Hull motion damper and marine vessel

Abstract

A hull motion damper includes an in-navigation motion damping structure to be located at a protruded position while a hull is sailing to correct an attitude of the hull and reduce motion of the hull, an at-rest motion damping structure to be located at a submerged position while the hull is at rest to reduce motion of the hull, and a common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of priority to Japanese Patent Application No. 2025-046006 filed on Mar. 19, 2025. The entire contents of this application are hereby incorporated herein by reference.BACKGROUND OF THE INVENTION1. Field of the Invention

[0002] The present invention relates to hull motion dampers and marine vessels.2. Description of the Related Art

[0003] A hull motion damper including an in-navigation motion damping structure is known in general. Such a hull motion damper is disclosed in U.S. Patent Application Publication No. 2011 / 0017115, for example. Furthermore, a hull motion damper including an at-rest motion damping structure is known in general. Such a hull motion damper is disclosed in Japanese Patent Laid-Open No. 05-286484, for example.

[0004] U.S. Patent Application Publication No. 2011 / 0017115 discloses a hull motion damper that is attached to each of the port and starboard sides of a hull and includes an in-navigation motion damping structure and a drive source for the in-navigation motion damping structure. The in-navigation motion damping structure disclosed in U.S. Patent Application Publication No. 2011 / 0017115 is located at a protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from the bottom of the hull as viewed in a forward-rearward direction of the hull, to correct the attitude of the hull and reduce the motion of the hull.

[0005] Japanese Patent Laid-Open No. 05-286484 discloses a hull motion damper that is attached to each of the port and starboard sides of a hull and includes an at-rest motion damping structure and a drive source for the at-rest motion damping structure. The at-rest motion damping structure disclosed in Japanese Patent Laid-Open No. 05-286484 is located at a submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce the motion of the hull.

[0006] Although not disclosed in U.S. Patent Application Publication No. 2011 / 0017115 or Japanese Patent Laid-Open No. 05-286484, both the hull motion damper including the in-navigation motion damping structure disclosed in U.S. Patent Application Publication No. 2011 / 0017115 and the hull motion damper including the at-rest motion damping structure disclosed in Japanese Patent Laid-Open No. 05-286484 may be attached to each of the port and starboard sides of the hull. In such a case, the attitude of the hull is corrected and the motion of the hull is reduced while the hull is sailing, and the motion of the hull is reduced while the hull is at rest. However, the marine vessel becomes larger and the number of components increases. Therefore, a configuration is desired in which the attitude of the hull is corrected and the motion of the hull is reduced while the hull is sailing, and the motion of the hull is reduced while the hull is at rest, while an increase in the size of the marine vessel and an increase in the number of components are reduced or prevented.SUMMARY OF THE INVENTION

[0007] Example embodiments of the present invention provide hull motion dampers and marine vessels that each correct the attitudes of hulls and reduce the motion of the hulls while the hulls are sailing, and reduce the motion of the hulls while the hulls are at rest, while an increase in the sizes of marine vessels and an increase in the number of components are reduced or prevented.

[0008] A hull motion damper according to an example embodiment of the present invention is to be attached to each of port and starboard sides of a transom of a hull, and includes an in-navigation motion damping structure to be located at a protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from a bottom of the hull as viewed in a forward-rearward direction of the hull, to correct an attitude of the hull and reduce motion of the hull, an at-rest motion damping structure to be located at a submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce motion of the hull, and a common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure.

[0009] A hull motion damper according to an example embodiment of the present invention includes the in-navigation motion damping structure to be located at the protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from the bottom of the hull as viewed in the forward-rearward direction of the hull, to correct the attitude of the hull and reduce the motion of the hull, the at-rest motion damping structure to be located at the submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce the motion of the hull, and the common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure. Accordingly, while the hull is sailing, the in-navigation motion damping structure corrects the attitude of the hull and reduces the motion of the hull. While the hull is at rest, the at-rest motion damping structure reduces the motion of the hull. Furthermore, the hull motion damper includes the common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure such that an increase in the size of the hull motion damper and an increase in the number of components in the hull motion damper are reduced or prevented as compared with a case in which the hull motion damper includes a separate drive source for the in-navigation motion damping structure and a separate drive source for the at-rest motion damping structure. Consequently, while an increase in the size of the marine vessel and an increase in the number of components in the marine vessel are reduced or prevented, the attitude of the hull is corrected and the motion of the hull is reduced while the hull is sailing, and the motion of the hull is reduced while the hull is at rest.

[0010] In a hull motion damper according to an example embodiment of the present invention, the common drive source is preferably configured to drive the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and to drive the at-rest motion damping structure while the hull is at rest. Accordingly, the common drive source drives the in-navigation motion damping structure while the hull is sailing, and drives the at-rest motion damping structure while the hull is at rest. Furthermore, the at-rest motion damping structure is prevented from being driven while the hull is sailing, and thus an increase in the size of a submerged portion of the at-rest motion damping structure due to driving of the at-rest motion damping structure during sailing of the hull is reduced or prevented. Consequently, the possibility that an increase in hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure caused by submersion of the at-rest motion damping structure during sailing of the hull hinders smooth sailing of the hull is reduced or prevented.

[0011] In such a case, a hull motion damper preferably further includes a transmission state switch to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure. Accordingly, a configuration is easily achieved by the transmission state switch in which the common drive source drives the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and drives the at-rest motion damping structure while the hull is at rest.

[0012] A hull motion damper including the common drive source configured to drive the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and to drive the at-rest motion damping structure while the hull is at rest is preferably configured to transmit a driving force from the common drive source to the at-rest motion damping structure via the in-navigation motion damping structure while the hull is at rest. Accordingly, while the hull is at rest, a path through which a driving force is transmitted from the common drive source to the at-rest motion damping structure and a path through which a driving force is transmitted from the common drive source to the in-navigation motion damping structure are unified between the common drive source and the at-rest motion damping structure. Consequently, an increase in the size of the hull motion damper and an increase in the number of components in the hull motion damper are further reduced or prevented as compared with a case in which a driving force is transmitted from the common drive source to the at-rest motion damping structure without passing through the in-navigation motion damping structure while the hull is at rest.

[0013] In a hull motion damper according to an example embodiment of the present invention, the at-rest motion damping structure is preferably configured to, while the hull is sailing, be prevented from being driven by a driving force from the common drive source and the in-navigation motion damping structure is preferably configured to, while the hull is sailing, be driven a first driving distance by the driving force from the common drive source to be located at the protruded position; and the at-rest motion damping structure is preferably configured to, while the hull is at rest, be driven a second driving distance, which is larger than the first driving distance, by the driving force from the common drive source to be located at the submerged position. Accordingly, the in-navigation motion damping structure is driven a relatively small first driving distance to be located at the protruded position while the hull is sailing, and thus the size of the portion of the in-navigation motion damping structure that protrudes downward from the bottom of the hull as viewed in the forward-rearward direction of the hull is relatively reduced. Consequently, the possibility that an increase in hydrodynamic (wave-making) resistance acting on the in-navigation motion damping structure during sailing of the hull hinders smooth sailing of the hull is reduced or prevented. Furthermore, the at-rest motion damping structure is driven a relatively large second driving distance to be located at the submerged position while the hull is at rest, and thus the size of the submerged portion of the at-rest motion damping structure is relatively increased. Consequently, the possibility that a decrease in hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure when the hull is at rest makes it impossible to sufficiently reduce the motion of the hull is reduced or prevented. In this specification, the terms “drive” and “driving” indicate a concept including rotation, linear movement, etc., and the term “driving distance” indicates a concept including rotation angle, linear movement distance, etc.

[0014] In such a case, the at-rest motion damping structure is preferably configured to, while the hull is sailing, be prevented from being rotated around a rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is preferably configured to, while the hull is sailing, be rotated around the rotation axis through a first rotation angle by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is preferably configured to, while the hull is at rest, be rotated around the rotation axis through a second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position, or the at-rest motion damping structure is preferably configured to, while the hull is sailing, be prevented from being moved linearly by the driving force from the common drive source and the in-navigation motion damping structure is preferably configured to, while the hull is sailing, be moved linearly a first linear movement distance by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is preferably configured to, while the hull is at rest, be moved linearly a second linear movement distance, which is larger than the first linear movement distance, by the driving force from the common drive source to be located at the submerged position. Accordingly, a configuration is easily achieved in which while the hull is sailing, the at-rest motion damping structure is prevented from being driven by the driving force from the common drive source and the in-navigation motion damping structure is driven the first driving distance by the driving force from the common drive source to be located at the protruded position, and while the hull is at rest, the at-rest motion damping structure is driven the second driving distance, which is larger than the first driving distance, by the driving force from the common drive source to be located at the submerged position.

[0015] In a hull motion damper in which the at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being rotated around the rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be rotated around the rotation axis through the first rotation angle by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is configured to, while the hull is at rest, be rotated around the rotation axis through the second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position, the at-rest motion damping structure is preferably configured to, while the hull is at rest, be rotated together with the in-navigation motion damping structure around the rotation axis through the second rotation angle by the driving force from the common drive source to be located at the submerged position. Accordingly, while the hull is at rest, the path through which a driving force is transmitted from the common drive source to the at-rest motion damping structure and the path through which a driving force is transmitted from the common drive source to the in-navigation motion damping structure are unified between the common drive source and the at-rest motion damping structure. Consequently, an increase in the size of the hull motion damper and an increase in the number of components in the hull motion damper are further reduced or prevented as compared with a case in which a driving force is transmitted from the common drive source to the at-rest motion damping structure without passing through the in-navigation motion damping structure while the hull is at rest.

[0016] In a hull motion damper in which the at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being rotated around the rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be rotated around the rotation axis through the first rotation angle by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is configured to, while the hull is at rest, be rotated around the rotation axis through the second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position, the at-rest motion damping structure preferably includes a portion closer to the rotation axis bent toward a lower side of the hull relative to a portion farther away from the rotation axis such that in addition to the portion farther away from the rotation axis, the portion closer to the rotation axis is also located at the submerged position when the at-rest motion damping structure is rotated through the second rotation angle around the rotation axis such that at least the portion of the at-rest motion damping structure is located at the submerged position while the hull is at rest. Accordingly, as compared with a case in which the entire at-rest motion damping structure is flat or a case in which the portion closer to the rotation axis is bent toward the upper side of the hull relative to the portion farther away from the rotation axis, for example, the size of the submerged portion of the at-rest motion damping structure is further increased when the at-rest motion damping structure is rotated through the second rotation angle around the rotation axis while the hull is at rest. Consequently, as compared with a case in which the entire at-rest motion damping structure is flat or a case in which the portion closer to the rotation axis is bent toward the upper side of the hull relative to the portion farther away from the rotation axis, for example, while the hull is at rest, hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure is further increased, and the motion of the hull is further reduced.

[0017] A hull motion damper including the transmission state switch to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure preferably further includes a support with the at-rest motion damping structure fixed thereto, and the transmission state switch preferably includes a movement restrictor configured to engage with the support to restrict movement of the at-rest motion damping structure while the hull is sailing, and to disengage from the support to not restrict movement of the at-rest motion damping structure while the hull is at rest. Accordingly, while the hull is sailing, the movement restrictor engages with the support to restrict movement of the at-rest motion damping structure, and thus a state is easily achieved in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure. Furthermore, while the hull is at rest, the movement restrictor disengages from the support to not restrict movement of the at-rest motion damping structure, and thus a state is easily achieved in which a driving force is transmitted from the common drive source to the at-rest motion damping structure.

[0018] In a hull motion damper in which the at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being rotated around the rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be rotated around the rotation axis through the first rotation angle by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is configured to, while the hull is at rest, be rotated around the rotation axis through the second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position, the in-navigation motion damping structure and the at-rest motion damping structure are preferably configured to, while the hull is at rest, be rotated through the second rotation angle by the driving force from the common drive source around the rotation axis located at a portion of the in-navigation motion damping structure on a centerline side in a right-left direction of the hull. Accordingly, while the hull is sailing, the position of the portion of the in-navigation motion damping structure in the right-left direction of the hull that protrudes downward from the bottom of the hull as viewed in the forward-rearward direction of the hull is relatively far apart from a centerline in the right-left direction of the hull. Thus, while the hull is sailing, a position at which a lift force is generated on the in-navigation motion damping structure due to protrusion of at least a portion of the in-navigation motion damping structure downward from the bottom of the hull as viewed in the forward-rearward direction of the hull in the hull motion damper attached to the port side of the transom of the hull, and a position at which a lift force is generated on the in-navigation motion damping structure due to protrusion of at least a portion of the in-navigation motion damping structure downward from the bottom of the hull as viewed in the forward-rearward direction of the hull in the hull motion damper attached to the starboard side of the transom of the hull are relatively far apart. Consequently, while the hull is sailing, the attitude of the hull is effectively corrected, and the motion of the hull is effectively reduced. Furthermore, while the hull is at rest, the position of the submerged portion of the at-rest motion damping structure in the right-left direction of the hull is relatively far apart from the centerline in the right-left direction of the hull. Thus, while the hull is at rest, a position at which hydrodynamic (wave-making) resistance acts on the at-rest motion damping structure due to submersion of the at-rest motion damping structure in the hull motion damper attached to the port side of the transom of the hull, and a position at which hydrodynamic (wave-making) resistance acts on the at-rest motion damping structure due to submersion of the at-rest motion damping structure in the hull motion damper attached to the starboard side of the transom of the hull are relatively far apart. Consequently, while the hull is at rest, the motion of the hull is effectively reduced.

[0019] A marine vessel according to an example embodiment of the present invention includes a hull, and a hull motion damper attached to each of a port side and a starboard side of a transom of the hull. The hull motion damper includes an in-navigation motion damping structure to be located at a protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from a bottom of the hull as viewed in a forward-rearward direction of the hull, to correct an attitude of the hull and reduce motion of the hull, an at-rest motion damping structure to be located at a submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce motion of the hull, and a common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure.

[0020] In a marine vessel according to an example embodiment of the present invention, the hull motion damper includes the in-navigation motion damping structure to be located at the protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from the bottom of the hull as viewed in the forward-rearward direction of the hull, to correct the attitude of the hull and reduce the motion of the hull, the at-rest motion damping structure to be located at the submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce the motion of the hull, and the common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure. Accordingly, similarly to the hull motion damper according to example embodiments of the present invention described above, while an increase in the size of the marine vessel and an increase in the number of components in the marine vessel are reduced or prevented, the attitude of the hull is corrected and the motion of the hull is reduced while the hull is sailing, and the motion of the hull is reduced while the hull is at rest.

[0021] In a marine vessel according to an example embodiment of the present invention, the common drive source is preferably configured to drive the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and to drive the at-rest motion damping structure while the hull is at rest. Accordingly, similarly to the hull motion damper according to example embodiments of the present invention described above, the possibility that an increase in hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure caused by submersion of the at-rest motion damping structure during sailing of the hull hinders smooth sailing of the hull is reduced or prevented.

[0022] In such a case, the hull motion damper preferably further includes a transmission state switch to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure. Accordingly, similarly to the hull motion damper according to example embodiments of the present invention described above, a configuration is easily achieved by the transmission state switch, in which the common drive source drives the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and drives the at-rest motion damping structure while the hull is at rest.

[0023] In a marine vessel including the hull motion damper in which the common drive source is configured to drive the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and to drive the at-rest motion damping structure while the hull is at rest, the hull motion damper is preferably configured to transmit a driving force from the common drive source to the at-rest motion damping structure via the in-navigation motion damping structure while the hull is at rest. Accordingly, similarly to the hull motion damper according to example embodiments of the present invention described above, an increase in the size of the hull motion damper and an increase in the number of components in the hull motion damper are further reduced or prevented as compared with a case in which a driving force is transmitted from the common drive source to the at-rest motion damping structure without passing through the in-navigation motion damping structure while the hull is at rest.

[0024] In a marine vessel according to an example embodiment of the present invention, the at-rest motion damping structure is preferably configured to, while the hull is sailing, be prevented from being driven by a driving force from the common drive source and the in-navigation motion damping structure is preferably configured to, while the hull is sailing, be driven a first driving distance by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is preferably configured to, while the hull is at rest, be driven a second driving distance, which is larger than the first driving distance, by the driving force from the common drive source, to be located at the submerged position. Accordingly, similarly to the hull motion damper according to example embodiments of the present invention described above, the possibility that an increase in hydrodynamic (wave-making) resistance acting on the in-navigation motion damping structure during sailing of the hull hinders smooth sailing of the hull is reduced or prevented. Furthermore, similarly to the hull motion damper according to example embodiments of the present invention described above, the possibility that a decrease in hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure during the hull's rest makes it impossible to sufficiently reduce the motion of the hull is reduced or prevented.

[0025] In such a case, the at-rest motion damping structure is preferably configured to, while the hull is sailing, be prevented from being rotated around a rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is preferably configured to, while the hull is sailing, be rotated around the rotation axis through a first rotation angle by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is preferably configured to, while the hull is at rest, be rotated around the rotation axis through a second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position, or the at-rest motion damping structure is preferably configured to, while the hull is sailing, be prevented from being moved linearly by the driving force from the common drive source and the in-navigation motion damping structure is preferably configured to, while the hull is sailing, be moved linearly a first linear movement distance by the driving force from the common drive source to be located at the protruded position, while the at-rest motion damping structure is preferably configured to, while the hull is at rest, be moved linearly a second linear movement distance, which is larger than the first linear movement distance, by the driving force from the common drive source to be located at the submerged position. Accordingly, similarly to the hull motion damper according to example embodiments of the present invention described above, a configuration is easily achieved in which while the hull is sailing, the at-rest motion damping structure is prevented from being driven by the driving force from the common drive source and the in-navigation motion damping structure is driven the first driving distance by the driving force from the common drive source to be located at the protruded position, and while the hull is at rest, the at-rest motion damping structure is driven the second driving distance, which is larger than the first driving distance, by the driving force from the common drive source to be located at the submerged position.

[0026] In a marine vessel including the hull motion damper in which the at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being rotated around the rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be rotated around the rotation axis through the first rotation angle by the driving force from the common drive source to be located at the protruded position, and the at-rest motion damping structure is configured to, while the hull is at rest, be rotated around the rotation axis through the second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position, the at-rest motion damping structure is preferably configured to, while the hull is at rest, be rotated together with the in-navigation motion damping structure around the rotation axis through the second rotation angle by the driving force from the common drive source to be located at the submerged position. Accordingly, similarly to the hull motion damper according to example embodiments of the present invention described above, an increase in the size of the hull motion damper and an increase in the number of components in the hull motion damper are further reduced or prevented as compared with a case in which a driving force is transmitted from the common drive source to the at-rest motion damping structure without passing through the in-navigation motion damping structure while the hull is at rest.

[0027] A marine vessel according to an example embodiment of the present invention preferably further includes a controller configured or programmed to control the hull motion damper, and a manual operator to receive an operation by a vessel user to switch to an at-rest motion damping mode in which the controller controls the hull motion damper to locate at least the portion of the at-rest motion damping structure at the submerged position, and an operation by the vessel user to cancel the at-rest motion damping mode. Accordingly, the vessel user operates the manual operator to easily switch the marine vessel to the at-rest motion damping mode and cancel the at-rest motion damping mode.

[0028] In such a case, the controller is preferably configured or programmed to cancel the at-rest motion damping mode when a speed of the hull exceeds a predetermined threshold in the at-rest motion damping mode. Accordingly, when the vessel user forgets to operate the manual operator to cancel the at-rest motion damping mode before sailing the hull, the at-rest motion damping mode is automatically cancelled. Consequently, the possibility that sailing of the hull with at least a portion of the at-rest motion damping structure located at the submerged position hinders smooth sailing of the hull is reduced or prevented.

[0029] A marine vessel according to an example embodiment of the present invention includes a hull, and a hull motion damper attached to each of a port side and a starboard side of the hull. The hull motion damper includes an in-navigation motion damping structure to be located at a protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from a bottom of the hull as viewed in a forward-rearward direction of the hull, to correct an attitude of the hull and reduce motion of the hull, an at-rest motion damping structure to be located at a submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce motion of the hull, and a common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure.

[0030] In a marine vessel according to an example embodiment of the present invention, the hull motion damper includes the in-navigation motion damping structure to be located at the protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from the bottom of the hull as viewed in the forward-rearward direction of the hull, to correct the attitude of the hull and reduce the motion of the hull, the at-rest motion damping structure to be located at the submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce the motion of the hull, and the common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure. Accordingly, similarly to the hull motion damper and the marine vessel according to example embodiments of the present invention described above, while an increase in the size of the marine vessel and an increase in the number of components in the marine vessel are reduced or prevented, the attitude of the hull is corrected and the motion of the hull is reduced while the hull is sailing, and the motion of the hull is reduced while the hull is at rest.

[0031] The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the example embodiments with reference to the attached drawings.BRIEF DESCRIPTION OF THE DRAWINGS

[0032] FIG. 1 is a perspective view of a marine vessel according to an example embodiment of the present invention, as viewed obliquely from above a hull.

[0033] FIG. 2 is a perspective view of a marine vessel according to an example embodiment of the present invention, as viewed obliquely from below a hull.

[0034] FIG. 3 is a diagram of a marine vessel according to an example embodiment of the present invention, as viewed from the rear of a hull.

[0035] FIG. 4 is a diagram showing a state in which an in-navigation motion damping structure and an at-rest motion damping structure of a hull motion damper according to an example embodiment of the present invention are located at their retracted positions.

[0036] FIG. 5 is a diagram showing a state in which an in-navigation motion damping structure of a hull motion damper according to an example embodiment of the present invention is located at a protruded position.

[0037] FIG. 6 is a diagram showing a state in which an at-rest motion damping structure of a hull motion damper according to an example embodiment of the present invention is located at a submerged position.

[0038] FIG. 7 is a perspective view of a hull motion damper according to an example embodiment of the present invention.

[0039] FIG. 8 is an exploded perspective view of a hull motion damper according to an example embodiment of the present invention.

[0040] FIG. 9 is a sectional view showing a state in which a movement restrictor according to an example embodiment of the present invention is not engaged with a support.

[0041] FIG. 10 is a sectional view showing a state in which a movement restrictor according to an example embodiment of the present invention is engaged with a support.

[0042] FIG. 11 is a block diagram showing the structure of a control system of a marine vessel according to an example embodiment of the present invention.

[0043] FIG. 12 is a diagram showing a state in which an in-navigation motion damping structure and an at-rest motion damping structure of a hull motion damper according to a modified example of the present invention are located at their retracted positions.

[0044] FIG. 13 is a diagram showing a state in which an in-navigation motion damping structure of a hull motion damper according to a modified example of the present invention is located at a protruded position.

[0045] FIG. 14 is a diagram showing a state in which an at-rest motion damping structure of a hull motion damper according to a modified example of the present invention is located at a submerged position.DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS

[0046] Example embodiments of the present invention are hereinafter described with reference to the drawings.

[0047] Hull motion dampers 100 and a marine vessel 101 to example embodiments of the present invention are now described with reference to FIGS. 1 to 11. In the figures, arrow FWD represents the front side of a hull 102, and arrow BWD represents the rear side of the hull 102. In the figures, arrow L represents the left side (port side) of the hull 102, and arrow R represents the right side (starboard side) of the hull 102. In the figures, arrow Z1 represents the upper side of the hull 102, and arrow Z2 represents the lower side of the hull 102. Furthermore, in the figures, WS indicates the water surface.

[0048] As shown in FIGS. 1 and 2, the marine vessel 101 may be a relatively small marine vessel used for sightseeing or fishing, for example. The marine vessel 101 includes the hull 102 and the hull motion dampers 100. The hull motion dampers 100 are devices that correct the attitude of the hull 102 and reduce the motion of the hull 102 while the hull 102 is sailing, and that reduce the motion of the hull 102 while the hull 102 is at rest. As shown in FIG. 3, one hull motion damper 100 is attached to each of the port and starboard sides of a transom 102a of the hull 102. The hull motion damper 100 attached to the port side of the transom 102a is attached to a portion of the transom 102a on the port side, away from a centerline CL in a right-left direction of the hull 102, and the hull motion damper 100 attached to the starboard side of the transom 102a is attached to a portion of the transom 102a on the starboard side, away from the centerline CL in the right-left direction of the hull 102. In other words, the hull motion damper 100 attached to the port side of the transom 102a and the hull motion damper 100 attached to the starboard side of the transom 102a are located at locations relatively far apart in the right-left direction of the hull 102.

[0049] As shown in FIG. 4, each hull motion damper 100 includes an in-navigation motion damping structure 10 that corrects the attitude of the hull 102 and reduces the motion of the hull 102 while the hull 102 is sailing, and an at-rest motion damping structure 20 that reduces the motion of the hull 102 while the hull 102 is at rest.

[0050] As shown in FIG. 5, the in-navigation motion damping structure 10 is located at a protruded position P1 while the hull 102 is sailing, at which at least a portion of the in-navigation motion damping structure 10 protrudes downward from the bottom 102b of the hull 102 as viewed in a forward-rearward direction of the hull 102, to correct the attitude of the hull 102 and reduce the motion of the hull 102. While the hull 102 is sailing, the in-navigation motion damping structure 10 is located at the protruded position P1 at which at least a portion of the in-navigation motion damping structure 10 protrudes downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102 such that the in-navigation motion damping structure 10 is subjected to a water flow from the front side of the hull 102, and a lift force is generated on the hull 102. Thus, while the hull 102 is sailing, the amount of protrusion of at least a portion of the in-navigation motion damping structure 10 downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102 is appropriately adjusted to appropriately change the lift force generated on the hull 102 such that the attitude of the hull 102 is corrected, and the motion of the hull 102 is reduced, while the hull 102 is sailing.

[0051] As shown in FIG. 6, the at-rest motion damping structure 20 is located at a submerged position P2 while the hull 102 is at rest, at which at least a portion of the at-rest motion damping structure 20 is submerged, to reduce the motion of the hull 102. While the hull 102 is at rest, the at-rest motion damping structure 20 is located at the submerged position P2 at which at least a portion of the at-rest motion damping structure 20 is submerged such that hydrodynamic resistance is generated on the at-rest motion damping structure 20. Thus, the motion of the hull 102 is reduced while the hull 102 is at rest.

[0052] As shown in FIG. 7, each hull motion damper 100 includes a common drive source 30 common to the in-navigation motion damping structure 10 and the at-rest motion damping structure 20. That is, the common drive source 30 drives the in-navigation motion damping structure 10 such that the in-navigation motion damping structure 10 is located at the protruded position P1 (see FIG. 5) at which at least a portion of the in-navigation motion damping structure 10 protrudes downward from the bottom 102b (see FIG. 5) of the hull 102 as viewed in the forward-rearward direction of the hull 102 while the hull 102 (see FIG. 5) is sailing. Furthermore, the common drive source 30 drives the at-rest motion damping structure 20 such that the at-rest motion damping structure 20 is located at the submerged position P2 (see FIG. 6) at which at least a portion of the at-rest motion damping structure 20 is submerged while the hull 102 is at rest. The common drive source 30 includes an electric motor.

[0053] As shown in FIG. 8, each hull motion damper 100 includes a reduction gearing 41, a driving force transmission shaft 42, a motion damping structure rotation gear 43, and a motion damping structure side gear 44. A first side of the reduction gearing 41 is connected to an output shaft of the common drive source 30, and a second side of the reduction gearing 41 is connected to the driving force transmission shaft 42. The reduction gearing 41 reduces the rotational speed of the output shaft of the common drive source 30 and transmits the reduced rotational speed to the driving force transmission shaft 42. An end of the driving force transmission shaft 42 opposite to the reduction gearing 41 is connected to the motion damping structure rotation gear 43. The motion damping structure rotation gear 43 meshes with the motion damping structure side gear 44. The motion damping structure side gear 44 is fixed to the in-navigation motion damping structure 10. The driving force of the common drive source 30 is transmitted to the in-navigation motion damping structure 10 via the reduction gearing 41, the driving force transmission shaft 42, the motion damping structure rotation gear 43, and the motion damping structure side gear 44. The common drive source 30 and the reduction gearing 41, the driving force transmission shaft 42, the motion damping structure rotation gear 43, and the motion damping structure side gear 44 are aligned in this order from the hull 102 toward away from the hull 102. Each hull motion damper 100 includes a bracket 50 between the in-navigation motion damping structure 10 and both the common drive source 30 and the reduction gearing 41 to fix the hull motion damper 100 to the transom 102a of the hull 102. The bracket 50 includes a shaft through-hole 50a through which the driving force transmission shaft 42 extends.

[0054] In each hull motion damper 100, a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20 via the in-navigation motion damping structure 10 while the hull 102 (see FIG. 4) is at rest. Specifically, each hull motion damper 100 includes a support 62 to which the at-rest motion damping structure 20 is fixed via a rod 61. An end of the rod 61 near the hull 102 is fixed to the support 62. An end of the rod 61 farther away from the hull 102 is fixed to a fixing portion 21 provided on the at-rest motion damping structure 20 to fix the rod 61 to the at-rest motion damping structure 20. The support 62, the in-navigation motion damping structure 10, and the at-rest motion damping structure 20 are aligned in this order from an area at or adjacent to the hull 102 in a direction away from the hull 102. The support 62 includes a shaft through-hole 62a through which the driving force transmission shaft 42 extends. The in-navigation motion damping structure 10 includes an elongated hole 11 through which the rod 61 extends and which enables the rod 61 to move as the in-navigation motion damping structure 10 is driven. Thus, when the in-navigation motion damping structure 10 is driven, the rod 61 that extends through the elongated hole 11 of the in-navigation motion damping structure 10 is positioned at an upper end of the elongated hole 11, and then the in-navigation motion damping structure 10 presses the rod 61 to drive the at-rest motion damping structure 20 as well.

[0055] Each hull motion damper 100 includes a cover 63 between the in-navigation motion damping structure 10 and the at-rest motion damping structure 20 to cover the in-navigation motion damping structure 10 from a side farther away from the hull 102. The cover 63 includes a cutout 63a through which the rod 61 extends and which enables the rod 61 to move as the in-navigation motion damping structure 10 is driven. In the figures, an example is shown in which two rods 61, two elongated holes 11 of the in-navigation motion damping structure 10, and two cutouts 63a of the cover 63 are provided.

[0056] In each hull motion damper 100, the common drive source 30 drives the in-navigation motion damping structure 10 without driving the at-rest motion damping structure 20 while the hull 102 (see FIG. 4) is sailing, and drives the at-rest motion damping structure 20 while the hull 102 is at rest. Specifically, each hull motion damper 100 includes a transmission state switch 70 to switch between a state in which a driving force is transmitted from the common drive source 30 to the in-navigation motion damping structure 10 without being transmitted to the at-rest motion damping structure 20, and a state in which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20. Then, each hull motion damper 100 is set by the transmission state switch 70 to a state in which a driving force is transmitted from the common drive source 30 to the in-navigation motion damping structure 10 without being transmitted to the at-rest motion damping structure 20 while the hull 102 is sailing. Furthermore, each hull motion damper 100 is set to a state in which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20 while the hull 102 is at rest.

[0057] The transmission state switch 70 includes a movement restrictor 71 that engages with the support 62 to restrict movement of the at-rest motion damping structure 20 while the hull 102 (see FIG. 4) is sailing, and disengages from the support 62 to not restrict movement of the at-rest motion damping structure 20 while the hull 102 is at rest. Specifically, as shown in FIG. 9, the movement restrictor 71 has a rod shape extending from an area at or adjacent to the hull 102 in a direction away from the hull 102. The support 62 includes engagement holes 62b with which an end of the movement restrictor 71 on the hull 102 side engages. As shown in FIG. 10, movement of the support 62 is restricted by the movement restrictor 71 engaging with the engagement holes 62b of the support 62. Thus, while the hull 102 is at rest, movement of the at-rest motion damping structure 20 fixed to the support 62 is restricted by engaging the movement restrictor 71 with the engagement holes 62b of the support 62. The bracket 50 includes a through-hole 50b through which the movement restrictor 71 extends.

[0058] As shown in FIG. 8, two engagement holes 62b are aligned in an upward-downward direction. The lower engagement hole 62b is used to restrict movement of the support 62 while the hull 102 (see FIG. 4) is sailing. The upper engagement hole 62b is used to restrict movement of the support 62 while the hull 102 is at rest.

[0059] As shown in FIG. 11, each hull motion damper 100 includes a restrictor drive source 80 that drives the movement restrictor 71. The restrictor drive source 80 includes an electric motor, for example.

[0060] As shown in FIG. 5, in each hull motion damper 100, while the hull 102 is sailing, the at-rest motion damping structure 20 is not rotated around a rotation axis RA by the driving force from the common drive source 30, and the in-navigation motion damping structure 10 is rotated around the rotation axis RA through a first rotation angle A1 from its retracted position (position in FIG. 3) by the driving force from the common drive source 30 to be located at the protruded position P1. Furthermore, as shown in FIG. 6, while the hull 102 is at rest, the at-rest motion damping structure 20 is rotated around the rotation axis RA through a second rotation angle A2, which is larger than the first rotation angle A1, from its retracted position (position in FIG. 4) by the driving force from the common drive source 30 to be located at the submerged position P2. That is, in each hull motion damper 100, while the hull 102 is sailing, the at-rest motion damping structure 20 is prevented from being driven by the driving force from the common drive source 30 and the in-navigation motion damping structure 10 is driven a first driving distance D1 by the driving force from the common drive source 30 to be located at the protruded position P1, and while the hull 102 is at rest, the at-rest motion damping structure 20 is driven a second driving distance D2, which is larger than the first driving distance D1, by the driving force from the common drive source 30 to be located at the submerged position P2. The first rotation angle A1 is about 7 degrees or less, for example. The second rotation angle A2 is about 15 degrees or more and about 25 degrees or less (when it is converted to a rotation angle from the water surface WS, it is about 8 degrees or more and about 13 degrees or less), for example. The first rotation angle A1 is appropriately adjusted according to the attitude of the hull 102 while the hull 102 is sailing. That is, the first rotation angle A1 is not constant while the hull 102 is sailing. Furthermore, the second rotation angle A2 is maintained while the hull 102 is at rest. That is, the second rotation angle A2 is constant while the hull 102 is at rest.

[0061] As described above, in each hull motion damper 100, while the hull 102 (see FIG. 4) is at rest, the driving force from the common drive source 30 is transmitted to the at-rest motion damping structure 20 via the in-navigation motion damping structure 10. That is, as shown in FIG. 6, in each hull motion damper 100, while the hull 102 is at rest, the at-rest motion damping structure 20 is rotated together with the in-navigation motion damping structure 10 around the rotation axis RA through the second rotation angle A2 from its retracted position (position in FIG. 4) by the driving force from the common drive source 30 to be located at the submerged position P2.

[0062] As shown in FIG. 7, in the at-rest motion damping structure 20, a portion 23 closer to the rotation axis RA is bent toward the lower side of the hull 102 relative to a portion 22 farther away from the rotation axis RA such that in addition to the portion 22 farther away from the rotation axis RA, the portion 23 closer to the rotation axis RA is also located at the submerged position P2 when the at-rest motion damping structure 20 is rotated through the second rotation angle A2 around the rotation axis RA such that at least a portion of the at-rest motion damping structure 20 is located at the submerged position P2 while the hull 102 is at rest. Specifically, the at-rest motion damping structure 20 includes a first plate-shaped portion 24, a second plate-shaped portion 25, and a third plate-shaped portion 26. The first plate-shaped portion 24, the second plate-shaped portion 25, and the third plate-shaped portion 26 are aligned in this order from a side away from the centerline CL of the hull 102 toward the centerline CL of the hull 102. The third plate-shaped portion 26 is parallel or substantially parallel to the first plate-shaped portion 24 as viewed in the forward-rearward direction of the hull 102. The second plate-shaped portion 25 is inclined toward the lower side of the hull 102 relative to the first plate-shaped portion 24 and the third plate-shaped portion 26.

[0063] When the at-rest motion damping structure 20 is at its retracted position (position shown in FIG. 4), the first plate-shaped portion 24, the second plate-shaped portion 25, and the third plate-shaped portion 26 are inclined such that they extend upward from the lower side from the front side toward the rear side of the hull 102. Thus, submersion of rear portions of the first plate-shaped portion 24, the second plate-shaped portion 25, and the third plate-shaped portion 26 is reduced or prevented even when a rear portion of the hull 102 sinks downward while the hull 102 is sailing. Consequently, the possibility that an increase in hydrodynamic (wave-making) resistance acting on the first plate-shaped portion 24, the second plate-shaped portion 25, and the third plate-shaped portion 26 caused by submersion of the first plate-shaped portion 24, the second plate-shaped portion 25, and the third plate-shaped portion 26 during sailing of the hull 102 hinders smooth sailing of the hull 102 is reduced or prevented.

[0064] As shown in FIG. 3, the rotation axis RA of the at-rest motion damping structure 20 is located at a portion 12 of the in-navigation motion damping structure 10 on the centerline CL side in the right-left direction of the hull 102. In other words, in each hull motion damper 100, while the hull 102 is at rest, the in-navigation motion damping structure 10 and the at-rest motion damping structure 20 are rotated through the second rotation angle A2 by the driving force from the common drive source 30 around the rotation axis RA located at the portion 12 of the in-navigation motion damping structure 10 on the centerline CL side in the right-left direction of the hull 102.

[0065] As shown in FIG. 11, the marine vessel 101 includes a controller 91, a manual operator 92, a gyroscope 93, and a global navigation satellite system (GNSS) communicator 94. The controller 91, the manual operator 92, the gyroscope 93, and the GNSS communicator 94 are provided in the hull 102.

[0066] The controller 91 is configured or programmed to control each of the hull motion dampers 100. The controller 91 includes an arithmetic unit such as a central processing unit (CPU) and storages such as a read-only memory (ROM) and a random access memory (RAM). The controller 91 is configured or programmed to control the common drive source 30. The controller 91 is configured or programmed to control the restrictor drive source 80.

[0067] The manual operator 92 receives operations by a vessel user. The manual operator 92 includes an operation panel including buttons and the like to control each of the hull motion dampers 100. The manual operator 92 receives an operation by the vessel user to switch to an at-rest motion damping mode in which the controller 91 controls each of the hull motion dampers 100 to locate at least a portion of each of the at-rest motion damping structures 20 (see FIG. 6) at the submerged position P2 (see FIG. 6), and an operation by the vessel user to cancel the at-rest motion damping mode. The controller 91 performs a control to locate at least a portion of each of the at-rest motion damping structures 20 at the submerged position P2 only in the at-rest motion damping mode. While the hull 102 is sailing, the controller 91 performs a control to locate the in-navigation motion damping structure 10 at the protruded position P1 (see FIG. 5) at which at least a portion of the in-navigation motion damping structure 10 protrudes downward from the bottom 102b (see FIG. 5) of the hull 102 as viewed in the forward-rearward direction of the hull 102.

[0068] The gyroscope 93 is configured to detect information (the angle of the hull 102) related to the attitude of the hull 102, for example. The controller 91 performs, based on the information related to the attitude of the hull 102 detected by the gyroscope 93, a control for each hull motion damper 100 individually to adjust the amount of protrusion of at least a portion of the in-navigation motion damping structure 10 downward from the bottom 102b (see FIG. 5) of the hull 102 as viewed in the forward-rearward direction of the hull 102, while the hull 102 is sailing. In other words, while the hull 102 is sailing, the amount of protrusion of at least a portion of the in-navigation motion damping structure 10 downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102 may differ for each hull motion damper 100.

[0069] A GNSS (not shown) includes the GNSS communicator 94 and a GNSS satellite (not shown). The GNSS communicator 94 is communicable with the GNSS satellite. The controller 91 acquires the position information, speed, etc. of the hull 102 based on information communicated with the GNSS satellite via the GNSS communicator 94. The controller 91 cancels the at-rest motion damping mode when the speed of the hull 102 exceeds a predetermined threshold in the at-rest motion damping mode.

[0070] According to the various example embodiments of the present invention described above, the following advantageous effects are achieved.

[0071] According to an example embodiment of the present invention, each hull motion damper 100 includes the in-navigation motion damping structure 10 to be located at the protruded position P1 while the hull 102 is sailing, at which at least a portion of the in-navigation motion damping structure 10 protrudes downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102, to correct the attitude of the hull 102 and reduce the motion of the hull 102, the at-rest motion damping structure 20 to be located at the submerged position P2 while the hull 102 is at rest, at which at least a portion of the at-rest motion damping structure 20 is submerged, to reduce the motion of the hull 102, and the common drive source 30 common to the in-navigation motion damping structure 10 and the at-rest motion damping structure 20. Accordingly, while the hull 102 is sailing, the in-navigation motion damping structure 10 corrects the attitude of the hull 102 and reduces the motion of the hull 102. While the hull 102 is at rest, the at-rest motion damping structure 20 reduces the motion of the hull 102. Furthermore, each hull motion damper 100 includes the common drive source 30 common to the in-navigation motion damping structure 10 and the at-rest motion damping structure 20 such that an increase in the size of each hull motion damper 100 and an increase in the number of components in each hull motion damper 100 are reduced or prevented as compared with a case in which each hull motion damper 100 includes a separate drive source for the in-navigation motion damping structure 10 and a separate drive source for the at-rest motion damping structure 20. Consequently, while an increase in the size of the marine vessel 101 and an increase in the number of components in the marine vessel 101 are reduced or prevented, the attitude of the hull 102 is corrected and the motion of the hull 102 is reduced while the hull 102 is sailing, and the motion of the hull 102 is reduced while the hull 102 is at rest.

[0072] According to an example embodiment of the present invention, in each hull motion damper 100, the common drive source 30 is configured to drive the in-navigation motion damping structure 10 without driving the at-rest motion damping structure 20 while the hull 102 is sailing, and to drive the at-rest motion damping structure 20 while the hull 102 is at rest. Accordingly, the common drive source 30 drives the in-navigation motion damping structure 10 while the hull 102 is sailing, and drives the at-rest motion damping structure 20 while the hull 102 is at rest. Furthermore, the at-rest motion damping structure 20 is prevented from being driven while the hull 102 is sailing, and thus an increase in the size of a submerged portion of the at-rest motion damping structure 20 due to driving of the at-rest motion damping structure 20 during sailing of the hull 102 is reduced or prevented. Consequently, the possibility that an increase in hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure 20 caused by submersion of the at-rest motion damping structure 20 during sailing of the hull 102 hinders smooth sailing of the hull 102 is reduced or prevented.

[0073] According to an example embodiment of the present invention, each hull motion damper 100 includes the transmission state switch 70 to switch between a state in which a driving force is transmitted from the common drive source 30 to the in-navigation motion damping structure 10 without being transmitted to the at-rest motion damping structure 20, and a state in which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20. Accordingly, a configuration is easily achieved by the transmission state switch 70 in which the common drive source 30 drives the in-navigation motion damping structure 10 without driving the at-rest motion damping structure 20 while the hull 102 is sailing, and drives the at-rest motion damping structure 20 while the hull 102 is at rest.

[0074] According to an example embodiment of the present invention, each hull motion damper 100 is configured to transmit a driving force from the common drive source 30 to the at-rest motion damping structure 20 via the in-navigation motion damping structure 10 while the hull 102 is at rest. Accordingly, while the hull 102 is at rest, a path through which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20 and a path through which a driving force is transmitted from the common drive source 30 to the in-navigation motion damping structure 10 are unified between the common drive source 30 and the at-rest motion damping structure 20. Consequently, an increase in the size of each hull motion damper 100 and an increase in the number of components in each hull motion damper 100 are further reduced or prevented as compared with a case in which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20 without passing through the in-navigation motion damping structure 10 while the hull 102 is at rest.

[0075] According to an example embodiment of the present invention, in each hull motion damper 100, the at-rest motion damping structure 20 is configured to, while the hull 102 is sailing, be prevented from being driven by the driving force from the common drive source 30, and the in-navigation motion damping structure 10 is configured to, while the hull 102 is sailing, be driven the first driving distance D1 by the driving force from the common drive source 30 to be located at the protruded position P1. Furthermore, the at-rest motion damping structure 20 is configured to, while the hull 102 is at rest, be driven the second driving distance D2, which is larger than the first driving distance D1, by the driving force from the common drive source 30 to be located at the submerged position P2. Accordingly, the in-navigation motion damping structure 10 is driven a relatively small first driving distance D1 to be located at the protruded position P1 while the hull 102 is sailing, and thus the size of the portion of the in-navigation motion damping structure 10 that protrudes downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102 is relatively reduced. Consequently, the possibility that an increase in hydrodynamic (wave-making) resistance acting on the in-navigation motion damping structure 10 during sailing of the hull 102 hinders smooth sailing of the hull 102 is reduced or prevented. Furthermore, the at-rest motion damping structure 20 is driven a relatively large second driving distance D2 to be located at the submerged position P2 while the hull 102 is at rest, and thus the size of the submerged portion of the at-rest motion damping structure 20 is relatively increased. Consequently, the possibility that a decrease in hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure 20 during the hull's rest makes it impossible to sufficiently reduce the motion of the hull 102 is reduced or prevented.

[0076] According to an example embodiment of the present invention, in each hull motion damper 100, the at-rest motion damping structure 20 is configured to, while the hull 102 is sailing, be not rotated around the rotation axis RA by the driving force from the common drive source 30, and the in-navigation motion damping structure 10 is configured to, while the hull 102 is sailing, be rotated around the rotation axis RA through the first rotation angle A1 by the driving force from the common drive source 30 to be located at the protruded position P1. Furthermore, the at-rest motion damping structure 20 is configured to, while the hull 102 is at rest, be rotated around the rotation axis RA through the second rotation angle A2, which is larger than the first rotation angle A1, by the driving force from the common drive source 30 to be located at the submerged position P2. Accordingly, a configuration is easily achieved in which while the hull 102 is sailing, the at-rest motion damping structure 20 is prevented from being driven by the driving force from the common drive source 30 and the in-navigation motion damping structure 10 is driven the first driving distance D1 by the driving force from the common drive source 30 to be located at the protruded position P1, and while the hull 102 is at rest, the at-rest motion damping structure 20 is driven the second driving distance D2, which is larger than the first driving distance D1, by the driving force from the common drive source 30 to be located at the submerged position P2.

[0077] According to an example embodiment of the present invention, in each hull motion damper 100, the at-rest motion damping structure 20 is configured to, while the hull 102 is at rest, be rotated together with the in-navigation motion damping structure 10 around the rotation axis RA through the second rotation angle A2 by the driving force from the common drive source 30 to be located at the submerged position P2. Accordingly, while the hull 102 is at rest, the path through which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20 and the path through which a driving force is transmitted from the common drive source 30 to the in-navigation motion damping structure 10 are unified between the common drive source 30 and the at-rest motion damping structure 20. Consequently, an increase in the size of each hull motion damper 100 and an increase in the number of components in each hull motion damper 100 are further reduced or prevented as compared with a case in which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20 without passing through the in-navigation motion damping structure 10 while the hull 102 is at rest.

[0078] According to an example embodiment of the present invention, the at-rest motion damping structure 20 includes the portion 23 closer to the rotation axis RA bent toward the lower side of the hull 102 relative to the portion 22 farther away from the rotation axis RA such that in addition to the portion 22 farther away from the rotation axis RA, the portion 23 closer to the rotation axis RA is also located at the submerged position P2 when the at-rest motion damping structure 20 is rotated through the second rotation angle A2 around the rotation axis RA such that at least a portion of the at-rest motion damping structure 20 is located at the submerged position P2 while the hull 102 is at rest. Accordingly, as compared with a case in which the entire at-rest motion damping structure 20 is flat or a case in which the portion 23 closer to the rotation axis RA is bent toward the upper side of the hull 102 relative to the portion 22 farther away from the rotation axis RA, for example, the size of the submerged portion of the at-rest motion damping structure 20 is further increased when the at-rest motion damping structure 20 is rotated through the second rotation angle A2 around the rotation axis RA while the hull 102 is at rest. Consequently, as compared with a case in which the entire at-rest motion damping structure 20 is flat or a case in which the portion 23 closer to the rotation axis RA is bent toward the upper side of the hull 102 relative to the portion 22 farther away from the rotation axis RA, for example, while the hull 102 is at rest, hydrodynamic (wave-making) resistance acting on the at-rest motion damping structure 20 is further increased, and the motion of the hull 102 is further reduced.

[0079] According to an example embodiment of the present invention, each hull motion damper 100 includes the support 62 with the at-rest motion damping structure 20 fixed thereto. Furthermore, the transmission state switch 70 includes the movement restrictor 71 configured to engage with the support 62 to restrict movement of the at-rest motion damping structure 20 while the hull 102 is sailing, and to disengage from the support 62 to not restrict movement of the at-rest motion damping structure 20 while the hull 102 is at rest. Accordingly, while the hull 102 is sailing, the movement restrictor 71 engages with the support 62 to restrict movement of the at-rest motion damping structure 20, and thus a state is easily achieved in which a driving force is transmitted from the common drive source 30 to the in-navigation motion damping structure 10 without being transmitted to the at-rest motion damping structure 20. Furthermore, while the hull 102 is at rest, the movement restrictor 71 disengages from the support 62 to not restrict movement of the at-rest motion damping structure 20, and thus a state is easily achieved in which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20.

[0080] According to an example embodiment of the present invention, in each hull motion damper 100, the in-navigation motion damping structure 10 and the at-rest motion damping structure 20 are configured to, while the hull 102 is at rest, be rotated through the second rotation angle A2 by the driving force from the common drive source 30 around the rotation axis RA located at the portion 12 of the in-navigation motion damping structure 10 on the centerline CL side in the right-left direction of the hull 102. Accordingly, while the hull 102 is sailing, the position of the portion of the in-navigation motion damping structure 10 in the right-left direction of the hull 102 that protrudes downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102 is relatively far apart from the centerline CL in the right-left direction of the hull 102. Thus, while the hull 102 is sailing, a position at which a lift force is generated on the in-navigation motion damping structure 10 due to protrusion of at least a portion of the in-navigation motion damping structure 10 downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102 in the hull motion damper 100 attached to the port side of the transom 102a of the hull 102, and a position at which a lift force is generated on the in-navigation motion damping structure 10 due to protrusion of at least a portion of the in-navigation motion damping structure 10 downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102 in the hull motion damper 100 attached to the starboard side of the transom 102a of the hull 102 are relatively far apart. Consequently, while the hull 102 is sailing, the attitude of the hull 102 is effectively corrected, and the motion of the hull 102 is effectively reduced. Furthermore, while the hull 102 is at rest, the position of the submerged portion of the at-rest motion damping structure 20 in the right-left direction of the hull 102 is relatively far apart from the centerline CL in the right-left direction of the hull 102. Thus, while the hull 102 is at rest, a position at which hydrodynamic (wave-making) resistance acts on the at-rest motion damping structure 20 due to submersion of the at-rest motion damping structure 20 in the hull motion damper 100 attached to the port side of the transom 102a of the hull 102, and a position at which hydrodynamic (wave-making) resistance acts on the at-rest motion damping structure 20 due to submersion of the at-rest motion damping structure 20 in the hull motion damper 100 attached to the starboard side of the transom 102a of the hull 102 are relatively far apart. Consequently, while the hull 102 is at rest, the motion of the hull 102 is effectively reduced.

[0081] According to an example embodiment of the present invention, the marine vessel 101 includes the controller 91 configured or programmed to control each of the hull motion dampers 100, and the manual operator 92 to receive an operation by the vessel user to switch to the at-rest motion damping mode in which the controller 91 controls each of the hull motion dampers 100 to locate at least a portion of each of the at-rest motion damping structures 20 at the submerged position P2, and an operation by the vessel user to cancel the at-rest motion damping mode. Accordingly, the vessel user operates the manual operator 92 to easily switch the marine vessel 101 to the at-rest motion damping mode and cancel the at-rest motion damping mode.

[0082] According to an example embodiment of the present invention, the controller 91 is configured or programmed to cancel the at-rest motion damping mode when the speed of the hull 102 exceeds the predetermined threshold in the at-rest motion damping mode. Accordingly, when the vessel user forgets to operate the manual operator 92 to cancel the at-rest motion damping mode before sailing the hull 102, the at-rest motion damping mode is automatically cancelled. Consequently, the possibility that sailing of the hull 102 with at least a portion of each of the at-rest motion damping structures 20 located at the submerged position P2 hinders smooth sailing of the hull 102 is reduced or prevented.

[0083] The example embodiments of the present invention described above are illustrative in all points and not restrictive. The extent of the present invention is not defined by the above description of the example embodiments but by the scope of the claims, and all modifications within the meaning and range equivalent to the scope of the claims are further included.

[0084] For example, while in each hull motion damper 100, the common drive source 30 preferably drives the in-navigation motion damping structure 10 without driving the at-rest motion damping structure 20 while the hull 102 is sailing, and drives the at-rest motion damping structure 20 while the hull 102 is at rest in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, in each hull motion damper, the common drive source may alternatively drive the in-navigation motion damping structure and the at-rest motion damping structure while the hull is sailing, and drive the at-rest motion damping structure while the hull is at rest.

[0085] While each hull motion damper 100 preferably includes the transmission state switch 70 to switch between a state in which a driving force is transmitted from the common drive source 30 to the in-navigation motion damping structure 10 without being transmitted to the at-rest motion damping structure 20, and a state in which a driving force is transmitted from the common drive source 30 to the at-rest motion damping structure 20 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, each hull motion damper may not include the transmission state switch to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure. In such a case, in each hull motion damper, the common drive source drives the in-navigation motion damping structure and the at-rest motion damping structure while the hull is sailing, and drives the at-rest motion damping structure while the hull is at rest.

[0086] While in each hull motion damper 100, a driving force is preferably transmitted from the common drive source 30 to the at-rest motion damping structure 20 via the in-navigation motion damping structure 10 while the hull 102 is at rest in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, in each hull motion damper, a driving force may alternatively be transmitted from the common drive source to the at-rest motion damping structure without passing through the in-navigation motion damping structure while the hull is at rest.

[0087] While in each hull motion damper 100, while the hull 102 is sailing, the at-rest motion damping structure 20 is preferably prevented from being driven by the driving force from the common drive source 30 and the in-navigation motion damping structure 10 is preferably driven the first driving distance D1 by the driving force from the common drive source 30 to be located at the protruded position P1, and while the hull 102 is at rest, the at-rest motion damping structure 20 is preferably driven the second driving distance D2, which is larger than the first driving distance D1, by the driving force from the common drive source 30 to be located at the submerged position P2 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, in each hull motion damper, while the hull is sailing, the at-rest motion damping structure may be prevented from being driven by the driving force from the common drive source and the in-navigation motion damping structure may be driven the first driving distance by the driving force from the common drive source to be located at the protruded position, and while the hull is at rest, the at-rest motion damping structure may be driven the first driving distance by the driving force from the common drive source to be located at the submerged position. Alternatively, in each hull motion damper, while the hull is sailing, the at-rest motion damping structure may be prevented from being driven by the driving force from the common drive source and the in-navigation motion damping structure may be driven the first driving distance by the driving force from the common drive source to be located at the protruded position, and while the hull is at rest, the at-rest motion damping structure may be driven a third driving distance, which is smaller than the first driving distance, by the driving force from the common drive source to be located at the submerged position.

[0088] While in each hull motion damper 100, while the hull 102 is sailing, the at-rest motion damping structure 20 is preferably not rotated around the rotation axis RA by the driving force from the common drive source 30 and the in-navigation motion damping structure 10 is preferably rotated around the rotation axis RA through the first rotation angle A1 by the driving force from the common drive source 30 to be located at the protruded position P1, and while the hull 102 is at rest, the at-rest motion damping structure 20 is preferably rotated around the rotation axis RA through the second rotation angle A2, which is larger than the first rotation angle A1, by the driving force from the common drive source 30 to be located at the submerged position P2 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, as in marine vessels 201 according to modified example embodiments shown in FIGS. 12 to 14, in each hull motion damper 200, while a hull 102 is sailing, an at-rest motion damping structure 220 may be prevented from being moved linearly by a driving force from a common drive source 30, and an in-navigation motion damping structure 210 may be moved linearly a first linear movement distance L1 by the driving force from the common drive source 30 to be located at a protruded position P1, and while the hull 102 is at rest, the at-rest motion damping structure 220 may be moved linearly a second linear movement distance L2, which is larger than the first linear movement distance L1, by the driving force from the common drive source 30 to be located at a submerged position P2. In each hull motion damper 200, similarly to each hull motion damper 100, the in-navigation motion damping structure 210 includes an elongated hole (not shown) through which a rod 261 extends and which enables the rod 261 to move as the in-navigation motion damping structure 210 is driven. Thus, when the in-navigation motion damping structure 210 is driven, the rod 261 that extends through the elongated hole of the in-navigation motion damping structure 210 is positioned at an upper end of the elongated hole, and then the in-navigation motion damping structure 210 presses the rod 261 to drive the at-rest motion damping structure 220 as well. Alternatively, in each hull motion damper, while the hull is sailing, the at-rest motion damping structure may be prevented from being rotated around the rotation axis by the driving force from the common drive source and the in-navigation motion damping structure may be moved linearly by the driving force from the common drive source to be located at the protruded position, and while the hull is at rest, the at-rest motion damping structure may be rotated around the rotation axis by the driving force from the common drive source to be located at the submerged position. Alternatively, in each hull motion damper, while the hull is sailing, the at-rest motion damping structure may be prevented from being moved linearly by the driving force from the common drive source and the in-navigation motion damping structure may be rotated around the rotation axis by the driving force from the common drive source to be located at the protruded position, and while the hull is at rest, the at-rest motion damping structure may be moved linearly by the driving force from the common drive source to be located at the submerged position.

[0089] While in each hull motion damper 100, while the hull 102 is at rest, the at-rest motion damping structure 20 is preferably rotated together with the in-navigation motion damping structure 10 around the rotation axis RA through the second rotation angle A2 by the driving force from the common drive source 30 to be located at the submerged position P2 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, in each hull motion damper, while the hull is at rest, the in-navigation motion damping structure may be prevented from being rotated around the rotation axis by the driving force from the common drive source and the at-rest motion damping structure may be rotated around the rotation axis through the second rotation angle by the driving force from the common drive source to be located at the submerged position.

[0090] While the at-rest motion damping structure 20 preferably includes the portion 23 closer to the rotation axis RA bent toward the lower side of the hull 102 relative to the portion 22 farther away from the rotation axis RA such that in addition to the portion 22 farther away from the rotation axis RA, the portion 23 closer to the rotation axis RA is also located at the submerged position P2 when the at-rest motion damping structure 20 is rotated through the second rotation angle A2 around the rotation axis RA such that at least a portion of the at-rest motion damping structure 20 is located at the submerged position P2 while the hull 102 is at rest in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, as long as at least a portion of the at-rest motion damping structure is located at the submerged position when the at-rest motion damping structure is rotated through the second rotation angle around the rotation axis while the hull is at rest, the entire at-rest motion damping structure may be flat, or the portion closer to the rotation axis may be bent toward the upper side of the hull relative to the portion farther away from the rotation axis.

[0091] While the transmission state switch 70 preferably includes the movement restrictor 71 that engages with the support 62 to restrict movement of the at-rest motion damping structure 20 while the hull 102 is sailing, and disengages from the support 62 to not restrict movement of the at-rest motion damping structure 20 while the hull 102 is at rest in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, the transmission state switch may alternatively include a clutch and be configured to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure, by connecting and disconnecting the clutch. Alternatively, the transmission state switch may include a worm gear including a worm wheel and a worm, and be configured to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure, using the self-locking function of the worm gear.

[0092] While in each hull motion damper 100, while the hull 102 is at rest, the in-navigation motion damping structure 10 and the at-rest motion damping structure 20 are preferably rotated through the second rotation angle A2 by the driving force from the common drive source 30 around the rotation axis RA located at the portion 12 of the in-navigation motion damping structure 10 on the centerline CL side in the right-left direction of the hull 102 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, in each hull motion damper, while the hull is at rest, the in-navigation motion damping structure and the at-rest motion damping structure may alternatively be rotated through the second rotation angle by the driving force from the common drive source around a rotation axis located at a portion of the in-navigation motion damping structure on a side spaced away from the centerline in the right-left direction of the hull. Alternatively, in each hull motion damper, while the hull is at rest, the in-navigation motion damping structure and the at-rest motion damping structure may be rotated through the second rotation angle by the driving force from the common drive source around a rotation axis located at a central portion of the in-navigation motion damping structure in the right-left direction of the hull.

[0093] While the marine vessel 101 preferably includes the manual operator 92 to receive an operation by the vessel user to switch to the at-rest motion damping mode, and an operation by the vessel user to cancel the at-rest motion damping mode in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, the marine vessel may not include the manual operator to receive an operation by the vessel user to switch to the at-rest motion damping mode, and an operation by the vessel user to cancel the at-rest motion damping mode.

[0094] While the controller 91 preferably is configured or programmed to cancel the at-rest motion damping mode when the speed of the hull 102 exceeds the predetermined threshold in the at-rest motion damping mode in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, the controller may alternatively be configured or programmed to cancel the at-rest motion damping mode when a numerical value related to the state of the hull other than the speed of the hull exceeds a predetermined threshold in the at-rest motion damping mode. Alternatively, the controller may be configured or programmed to not cancel the at-rest motion damping mode even when the speed of the hull or a numerical value related to the state of the hull other than the speed of the hull exceeds the predetermined threshold in the at-rest motion damping mode. In other words, the controller may not be configured or programmed to automatically cancel the at-rest motion damping mode.

[0095] While the hull motion damper 100 is preferably attached to each of the port and starboard sides of the transom 102a of the hull 102 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, the hull motion damper may alternatively be attached to each of the port and starboard sides of a portion of the hull other than the transom.

[0096] While one hull motion damper 100 is preferably attached to each of the port and starboard sides of the transom 102a of the hull 102 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, a plurality of hull motion dampers may alternatively be attached to each of the port and starboard sides of the transom of the hull.

[0097] While the controller 91 preferably performs, based on the information related to the attitude of the hull 102 detected by the gyroscope 93, a control for each hull motion damper 100 individually to adjust the amount of protrusion of at least a portion of the in-navigation motion damping structure 10 downward from the bottom 102b of the hull 102 as viewed in the forward-rearward direction of the hull 102, while the hull 102 is sailing in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, the controller may alternatively perform, based on the angle of waves coming toward the hull, a control for each hull motion damper individually to adjust the amount of protrusion of at least a portion of the in-navigation motion damping structure downward from the bottom of the hull as viewed in the forward-rearward direction of the hull, while the hull is sailing.

[0098] While the second rotation angle A2 is preferably maintained while the hull 102 is at rest in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, the second rotation angle may not be maintained while the hull is at rest. In such a case, the controller may perform a feedback control to appropriately adjust the second rotation angle based on information related to the attitude of the hull detected by the gyroscope while the hull is sailing. In such a case, a damping control may be performed. Alternatively, the controller may perform a control to flap the at-rest motion damping structure at high speed while the hull is sailing.

[0099] While the hull motion damper 100 attached to the port side of the transom 102a is preferably attached to the portion of the transom 102a on the port side, spaced away from the centerline CL in the right-left direction of the hull 102, and the hull motion damper 100 attached to the starboard side of the transom 102a is preferably attached to the portion of the transom 102a on the starboard side, spaced away from the centerline CL in the right-left direction of the hull 102 in example embodiments described above, the present invention is not restricted to this. In an example embodiment of the present invention, the hull motion damper attached to the port side of the transom may alternatively be attached to a portion of the transom on the port side, closer to the centerline in the right-left direction of the hull, and the hull motion damper attached to the starboard side of the transom may alternatively be attached to a portion of the transom on the starboard side, closer to the centerline in the right-left direction of the hull. In such a case, the hull motion damper attached to the port side of the transom and the hull motion damper attached to the starboard side of the transom may be positioned close to each other in the vicinity of the centerline in the right-left direction of the hull.

[0100] While example embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.

Claims

1. A hull motion damper to be attached to each of a port side and a starboard side of a transom of a hull, the hull motion damper comprising:an in-navigation motion damping structure to be located at a protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from a bottom of the hull as viewed in a forward-rearward direction of the hull to correct an attitude of the hull and reduce motion of the hull;an at-rest motion damping structure to be located at a submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged to reduce motion of the hull; anda common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure.

2. The hull motion damper according to claim 1, wherein the common drive source is configured to drive the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and to drive the at-rest motion damping structure while the hull is at rest.

3. The hull motion damper according to claim 2, further comprising:a transmission state switch to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure.

4. The hull motion damper according to claim 2, configured to transmit a driving force from the common drive source to the at-rest motion damping structure via the in-navigation motion damping structure while the hull is at rest.

5. The hull motion damper according to claim 1, whereinthe at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being driven by a driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be driven a first driving distance by the driving force from the common drive source to be located at the protruded position; andthe at-rest motion damping structure is configured to, while the hull is at rest, be driven a second driving distance, which is larger than the first driving distance, by the driving force from the common drive source to be located at the submerged position.

6. The hull motion damper according to claim 5, whereinthe at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being rotated around a rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be rotated around the rotation axis through a first rotation angle by the driving force from the common drive source to be located at the protruded position; andthe at-rest motion damping structure is configured to, while the hull is at rest, be rotated around the rotation axis through a second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position; orthe at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being moved linearly by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be moved linearly a first linear movement distance by the driving force from the common drive source to be located at the protruded position; andthe at-rest motion damping structure is configured to, while the hull is at rest, be moved linearly a second linear movement distance, which is larger than the first linear movement distance, by the driving force from the common drive source to be located at the submerged position.

7. The hull motion damper according to claim 6, wherein the at-rest motion damping structure is configured to, while the hull is at rest, be rotated together with the in-navigation motion damping structure around the rotation axis through the second rotation angle by the driving force from the common drive source to be located at the submerged position.

8. The hull motion damper according to claim 6, wherein the at-rest motion damping structure includes a portion closer to the rotation axis bent toward a lower side of the hull relative to a portion farther away from the rotation axis such that in addition to the portion farther away from the rotation axis, the portion closer to the rotation axis is also located at the submerged position when the at-rest motion damping structure is rotated through the second rotation angle around the rotation axis such that at least the portion of the at-rest motion damping structure is located at the submerged position while the hull is at rest.

9. The hull motion damper according to claim 3, further comprising:a support with the at-rest motion damping structure fixed thereto; whereinthe transmission state switch includes a movement restrictor configured to engage with the support to restrict movement of the at-rest motion damping structure while the hull is sailing, and to disengage from the support to not restrict movement of the at-rest motion damping structure while the hull is at rest.

10. The hull motion damper according to claim 6, wherein the in-navigation motion damping structure and the at-rest motion damping structure are configured to, while the hull is at rest, be rotated through the second rotation angle by the driving force from the common drive source around the rotation axis located at a portion of the in-navigation motion damping structure on a centerline side in a right-left direction of the hull.

11. A marine vessel comprising:a hull; anda hull motion damper attached to each of a port side and a starboard side of a transom of the hull; whereinthe hull motion damper includes:an in-navigation motion damping structure to be located at a protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from a bottom of the hull as viewed in a forward-rearward direction of the hull, to correct an attitude of the hull and reduce motion of the hull;an at-rest motion damping structure to be located at a submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce motion of the hull; anda common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure.

12. The marine vessel according to claim 11, wherein in the hull motion damper, the common drive source is configured to drive the in-navigation motion damping structure without driving the at-rest motion damping structure while the hull is sailing, and to drive the at-rest motion damping structure while the hull is at rest.

13. The marine vessel according to claim 12, wherein the hull motion damper further includes a transmission state switch to switch between a state in which a driving force is transmitted from the common drive source to the in-navigation motion damping structure without being transmitted to the at-rest motion damping structure, and a state in which a driving force is transmitted from the common drive source to the at-rest motion damping structure.

14. The marine vessel according to claim 12, wherein the hull motion damper is configured to transmit a driving force from the common drive source to the at-rest motion damping structure via the in-navigation motion damping structure while the hull is at rest.

15. The marine vessel according to claim 11, whereinthe at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being driven by a driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be driven a first driving distance by the driving force from the common drive source to be located at the protruded position; andthe at-rest motion damping structure is configured to, while the hull is at rest, be driven a second driving distance, which is larger than the first driving distance, by the driving force from the common drive source, to be located at the submerged position.

16. The marine vessel according to claim 15, whereinthe at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being rotated around a rotation axis by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be rotated around the rotation axis through a first rotation angle by the driving force from the common drive source to be located at the protruded position; andthe at-rest motion damping structure is configured to, while the hull is at rest, be rotated around the rotation axis through a second rotation angle, which is larger than the first rotation angle, by the driving force from the common drive source to be located at the submerged position; orthe at-rest motion damping structure is configured to, while the hull is sailing, be prevented from being moved linearly by the driving force from the common drive source and the in-navigation motion damping structure is configured to, while the hull is sailing, be moved linearly a first linear movement distance by the driving force from the common drive source to be located at the protruded position; andthe at-rest motion damping structure is configured to, while the hull is at rest, be moved linearly a second linear movement distance, which is larger than the first linear movement distance, by the driving force from the common drive source to be located at the submerged position.

17. The marine vessel according to claim 16, wherein the at-rest motion damping structure is configured to, while the hull is at rest, be rotated together with the in-navigation motion damping structure around the rotation axis through the second rotation angle by the driving force from the common drive source to be located at the submerged position.

18. The marine vessel according to claim 11, further comprising:a controller configured or programmed to control the hull motion damper; anda manual operator to receive an operation by a vessel user to switch to an at-rest motion damping mode in which the controller controls the hull motion damper to locate at least the portion of the at-rest motion damping structure at the submerged position, and an operation by the vessel user to cancel the at-rest motion damping mode.

19. The marine vessel according to claim 18, wherein the controller is configured or programmed to cancel the at-rest motion damping mode when a speed of the hull exceeds a predetermined threshold in the at-rest motion damping mode.

20. A marine vessel comprising:a hull; anda hull motion damper attached to each of a port side and a starboard side of the hull; whereinthe hull motion damper includes:an in-navigation motion damping structure to be located at a protruded position while the hull is sailing, at which at least a portion of the in-navigation motion damping structure protrudes downward from a bottom of the hull as viewed in a forward-rearward direction of the hull, to correct an attitude of the hull and reduce motion of the hull;an at-rest motion damping structure to be located at a submerged position while the hull is at rest, at which at least a portion of the at-rest motion damping structure is submerged, to reduce motion of the hull; anda common drive source common to the in-navigation motion damping structure and the at-rest motion damping structure.

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