Marine vessel steering support device

Abstract

[Object] Provided is a steering assistance device for a vessel, which can be easily retrofitted to a small vessel steered via a propeller and a steering rudder, and enables highly flexible control of the movement direction of the ship by replacing an existing rudder. [Solution Means] A steering assistance device, which is an example of a steering assistance device for a vessel, is a device that, by mounting a rudder unit 2 in place of an existing steering rudder of a ship 1, precisely controls a water current generated by a propeller 10, and enables complex movement in the ship 1. The steering assistance device includes the rudder unit 2, a connection unit 3, a drive 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 configured of a cylindrical outer shaft 200 and a cylindrical inner shaft 201. Furthermore, the rudder portion 21 includes two split rudders 210 and 211.

Description

Technical Field

[0001] The present invention relates to a steering assistance device for a vessel. Specifically, the present invention relates to a steering assistance device for a vessel, which can be easily retrofitted to a small vessel steered via a propeller and a steering rudder, and enables control of the movement direction of the ship with a high degree of freedom by replacing an existing steering rudder.Background Art

[0002] Conventionally, small vessels have been widely used for applications such as fishing boats and pleasure boats. A small vessel is a vessel having a gross tonnage of less than 20 tons, and has a small size of, for example, 20 m or less in total length, and can be operated by one person. Therefore, the small vessel has been useful from long ago as a ship for fishing.

[0003] In addition, there are several methods for installing a propulsion engine of a small vessel. In a method called an inboard engine type ship, a propeller driven by an engine is disposed below a bottom of a ship via a shaft, a steering rudder independent of the propeller is provided behind the propeller, and the ship is steered by changing a direction of a water current pushed out by the propeller (see, for example, Non-Patent Literature 1 and Non-Patent Literature 2).

[0004] In addition, the propeller generates thrust by rotation of a plurality of blades constituting the propeller, and the orientation of the propeller itself is generally fixed via a shaft to generate a water current along the front-rear direction of the ship.

[0005] In addition, the steering rudder in a small vessel is configured, for example, by fixing a substantially water droplet plate having one end pointed and the other end rounded in plan view to a rudder stock. Furthermore, the rudder stock is inserted into a cylindrical through-hole formed in the ship bottom.

[0006] Then, the rudder stock is connected to a driving source such as a manual or hydraulic cylinder to be automatically rotated, and the direction (rotation angle) of the substantially water droplet plate is changed to control the movement direction of the ship.

[0007] Such a small vessel mainly includes a uniaxial propeller, an engine that drives the propeller, and a steering rudder composed of a single plate. Therefore, since the drive mechanism has a simple structure and is robust, it can be used even on an aged ship for a long period of time by performing maintenance and servicing.

[0008] In addition, since such small vessels fall into the inexpensive category among vessels, they therefore account for a significant proportion of the total number of vessels used for fishing.Citation ListNon-Patent Literature

[0009] Non-Patent Literature 1: Kazuhito FUJITA "WELCOME TO FREE LICENSE COURSE FOR SMALL VESSEL OPERATOR! Marine Procedure Commission Agent, FUJITA, SAPPORO CITY, Hokkaido," [online] Operation (General), Classification of small vessels by method of hull, facility, equipment, and equipment of engines [retrieved on 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> Non-Patent Literature 2: Aichi Umi Navi Boat License Center, "Homepage," [online] SMART-PHONE LEARNING (second grade small vessel), Part 3-1: Navigation, Chapter 1: Operation, 1-1: Mechanism of Small Vessel Steering, 2: Inboard engine type ship, [retrieved on January 18, 2023], Internet <URL: https: / / www.j-mate.net / 2kyu-study-3 / > Summary of InventionTechnical Problem

[0010] Here, in the inboard engine type small vessel, as described above, since the steering rudder is rotated to control a movement direction of the ship with respect to the propeller whose orientation is fixed, the movement direction of the ship is determined in by mainly following the movement of the steering rudder.

[0011] Therefore, the movement direction of the ship is restricted by the movement of the steering rudder, and the control operation of the ship is limited only by the movement of one steering rudder. More specifically, it has been difficult to perform complicated movements or stops such as rotation, movement in a lateral direction, movement in an oblique direction, and an operation of staying at a constant position while driving the engine.

[0012] In particular, when the ship sails at a low speed, the effectiveness of the steering rudder is deteriorated, and thus, it is difficult to perform more complicated movement. In addition, on water, the hull is affected by the wind, and thus it is necessary to steer the ship in consideration of the wind speed and the wind direction.

[0013] That is, for example, in a case where the operator performs fishing alone, the operator desires to concentrate on the fishing work such as installation and collection of nets in the fishing ground, but there is a problem that the operator is occupied in the ship steering work since the free movement of the fishing boat is restricted.

[0014] On the other hand, in the case of large vessels or expensive pleasure boats, etc., since they have multiple outboard motors or a structure having propellers at the front and rear of the hull, complex movements such as rotation and lateral movement become possible.

[0015] However, for relatively inexpensive small vessels, it is not realistic to newly add a propeller or to provide multiple outboard motors. In addition, since the hull is small, there are disadvantages that it is not possible to secure an installation location of a propeller or the like, and it is not possible to newly provide a hole in the ship bottom.

[0016] As described above, there is a demand for enabling a complicated movement of a small vessel that controls a movement direction of the small vessel with a uniaxial propeller and a steering rudder without changing the structure of the hull as much as possible, but there is no means for realizing this easily and inexpensively.

[0017] The present invention has been made in view of the above points, and an object thereof is to provide a steering assistance device for a vessel, which can be easily retrofitted to a small vessel steered via a propeller and a steering rudder, and enables control of the movement direction of the ship with a high degree of freedom by replacing the existing steering rudder.Solution to Problem

[0018] In order to achieve the above object, a steering assistance device for a vessel according to the present invention is configured to be retrofitted to a vessel that includes a propeller provided below a ship bottom of the ship and configured to be rotatable via a predetermined driving source, a rudder stock that is inserted through a shaft hole formed in the ship bottom, with one end side thereof being disposed while extending outward from the ship bottom and being configured to be rotatable, and a predetermined steering rudder that is attached to the one end side of the rudder stock and configured to change or adjust a traveling direction of the ship by altering a flow of water current generated by rotation of the propeller, the steering assistance device including a substantially cylindrical first rudder stock configured to be insertable through the shaft hole, a second rudder stock that is rotatably inserted to an inside of a through-hole of the first rudder stock and formed to have a length extending outward beyond both one end side and the other end side of the first rudder stock, a first rudder that is fixed to one end side of the first rudder stock, a second rudder that is fixed to one end side of the second rudder stock, and configured to form a single rudder plate in a state of being overlapped with the first rudder, a flange portion that is disposed on an outer circumferential surface of the first rudder stock and at the other end, and that is switchable between a state of being fixed to the first rudder stock and a state of being separated from the first rudder stock, a flange driving source that causes the flange portion, the first rudder stock, and the second rudder stock to rotate integrally about an axial center of the first rudder stock, in a state where the flange portion is fixed to the first rudder stock, a first actuator that is attached to the flange portion and that causes the first rudder stock and the first rudder to rotate independently in a state where the flange portion is separated from the first rudder stock, and a second actuator that is attached to the flange portion and that causes the second rudder stock and the second rudder to rotate independently in a state where the flange portion is separated from the first rudder stock.

[0019] Here, with a substantially cylindrical first rudder stock that is configured to be insertable into a shaft hole, a first rudder fixed to one end side of the first rudder stock, and a first actuator that independently rotates the first rudder stock and the first rudder in a state where a flange portion is separated from the first rudder stock, the first rudder can function as a steering rudder independent of the second rudder, by being rotated to change the flow of the water current generated by the propeller, thereby enabling control of the movement direction of the ship.

[0020] In addition, with a second rudder stock that is rotatably inserted to an inside of a through-hole of the first rudder stock and is formed to have a length extending outward beyond both the one end side and the other end side of the first rudder stock, and a second rudder fixed to the one end side of the second rudder stock, the length of the second rudder stock is greater than the length of the first rudder stock, and in a state where the second rudder stock is inserted into the interior of the first rudder stock, it becomes possible to construct a steering rudder composed of the second rudder stock and the second rudder.

[0021] In addition, with a second rudder stock that is rotatably inserted to an inside of a through-hole of the first rudder stock and is formed to have a length extending outward beyond both the one end side and the other end side of the first rudder stock, and a second rudder fixed to the one end side of the second rudder stock, and a second actuator that independently rotates the second rudder stock and the second rudder in a state where the flange portion is separated from the first rudder stock, the second rudder can function as the steering rudder independent of the first rudder, by being rotated to change the flow of the water current generated by the propeller, thereby enabling control of the movement direction of the ship.

[0022] Further, with a substantially cylindrical first rudder stock configured to be insertable into a shaft hole, a first rudder fixed to one end side of the first rudder stock, a first actuator that independently rotates the first rudder stock and the first rudder in a state where the flange portion is separated from the first rudder stock, a second rudder stock rotatably inserted to an inside of the through-hole of the first rudder stock and formed to have a length extending outward beyond both the one end side and the other end side of the first rudder stock, a second rudder fixed to one end side of the second rudder stock, and a second actuator that independently rotates the second rudder stock and the second rudder in a state where the flange portion is separated from the first rudder stock, it becomes possible to realize complex movements of the ship by combining the respective movements of the two rudders that can be independently rotated. That is, by adjusting the rotation angles of the first rudder and the second rudder with respect to the flow of the water current generated by the propeller, the flow of the water current can be controlled more precisely. As a result, a propulsion force that cannot be obtained by controlling the water current with only one rudder can be applied to the hull, and the movement direction of the ship can be controlled with a high degree of freedom, such as rotation, movement in the lateral direction and the oblique direction, or remaining at a constant position while driving the engine.

[0023] In addition, since the first rudder stock has a substantially cylindrical shape, and the second rudder stock is rotatably inserted to an inside of the through-hole of the first rudder stock, and is formed to have a length extending outward from one end side and the other end side of the first rudder stock, the second rudder stock is inserted into the first rudder stock, and each rudder stock can be rotated about the same axial center. According to this, in the diameter direction of the first rudder stock, the area occupied by the first rudder stock and the second rudder stock falls within the range of one first rudder stock, and the rotation of the two rudders can be realized with a compact structure.

[0024] In addition, the flange portion is disposed on the outer circumferential surface of the first rudder stock and at the other end, and the flange portion is switchable between a state of being fixed to the first rudder stock and a state of being separated from the first rudder stock, a single rudder plate is formed in a state in which the second rudder is fixed to one end side of the second rudder stock and overlaps the first rudder stock, and the flange driving source integrally rotates the flange portion, the first rudder stock, and the second rudder stock about the axial center of the first rudder stock in a state in which the flange portion is fixed to the first rudder stock, whereby the rudder plate including the first rudder and the second rudder is rotated as one rudder, the flow of the water current generated by the propeller is changed, and the movement direction of the ship can be controlled. That is, it is possible to control the water current not only by individually rotating the two rudders but also by using one large rudder in which the two rudders are integrated. At this time, the flange portion connects the flange driving source and the first rudder stock, and the flange driving source integrally rotates the flange portion, the first rudder stock, and the second rudder stock to control the rotation angle of the rudder plate.

[0025] In addition, the flange portion is switchable between a state of being fixed to the first rudder stock and a state of being separated from the first rudder stock. In a state where the flange portion is fixed to the first rudder stock, the flange driving source integrally rotates the flange portion, the first rudder stock, and the second rudder stock about the axial center of the first rudder stock. Accordingly, by switching between the fixed and separated states of the flange portion with respect to the first rudder stock, it becomes possible to switch between rotating the first rudder and the second rudder as a single rudder plate and rotating the two rudders independently. That is, in a state where the flange portion is fixed to the first rudder stock, the flange portion, the first rudder stock, and the second rudder stock integrally rotate as one rudder plate. In addition, in a state where the flange portion is separated from the first rudder stock, the first rudder stock and the second rudder stock can be rotated independently.

[0026] In addition, since the first rudder stock is configured to be insertable into the shaft hole, the shaft hole originally formed in the ship can be used, so that the first rudder stock can be attached to the ship bottom without performing new processing or the like on the hull of the ship. In addition, since the first rudder stock and the second rudder stock can be replaced with existing steering rudders and the device can be attached to the ship with a relatively simple operation, it is possible to easily retrofit the existing ship.

[0027] In addition, since the flange portion is disposed on the outer circumferential surface of the first rudder stock, it is possible to hook the flange portion on the shaft hole and prevent the first rudder stock from falling off the shaft hole.

[0028] In addition, in a case where the first rudder has a first vane whose thickness decreases toward one end side and the plurality of first tube portions provided on the other end side of the first vane, and the second rudder has a second vane whose thickness decreases toward one end side and the plurality of second tube portions provided on the other end side of the second vane, the first rudder and the second rudder are constructed with the vane and the plurality of tube portions, and can change the rotation angle of the vane with the tube portion side as an axial center to change the flow of the water current generated by the propeller in the portion of the vane.

[0029] In addition, in a case where the rudder plate is configured in a state where one end side of the first vane and one end side of the second vane are aligned and the first vane and the second vane are overlapped with each other, the first vane and the second vane are overlapped and integrated to construct one large rudder plate, and the flow of the water current generated by the propeller can be changed by the rudder plate.

[0030] In addition, in a case where the rudder plate is configured in a state where one end side of the first vane and one end side of the second vane are aligned and the first vane and the second vane are overlapped with each other, the first tube portion and the second tube portion are arranged in a row to form a tube portion through-hole, the first rudder stock is inserted into a part of the tube portion through-hole, and the second rudder stock is inserted into the entire tube portion through-hole, both the first rudder stock and the second rudder stock are inserted into the tube portion through-hole to fix each rudder stock to each of the first tube portion and the second tube portion, and the rudder stock can be the central axis of rotation of each of the first vane and the second vane. In addition, since the first rudder stock is inserted into a part of the tube portion through-hole and the second rudder stock is inserted into the entire tube portion through-hole, it is possible to fix a part of the plurality of first tube portions to the first rudder stock and to fix a part of the plurality of second tube portions to the second rudder stock. That is, since the second rudder stock is inserted into the through-hole of the first rudder stock and a part thereof extends outward from one end of the first rudder stock, when the first rudder stock is inserted into a part of the tube portion through-hole, a region facing only the outer circumferential surface of the first rudder stock and a region facing only the outer circumferential surface of the second rudder stock are formed on the inner peripheral surface of the tube portion through-hole, and each rudder stock and the tube portion can be fixed at a position corresponding to each region.

[0031] In addition, a first gear fixed to the outer circumferential surface of the first rudder stock and a second gear fixed to the outer circumferential surface of the second rudder stock are provided. The first actuator transmits power to a first output gear meshing with the first gear via a gear mechanism, and rotates the first output gear. The second actuator transmits power to a second output gear meshing with the second gear via a gear mechanism, and rotates the second output gear. In this case, the first rudder stock and the second rudder stock can be rotated, respectively, by the meshing of the gear mechanisms between the first gear and the first output gear and between the second gear and the second output gear.

[0032] In addition, a clamp portion is provided, which is fixed to the outer circumferential surface of the first rudder stock and formed with a first pin hole that is a through-hole extending substantially parallel to the longitudinal direction of the first rudder stock and disposed in the vicinity of the flange portion. The flange portion is formed with a second pin hole, which is also a through-hole extending substantially parallel to the longitudinal direction of the first rudder stock and communicates with the first pin hole in a state where the flange portion is fixed to the first rudder stock. A pin member is configured to be insertable into and extractable from the communicating first and second pin holes. By inserting or extracting the pin member, it is possible to switch between a state in which the flange portion is fixed to the first rudder stock and a state in which the flange portion is separated therefrom. Accordingly, in this case, the fixation or separation between the flange portion and the first rudder stock can be switched with a relatively simple configuration including the first pin hole, the second pin hole, and the pin member. Further, fixation and separation between the flange portion and the first rudder stock can be switched by an operation of inserting or extracting the pin member into or from the first pin hole and the second pin hole.

[0033] In addition, in a state where the flange portion is fixed to the first rudder stock, a protrusion is formed on the flange portion to project in a direction substantially parallel to the axial center direction of the propeller. In a case where the rotation angles of the first rudder stock and the first rudder, and the second rudder stock and the second rudder, are controllable based on the protruding direction of the protrusion as a reference, it becomes possible to precisely control the rotational operation of the respective rudders about their corresponding rudder stocks using the protruding direction of the protrusion as the initial angular position (for example, 0 degrees) before rotation of respective rudders, and with the angular displacement from this initial angle. In addition, when the first rudder and the second rudder are overlapped and used as one rudder plate, the first rudder and the second rudder can be integrated at the position of the starting point before the one rudder plate rotates by adjusting the rotation angle of each rudder so as to be directed to the protruding direction of the protrusion.

[0034] In addition, in a case where wind direction and speed measuring means for measuring the wind speed and the wind direction, position information acquisition means for acquiring the position information of the ship, acceleration measuring means for measuring the movement direction and movement amount of the ship, and a CPU for controlling the first actuator and the second actuator based on the wind speed and direction information, the position information, and the movement direction and the movement amount are provided, it becomes possible to control the movement direction of the ship based on the wind speed and direction information, the position information of the ship, and the movement direction and the movement amount. That is, based on these pieces of information, the operations of the first actuator and the second actuator are controlled to adjust the rotation angles of the first rudder and the second rudder, and thus, it is possible to obtain thrust for moving the ship in a desired direction. In addition, when the ship is at a standstill or sailing at a very low speed, it is also possible to control the orientation of the hull such that the bow of the ship is directed toward the wind front based on these pieces of information. As a result, the influence of wind on the hull can be suppressed, and the ship can be made difficult to be flown by wind.

[0035] In addition, in a case where a first scraper portion that rotates along the outer circumferential surface of the second tube portion is provided on the end surface of the other end of the first vane, and a second scraper portion that rotates along the outer circumferential surface of the first tube portion is provided on the end surface of the other end of the second vane, marine organisms such as shellfish adhering to the coupling portion between the first tube portion and the second tube portion, and to the outer circumferential surfaces of the respective tube portions, can be removed by the first scraper portion and the second scraper portion. Accordingly, maintenance of the first rudder and the second rudder can be facilitated.

[0036] In addition, in a case where the gross tonnage of the ship is less than 20 tons, the steering assistance device for a vessel can be introduced into such a small vessel.

[0037] In addition, in a case where an operation unit is provided that allows input of the movement direction and movement speed of the ship by tilting a stick in any direction within a 360-degree range, the movement direction of the ship can be input by a simple operation of tilting the stick in a desired direction, thereby enabling control of the movement of the ship. Advantageous Effects of Invention

[0038] The steering assistance device for a vessel according to the present invention can be easily retrofitted to a small vessel that is steered via a propeller and a steering rudder, and by replacing an existing steering rudder, it becomes possible to control the movement direction of the ship with a high degree of freedom.Brief Description of Drawings

[0039] [FIG. 1] FIG. 1(a) is a schematic perspective view illustrating a ship in which a steering assistance device, which is an example of the steering assistance device for a vessel according to the present invention, is attached, and FIG. 1(b) is a schematic side sectional view of the diagram illustrated in FIG. 1(a). [FIG. 2] FIG. 2 is a schematic perspective view illustrating a schematic structure of a rudder unit, a connection unit, and a drive unit. [FIG. 3] FIG. 3(a) is a schematic perspective view illustrating the overall structure of the rudder unit as viewed from obliquely above, and FIG. 3(b) is a schematic perspective view illustrating the overall structure of the rudder unit as viewed from obliquely below. [FIG. 4] FIG. 4 is a schematic perspective view illustrating the structure of the connection unit. [FIG. 5] FIG. 5 is an exploded perspective view illustrating a mounting structure of an actuator unit. [FIG. 6] FIG. 6 is a schematic perspective sectional view illustrating the internal structure of the actuator unit. [FIG. 7] FIG. 7 is a schematic plan view illustrating the internal structure of a case of the actuator body. [FIG. 8] FIG. 8 is a schematic front sectional view illustrating the internal structure of the actuator unit. [FIG. 9] FIGS. 9(a) to 9(d) are process diagrams illustrating an assembly procedure of the rudder unit. [FIG. 10] FIGS. 10(a) to 10(d) are process diagrams illustrating a procedure for attaching the rudder unit to the ship. [FIG. 11] FIGS. 11(a) to 11(d) are process diagrams illustrating a procedure for attaching a T-shaped plate to an outer shaft. [FIG. 12] FIGS. 12(a) to 12(d) are process diagrams illustrating a procedure for attaching an upper portion gear, a lower portion gear, and the actuator unit. [FIG. 13] FIGS. 13(a) to 13(c) are schematic diagrams illustrating the movement of two split rudders and the movement of the ship to which the steering assistance device for the vessel is attached. Description of Embodiments

[0040] The following describes embodiments of the present invention to aid in understanding the present invention.

[0041] A steering assistance device, which is an example of a steering assistance device for a vessel to which the present invention is applied, will be described. Note that, in the following example, the description is based on a structure in which the steering assistance device is attached to a ship 1 (see FIG. 1(a)).

[0042] In addition, in the following description, with reference to FIG. 1(b), the direction of the bow viewed from the stern of the ship 1 is referred to as to the front or forward, and the direction of the stern viewed from the bow is referred to as to the rear or rearward. In addition, the direction of the hull viewed from a propeller 10 of the ship 1 is referred to as up or upward / above, and the direction of the propeller 10 viewed from the hull is referred to as down or downward / below. In addition, the direction connecting the front and rear is referred to as the front-rear direction and the direction connecting the upper and lower sides is referred to as the up-down direction or the vertical direction.

[0043] In addition, in the following description, with reference to FIG. 13(a), the upper side of the drawing as viewed from the center of the hull is referred to as the right or right side, and the lower side of the drawing as viewed from the center of the hull is referred to as the left or left side. In addition, a direction connecting the left and right is referred to as a left-right direction. In addition, the front-rear direction or the left-right direction may be referred to as a horizontal direction.

[0044] Here, the ship 1 is a ship classified as a small vessel having a gross tonnage of less than 20 tons. In addition, the ship 1 is a ship in which a propulsion engine is installed in the manner of an inboard ship, and one propeller 10 is installed below the ship bottom via a shaft 11 (see FIG. 1(b)). Note that the ship 1 mentioned here is a portion corresponding to the ship in the claims of the present application.

[0045] Note that, for convenience of description, the entire structure of the ship 1 is illustrated with simplified contents. In addition, in FIG. 1(b), a connection portion between the hull and the shaft 11 is omitted. Note that the propeller 10 mentioned here is a member corresponding to the propeller in the claims of the present application.

[0046] In addition, in the ship 1, a shaft hole 12 penetrating the hull in the up-down direction is formed in the ship bottom on the stern side (see FIG. 1(b)). The shaft hole 12 is a hole portion for disposing a steering rudder (not illustrated) originally provided in the ship 1 behind the propeller 10 before the steering assistance device is retrofitted to the ship 1. Note that the shaft hole 12 mentioned here is a portion corresponding to the shaft hole in the claims of the present application.

[0047] In addition, a protective tube portion 13 for protecting the shaft of the existing steering rudder of the ship 1 is formed on the hull side corresponding to the shaft hole 12. Furthermore, the shaft hole 12 and the protective tube portion 13 have an integrated structure, and become a portion through which an existing steering rudder or a shaft portion 20 to be described later is inserted. Note that the existing steering rudder mentioned here is a member corresponding to a predetermined steering rudder in the claims of the present application.

[0048] A steering assistance device which is an embodiment of the present invention is a device that, by attaching a rudder unit 2 to be described in place of an existing steering rudder of the ship 1, precisely controls a water current generated by the propeller 10, and enables complex movement in the ship 1.

[0049] Here, the steering assistance device includes the rudder unit 2, a connection unit 3, a drive unit 4, and a control unit (not illustrated) (see FIGS. 1(a), 1(b), and 2).

[0050] In addition, the rudder unit 2 is a portion that adjusts the direction of the water current generated by the propeller 10 rotating with an engine (not illustrated) as a driving source, generates a propulsion force for moving the ship 1 in a desired direction, and controls the movement direction.

[0051] The connection unit 3 is a portion configured from various connection mechanisms for connecting the rudder unit 2 and the drive unit 4.

[0052] In addition, the drive unit 4 is a portion that includes various drive mechanisms for driving the rudder unit 2.

[0053] In addition, the control unit is a portion that performs control of the driving when the rudder unit 2 is driven via the drive unit 4. Furthermore, the control unit is a portion that performs information processing of information collected by various sensors, measurement instruments, or the like to be described later, and controls driving of the rudder unit 2.[Rudder Unit]

[0054] As illustrated in FIG. 2, the rudder unit 2 includes the shaft portion 20 and a rudder portion 21.

[0055] In addition, the shaft portion 20 is configured of a cylindrical outer shaft 200 and a cylindrical inner shaft 201 (see,

[0056] FIG. 3(a) and FIG. 3(b)). Furthermore, the rudder portion 21 is configured of two split rudders 210 and 211.

[0057] Here, the outer shaft 200 is a member whose lower end side is fixed to the split rudder 210 and serves as a rotary shaft of one steering rudder. In addition, the inner shaft 201 is a member whose lower end side is fixed to the split rudder 211 and serves as a rotary shaft of one steering rudder. That is, these two steering rudders are steering rudders that rotate independently.

[0058] Note that the outer shaft 200 mentioned here is a member corresponding to the first rudder stock in the claims of the present application. In addition, the inner shaft 201 mentioned here is a member corresponding to the second rudder stock in the claims of the present application. Furthermore, the split rudder 210 and the split rudder 211 mentioned here are members corresponding to the first rudder and the second rudder, respectively, in the claims of the present application.

[0059] In addition, the split rudder 210 and the split rudder 211 configure a coupling rudder 212 serving as one steering rudder in a state where the two members overlap (see FIGS. 3(a) and 3(b)).

[0060] The coupling rudder 212 rotates as one large steering rudder and serves as a member that adjusts the direction of the water current generated by the propeller 10. Note that the coupling rudder 212 mentioned here is a member corresponding to a rudder plate in the claims of the present application.

[0061] In addition, as illustrated in FIG. 3(a), the outer diameter of the cylindrical outer shaft 200 is formed to be larger than the outer diameter of the cylindrical inner shaft 201. Furthermore, the inner shaft 201 is rotatably inserted into 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 axial center.

[0062] Note that, when functioning as a coupling rudder 212, the outer shaft 200 and the inner shaft 201 integrally rotate as one rotary shaft, which will be described later in detail.

[0063] In addition, the length of the inner shaft 201 is formed to be 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 extends from both the upper end and the lower end of the outer shaft 200.

[0064] In addition, the length of the inner shaft 201 on the lower end side extending from the lower end of the outer shaft 200 is set to a length necessary for fixing to a tube portion 216 in the split rudder 211 described later. Note that the detailed assembly structure of the rudder unit 2 will be described later.

[0065] In addition, the split rudder 210 includes one vane 213 and a plurality of tube portions 214 (see FIGS. 3(a) and 3(b)). Furthermore, the split rudder 211 has the same structure as the split rudder 210, and includes one vane 215 and a plurality of tube portions 216. In the present embodiment, the number of the tube portions 214 and the number of the tube portions 216 are each four.

[0066] Note that the vane 213 and the tube portion 214 mentioned here are members corresponding to the first vane and the first tube portion in the claims of the present application. In addition, the vane 215 and the tube portion 216 mentioned here are members corresponding to the second vane and the second tube portion in the claims of the present application.

[0067] In addition, the vane 213 is a member that rotates about the outer shaft 200 as a rotary shaft to adjust the direction of the water current generated by the propeller 10. In addition, the vane 215 is a member that rotates about the inner shaft 201 as a rotary shaft to adjust the direction of the water current generated by the propeller 10.

[0068] In addition, in the plurality of tube portions 214, the outer shaft 200 and the inner shaft 201 are inserted into two of the four tube portions 214 on the upper portion side, and the lower end side of the outer shaft 200 is fixed. That is, the lower end side of the outer shaft 200 and the vane 213 are fixed via a part of the upper portion side of the plurality of tube portions 214 and the fixture.

[0069] In addition, in the plurality of tube portions 214, the inner shaft 201 extending from the lower end of the outer shaft 200 is inserted through two of the four tube portions 214 on the lower portion side.

[0070] In addition, in the plurality of tube portions 216, the outer shaft 200 and the inner shaft 201 are inserted into two of the four tube portions 216 on the upper portion side, and only the inner shaft 201 is inserted into two of the four tube portions 216 on the lower portion side, so that the lower end side of the inner shaft 201 is fixed. That is, the lower end side of the inner shaft 201 and the vane 215 are fixed via a part of the lower portion side of the plurality of tube portions 216 and the fixture.

[0071] Here, the number of the tube portions 214 and the tube portions 216 are not limited to four each, and can be appropriately set. In addition, the number of the tube portions 214 fixed to the outer shaft 200 in the tube portions 214 and the number of the tube portions 216 fixed to the inner shaft 201 in the tube portions 216 are also not limited to two each, and can be appropriately set.

[0072] In addition, it is not always necessary to form the plurality of tube portions 214 in the split rudder 210, and various fixing structures can be adopted as long as the vane 213 can be fixed to the lower end side of the outer shaft 200. However, since a stable fixing structure is obtained by inserting and fixing the outer shaft 200 into the tube portion 214, it is preferable to form a plurality of tube portions 214 in the split rudder 210.

[0073] In addition, it is not always necessary to form the plurality of tube portions 216 in the split rudder 211, and various fixing structures can be adopted as long as the vane 215 can be fixed to the lower end side of the inner shaft 201. However, since a stable fixing structure is obtained by inserting and fixing the inner shaft 201 into the tube portion 216, it is preferable to form the plurality of tube portions 216 in the split rudder 211.

[0074] In addition, the plurality of tube portions 214 and the plurality of tube portions 216 have a structure in which all the tube portions are respectively arranged in a row along the up-down direction and are disposed adjacent to each other (see FIGS. 3(a) and 3(b)).

[0075] As a result, the through-holes of the plurality of tube portions 214 and the through-holes of the plurality of tube portions 216 communicate with each other to form one large tube portion through-hole 217. Note that the tube portion through-hole 217 mentioned here is a portion corresponding to the tube portion through-hole in the claims of the present application.

[0076] That is, the tube portion through-hole 217 has a structure in which the outer shaft 200 and the inner shaft 201 are inserted into the tube portion through-hole 217, and the tube portion 214 or the tube portion 216 is fixed as described above.

[0077] In addition, in a case where the rudder unit 2 functions as the coupling rudder 212 that is one steering rudder, the outer shaft 200 and the inner shaft 201 inserted into the tube portion through-hole 217 integrally serve as the rotary shaft of the coupling rudder 212.

[0078] In addition, as illustrated in FIG. 3(b), in the rudder unit 2, a retainer cap 22 for preventing the inner shaft 201 from coming off downward is attached at a position of a lower end of the tube portion through-hole 217.

[0079] In addition, in the split rudder 210, a plate-shaped scraper 23 is attached to an end surface of the vane 213 on the outer shaft 200 side (see FIG. 3(a)). The scraper 23 is a member that removes marine organisms such as shellfish attached to the outer circumferential surface of the tube portion 216 in the vicinity and the connecting portion between the tube portion 214 and the tube portion 216.

[0080] The number of the scrapers 23 is four, which is the same as the number of the tube portions 216. In addition, in the split rudder 201, four scrapers 24, which are members similar to the scrapers 23, are provided on the end surfaces of vane 215 (see FIG. 3(b)).

[0081] Note that the scraper 23 and the scraper 24 mentioned here are members corresponding to the first scraper portion and the second scraper portion in the claims of the present application.[Connection Unit]

[0082] As illustrated in FIGS. 4 and 5, the connection unit 3 includes a T-shaped plate 30, a mounting stand 31, a mounting stand 32, and a pin 33. Note that the T-shaped plate 30 mentioned here is a member corresponding to the flange portion in the claims of the present application. In addition, the pin 33 is a member corresponding to the pin member in the claims of the present application.

[0083] In addition, FIG. 5 illustrates the state in which the T-shaped plate 30, the mounting stand 31, the mounting stand 32, an actuator unit 41, and an actuator unit 42 are separated in order to clarify the structure and shape of each member.

[0084] Here, the T-shaped plate 30 is a plate member having a substantially T-shaped outer shape, is a member connecting a hydraulic cylinder 40 described later and the outer shaft 200, and is a member for preventing the shaft portion 20 from falling off downward from the shaft hole 12. In addition, the T-shaped plate 30 is configured to be switchable between a state of being fixed to the outer shaft 200 and a separated state via the pin 33.

[0085] In addition, an upper portion pin hole 302 through which the pin 33 can be inserted is formed in the T-shaped plate 30. The upper portion pin hole 302 communicates with a lower portion pin hole 342 described later to form a hole portion into and from which the pin 33 can be inserted and extracted. Note that, a detailed attaching structure of the T-shaped plate 30 to the outer shaft 200 and switching by the pin 33 will be described later. In addition, the upper portion pin hole 302 mentioned here is a portion corresponding to the second pin hole in the claims of the present application.

[0086] In addition, the mounting stand 31 is a member for attaching an actuator unit 41 described later to the T-shaped plate 30. In addition, the mounting stand 32 is a member for attaching an actuator unit 42 described later to the T-shaped plate 30.

[0087] In addition, the T-shaped plate 30 includes a projecting piece 300 and two attachment pieces 301 (see FIGS. 4 and 5). The projecting piece 300 is a member that indicates a reference position (home position) of the rotation angle when the split rudder 210 and the split rudder 211 rotate independently of each other. Note that the projecting piece 300 mentioned here is a portion corresponding to a protrusion in the claims of the present application.

[0088] That is, when the two rudders rotate independently, the protruding direction of the projecting piece 300 is a 0 degree position in the horizontal rotation. The control unit is configured to control driving of the split rudder 210 and the split rudder 211, respectively, based on the displacement of the rotation angle from the reference position.

[0089] In addition, the protruding direction of the projecting piece 300 is a direction substantially parallel to the direction of the axial center of the propeller 10. Moreover, to elaborate further, the protruding direction of the projecting piece 300 protrudes is a direction extending from the front toward the rear of the ship 1.

[0090] In addition, the two attachment pieces 301 are portions for fixing the lower end of the mounting stand 31 and the lower end of the mounting stand 32, respectively, via a fixture (not illustrated) (see FIGS. 4 and 5).

[0091] In addition, the mounting stand 31 includes a pair of vertical plates 310, and placement portions 311 for mounting and fixing the actuator unit 41 are formed on upper portions of the vertical plates 310 (see FIG. 5).

[0092] In addition, the mounting stand 32 has substantially the same structure as the mounting stand 31, and includes a pair of vertical plates 320, and placement portions 321 for mounting and fixing the actuator unit 42 are formed on upper portions of the vertical plates 320 (see FIG. 5).

[0093] In addition, the length of the vertical plate 320 is formed to be longer than the length of the vertical plate 310. Accordingly, in the vertical direction, it becomes possible to dispose the actuator unit 41 and the actuator unit 42 at different height positions.

[0094] Here, the outer shape of the T-shaped plate 30 is not necessarily formed in a substantially T-shape, and is not limited to the configuration including the projecting piece 300 and the two attachment pieces 301. As long as the T-shaped plate 30 is configured such that the actuator unit 41 and the actuator unit 42 can be attachable, the shape thereof can be appropriately changed. In addition, instead of the projecting piece 300, a structure provided with a member or a mark indicating a certain direction can also be adopted.

[0095] In addition, the shapes and structures of the mounting stand 31 and the mounting stand 32 are not particularly limited, and can be appropriately changed as long as the actuator unit 41 and the actuator unit 42 can be fixed to the T-shaped plate by varying the height positions thereof.[Drive Unit]

[0096] As illustrated in FIG. 4, the drive unit 4 includes the hydraulic cylinder 40, the actuator unit 41, and the actuator unit 42. Note that the hydraulic cylinder 40 mentioned here is a member corresponding to the flange driving source in the claims of the present application. In addition, the actuator unit 41 and the actuator unit 42 mentioned here are members corresponding to the first actuator and the second actuator, respectively, in the claims of the present application.

[0097] Here, the hydraulic cylinder 40 is a driving source that rotates the T-shaped plate 30 fixed to the outer shaft 200 along the horizontal direction.

[0098] That is, when the split rudder 210 and the split rudder 211 are integrated to function as the coupling rudder 212, the hydraulic cylinder 40 is configured to rotate the T-shaped plate 30, and accordingly, the outer shaft 200 and the inner shaft 201 rotate integrally, and the coupling rudder 212 rotates.

[0099] In addition, the hydraulic cylinder 40 is configured to be connected to an existing engine or the like of the ship 1 to be driven. For example, an aspect in which the hydraulic cylinder 40 and the propeller 10 are connected to a common engine and driven can be adopted.

[0100] Here, the hydraulic cylinder 40 is not necessarily configured to be connected to an existing engine or the like of the ship 1 to be driven. For example, an aspect of being connected to a separate driving source or an aspect of providing a driving source dedicated to the hydraulic cylinder 40 can also be adopted.

[0101] In addition, the actuator unit 41 and the actuator unit 42 are driving sources for independently rotating the split rudder 210 and the split rudder 211, respectively. Further, the actuator unit 41 and the actuator unit 42 have the same structure, and are configured such that the same torque is generated from each unit.

[0102] In addition, the actuator unit 41 and the actuator unit 42 are configured to be connected to a DC power supply (not illustrated) to be driven.

[0103] In addition, driving of both the actuator unit 41 and the actuator unit 42 is controlled by a control unit.

[0104] Here, 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 may have different structures.

[0105] In addition, the same torque does not necessarily need to be generated from the actuator unit 41 and the actuator unit 42, and two actuator units that generate different torques can also be used. However, since it is easy to perform control when rotating the split rudder 210 and the split rudder 211, it is preferable that the same torque is generated from the actuator unit 41 and the actuator unit 42.

[0106] In addition, an output gear 410 is provided on the lower end side of the actuator unit 41. Similarly, an output gear 420 is provided on the lower end side of the actuator unit 42 (see FIGS. 4 and 5).

[0107] The output gear 410 is a gear member that transmits torque generated from the actuator unit 41 as power for rotation of the outer shaft 200. In addition, the output gear 420 is a gear member that transmits torque generated from the actuator unit 42 as power for rotation of the inner shaft 201.

[0108] In addition, an upper portion gear 50 is attached to the outer circumferential surface of the inner shaft 201 on the upper end side. In addition, a lower portion gear 51 is attached to the outer circumferential surface of the outer shaft 200 on the upper end side (see FIGS. 4 and 5).

[0109] The upper portion gear 50 is a gear member that converts power transmitted via the output gear 420 into rotational force of the inner shaft 201. In addition, the lower portion gear 51 is a gear member that converts power transmitted via the output gear 410 into rotational force of the outer shaft 200.

[0110] Note that the output gear 410 and the output gear 420 mentioned here are members corresponding to the first output gear and the second output gear in the claims of the present application, respectively. In addition, the upper portion gear 50 and the lower portion gear 51 mentioned here are members corresponding to the second gear and the first gear in the claims of the present application, respectively.

[0111] The output gear 410 and the lower portion gear 51 of the outer shaft 200 are at the same height position in the vertical direction, and are disposed in a meshed state by a gear mechanism. In addition, the output gear 420 and the upper portion gear 50 of the inner shaft 201 are at the same height position in the vertical direction, and are disposed in a meshed state by a gear mechanism (see FIG. 4).

[0112] Next, structures of the actuator unit 41 and the actuator unit 42 will be described. Note that, since the actuator unit 41 and the actuator unit 42 have the same internal structure, the members of the actuator unit 42 will be mainly described below, and the description of the internal structure of the actuator unit 41 will be omitted.

[0113] First, the actuator unit 42 includes an actuator body 6 (see FIGS. 6 and 7).

[0114] In addition, the actuator body 6 includes a case 60, a motor 61, a belt transmission portion 62, and a worm reduction gear 63 (see FIG. 7). Furthermore, the actuator body 6 includes a servo driver 64 and an operator portion 65.

[0115] In addition, the case 60 is an exterior member that houses therein main members configuring the actuator body 6 such as the motor 61, the belt transmission portion 62, the worm reduction gear 63, the servo driver 64, and the operator portion 65. Note that FIG. 7 illustrates a state in which the top plate of the case 60 is removed in order to illustrate the internal structure of the case 60.

[0116] In addition, the motor 61 is a driving source in the actuator unit 42 for generating torque for rotating the output gear 420 via an actuator shaft 68 described later. The motor 61 is configured by a brushless motor which is one of DC motors driven by direct current. Furthermore, the motor 61 has a rotary shaft (not illustrated).

[0117] In addition, the belt transmission portion 62 is a power transmission mechanism for transmitting power output from the motor 61 to the worm reduction gear 63. Furthermore, the belt transmission portion 62 is also a speed reduction mechanism that increases torque by reducing the rotational speed of the power output from the motor 61 and transmits the torque to the worm reduction gear 63. A power mechanism such as the belt transmission portion 62 is also generally referred to as a belt drive.

[0118] The belt transmission portion 62 includes a small diameter pulley 620, a large diameter pulley 621, and a belt 622 (see FIG. 7). The small diameter pulley 620 is a member that is attached to a rotary shaft of the motor 61 and rotates integrally with the rotary shaft. In addition, the large diameter pulley 621 is a member that is attached to a worm portion 630 of the worm reduction gear 63 described later and rotates integrally with the worm portion 630.

[0119] In addition, the belt 622 is a belt member stretched over the small diameter pulley 620 and the large diameter pulley 621. The unevenness formed on the outer circumferential surfaces of the small diameter pulley 620 and the large diameter pulley 621 and the unevenness formed on the inner peripheral surface of the belt 622 are fitted to each other, so that the small diameter pulley 620, the large diameter pulley 621, and the belt 622 are configured to rotate integrally.

[0120] In addition, the ratio between the diameter of the small diameter pulley 620 and the diameter of the large diameter pulley 621 is 1:2, that is, the small diameter pulley 620 to the large diameter pulley 621=1:2. In addition, the rotation speed of the motor 61 can be reduced according to the ratio of the diameters of the small diameter pulley 620 and the large diameter pulley 621.

[0121] That is, a speed reduction ratio of 1:2 can be obtained in the belt transmission portion 62 from 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 defined according to the speed reduction ratio in the belt transmission portion 62 and the speed reduction ratio obtained from the worm reduction gear 63.

[0122] Here, the ratio between the diameter of the small diameter pulley 620 and the diameter of the large diameter pulley 621 is not necessarily limited to the ratio of the small diameter pulley 620 to the large diameter pulley 621=1:2. However, in order to obtain a speed reduction ratio in 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. In addition, from the viewpoint of avoiding an increase in the size of the actuator body 6 due to an increase in the size of the belt transmission portion 62, it is preferable that the diameter ratio of the small diameter pulley 620 to the large diameter pulley 621 be 1:2 or less in terms of the diameter size. Furthermore, from the viewpoint of achieving both a compact size of the belt transmission mechanism and a high speed reduction ratio in the belt transmission portion 62, it is more preferable that the diameter ratio of the small diameter pulley 620 to the large diameter pulley 621 be 1:2 in terms of the diameter size.

[0123] In addition, the value of the output of the motor 61 is not limited as long as the actuator body 6 can be downsized. For example, in the present invention, a motor having an output of 50 to 100 W can be used.

[0124] In addition, the worm reduction gear 63 is a reduction gear that further reduces the rotation speed of the power transmitted from the belt transmission portion 62 to increase the torque and transmits the torque to the actuator shaft 68. In addition, the worm reduction gear 63 has a speed reduction ratio of 1:50.

[0125] In addition, the worm reduction gear 63 includes the worm portion 630 and a worm gear 631 (see FIG. 7). The worm portion 630 and the worm gear 631 are each provided with a gear part. In addition, the worm gear 631 is disposed orthogonal to the worm portion 630, and is a member that transmits power by engagement of the respective gear parts.

[0126] In addition, a peripheral structure of the worm gear 631 will be described. A connector holder 66 is provided above the worm gear 631 and inside the case 60 (see FIGS. 6 and 8). The connector holder 66 is a member that houses a power supply base and wiring with each base.

[0127] In addition, the worm gear 631 is connected to the actuator shaft 68 via a joint pulley 67 (see FIGS. 6 and 8). In addition, the actuator shaft 68 is connected to the output gear 420. The actuator shaft 68 is a member that transmits power of the rotational drive of the worm gear 631 to the output gear 420.

[0128] That is, the worm gear 631 and the actuator shaft 68 are configured to rotate integrally via the joint pulley 67. Note that a known wave gear reducer can be employed as the structure of the worm reduction gear 63, and a detailed description of the structure will be omitted.

[0129] In the actuator unit 42, the torque of the power output from the motor 61 is increased by reducing the rotation speed by the belt transmission portion 62, and the power is transmitted to the worm reduction gear 63. In addition, the worm reduction gear 63 is configured to further reduce the rotation speed of the power transmitted from the belt transmission portion 62 to increase the torque and transmit the torque to the actuator shaft 68, and the actuator shaft 68 rotates integrally with the output gear 420.

[0130] In addition, as described above, the rotating output gear 420 is configured to be fitted to the upper portion gear 50 fixed to the upper end side of the inner shaft 201 by a gear mechanism to rotate the upper portion gear 50 (inner shaft 201).

[0131] Note that the actuator unit 41 is also configured to rotate the output gear 410 and rotate the lower portion gear 51 fixed to the outer shaft 200 by its driving.

[0132] Here, the worm reduction gear 63 is not necessarily limited to one having a speed reduction ratio of 1:50, and a worm reduction gear having a speed reduction ratio appropriately changed can be used.

[0133] In addition, in the case 60, an angle formed by the rotary shaft of the motor 61 and the belt 622 and an angle formed by the belt 622 and the worm portion 630 are disposed to be approximately 90 degrees, respectively, in a plan view. Furthermore, the worm gear 631 is disposed so as to be surrounded by the rotary shaft, the belt 622, and the worm portion 630.

[0134] As a result, the respective members of the motor 61, the belt transmission portion 62, and the worm reduction gear 63 can be compactly accommodated within a limited range of the small case 60.[Control Mechanism of Motor]

[0135] In addition, the motor 61 is connected to a control unit, and its driving is controlled. That is, the rotation operation of the split rudder 211 is controlled by the control unit controlling the drive of the motor 61. Note that the same applies to the motor included in the actuator unit 41. That is, the following motor control mechanism is common to the actuator unit 41 and the actuator unit 42.

[0136] In addition, the system that controls the drive of the motor 61 is also connected to an absolute encoder (not illustrated). The absolute encoder is a member that is attached to the motor 61 and performs detection of rotated position information in the motor 61 and position control with respect to a rotational operation thereof.

[0137] 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 a command unit that outputs an operation command signal to the servo driver 64.

[0138] In addition, the servo driver 64 is a control unit that outputs a pulse signal to the motor 61 or controls the output thereof so as to follow a command signal from the controller.

[0139] In addition, the operator portion 65 is an operation unit for manually changing the settings of the servo driver 64 of the motor 61 and the worm reduction gear 63. In a case where the operator desires to change the setting condition of each member, the operator portion 65 can be operated to perform work. In addition, the operator portion 65 includes operation buttons, indicators, and the like (reference numerals are omitted).

[0140] In addition, the servo driver 64 includes a lower-level CPU and an upper-level CPU (not illustrated). The lower-level CPU is a member that transmits a pulse signal to the motor 61. In addition, the lower-level CPU is a member that acquires position information of the rotational position of the motor 64 from an absolute encoder of the motor 64, and transmits to the upper-level CPU information indicating a result of determining whether the position information of the rotational position matches rotation information instructed by the upper-level CPU.

[0141] In addition, the upper-level CPU is a member that controls the lower-level CPU. The upper-level CPU is a member that determines the rotation speed and the rotation position of the motor 61 and transmits them as the rotation information to the lower-level CPU. Furthermore, the upper-level CPU is configured to be able to perform communication control from the outside of the actuator unit 42.

[0142] In addition, the upper-level CPU is a member that acquires, from the lower-level CPU, position information of the rotational position of the motor 61 and information indicating a result of determination as to whether the position information of the rotational position matches rotation information instructed by the upper-level CPU.

[0143] Furthermore, the upper-level CPU is a member that, based on the information acquired from the lower-level CPU, determines correction control of the rotation in a case where the position information of the rotation position of the motor 61 does not match the instructed rotational position (theoretical position information). That is, the upper-level CPU is configured to autonomously control the rotation of the motor 61.

[0144] In addition, the upper-level CPU is, as described above, a member that controls the lower-level CPU which transmits a pulse signal to the motor 61, and has a function of correcting the rotation operation of the motor 61 by modifying the pulse signal output from the lower-level CPU in a case where the position information of the rotation of the motor 61 does not match the rotation information (theoretical value) instructed to the lower-level CPU.

[0145] Here, in the conventional actuator, the servo driver (CPU for the driver) includes only the lower-level CPU, and does not include a component corresponding to the upper-level CPU.

[0146] Therefore, in the conventional actuator, in order to enable the actuator alone to perform autonomous control by providing an upper-level CPU in the servo driver, as in the actuator unit 42 of the present invention, it becomes necessary to additionally install a main control board. If such a main control board (for example, typically having dimensions of 120 mm in width, 120 mm in length, and 18 mm in height) is additionally installed, the case 60 or the actuator body 6 becomes larger in size.

[0147] Accordingly, in the actuator unit 42 of the present invention, the actuator unit 42 can be further downsized by allowing the servo driver 64 to include both the lower-level CPU and the upper-level CPU.[Control Unit]

[0148] Next, the configuration of the control unit will be further described. The steering assistance device according to the embodiment of the present invention includes a control CPU, a three-axis acceleration sensor, a Global Positioning System (GPS), and an anemometer with wind direction measurement (not illustrated) in addition to the control system composed of the controller and the servo driver 64 described above.

[0149] Here, the control CPU is a member that controls various devices, sensors, and the like configuring the control system. The control CPU is connected, via a wiring structure (not illustrated), to the controller, the servo driver 64, the three-axis acceleration sensor, the GPS, the anemometer with wind direction measurement, and a joystick described later. It is configured to acquire measurement information from measurement devices and sensors, etc., perform information processing, and transmit control signals to each device.

[0150] The three-axis acceleration sensor is an acceleration sensor for three axes (X-axis, Y-axis, and Z-axis), and it is a sensor that acquires information on the movement direction, movement speed, and movement time of the ship 1. This three-axis acceleration sensor measures the acceleration of the ship 1 in the X-axis and Y-axis directions and, by integrating the acceleration, is able to acquire information on the movement speed of the ship 1 and the displacement (movement amount of the ship 1) of the ship 1.

[0151] In addition, the GPS is a positioning system of position information for acquiring position information of the ship 1. In addition, the anemometer with wind direction measurement is a measuring device that measures the wind speed (velocity of the wind) and the wind direction (direction of the wind).

[0152] In addition, the anemometer with wind direction measurement measures the wind speed and the wind direction of the wind blowing on the hull of the ship 1 when the ship 1 is stopped. In addition, when the ship 1 travels, the wind speed and the wind direction (relative wind direction and wind speed) of the wind felt on the ship 1 during traveling are measured.

[0153] In addition, the control system includes a joystick as an operation portion (not illustrated). The joystick is provided in the steering unit of the ship 1 together with a display unit, etc., that displays measurement results of various measuring instruments, a nautical charts, and the like.

[0154] The joystick is an input unit that instructs a movement direction and a movement speed of the ship 1, and is configured to be tilted in an arbitrary direction of 360 degrees so that the movement direction of the ship 1 can be input. In addition, the movement speed of the ship 1 can be adjusted according to the amount by which the joystick is tilted. Furthermore, in the initial position of the joystick, the main body is not tilted in any direction of 360 degrees, and the joystick is upright in the vertical direction.

[0155] In addition, in a state where the joystick is at the initial position and the engine that rotates the propeller 10 is driven, the movement of the ship 1 is controlled such that the ship 1 remains at the original position (constant position), that is, the ship 1 is in a hovering state, a term commonly used in helicopter operations, etc.

[0156] In the steering assistance device according to the embodiment of the present invention, as an example, the movement control of the ship is mainly performed based on the following processes. (1) The operator tilts the joystick in a direction in which the operator wants to move the ship 1 while viewing the position of the ship 1, the nautical chart, and the like on the display unit. (2) The three-axis acceleration sensor, the GPS, and the anemometer with wind direction measurement respectively acquire information on the movement speed, movement amount, and position information of the ship 1, as well as the wind speed and wind direction. In addition, information on the tilt of the joystick is acquired. (3) The control CPU controls the driving of the motor 61 (and the motor of the actuator unit 41) based on the various pieces of information in (2) above, and adjusts the rotation angles of the outer shaft 200 and the inner shaft 201, thereby rotating the split rudder 210 and the split rudder 211. A propulsion force that causes the ship 1 to move in the direction in which the operator has tilted the joystick is generated by adjusting the direction of the water current produced from the rotating propeller 10 according to the rotation angles of the split rudder 210 and the split rudder 211. Note that the control CPU controls not only the rotation angles when the split rudder 210 and the split rudder 211 rotate independently, but also the rotation angle when the split rudder 210 and the split rudder 211 overlap and rotate integrally as the single coupling rudder 212. (4) The control CPU acquires the various pieces of information in (2) above at regular intervals, and based on the information collected at each timing, performs feedback using the position information of the ship 1. By repeatedly executing the processes of (2) and (3) above and adjusting the propulsion force acting on the ship 1, the control CPU causes the ship 1 to move in the direction in which the operator tilts the joystick.

[0157] In addition, in a case where the ship 1 is stopped and it is desired to the ship 1 at its current position, the same movement control as in (1) to (4) above is performed so that the ship 1 moves toward the position information indicating where the ship 1 is located, by keeping the joystick in its initial position without tilting it, whereby the ship 1 can be held at the same position.

[0158] Note that, in a case where the ship 1 is to be held at its current position, for example, the ship 1 may move due to effects such as wind or tide. Therefore, the ship 1 is controlled to move slightly by the movement control in (1) to (4) above, to hold the ship 1 within a certain range of the position.

[0159] Next, a description will be given of the assembly process of the rudder unit 2 and the connection process of the rudder unit 2 and the drive unit 4 via the connection unit 3.[Assembly of Rudder Unit]

[0160] First, the split rudder 210 and the split rudder 211 are overlapped with each other. Here, the plurality of tube portions 214 and the plurality of tube portions 216 are arranged in a row along the up-down direction. Further, the vane 213 and the vane 215 are overlapped (see FIG. 9(a)).

[0161] Next, the lower end side of the outer shaft 200 is inserted from above into the tube portion through-hole 217 in which the plurality of tube portions 214 and the plurality of tube portions 216 are arranged in a row (see FIG. 9(b)).

[0162] Here, the lower end portion of the outer shaft 200 is inserted to the positions of the first and second tube portions 214 from the top among the four tube portions 214, and at the positions of these two tube portions 214, the lower end portion of the outer shaft 200 is fixed by bolting from the outer circumferential surface side (see FIGS. 9(b) and 9(c)).

[0163] Subsequently, the inner shaft 201 is inserted from above into the through-hole of the outer shaft 200 that has been fixed to the tube portion 214 (see FIG. 9(c)).

[0164] The lower end portion of the inner shaft 201 is inserted up to the lower end portion of the split rudder 211, and at the positions of the first and second tube portions 216 from the bottom among the four tube portions 216, the lower end portion of the inner shaft 201 is fixed by bolting (not shown) from the outer circumferential surface side of each tube portion 216 (see FIG. 9(d)).

[0165] In this manner, the outer shaft 200 and the inner shaft 201 are inserted into the tube portion through-hole 217 and are respectively fixed, thereby serving as the respective rotary shafts of the split rudder 210 and the split rudder 211.

[0166] Further, after the inner shaft 201 is fixed, the retainer cap 22 is attached to the lower end of the tube portion through-hole 217 to prevent the inner shaft 201 from coming off from the tube portion through-hole 217 (see FIG. 9(d)).

[0167] With the above processes, the rudder unit 2 in which the split rudder 210, the split rudder 211, the outer shaft 200, and the inner shaft 201 are combined is constructed.[Connection between Rudder Unit and Drive Unit]

[0168] Next, a process of attachment of the rudder unit 2 to the ship 1 and connection of the drive unit 4 will be described. The rudder unit 2 constructed by the above-described processes is attached from the ship bottom side of the ship 1 (see FIG. 10(a)).

[0169] Here, in the ship 1, the rudder originally provided in the ship 1 and the shaft of the steering rudder (the existing steering rudder and the shaft thereof) are detached from the shaft hole 12 and the protective tube portion 13 (see FIGS. 1(a) and 1(b)) formed on the stern side.

[0170] Then, the upper portion side of the shaft portion 20 in the rudder unit 2 is inserted into the shaft hole 12 (not illustrated in FIG. 10) from the ship bottom side of the ship 1 (see FIG. 10(b)).

[0171] In addition, when the shaft portion 20 is inserted from the lower side of the shaft hole 12 and the protective tube portion 13 and the rudder portion 21 of the rudder unit 2 reaches a predetermined height (see FIG. 10(c)), the T-shaped plate 30 is attached to the upper end portion of the rudder portion 21 protruding from the upper end of the protective tube portion 13 (see FIG. 10(d)).

[0172] Note that, the predetermined height position of the rudder portion 21 is a height position at which the rudder portion 21 faces the propeller 10 disposed on the lower side of the ship 1. By positioning the rudder portion 21 at this height position, the water current generated by the rotating propeller 10 can sufficiently act on the side of the rudder portion 21.

[0173] Next, a process of attachment of the T-shaped plate 30 will be described. First, a lower clamp 34 is attached and fixed to the outer circumferential surface on the upper portion side of the outer shaft 200 extending from the upper end of the protective tube portion 13 (see FIG. 11(a)).

[0174] The lower clamp 34 is a member for fixing the T-shaped plate 30 to the outer shaft 200 via the pin 33. The lower clamp 34 is also a member that defines the height position of the T-shaped plate 30 in the vertical direction. Note that the lower clamp 34 mentioned here is a member corresponding to the clamp portion in the claims of the present application.

[0175] In addition, the lower clamp 34 is configured of two semicircular split clamps 340 and 341 (see FIG. 11(a)).

[0176] The two split clamps 340 and 341 are formed into a circular member by bringing the inner peripheral surfaces of the respective members into contact with the outer circumferential surface of the outer shaft 200, and the contact portions of the split clamp 340 and the split clamp 341 (two locations in the present embodiment) are fixed using fastening members such as bolts, thereby fixing the clamps 340 and 341 to the outer circumferential surface of the outer shaft 200.

[0177] As described above, since the lower clamp 34 has a structure in which the divided two split clamp 340 and the split clamp 341 are combined and attached to the outer circumferential surface of the outer shaft 200, the lower clamp 34 can be easily attached to a desired height position in the vertical direction.

[0178] In addition, a lower portion pin hole 342 penetrating in the vertical direction is formed in the split clamp 341 (see FIG. 11(a)). The lower portion pin hole 342 communicates with the upper portion pin hole 302 formed on the T-shaped plate 30 side to form a hole portion into and from which the pin 33 can be inserted and extracted. Note that the lower portion pin hole 342 mentioned here is a portion corresponding to the first pin hole in the claims of the present application.

[0179] Next, after the lower clamp 34 is fixed to the outer circumferential surface of the outer shaft 200, the T-shaped plate 30 is placed on the upper portion of the lower clamp 34 (see FIG. 11(b)). At this time, the position of the upper portion pin hole 302 and the position of the lower portion pin hole 342 in the horizontal direction are aligned.

[0180] Subsequently, an upper clamp 35 is attached and fixed to the upper portion of the T-shaped plate 30 and the outer circumferential surface of the outer shaft 200 (see FIG. 11(c)). The upper clamp 35 is a member that is disposed in a state of sandwiching the T-shaped plate 30 between the upper clamp 35 and the lower clamp 34 in the vertical direction and defines the height position of the T-shaped plate 30.

[0181] Similarly to the lower clamp 34, the upper clamp 35 is configured of two semicircular split clamps 350 and 351.

[0182] The two split clamps 350 and 351 are formed into a circular member by bringing the inner peripheral surfaces of the respective members into contact with the outer circumferential surface of the outer shaft 200, and the contact portions of the split clamp 350 and the split clamp 351 (two locations in the present embodiment) are fixed using fastening members such as bolts, thereby fixing the clamps 350 and 351 to the outer circumferential surface of the outer shaft 200.

[0183] Next, the pin 33 is inserted into the upper portion pin hole 302 and the lower portion pin hole 342 from above the T-shaped plate 30 (see FIG. 11(d)). A flange portion is formed on the head of the pin 33 (reference numeral is omitted), the flange portion of the pin 33 is caught by the upper end edge of the upper portion pin hole 302, and the pin 33 is maintained in an inserted state without falling off from the upper portion pin hole 302 and the lower portion pin hole 342.

[0184] In addition, the pin 33 is configured to be manually inserted into and extracted from the upper portion pin hole 302 and the lower portion pin hole 342 by an operator.

[0185] By inserting the pin 33 into the upper portion pin hole 302 and the lower portion pin hole 342 in this manner, the T-shaped plate 30 is integrated with the lower clamp 34, and the T-shaped plate 30 is fixed to the outer shaft 200.

[0186] On the other hand, when the pin 33 is pulled out from the upper portion pin hole 302 and the lower portion pin hole 342, it becomes a state where the T-shaped plate 30 is separated from the lower clamp 34, and the T-shaped plate 30 is separated from the outer shaft 200.

[0187] Here, pin 33 is not necessarily limited to an aspect of manual operation by an operator, that is, not only an aspect in which the pin 33 is manually inserted and extracted by the operator, but also an aspect in which the pin is electrically inserted and extracted can be adopted. That is, for example, an electromagnetic solenoid may be used to insert or extract the pin into or from the hole.

[0188] Subsequently, a lower portion gear 51 is attached and fixed above the upper clamp 35 and to the outer circumferential surface of the outer shaft 200 (see FIG. 12(a)).

[0189] In the lower portion gear 51 and the outer shaft 200, a key groove is formed at a position where both members abut on each other, and a key is disposed in the key groove (not illustrated) to integrate both members.

[0190] In addition, an upper portion gear 50 is attached and fixed above the lower portion gear 51 and to the outer circumferential surface of the upper end portion of the inner shaft 201 (see FIG. 12(b)).

[0191] Similarly to the lower portion gear 51, in the upper portion gear 50 and the inner shaft 201, a key groove is formed at a position where both members abut on each other, and a key is disposed in the key groove (not illustrated) to integrate both members.

[0192] Further, the mounting stand 31 and the mounting stand 32 are attached and fixed to the two attachment pieces 301 of the T-shaped plate 30, respectively (see FIG. 12(c)).

[0193] In addition, the actuator unit 41 is mounted on the placement portion 311 (see FIG. 12(c)) of the mounting stand 31, and is fixed thereto (see FIG. 12(d)). Furthermore, the actuator unit 42 is mounted on the placement portion 321 of the mounting stand 32, and fixed thereto.

[0194] At this time, the output gear 410 of the actuator unit 41 and the lower portion gear 51 fixed to the outer shaft 200 are disposed to mesh with each other by a gear mechanism. In addition, the output gear 420 of the actuator unit 42 and the upper portion gear 50 fixed to the inner shaft 201 are disposed to mesh with each other by a gear mechanism.

[0195] Although not illustrated, the hydraulic cylinder 40 is attached to the tip end portion of the projecting piece of the T-shaped plate 30.

[0196] The assembly of the rudder unit 2 and the connection of the rudder unit 2 and the drive unit 4 via the connection unit 3 are performed in the processes described above.

[0197] In the steering assistance device according to the embodiment of the present invention, when the pin 33 is inserted into the upper portion pin hole 302 and the lower portion pin hole 342, it becomes a state where the T-shaped plate 30 is fixed to the outer shaft 200. In this state, the T-shaped plate rotates using the hydraulic cylinder 40 as a driving source, and can be used as one coupling rudder 212.

[0198] At this time, as described above, the actuator unit 41 and the actuator unit 42 are configured to include the worm reduction gear 63, and when the actuator unit 41 and the actuator unit 42 are not driven, the rotation of the output gear 410 and the output gear 420 is restricted.

[0199] That is, when the actuator units are stopped, the output gear 410 and the output gear 420 do not move, and even if some force acts on the upper portion gear 50 and the lower portion gear 51, it becomes a state where the rotation of the upper portion gear 50 and the lower portion gear 51 meshed with the output gear 410 and the output gear 420 by the gear mechanism is also restricted and locked.

[0200] When the hydraulic cylinder 40 rotates the T-shaped plate 30 in the horizontal direction, the outer shaft 200 fixed to the T-shaped plate 30 rotates integrally with the T-shaped plate 30. In addition, since the output gear 410 and the lower portion gear 51, and the output gear 420 and the upper portion gear 50 are locked, respectively, the inner shaft 201 also rotates integrally with the outer shaft 200. More specifically, since the gears are locked to each other, the inner shaft integrally rotates following the movement of the outer shaft.

[0201] Therefore, when the coupling rudder 212 rotates, the outer shaft 200 and the inner shaft 201 integrally function as rotary shafts.

[0202] In addition, in the steering assistance device according to the embodiment of the present invention, when the pin 33 is pulled out from the upper portion pin hole 302 and the lower portion pin hole 342, it becomes a state where the T-shaped plate 30 is separated from the outer shaft 200. In this state, the actuator unit 41 and the actuator unit 42 can be used as two steering rudders in which the outer shaft 200 and the inner shaft rotate, and the split rudder 210 and the split rudder 211 rotate independently, using the actuator unit and the actuator unit as driving sources.

[0203] At this time, the control unit controls the rotating operation of the split rudder 210 and the split rudder 211 with the protruding direction of the projecting piece 300 of the T-shaped plate 30 as a reference position (home position) of the rotation angle.

[0204] In addition, in the embodiment of the present invention, the split rudder 210 and the split rudder 211 are configured to be rotatable at respective rotation angles in a range of 0 degrees to 130 degrees. In addition, 0 degrees here is a direction that coincides with the protruding direction of the projecting piece 300 of the T-shaped plate 30.

[0205] Here, the rotation angle of each of the split rudder 210 and the split rudder 211 is not necessarily set in the range of 0 degrees to 130 degrees, and the range of the rotation angle can be appropriately set.

[0206] Next, motions of the two split rudder 210 and the split rudder 211 in the ship 1 to which the steering assistance device according to the embodiment of the present invention is attached and a case of a motion of the ship 1 due to the motions will be described.

[0207] FIGS. 13(a) to 13(c) are schematic plan views schematically illustrating a positional relationship among the ship 1, the propeller 10, the split rudder 210, and the split rudder 211.

[0208] Normally, when the ship 1 is moved straight forward or when the ship 1 is moved diagonally to the right or diagonally to the left while being moved forward, the movement direction of the ship 1 is adjusted through the hydraulic cylinder 40 as the coupling rudder 212. That is, the coupling rudder 212 is rotated as one steering rudder to control the movement direction of the ship 1.

[0209] In addition, when the ship 1 is caused to travel straight forward, the tip end of the coupling rudder 212 is directed to the rear side of the ship 1 (rightward direction in each drawing of FIG. 13) (not illustrated). Further, this direction is a reference position (home position) of the rotation angle.

[0210] In addition, when the ship 1 is moved diagonally to the right or diagonally to the left while being moved forward, the movement direction of the ship 1 is controlled by rotating the coupling rudder 212 with the shaft portion 20 as a rotary shaft (not illustrated).

[0211] In addition, when the ship 1 is moved in the lateral direction, the respective split rudder 210 and the split rudder 211 are independently rotatable, and the ship 1 is moved by two steering rudders.

[0212] More specifically, when the split rudder 210 and the split rudder 211 are rotated and the respective rudders are oriented, for example, in the direction illustrated in FIG. 13(a), the water current generated by the rotating propeller 10 is affected by the split rudder 210 and the split rudder 211, and the thrust in the direction indicated by reference sign F1 acts on the ship 1.

[0213] Due to the thrust in the direction of reference sign F1, the stern of the ship 1 moves so as to rotate in the clockwise direction in FIG. 13(a) with the position of reference sign G as the center of gravity.

[0214] Note that, in the state of FIG. 13(a), the thrust in the lateral direction can be adjusted by adjusting the angle of the split rudder 210, and the thrust toward the forward direction can be suppressed by adjusting the angle of the split rudder 211.

[0215] Thereafter, when the control unit controls the actuator unit 41 and the actuator unit 41 to rotate the split rudder 210 and the split rudder 211 and orient each rudder in the direction illustrated in FIG. 13(b), the water current generated by the rotating propeller 10 is affected by the split rudder 210 and the split rudder 211, and the thrust in the direction indicated by reference sign F12 acts on the ship 1.

[0216] Due to the thrust in the direction of reference sign F2, the stern of the ship 1 moves so as to rotate in the counterclockwise direction in FIG. 13(b) with the position of reference sign G as the center of gravity.

[0217] Note that, in the state of FIG. 13(b), the thrust in the lateral direction can be adjusted by adjusting the angle of the split rudder 211, and the thrust toward the forward direction can be suppressed by adjusting the angle of the split rudder 210.

[0218] Then, by repeatedly switching the rotation angles of the split rudder 210 and the split rudder 211 to the directions of FIGS. 13(a) and 13(b) by the control unit, the thrust in the direction of the reference sign F1 and the thrust in the direction of the reference sign F2 are repeatedly applied to the ship 1, and the ship 1 can move in the lateral direction as a whole of the ship 1 while swinging the stern side to the left and right.

[0219] In this manner, by finely controlling the rotation angles of the two split rudders 210 and 211, the ship 1 can be moved in the lateral direction. In addition, the ship 1 can also be rotated in a desired direction by adjusting the rotation angles of the split rudders 210 and 211.

[0220] Further, by rotating the split rudder 210 and the split rudder 211 to orient each of the rudders in the direction illustrated in FIG. 13(c) and adjusting the angle of each of the rudders, it is possible to adjust the thrust directed in the forward direction by the water current generated from the rotating propeller 10 and to keep the ship 1 at a constant position. In this adjustment here, the driving is controlled by the control unit.

[0221] Further, by adjusting the rotation angles of the split rudders 210 and 211, the ship 1 can be moved forward at a very low speed. Further, when the rotation angles of the split rudder 210 and the split rudder 211 are inclined to the propeller 10 side from the state of FIG. 13(c), the ship 1 can also be moved backward without changing the rotation direction of the propeller 10 by the water current control of the two steering rudders while maintaining the orientation of the ship 1.

[0222] Here, in conventional ships, for example, when a fishing boat arrives at a fishing ground and performs work, if the engine is stopped to halt the ship, the ship would drift due to the influence of wind and tide. Therefore, it was necessary to perform the work while moving the ship at a low speed, by setting the clutch connecting the propeller and the engine in a state of being not completely connected (half-clutch).

[0223] On the other hand, by using the steering assistance device according to the embodiment of the present invention, in the ship 1, the ship 1 can be kept at a constant position or the ship 1 can be moved at a very low speed while the propeller 10 is rotated without disengaging the clutch.

[0224] Furthermore, in the ship 1, during stopping or very low-speed sailing, it also becomes possible to control the orientation of the hull so that the bow of the ship 1 faces the windward direction, by repeatedly performing control in which the control unit causes the measured values of the three-axis acceleration sensor to match the measurement results of the anemometer with wind direction measurement. As a result, the influence of wind on the hull can be suppressed, and the ship can be made difficult to be flown by wind.

[0225] In the steering assistance device according to the embodiment of the present invention described above, it is possible to control the movement direction of the ship 1 with a high degree of freedom by independently controlling the driving of the two split rudders 210 and 211.

[0226] In addition, in the steering assistance device according to the embodiment of the present invention, the steering rudder originally provided in the ship 1 to be attached is detached, and the rudder unit 2 and the drive unit 4 can be easily retrofitted to the shaft hole 12 for the steering rudder.

[0227] In addition, the steering assistance device according to the embodiment of the present invention can strictly control the movement direction of the ship 1 via the control unit. In addition, it is possible to perform complicated movements such as an operation of rotating the ship 1, a movement in a lateral direction, a movement in an oblique direction, and an operation of staying at a constant position while driving the engine, through the control unit.

[0228] As described above, the steering assistance device to which the present invention is applied can be easily retrofitted to a small vessel steered via a hand propeller and a steering rudder, and can control a movement direction of the ship with a high degree of freedom by replacing an existing steering rudder.Reference Signs List

[0229] 1Ship 10Propeller 11Shaft 12Shaft hole 13Protective tube portion 2Rudder unit 20Shaft portion 200Outer shaft 201Inner shaft 21Rudder portion 210Split rudder 211Split rudder 212Coupling rudder 213Vane 214Tube portion 215Vane 216Tube portion 217Tube portion through-hole 22Retainer cap 23Scraper 24Scraper 3Connection unit 30T-shaped plate 300Projecting piece 301Attachment piece 31Mounting stand 310Vertical plate 311Placement portion 32Mounting stand 320Vertical plate 321Placement portion 33Pin 34Lower clamp 340Split clamp 341Split clamp 342Lower portion pin hole 35Upper clamp 350Split clamp 351Split clamp 4Drive unit 40Hydraulic cylinder 41Actuator unit 410Output gear 42Actuator unit 420Output gear 50Upper portion gear 51Lower portion gear 6Actuator body 60Case 61Motor 62Belt transmission portion 620Small diameter pulley 621Large diameter pulley 622Belt 63Worm reduction gear 630Worm portion 631Worm gear 64Servo driver 65Operator portion 66Connector holder 67Joint pulley 68Actuator shaft

Claims

1. A steering assistance device for a vessel, which is configured to be retrofitted to a ship that includes a propeller provided below a ship bottom of the ship and configured to be rotatable via a predetermined driving source, a rudder stock that is inserted through a shaft hole formed in the ship bottom, with one end side thereof being disposed while extending outward from the ship bottom and being configured to be rotatable, and a predetermined steering rudder that is attached to the one end side of the rudder stock and configured to change or adjust a traveling direction of the ship by altering a flow of water current generated by rotation of the propeller, the steering assistance device comprising: a substantially cylindrical first rudder stock configured to be insertable through the shaft hole; a second rudder stock that is rotatably inserted to an inside of a through-hole of the first rudder stock and formed to have a length extending outward beyond both one end side and the other end side of the first rudder stock; a first rudder that is fixed to one end side of the first rudder stock; a second rudder that is fixed to one end side of the second rudder stock, and configured to form a single rudder plate in a state of being overlapped with the first rudder; a flange portion that is disposed on an outer circumferential surface of the first rudder stock and at the other end side, and that is switchable between a state of being fixed to the first rudder stock and a state of being separated from the first rudder stock; a flange driving source that causes the flange portion, the first rudder stock, and the second rudder stock to rotate integrally about an axial center of the first rudder stock, in a state where the flange portion is fixed to the first rudder stock; a first actuator that is attached to the flange portion and that causes the first rudder stock and the first rudder to rotate independently in a state where the flange portion is separated from the first rudder stock; and a second actuator that is attached to the flange portion and that causes the second rudder stock and the second rudder to rotate independently in a state where the flange portion is separated from the first rudder stock.

2. The steering assistance device for a vessel according to claim 1, wherein the first rudder includes a first vane whose thickness decreases toward one end side, and a plurality of first tube portions provided on the other end side of the first vane, the second rudder includes a second vane whose thickness decreases toward one end side and a plurality of second tube portions provided on the other end side of the second vane, the rudder plate is configured in a state where one end side of the first vane and one end side of the second vane are aligned and the first vane and the second vane are overlapped with each other, and the first tube portion and the second tube portion are arranged in a row to form a tube portion through-hole, the first rudder stock is inserted into a part of the tube portion through-hole, and the second rudder stock is inserted into the entire tube portion through-hole.

3. The steering assistance device for a vessel according to claim 1 or 2, comprising: a first gear fixed to an outer circumferential surface of the first rudder stock; and a second gear fixed to an outer circumferential surface of the second rudder stock, wherein the first actuator transmits power to a first output gear that meshes with the first gear via a gear mechanism and rotates the first output gear, and the second actuator transmits power to a second output gear that meshes with the second gear via a gear mechanism and rotates the second output gear.

4. The steering assistance device for a vessel according to claim 1 or 2, comprising: a clamp portion that is fixed to an outer circumferential surface of the first rudder stock and is provided in the vicinity of the flange portion, the clamp portion being formed with a first pin hole that is a through-hole extending substantially parallel to a longitudinal direction of the first rudder stock, wherein the flange portion is formed with a second pin hole that is a through-hole extending substantially parallel to the longitudinal direction of the first rudder stock and that communicates with the first pin hole in a state where the flange portion is fixed to the first rudder stock, and a pin member is formed to be insertable into and extractable from the communicating first pin hole and the second pin hole, the insertion and removal of the pin member switching between a state where the flange portion is fixed to the first rudder stock and a state where the flange portion is separated from the first rudder stock.

5. The steering assistance device according to claim 1 or 2, wherein the flange portion is formed with a protrusion that protrudes in a direction substantially parallel to an axial center direction of the propeller, in a state in which the flange portion is fixed to the first rudder stock, and a rotation angle of the first rudder stock and the first rudder, and a rotation angle of the second rudder stock and the second rudder are controllable with reference to the direction in which the protruding direction protrudes.

6. The steering assistance device for a vessel according to claim 1 or 2, comprising: wind direction and speed measuring means for measuring a wind speed and direction of wind; position information acquisition means for acquiring position information of the ship; acceleration measuring means for measuring a movement direction and a movement amount of the ship; and a CPU that controls the first actuator and the second actuator based on the wind speed and direction information, the position information, and the movement direction and the movement amount.

7. The steering assistance device for a vessel according to claim 2, wherein a first scraper portion that rotates along an outer circumferential surface of the second tube portion is provided on an end surface at the other end of the first vane, and a second scraper portion that rotates along an outer circumferential surface of the first tube portion is provided on an end surface at the other end of the second vane.

8. The steering assistance device for a vessel according to claim 1 or 2, wherein the ship has a gross tonnage of less than 20 tons.

9. The steering assistance device for a vessel according to claim 1 or 2, comprising: an operation portion that enables input of a movement direction and a movement speed of the ship by tilting a stick in an arbitrary direction within a range of 360 degrees.

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