually performed by the operator, but can be performed in an electrically driven manner. That is, for example, a structure in which the pin is inserted and extracted in the hole portion by using an electromagnetic solenoid can be adopted.

[0217] Next, a lower gear 51 is installed and fixed to the outer peripheral surface of the outer shaft 200 above the upper jig 35 (see Figure 12 (a)).

[0218] The lower gear 51 and the outer shaft 200 form a key groove at the abutting portion of the two members, and the two members are integrated by providing a key in the key groove (not shown).

[0219] Further, an upper gear 50 is installed and fixed to the outer peripheral surface of the inner shaft 201 at the upper end portion thereof above the lower gear 51 (see Figure 12 (b)).

[0220] The upper gear 50 and the inner shaft 201, like the lower gear 51, form a key groove at the abutting portion of the two members, and the two members are integrated by providing a key in the key groove (not shown).

[0221] Further, a mounting bracket 31 and a mounting bracket 32 are respectively installed and fixed to the two mounting pieces 301 of the T-shaped plate 30 (see Figure 12 (c)).

[0222] Further, an actuator unit 41 is placed and fixed to the placement portion 311 of the mounting bracket 31 (see Figure 13 (c)). Further, an actuator unit 42 is placed and fixed to the placement portion 321 of the mounting bracket 32.

[0223] At this time, the output gear 410 of the actuator unit 41 is engaged in a gear structure with the lower gear 51 fixed to the outer shaft 200. Further, the output gear 420 of the actuator unit 42 is engaged in a gear structure with the upper gear 50 fixed to the inner shaft 201.

[0224] Further, although not shown, a hydraulic cylinder 40 is attached to the tip of the protruding piece of the T-shaped plate 30.

[0225] Through the above-described procedure, the assembly of the rudder unit 2 and the connection of the rudder unit 2 and the driving unit 4 through the connection unit 3 are performed.

[0226] In the steering assist device of the embodiment of the present application, when the pin 33 is inserted into the upper pin hole 302 and the lower pin hole 342, the T-shaped plate 30 becomes in a state of being fixed to the outer shaft 200. At this time, the T-shaped plate is rotated by the hydraulic cylinder 40 as a driving source, and can be used as one combined rudder 212.

[0227] At this time, the actuator units 41 and 42, as described above, are configured to have the worm reducer 73, and when the actuator units 41 and 42 are not driven, the rotation of the output gears 410 and 420 is restricted.

[0228] That is, when each of the actuator units is stopped, the output gears 410 and 420 are not moved, and even if some force is applied to the upper gear 50 or the lower gear 51, the rotation of the upper gear 50 and the lower gear 51 engaged with the output gears 410 and 420 through the gear structure is restricted, and is in a locked state.

[0229] Further, since the output gear 410 and the lower gear 51 and the output gear 420 and the upper gear 50 are respectively locked, the inner shaft 201 also rotates integrally with the outer shaft 201. More specifically, the gears are locked to each other, and the inner shaft follows the movement of the outer shaft, and rotates integrally.

[0230] Therefore, when the combined rudder 212 is rotated, the outer shaft 200 and the inner shaft 201 become integral, and function as a rotating shaft.

[0231] Further, in the steering assist device of the embodiment of the present application, when the pin 33 is pulled out of the upper pin hole 302 and the lower pin hole 342, the T-shaped plate 30 becomes in a state of being separated from the outer shaft 200. In this state, the outer shaft 200 and the inner shaft are rotated by the actuator units 41 and 42 as driving sources, and the split rudder 210 and the split rudder 211 can be used as two rudders independently rotating.

[0232] At this time, the split rudder 210 and the split rudder 211 use the protruding direction of the protruding piece 300 of the T-shaped plate 30 as a reference position (initial position) of a rotation angle, and control the rotation movement by the control unit.

[0233] Further, in the embodiment of the present application, the respective rotation angles of the rudders 210 and 211 are configured to be able to rotate within a range of 0 degrees to 130 degrees. Further, 0 degrees herein is a direction coinciding with the protruding direction of the protruding piece 300 of the T-shaped plate 30.

[0234] Note that the respective rotation angles of the rudders 210 and 211 are not necessarily set within a range of 0 degrees to 130 degrees, and the range of the rotation angles can be appropriately set.

[0235] Next, the operation of the two rudders 210 and 211 in the ship 1 equipped with the steering assist device of the embodiment of the present application and an example of the operation of the ship 1 caused thereby will be described.

[0236] Figure 13 (a) to (c) Figure 13 (c) is a schematic plan view schematically showing the positional relationship of the ship 1, the propeller 10, the rudders 210 and 211.

[0237] Generally, when the ship 1 is made to travel straight forward or the ship 1 is made to move in a right oblique direction or a left oblique direction while advancing, the moving direction of the ship 1 is adjusted by the hydraulic cylinder 40 as the combined rudder 212. That is, the combined rudder 212 is rotated as one rudder to control the moving direction of the ship 1.

[0238] Further, when the ship 1 is made to travel straight forward, the front end of the combined rudder 212 is directed toward the rear side of the ship 1 (right side direction in each of the drawings) (omitted from the drawing). Further, this direction is the reference position (initial position) of the rotation angle. Figure 13

[0239] Further, when the ship 1 is made to move in a right oblique direction or a left oblique direction while advancing, the moving direction of the ship 1 is controlled by rotating the combined rudder 212 with the shaft portion 20 as the rotation axis (omitted from the drawing).

[0240] Further, when the ship 1 is made to move laterally, the rudders 210 and 211 are set to a state where each is independently rotatable, and the ship 1 is made to move by the two rudders.

[0241] More specifically, when the rudders 210 and 211 are rotated to, for example, the directions shown in (a), the water flow generated by the rotating propeller 10 is affected by the rudders 210 and 211, and a thrust in the direction indicated by the symbol Fl acts on the ship 1. Figure 13

[0242] This thrust in the direction of the symbol Fl makes the stern of the ship 1 rotate in the clockwise direction in (a) with the position of the symbol G as the center of gravity. Figure 13

[0243] Further, when the rudders 210 and 211 are rotated to, for example, the directions shown in (b), the water flow generated by the rotating propeller 10 is affected by the rudders 210 and 211, and a thrust in the direction indicated by the symbol Fl acts on the ship 1. Figure 13 ​​​By adjusting the angle of the rudder 210, the lateral thrust can be adjusted, and by adjusting the angle of the rudder 211, the thrust in the forward direction can be suppressed.

[0244] After that, when the control unit controls the actuator unit 41 and the actuator unit 41 to rotate the rudder 210 and the rudder 211 so that each rudder faces the direction shown in Figure 13 (b), the water flow generated by the rotating propeller 10 is affected by the rudders 210 and 211, and the thrust in the direction indicated by the symbol F2 acts on the boat 1.

[0245] The thrust in the direction of the symbol F2 causes the stern of the boat 1 to rotate about the center of gravity at the position indicated by the symbol G in the Figure 13 (b) counterclockwise direction.

[0246] In addition, Figure 13 In the state shown in (b), by adjusting the angle of the rudder 211, the lateral thrust can be adjusted, and by adjusting the angle of the rudder 210, the thrust in the forward direction can be suppressed.

[0247] Then, by the control unit, the rotation angles of the rudders 210 and 211 are repeatedly switched to Figure 13 (a) and Figure 13 (b), the thrust in the direction of the symbol F1 and the thrust in the direction of the symbol F2 can be repeatedly applied to the boat 1, so that the boat 1 swings the stern to the left and right while moving laterally as a whole.

[0248] In this way, by finely controlling the rotation angles of the two rudders 210 and 211, the boat 1 can be moved laterally. Furthermore, by adjusting the rotation angles of the rudders 210 and 211, the boat 1 can also be rotated in the desired direction.

[0249] In addition, the rudders 210 and 211 are rotated so that each rudder faces the direction shown in Figure 13 (c), by adjusting the angle of each rudder, the thrust in the forward direction of the water flow generated by the rotating propeller 10 can be adjusted, so that the boat 1 can be stopped at a fixed position. Here, the adjustment is also controlled by the control unit.

[0250] Furthermore, by adjusting the rotation angles of the rudders 210 and 211, the boat 1 can be made to advance at a very low speed. Further, ​ from the state shown in (c), without tilting the rotation angles of the rudders 210 and 211 to the side of the propeller 10 and changing the direction of rotation of the propeller 10, by water flow control of the two rudders, the boat 1 can be made to move backward while maintaining the direction unchanged.

[0251] In the conventional boat such as a fishing boat, when the boat reaches a fishing ground to work, if the engine is stopped to make the boat stop, the boat is drifted by the wind and the tide, so it is necessary to set the clutch connecting the propeller and the engine to a half-clutch state, and work while moving the boat at a low speed.

[0252] In this regard, by using the steering assist device of the embodiment of the present application, the boat 1 can be kept at a fixed position or moved at a very slow speed while the propeller 10 is kept rotating without disengaging the clutch.

[0253] Further, in the boat 1, the control unit can repeatedly perform the control to make the measurement values of the three-axis acceleration sensor coincide with each other based on the measurement results of the wind direction and speed anemometer when the boat is stopped or moves at a very low speed, thereby controlling the orientation of the boat body so that the bow of the boat 1 can be directed to the front of the wind. As a result, the influence of the wind on the boat body can be suppressed, and the boat can not be easily blown away by the wind.

[0254] In the steering assist device of the embodiment of the present application described above, the moving direction of the boat 1 can be controlled with high degrees of freedom by independently controlling the drives of the two rudders 210 and 211.

[0255] Further, the steering assist device of the embodiment of the present application can be easily attached to the boat 1 by detaching the rudder originally equipped in the boat 1 and attaching the rudder unit 2 and the drive unit 3 to the shaft hole 12 for the rudder.

[0256] Further, the steering assist device of the embodiment of the present application can strictly control the moving direction of the boat 1 by the control unit. Further, the boat 1 can be made to perform complex movements such as a rotating action, a lateral movement, an oblique movement, and a stay at a fixed position in the state of being driven by the engine by the control unit.

[0257] As described above, the steering assist device of the boat of the present application can be easily attached to a small boat performing steering by a propeller and a rudder, and the moving direction of the boat can be controlled with high degrees of freedom by replacing the existing rudder.

[0258] Explanation of Reference Signs

[0259] 1: boat;

[0260] 10: propeller;

[0261] 11: shaft;

[0262] 12: shaft hole;

[0263] 13: protection cylinder portion;

[0264] 2: rudder unit;

[0265] 20: shaft portion;

[0266] 200: outer shaft

[0267] 201: inner shaft

[0268] 21: rudder portion

[0269] 210: split rudder

[0270] 211: split rudder

[0271] 212: combined rudder

[0272] 213: blade portion

[0273] 214: tube portion

[0274] 215: blade portion

[0275] 216: tube portion

[0276] 217: tube portion through hole

[0277] 22: anti-escape cover

[0278] 23: scraper

[0279] 24: scraper

[0280] 3: connection unit

[0281] 30: T-shaped plate

[0282] 300: protruding piece

[0283] 301: mounting piece

[0284] 31: mounting bracket

[0285] 310: longitudinal plate

[0286] 311: placement portion

[0287] 32: mounting bracket

[0288] 320: longitudinal plate

[0289] 321: placement portion

[0290] 33: pin

[0291] 34: lower clamp

[0292] 340: split clamp

[0293] 341: split clamp

[0294] 342: lower pin hole

[0295] 35: upper clamp;

[0296] 350: split clamp;

[0297] 351: split clamp;

[0298] 4: drive unit;

[0299] 40: hydraulic cylinder;

[0300] 41: actuator unit;

[0301] 410: output gear;

[0302] 42: actuator unit;

[0303] 420: output gear;

[0304] 50: upper gear;

[0305] 51: lower gear;

[0306] 6: actuator body;

[0307] 60: housing;

[0308] 61: motor;

[0309] 62: belt transmission;

[0310] 620: small-diameter pulley;

[0311] 621: large-diameter pulley;

[0312] 622: belt;

[0313] 63: worm reducer;

[0314] 630: worm portion;

[0315] 631: worm gear;

[0316] 64: servo driver;

[0317] 65: manipulation portion;

[0318] 66: connector support;

[0319] 67: joint pulley;

[0320] 68: actuator shaft.

Claims

1. A ship maneuvering aid device, which can be installed on a ship; the ship includes: A propeller, located below the hull of the ship, is capable of rotation by a specified drive source; a rudder shaft, inserted into a shaft hole formed in the hull, with one end extending outwards from the hull, is configured to rotate; a specified rudder unit, mounted on the rudder shaft end, alters or adjusts the ship's direction of travel by changing the flow of water generated by the propeller's rotation, wherein... The ship maneuvering assistance device includes: The cylindrical first rudder shaft is configured to be inserted into the shaft hole; The second rudder shaft is freely rotatably inserted into the through hole of the first rudder shaft, and is formed to extend outward more than one end and the other end of the first rudder shaft. The first rudder is fixed to one end of the first rudder shaft; The second rudder is fixed to one end of the second rudder shaft and forms a rudder plate when it overlaps with the first rudder. A flange is disposed on the outer peripheral surface of the first rudder shaft and at the other end, and can be switched between a state in which the flange is fixed to the first rudder shaft and a state in which the flange is released from the first rudder shaft. The flange drive source, with the flange fixed to the first rudder shaft, causes the flange, the first rudder shaft, and the second rudder shaft to rotate as a whole around the axis of the first rudder shaft; A first actuator, mounted on the flange, allows the assembly consisting of the first rudder shaft and the first rudder to rotate independently when the flange is released from its fixation to the first rudder shaft; and The second actuator is mounted on the flange and, with the flange and the first rudder shaft being released from their fixation, causes the assembly consisting of the second rudder shaft and the second rudder to rotate independently.

2. The ship maneuvering aid device according to claim 1, wherein, The first rudder has: a first blade portion whose thickness decreases as it approaches one end; and a plurality of first tube portions disposed at the other end of the first blade portion. The second rudder has: a second blade portion whose thickness decreases as it approaches one end; and a plurality of second tube portions disposed at the other end of the second blade portion. By aligning one end of the first blade portion and one end of the second blade portion, thus overlapping the first blade portion and the second blade portion, the rudder plate is formed. Simultaneously, the first tube portion and the second tube portion are arranged in a row to form a tube through-hole. The first rudder shaft is inserted into a portion of the through hole of the tube. The second rudder shaft is inserted through the entire through hole of the tube.

3. The ship maneuvering aid according to claim 1 or claim 2, wherein, The ship maneuvering aid has the following features: The first gear is fixed to the outer circumferential surface of the first rudder shaft; and The second gear is fixed to the outer circumferential surface of the second rudder shaft. The first actuator transmits power to the first output gear meshing with the first gear via a gear structure, causing the first output gear to rotate. The second actuator transmits power to the second output gear, which meshes with the second gear, through a gear structure, causing the second output gear to rotate.

4. The ship maneuvering aid according to claim 1 or claim 2, wherein, The ship maneuvering aid has a clamping part with a first pin hole, the clamping part is fixed to the outer peripheral surface of the first rudder shaft and is located near the flange, the first pin hole is a through hole that is substantially parallel to the length direction of the first rudder shaft. A second pin hole is formed in the flange portion. The second pin hole is a through hole that is approximately parallel to the length direction of the first rudder shaft, and communicates with the first pin hole when the flange portion is fixed to the first rudder shaft. The ship maneuvering aid has a pin component configured to be insertable into and removable from a first pin hole and a second pin hole. By inserting or removing the pin component, the state in which the flange is fixed to the first rudder shaft and the state in which the flange is released from the first rudder shaft can be switched.

5. The ship maneuvering aid according to claim 1 or claim 2, wherein, The flange has a protrusion that protrudes in a direction substantially parallel to the axis of the propeller when the flange is fixed to the first rudder shaft. With the direction of the protrusion of the protrusion as a reference, the rotation angles of the first rudder shaft and the first rudder, as well as the second rudder shaft and the second rudder, can be controlled.

6. The ship maneuvering aid according to claim 1 or claim 2, wherein, The ship maneuvering assistance device includes: Wind direction and speed measurement unit, which measures wind speed and wind direction; The location information acquisition unit acquires the location information of the ship; An acceleration measurement unit measures the direction and amount of movement of the ship; and The CPU controls the first actuator and the second actuator based on the information of wind speed and direction, the position information, the direction of movement, and the amount of movement.

7. The ship maneuvering aid according to claim 1 or claim 2, wherein, A first scraper portion that rotates along the outer circumferential surface of the second tube portion is provided on the end face of the other end of the first blade portion. A second scraper portion is provided on the end face of the other end of the second blade portion, which rotates along the outer peripheral surface of the first tube portion.

8. The ship maneuvering aid according to claim 1 or claim 2, wherein, The ship's gross tonnage is less than 20 tons.

9. The ship maneuvering aid according to claim 1 or claim 2, wherein, The ship maneuvering aid includes an operating unit that allows the ship's direction of movement and speed to be input by tilting a joystick in any direction within a 360-degree range.

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