JP2017013788A - Electric steering unit, drive control device for electric steering device, electric steering mechanism, and ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric steering unit capable of preventing unintended rotation of a helm while braking the helm properly, a drive control device for an electric steering device, an electric steering mechanism, and a ship.SOLUTION: An electric steering unit comprises: a helm; a ring gear (a driven gear) connected to the helm; a drive unit 11 having a pinion 17 (a driving gear) meshing with the ring gear; and rotation suppression means 49 for braking the rotation of the helm. The helm rotates around a rotation axis, and a rotation center of the ring gear is located on the rotation axis of the helm. Besides the pinion 17, the drive unit 11 comprises an electric motor 12 and a reduction gear 13 for decelerating rotational power output from the electric motor 12 and outputting rotational power from a carrier 25 (an output shaft). The pinion 17 is provided in the carrier 25.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an electric steering unit for operating a rudder, a drive control device for an electric steering machine, an electric steering mechanism, and a ship.

  In general, the course of a marine vessel is adjusted by operating a rudder attached to the main body of the marine vessel with a steering machine. As the steering machine, a hydraulic steering machine or an electric steering machine is usually used.

  According to the electric steering machine, it is easy to reduce the layout of the equipment in the ship, and advantages such as excellent environmental performance can be obtained. From such a point, recently, an electric steering machine has attracted attention. For example, Patent Literature 1 discloses an electric steering machine that operates a rudder with two electric motors. In this electric steering machine, the rotation of the electric motor is decelerated by two planetary gear trains, and the decelerated rotation is transmitted from the subsequent planetary gear train to the rudder.

JP 2014-156135 A

  By the way, a ship is required to operate according to a predetermined route, and such a predetermined route is determined by combining routes of various shapes under various conditions. Therefore, a ship generally heads for a destination along a route in which a straight route having a certain traveling direction and a curved route accompanied by a change in traveling direction are appropriately combined.

  Since the traveling direction of the ship is controlled by the rudder as described above, it is required to switch the rudder direction according to the traveling direction during operation. However, while the ship is traveling in a certain direction, it is not necessary to change the direction of the rudder and it is preferable that the rudder direction is basically fixed.

  However, a rudder moving in the sea receives force from various directions, and a strong force such as an unintended impact may act on the rudder. In this case, if the braking force for fixing the direction of the rudder is not working, the direction of the rudder changes unintentionally, so it is difficult to maintain a desired rudder angle. In addition, even after turning off the power of the electric motor, which is the power source of the electric steering, there is a possibility that unintended force may still be applied to the rudder that exists in the sea, so the rudder may turn in an unintended direction. . On the other hand, in order to fix the direction of the rudder, it is not preferable from the viewpoint of power consumption to continuously apply the driving force to the rudder.

  It is also conceivable that the ship is advanced by always dynamically controlling the direction of the rudder without applying the braking force while the ship is traveling in a certain direction. However, in such a case, the direction of the rudder changes easily each time an unintended force is applied, and it is necessary to correct the direction of travel by controlling the direction of the rudder. become.

  This invention is made | formed in view of the above-mentioned situation, and it aims at providing the technique which can brake a rudder appropriately and can prevent the rotation of the unintended rudder.

  One aspect of the present invention includes a rudder that rotates about a rotation axis, a driving device that rotationally drives the rudder, and a rotation of the rudder that is not applied to the rudder. An electric steering unit provided with a rotation suppression means. According to another aspect of the present invention, there is provided a driving device that rotationally drives a rudder that rotates about a rotation axis, and a rotation that suppresses rotation of the rudder in a state where a driving force by the driving device is not applied to the rudder. And a drive control device for an electric steering machine.

  According to this aspect, even when an external force is applied to the rudder in a state where the driving force from the driving device is not applied to the rudder, the rotation of the rudder can be suppressed and maintained at a desired rudder angle. Therefore, it is not necessary to continuously output the driving force from the driving device and maintain the rudder angle, and power consumption can be suppressed.

  The rotation suppression means may be a non-excitation operation type electromagnetic brake. According to this aspect, it is possible to maintain the rudder angle even when no power is supplied to the rotation suppressing means.

  The rotation suppressing means may have a pin. According to this aspect, rotation can be suppressed with a simple configuration.

  The driving device may include an electric motor, and the rotation suppression unit may be an electromagnetic brake that suppresses the rotation of the electric motor. According to this aspect, the rotation of the rudder can be indirectly braked by braking the electric motor.

  The electric steering unit or the drive control device for the electric steering device further includes a state detection mechanism that detects a state of the drive device, and the rotation detection unit is configured to detect that the drive device is not operating. If detected, the rotation of the rudder may be suppressed. According to this aspect, for example, even when the drive device fails, the rotation of the rudder can be more reliably suppressed.

  The rotation suppression unit may be provided separately from the driving device. The rotation of the rudder can be suppressed by suppressing the operation of the constituent elements of the rudder rather than the drive device. The degree of freedom of arrangement of the rotation suppression means is also improved.

  The dynamic steering unit or the drive control device for the electric steering machine may further include a detection unit that detects whether or not the rotation suppression of the rudder by the rotation suppression unit is functioning. According to this aspect, it is possible to detect whether or not the rotation of the rudder is appropriately suppressed by the rotation suppression unit.

  A driving control unit for a steering unit or an electric steering machine includes at least one of the rudder, a driven gear connected to the rudder and having a rotation center on a rotation axis of the rudder, the driving device, and the rotation suppressing unit. A force detection mechanism that directly or indirectly detects a force acting on one of the rotations, and the rotation suppression unit rotates the rudder when the force detected by the force detection mechanism is greater than a predetermined threshold. This suppression may be released. According to this aspect, the force acting on at least one of the rudder, the driven gear connected to the rudder and having the rotation center on the rotation axis of the rudder, the driving device, and the rotation suppression unit is greater than a predetermined threshold value. The suppression of the rotation of the rudder is released, the rotation of the rudder is allowed, and the force can be effectively released.

  A driving control unit for a steering unit or an electric steering machine includes at least one of the rudder, a driven gear connected to the rudder and having a rotation center on a rotation axis of the rudder, the driving device, and the rotation suppressing unit. A force detection mechanism that directly or indirectly detects a force acting on any one of them, and when the force detected by the force detection mechanism is greater than a predetermined threshold value, the drive gear and the driven gear of the drive device mesh with each other. And a retracting mechanism for releasing. According to this aspect, the transmission of force between the driving gear and the driven gear can be prevented by releasing the meshing between the driving gear and the driven gear. For example, when a large external force is applied to the rudder, the rudder can freely rotate, so that damage to the rudder can be prevented.

  Still another aspect of the present invention provides a rudder that rotates about a rotation axis, a driven gear that is connected to the rudder and has a rotation center on the rotation axis of the rudder, an electric motor, and rotational power output from the electric motor. Electric drive comprising a reduction gear that decelerates and outputs from the output shaft, a drive device that is a drive gear provided on the output shaft and meshes with the driven gear, and a rotation suppression means that brakes the rotation of the rudder. It relates to the steering unit.

  According to this aspect, the rudder can be braked appropriately by the rotation suppression means, and unintended rotation of the rudder can be prevented.

  The rotation suppression means may brake the rotation of the rudder by braking the driven gear.

  According to this aspect, the rotation of the rudder can be indirectly braked by braking the driven gear.

  The electric motor may include a drive shaft that outputs rotational power, and the rotation suppression unit may include an electromagnetic brake that brakes rotation of the drive shaft of the electric motor.

  According to this aspect, the rotation of the rudder can be indirectly braked by braking the drive shaft of the electric motor.

  The electric steering unit further includes a force detection mechanism that directly or indirectly detects a force acting on at least one of the rudder, the driven gear, the drive device, and the rotation suppression unit, and the rotation suppression unit detects the force. When the force detected by the mechanism is larger than a predetermined threshold, braking of the rudder rotation may be released.

  According to this aspect, the electric steering unit can brake the rotation of the rudder when the force acting on at least one of the rudder, the driven gear, the driving device, and the rotation suppression unit is larger than the predetermined threshold. It is released and the rotation of the rudder is allowed, and the force can be effectively released.

  The electric steering unit includes a force detection mechanism that directly or indirectly detects a force acting on at least one of the rudder, the driven gear, the drive device, and the rotation suppression unit, and a force detected by the force detection mechanism is predetermined. And a retracting mechanism for releasing the engagement of the drive gear and the driven gear.

  According to this aspect, the transmission of force between the driving gear and the driven gear can be prevented by releasing the meshing between the driving gear and the driven gear.

  The retracting mechanism may release the meshing of the drive gear and the driven gear by separating the drive gear from the driven gear.

  According to this aspect, the engagement of the drive gear and the driven gear can be reliably released by separating the drive gear from the driven gear.

  The electric steering unit may further include a detecting unit that detects whether or not braking of the rudder rotation by the rotation suppressing unit is functioning.

  According to this aspect, it is possible to detect whether or not the rotation of the rudder is properly braked by the rotation suppression unit.

  A plurality of rotation suppression means are provided, and the total sum of rated torques related to braking of some of the rotation suppression means may be equal to or greater than the design braking torque required for braking the rudder rotation.

  According to this aspect, it is possible to brake the rotation of the rudder only by a part of the rotation suppression means among the plurality of rotation suppression means.

  Still another aspect of the present invention is a drive control device for an electric steering machine that performs rotational drive control of a rudder by rotational power, and decelerates rotational power output from the drive shaft and an electric motor having a drive shaft. The present invention relates to a drive control device for an electric steering machine comprising a drive device having a speed reducer that outputs from an output shaft, a drive gear provided on the output shaft, and rotation suppression means that brakes the rotation of the drive shaft of the electric motor.

  The drive control device for an electric steering machine further includes a retracting mechanism that releases the meshing between the drive gear and the driven gear fixed to the rudder, and at least retracts the driving gear from a position that meshes with the driven gear. May be.

  Still another aspect of the present invention is the above-described drive control device for an electric steering gear, and a driven gear that is connected to the rudder and has a rotation center on the rotation axis of the rudder and meshes with the drive gear of the driving device. And an electric steering mechanism including a gear.

  Another aspect of the present invention relates to a ship including the above-described electric steering unit.

  According to the present invention, when an external force is applied to the rudder in a state where the driving force from the driving device is not applied to the rudder, the rotation of the rudder can be suppressed by the rotation suppression unit, so that power consumption is suppressed. be able to.

FIG. 1 is a schematic view of an electric steering machine and a rudder according to an embodiment of the present invention. FIG. 2 is a perspective view schematically showing the electric steering machine and the rudder. FIG. 3 is a cross-sectional view of the driving device. FIG. 4 is a diagram schematically showing a cross section of the rotation suppressing means, a control unit, and a force detection mechanism. FIG. 5 is an enlarged view showing a part of the cross section of the rotation suppressing means shown in FIG.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the embodiment described below, the “drive control device for an electric steering device” indicates a device that performs rotational drive control of the rudder by rotational power, and includes a drive device 11 and a rotation suppression means 49. It is. In addition, the “electric steering mechanism” in the following embodiment is a concept including the drive device 11, the rotation suppression means 49 (drive control device for an electric steering device), and a ring gear (driven gear) 104. The “electric steering unit” in the following embodiment is a concept including the drive device 11, the rotation suppression means 49, the ring gear (driven gear) 104 (electric steering mechanism), and the rudder 101. Further, the “ship” in the following embodiment includes a rudder 101, a ring gear (driven gear) 104, a driving device 11, a rotation suppressing means 49 (electric steering unit), and other elements constituting the ship main body 100. It is a concept that includes. In the following description, a mechanism including a plurality of driving devices 11 is referred to as an electric steering machine 1.

  FIG. 1 is a schematic diagram of an electric steering machine 1 and a rudder 101 operated by the electric steering machine 1 according to an embodiment of the present invention, and FIG. 2 schematically shows the electric steering machine 1 and the rudder 101. It is the shown perspective view. The ship S includes a ship body 100 and a rudder 101 provided at the lower stern of the ship body 100. The rudder 101 includes a rudder body 102 and a cylindrical swivel tube 103 that protrudes from the upper part of the rudder body 102. An annular ring gear 104 as a driven gear is provided on the upper part of the swivel cylinder 103. The ring gear 104 is connected and fixed to the rudder 101 (particularly, the swivel cylinder 103 in this example), and has a rotation center on the rotation axis L1 of the rudder 101.

  The rudder 101 is rotatably supported at the upper part of the swivel cylinder 103 at the stern lower part of the ship body 100 and rotates around the rotation axis L1. The ring gear 104 is fixed to the turning cylinder 103 so as to rotate integrally with the turning cylinder 103.

  In the illustrated ship S, a propeller 105 is provided in front of the rudder 101. The propeller 105 is driven to rotate by an electric motor or an internal combustion engine (not shown). The ship S is propelled by rotating the propeller 105. At this time, the boat S can be turned in a desired direction by rotating the rudder 101 by the electric steering machine 1.

  The electric steering machine 1 according to the present embodiment is disposed in the ship main body 100 above the swivel cylinder 103. As shown in FIG. 2, the electric steering machine 1 for operating the rudder 101 includes a plurality (four in this example) of driving devices 11 (11 a, 11 b, 11 c, 11 d). Each of the drive devices 11 (11 a, 11 b, 11 c, 11 d) is fixed to the ship body 100.

  Each of the drive devices 11 (11a, 11b, 11c, and 11d) includes an electric motor 12, a reduction gear 13 that decelerates the rotational power output from the electric motor 12, and outputs it from a carrier 25 described later corresponding to the output shaft, and a carrier 25, and a pinion 17 that is a drive gear provided at 25. Among these, the pinion 17 is configured to mesh with the ring gear 104 provided in the rudder 101 described above and rotate the rudder 101 by its rotation. Specifically, the rotational power from the electric motor 12 is decelerated by the speed reducer 13 and output from the carrier 25. The rotational power decelerated thereby is transmitted from the pinion 17 to the ring gear 104, and the rudder 101 rotates.

  In the present embodiment, the same motor 12, speed reducer 13 and pinion 17 are used in each of the drive devices 11 (11a, 11b, 11c, 11d). That is, each electric motor 12 is the same model, and has the same rated output, rated torque, rated rotational speed, and the like. Each reduction gear 13 has the same structure and the same reduction ratio. Each pinion 17 has the same number of teeth and the same inner and outer diameters. Therefore, the rated output, the rated torque, the rated rotational speed, etc. of each drive device 11 (11a, 11b, 11c, 11d) are the same.

  Each electric motor 12 is connected to an inverter 108 shown in FIG. 1, and supplied power is controlled by the inverter 108. The inverter 108 is configured to control the rotational speed and rotational position of the electric motor 12 by adjusting the power frequency and the power voltage based on a command signal from the turning controller 109 that is communicably connected.

  The turning controller 109 is communicably connected to a main controller (not shown). The main controller determines the turning direction and turning speed of the ship S based on the operation of the operator of the ship S, and sends a command signal. Is output to the turning controller 109. The turning controller 109 outputs to the inverter 108 a rotation command signal for the rotation speed and rotation angle position at which the rotation is stopped in each electric motor 12 determined according to the command signal output from the main controller. The inverter 108 rotates the electric motor 12 in accordance with the rotation command signal output from the turning controller 109, so that the rotational power output from the electric motor 12 passes through the speed reducer 13, the pinion 17, and the ring gear 104, and the rudder 101. Is transmitted to. As a result, the rudder 101 rotates at a desired speed in a desired direction. In the present embodiment, the electric motor 12 is controlled using the inverter 108, but the electric motor 12 may be controlled without using the inverter 108.

  FIG. 3 is a cross-sectional view of the driving device 11. As shown in FIG. 3, the electric motor 12 has a drive shaft 12 a that outputs rotational power, and the speed reducer 13 includes an input shaft 14, a case 15, a speed reduction unit 16 including the above-described carrier 25, and the like. In the speed reducer 13, a pinion 17 is attached to a carrier 25 positioned so that a part thereof protrudes from the case 15 on one end side disposed on the lower side, and the electric motor is connected to the case 15 on the other end side disposed on the upper side. 12 is attached. In the speed reducer 13, the rotational power input from the electric motor 12 disposed on the upper side is decelerated via the speed reducing unit 16 disposed on the inner side of the case 15 and output from the carrier 25.

  The pinion 17 provided on the carrier 25 of each reduction gear 13 is formed on the outer periphery of the ring gear 104 that is disposed around the rotation axis L1 and is rotatably supported with respect to the ship body 100 as shown in FIG. It arrange | positions so that it may mesh | engage with the teeth 104a made. In this case, it becomes easy to perform maintenance of each driving device 11. In the present embodiment, the teeth 104 a are formed on the outer periphery of the ring gear 104, but the teeth 104 a may be formed on the inner periphery of the ring gear 104. In this case, the pinion 17 is disposed so as to mesh with the teeth 104 a on the inner periphery of the ring gear 104. In this case, the size of the ring gear 104 can be increased, for example, rigidity can be ensured.

  The pinions 17 are arranged along the outer periphery of the ring gear 104 at equal intervals in the circumferential direction (in this embodiment, every 90 °). Since each pinion 17 is arranged in this way, each pinion 17 is rotated by rotation of each motor 12, and the ring gear 104 that is rotatably supported by the ship body 100 and meshes with the pinion 17 is the rotation axis L1. Rotate around. As a result, the rudder 101 provided with the ring gear 104 rotates about the rotation axis L1. In the present embodiment, the pinions 17 are arranged along the outer circumference of the ring gear 104 at equal intervals in the circumferential direction. However, the arrangement of the pinions 17 is not limited to this mode. For example, the drive devices 11 may be densely arranged in a predetermined region of the ring gear 104 according to the arrangement of other devices around the drive device 11.

  As shown in FIG. 3, the speed reducer 13 according to the present embodiment is an eccentric oscillating speed reducer. The configuration of the speed reducer 13 will be described in detail with reference to FIG. In the following description, in the speed reducer 13, the output side that is the lower side where the pinion 17 is disposed is one end side, and the input side that is the upper side where the electric motor 12 is disposed is the other end side. In FIG. 3, for the convenience of explanation, an arrow indicating one end side and an arrow indicating the other end side are shown.

  As shown in FIG. 3, the case 15 in the speed reducer 13 includes a first case portion 15a, a second case portion 15b, and a third case portion 15c formed in a cylindrical shape. The 1st thru | or 3rd case parts 15a, 15b, and 15c are arrange | positioned in series, and are mutually connected by fastening means, such as a volt | bolt. The first case portion 15a is disposed on one end side, the second case portion 15b is fixed to the other end side of the first case portion 15a, and the third case portion 15c is fixed to the other end side of the second case portion 15b. Has been.

  The case 15 accommodates the input shaft 14, the speed reduction unit 16, and the like. Are arranged in series. The case 15 has one end side (the end side of the first case portion 15a) opened, and the motor 12 is fixed to the other end side (the end side of the third case portion 15c).

  A plurality of pin internal teeth 20 constituting internal teeth are arranged on the inner periphery of the first case portion 15 a in the case 15. The pin internal teeth 20 are pin-shaped members, and are arranged so that the longitudinal direction thereof is parallel to the speed reducer axis Q, and are arranged at equal intervals along the circumferential direction on the inner periphery of the first case portion 15a. It is configured to mesh with external teeth 41 of an external gear 26 described later.

  As shown in FIG. 3, the input shaft 14 is connected to the drive shaft 12 a of the electric motor 12 via a coupling 21. A gear portion 14 a that meshes with a later-described crankshaft gear 23 in the reduction portion 16 is provided on one end side of the input shaft 14 (on the end portion side opposite to the coupling 21 side). The input shaft 14 is configured to transmit the rotational power output from the electric motor 12 to the speed reduction unit 16. A ball bearing 22 is provided at the center of the second case portion 15 b of the case 15, and the input shaft 14 is rotatably supported by the ball bearing 22.

  The speed reducer 16 includes the above-described crankshaft gear 23, crankshaft 24, carrier 25, external gear 26, main bearings (30, 31), and the like. Among them, the crankshaft gear 23 is provided as a spur gear element, and a plurality (for example, three) of gears 14 a are arranged around the gear portion 14 a so as to mesh with the gear portion 14 a of the input shaft 14. The crankshaft gear 23 is formed with a through hole in the central portion, and is fixed to the other end side of the crankshaft 24 disposed through the through hole by spline coupling.

A plurality of (for example, three) crankshafts 24 are arranged at equal intervals along the circumferential direction around the reduction gear axis Q, and the crankshafts 24 are arranged so that their axial directions are parallel to the reduction gear axis Q. Yes.
The crankshaft 24 is disposed so as to pass through the crank holes 34 formed in the external gear 26, and the rotational power from the input shaft 14 disposed on the other end side passes through the crankshaft gear 23. Thus, the external gear 26 is decentered and oscillated and rotated. At this time, the crankshaft 24 performs a revolving operation together with the rotation of the external gear 26 accompanying its rotation (spinning).

  In the present embodiment, the crankshaft 24 includes a shaft main body 24c, and a first eccentric portion 24a and a second eccentric portion 24b provided on the shaft main body 24c. The first eccentric part 24a and the second eccentric part 24b are formed in the axial center part of the shaft body 24c, the first eccentric part 24a is located on one end side, and the second eccentric part 24b is located on the other end side. Yes. The first eccentric portion 24 a and the second eccentric portion 24 b are formed so that a cross section perpendicular to the axial direction is a circular cross section, and each center position is provided to be eccentric with respect to the central axis of the crankshaft 24. Yes. The first eccentric portion 24 a and the second eccentric portion 24 b are disposed in the above-described crank hole 34 of the external gear 26.

  One end of the shaft body 24c of the crankshaft 24 is rotatably held with respect to the carrier 25 via a bearing (not shown), and the other end of the shaft body 24c is supported with respect to the carrier 25 via a bearing (not shown). And is held rotatably. Among these, the other end portion of the shaft body 24c protrudes from the carrier 25 to the other end side, and the above-described crankshaft gear 23 is fixed.

  The carrier 25 includes a base carrier 27, an end carrier 28, and a support column 29. One end portion of the shaft body 24c of the crankshaft 24 is rotatably held by the base carrier 27 of the carrier 25, and the other end portion of the shaft body 24c is rotatably held by the end carrier 28.

  A pinion 17 is connected to one end side of the base carrier 27 via a bolt 18. The end carrier 28 is formed in a disk shape, and is connected to the base carrier 27 via a support column 29. The support column 29 is disposed between the base carrier 27 and the end carrier 28, and is provided as a columnar portion that connects the base carrier 27 and the end carrier 28. A plurality of struts 29 are arranged along the circumferential direction around the reduction gear axis Q, and the axial directions thereof are arranged parallel to the reduction gear axis Q. Note that a bolt extending from the end carrier 28 is inserted into each support column 29, whereby the end carrier 28 and the base carrier 27 are connected via the support column 29.

  The carrier 25 is rotatably held with respect to the case 15 via main bearings (30, 31). As shown in FIG. 3, the main bearing 30 is configured as a ball bearing interposed between the base carrier 27 and the first case portion 15a, and rotates the base carrier 27 with respect to the inner peripheral side of the first case portion 15a. Hold freely. The main bearing 31 is configured as a ball bearing interposed between the end carrier 28 and the first case portion 15a, and holds the end carrier 28 rotatably with respect to the inner peripheral side of the first case portion 15a. To do.

  The external gear 26 includes a first external gear 26a and a second external gear 26b that are accommodated in the case 15 in a state of being arranged in parallel. The first external gear 26a and the second external gear 26b are respectively formed with the above-described crank hole 34 through which the crankshaft 24 passes and the column through hole through which the column 29 passes. Note that the number of the crank holes 34 of the external gear 26 (26a, 26b) corresponds to the number of the crankshafts 24. Similarly, the through-holes are formed in a number corresponding to the number of the columns 29.

  External teeth 41 that mesh with the pin internal teeth 20 are provided on the outer circumferences of the first external gear 26a and the second external gear 26b. The number of teeth of the external teeth 41 is provided to be one or more than the number of teeth of the pin inner teeth 20. As a result, each time the crankshaft 24 rotates, the meshing between the external teeth 41 and the pin internal teeth 20 is displaced, and the external gears 26 (26a, 26b) are eccentrically rotated. The external gear 26 rotatably holds the crankshaft 24 in the crank hole 34 via an external tooth bearing (not shown).

  In the reduction gear 13, when the rotational power from the electric motor 12 is transmitted to the input shaft 14, the crankshaft 24 rotates. At this time, the first eccentric portion 24a and the second eccentric portion 24b of the crankshaft 24 rotate eccentrically, respectively. When the first eccentric portion 24a and the second eccentric portion 24b are eccentrically rotated, the external gear 26 is oscillated and rotated. At this time, the external gear 26 rotates with respect to the case 15 while meshing the external teeth 41 with the pin internal teeth 20 of the case 15. As a result, the carrier 25 that supports the external gear 26 via the crankshaft 24 rotates with respect to the case 15. Thereby, the rotational power whose torque is increased by the deceleration is transmitted from the pinion 17 to the ring gear 104, and the rudder 101 rotates.

[Rotation suppression means]
Next, the rotation suppression means 49 that brakes the rotation of the rudder 101 will be described. FIG. 4 is a diagram schematically showing a cross section of the rotation suppressing means 49, the control unit 70, and the force detection mechanism 80. FIG. 5 is an enlarged view showing a part of the cross section of the rotation suppressing means 49 shown in FIG.

  The rotation suppression means 49 is a means for suppressing the rotation of the rudder 101, and in particular, can suppress the rotation of the rudder 101 in a state where the driving force by the driving device 11 is not applied to the rudder 101. Here, the suppression is a concept including not only stopping the rotation but also reducing the rotation speed.

  The rotation suppression means 49 in the illustrated example is provided for each drive device 11, and one rotation suppression means 49 is attached to one electric motor 12. 4 and 5 is an electromagnetic brake (brake mechanism) that brakes the rotation of the drive shaft 12a of the electric motor 12 or releases the brake of the drive shaft 12a based on a command from the control unit 70. 50). In a state where the rotation of the drive shaft 12a is braked, the drive device 11 is placed in a state where its operation is stopped. In this state, the rudder 101 meshed with the pinion 17 of the drive device 11 via the driven gear 104 is also braked in rotation together with the drive shaft 12a. On the other hand, in a state where the braking of the drive shaft 12a is released, the drive device 11 is placed in an activated state and can rotate the rudder 101. Hereinafter, the rotation suppressing means 49 will be described in detail.

  The rotation suppressing means 49 of this example is attached to the end of the cover 72 of the electric motor 12 opposite to the speed reducer 13, and includes a housing 51, a first friction plate 56, a second friction plate 57, and an elastic member 55. The electromagnet 53, the detected portion 75, the detecting portion 76, the first friction plate connecting portion 77, and the like.

  The housing 51 is a structure that houses the first friction plate 56, the second friction plate 57, the elastic member 55, the electromagnet 53, the detected portion 75, the detection portion 76, the first friction plate connecting portion 77, and the like. The cover 72 is fixed.

  The first friction plate 56 is formed of, for example, a sintered metal material and is provided as a ring-shaped plate member having a through hole in the center. The first friction plate 56 is connected to the drive shaft 12a of the electric motor 12 via the first friction plate connecting portion 77. It is connected to. In the through hole of the first friction plate 56, one end portion of the drive shaft 12a of the electric motor 12 is disposed so as to penetrate therethrough.

  As shown in FIG. 5, the first friction plate connecting portion 77 of this example includes a spline shaft 77a and a slide shaft 77b. The spline shaft 77a is provided as a shaft member in which spline teeth are provided on the outer periphery and a through hole extending in the axial direction is formed inside. The spline shaft 77a is fixed to the outer periphery of one end portion of the drive shaft 12a by key coupling by a key member (not shown) and engagement by a stopper ring 77c.

  The slide shaft 77b has a cylindrical portion in which a spline groove is formed on the inner periphery, and a flange-shaped portion that extends in the radial direction from the end of the cylindrical portion and expands in the circumferential direction. The spline groove of the slide shaft 77b is combined with the spline teeth of the spline shaft 77a so as to be slidable in the axial direction, and the slide shaft 77b is attached to the spline shaft 77a so as to be slidable in the axial direction. Further, the first friction plate connecting portion 77 is provided with a spring mechanism (not shown) for positioning the position of the slide shaft 77b in the axial direction with respect to the spline shaft 77a at a predetermined position. The inner periphery of the first friction plate 56 is fixed to the outer peripheral edge of the flange-shaped portion of the slide shaft 77b, and the first friction plate 56 is integrally coupled to the slide shaft 77b.

  In the rotation suppressing means 49 having the above configuration, when the drive shaft 12a rotates, the spline shaft 77a, the slide shaft 77b, and the first friction plate 56 also rotate together with the drive shaft 12a. In a state in which an electromagnet 53 described later is excited, the slide shaft 77b and the first friction plate 56 held so as to be slidable in the axial direction with respect to the drive shaft 12a and the spline shaft 77a are separated from the spline shaft 77a by a spring mechanism. It is positioned at a predetermined position in the axial direction. The first friction plate 56 disposed at the predetermined position is separated from a second friction plate 57 and a third friction plate 58 which will be described later.

  The second friction plate 57 is provided so as to be able to come into contact with the first friction plate 56, and is provided as a member that generates a braking force for braking the rotation of the drive shaft 12a by coming into contact with the first friction plate 56. Yes. The second friction plate 57 of this example includes a contact portion 57a and an armature portion 57b.

  The armature portion 57b is formed of, for example, a magnetic material and is provided as a ring-shaped plate-like member having a through hole in the center. The armature portion 57b is held by the electromagnet 53 while being slidable parallel to the axial direction of the drive shaft 12a. Has been. Note that a mechanism for holding the armature portion 57b in the electromagnet 53 in a state in which the armature portion 57b is slidable in the axial direction is omitted. In the through hole of the armature portion 57b, one end of the drive shaft 12a, the cylindrical portions of the spline shaft 77a and the slide shaft 77b are disposed so as to penetrate therethrough.

  The contact portion 57 a is formed of, for example, a sintered metal material, and is provided as a ring-shaped plate member having a through hole in the center. The contact portion 57 a is fixed to the armature portion 57 b and It is installed so that it can contact. More specifically, the contact portion 57 a is fixed to the armature portion 57 b on the side opposite to the side facing the first friction plate 56. In the example shown in FIGS. 4 and 5, the first friction plate 56 and the contact portion 57a have substantially the same area on the end surfaces (contact surfaces) facing each other, but the areas of these contact surfaces are mutually different. May be different.

  Further, in this example, a third friction plate 58 is provided at a position facing the first friction plate 56 in one end portion of the cover 72 of the electric motor 12. The third friction plate 58 is formed of a sintered metal material, for example, and is provided as a ring-shaped plate member having a through hole in the center. The third friction plate 58 can contact the first friction plate 56. In place. In the example shown in FIGS. 4 and 5, the first friction plate 56 and the third friction plate 58 have substantially the same area on the end surfaces (contact surfaces) facing each other. May be different.

  The elastic member 55 is held by an electromagnet main body 53a of an electromagnet 53, which will be described later, and biases the second friction plate 57 from the electromagnet 53 side toward the first friction plate 56 side. The elastic member 55 is typically provided as a coil spring, and a plurality of elastic members 55 are provided in the examples shown in FIGS. 4 and 5, but may be an elastic member other than the coil spring, or only one may be provided. Good. The plurality of elastic members 55 are preferably arranged at equal angles in the circumferential direction around the drive shaft 12a in the electromagnet main body 53a. In particular, the plurality of elastic members 55 of this example are arranged in the circumferential direction in the electromagnet main body 53a in a concentric manner with the drive shaft 12a as the center and in two arrays on the inner peripheral side and the outer peripheral side. Among the elastic members 55 arranged concentrically, the elastic member 55 arranged on the inner peripheral side is arranged inside the coil portion 53b, and the elastic member 55 arranged on the outer peripheral side is arranged outside the coil portion 53b. . In addition, the arrangement | positioning form of the above-mentioned elastic member 55 is only an illustration, and the elastic member 55 may take another arrangement | positioning form.

  The electromagnet 53 includes an electromagnet main body 53a and a coil portion 53b, and separates the second friction plate 57 from the first friction plate 56 by attracting the second friction plate 57 with a magnetic force.

  The electromagnet main body 53a is provided as a cylindrical structure having a through hole in the center, and the end of the drive shaft 12a is disposed in the through hole of the electromagnet main body 53a. The electromagnet main body 53 a is fixed to the housing 51 at the end opposite to the side facing the second friction plate 57. The electromagnet main body 53a is provided with a plurality of elastic member holding holes 53c that open toward the second friction plate 57, and the elastic member 55 is disposed in each of these elastic member holding holes 53c.

  The coil part 53b is installed inside the electromagnet main body 53a and is arranged in the circumferential direction of the electromagnet main body 53a. Supply and interruption of current to the coil unit 53 b are performed based on a command from the control unit 70.

  For example, when the braking of the drive shaft 12 a is released by the rotation suppressing means 49, current is supplied to the coil portion 53 b based on a command from the control portion 70 and the electromagnet 53 is energized. When the electromagnet 53 is energized and excited, the armature portion 57b of the second friction plate 57 is attracted to the coil portion 53b by the magnetic force generated in the electromagnet 53. At this time, the second friction plate 57 is attracted to the electromagnet 53 against the elastic force (spring force) of the plurality of elastic members 55. As a result, the contact portion 57a of the second friction plate 57 is separated from the first friction plate 56, and the braking of the drive shaft 12a is released. Therefore, in a state where the electromagnet 53 is excited and the braking of the drive shaft 12a is released, the armature portion 57b of the second friction plate 57 is in contact with the electromagnet body 53a.

  On the other hand, when the drive shaft 12a is braked by the rotation suppressing means 49, the supply of current to the coil portion 53b is cut off based on the command of the control portion 70, and the electromagnet 53 is demagnetized. When the electromagnet 53 is demagnetized, the second friction plate 57 is biased toward the first friction plate 56 by the elastic force of the plurality of elastic members 55, and the contact portion 57 a of the second friction plate 57 is the first. It contacts the friction plate 56. Thereby, a frictional force is generated between the second friction plate 57 and the first friction plate 56, and the rotation of the drive shaft 12a is braked. That is, in the illustrated example, the rotation suppression means 49 is configured as a non-excitation actuating brake mechanism. 4 and 5 show a state where the electromagnet 53 is demagnetized and the rotation of the drive shaft 12a is braked.

  Further, in a state where the electromagnet 53 is demagnetized and the drive shaft 12 a is braked, the first friction plate 56 also abuts on the third friction plate 58 by the biasing force acting from the second friction plate 57. Therefore, when the electromagnet 53 is demagnetized, the first friction plate 56 is sandwiched between the second friction plate 57 and the third friction plate 58 by the biasing force from the plurality of elastic members 55. Thus, the rotation of the drive shaft 12a is caused by the frictional force generated between the second friction plate 57 and the first friction plate 56 and the frictional force generated between the first friction plate 56 and the third friction plate 58. Very strong braking.

  The detected portion 75 is an element fixed to the second friction plate 57 in order to detect the position and displacement of the second friction plate 57 in the direction parallel to the axial direction of the drive shaft 12a by the detection portion 76 described later. Is provided. The detected portion 75 of this example is provided as a permanent magnet, and is fixed to the armature portion 57b of the second friction plate 57, and is particularly attached to the electromagnet 53 side portion of the outer peripheral portion of the armature portion 57b. By detecting the position and displacement amount of the detected portion 75 by the detecting portion 76, the position and displacement amount of the portion of the second friction plate 57 that can contact the electromagnet 53 (particularly parallel to the axial direction of the drive shaft 12a). Position and displacement amount with respect to any direction).

  The detection unit 76 is provided as a sensor that can detect the position and the amount of displacement of the detected portion 75 that is displaced together with the second friction plate 57. In other words, the detection unit 76 detects the position and displacement of the detected unit 75 in a direction parallel to the axial direction of the drive shaft 12a, whereby the position of the second friction plate 57 in the direction parallel to the axial direction of the drive shaft 12a. And the amount of displacement can be detected.

  The detection unit 76 of this example is provided as a magnetic sensor that measures the strength and direction of a magnetic field (magnetic field) provided by the detected unit 75 that is a permanent magnet, and is fixed to the inner wall of the housing 51. The detection unit 76 detects the position and displacement of the detected unit 75 by measuring the strength and direction of the magnetic field (magnetic field) provided by the detected unit 75. Therefore, the detection unit 76 is preferably fixed to the housing 51 at a position corresponding to the detected unit 75 in a direction parallel to the axial direction of the drive shaft 12a.

  The detection unit 76 is connected to the control unit 70 via the communication cable 79 and outputs a detection result to the control unit 70. Therefore, the control unit 70 receives the detection result of the position and displacement amount of the second friction plate 57 from each detection unit 76 of the plurality of drive devices 11. Each detection unit 76 receives a command signal from the control unit 70 via the communication cable 79.

  The control unit 70 is controlled by the turning controller 109 (see FIG. 1), confirms the operation of the second friction plate 57 based on the detection result sent from the detection unit 76 of each drive device 11, and performs the first operation. The amount of wear of at least one of the friction plate 56 and the second friction plate 57 can be detected. The operation confirmation of the second friction plate 57 by the control unit 70 is executed based on the position of the second friction plate 57 detected by the detection unit 76 when the electromagnet 53 is shifted from a demagnetized state to an excited state, for example. Is possible. In addition, the amount of wear of the first friction plate 56 and / or the second friction plate 57 by the control unit 70 is detected by, for example, the second friction plate 57 (covered) detected by the detection unit 76 in a state where the electromagnet 53 is demagnetized. It can be executed based on the position of the detection unit 75).

  As described above, in this example, the combination of the detected portion 75, the detecting portion 76, and the control portion 70 constitutes “a detecting means for detecting whether or not the braking of the rotation of the rudder 101 by the rotation suppressing means 49 is functioning”. ing. For example, when the braking function of the rotation suppression means 49 is functioning properly, the second friction plate 57 contacts the first friction plate 56 when the electromagnet 53 is demagnetized, and the second is when the electromagnet 53 is excited. The position of the detected portion 75 changes in the axial direction according to the demagnetization state and the excitation state of the electromagnet 53 so that the friction plate 57 is separated from the first friction plate 56. Therefore, the control unit 70 can detect whether or not the rotation of the rudder 101 is braked by the rotation suppression means 49 based on the position of the second friction plate 57 detected by the detection unit 76. If the braking function of the rotation suppression means 49 is not functioning properly, the position of the detected portion 75 does not change regardless of the demagnetization state and excitation state of the electromagnet 53, or the demagnetization state and excitation state of the electromagnet 53. The detected part 75 is arranged at a position different from the position assumed according to the above. Therefore, the control unit 70 can detect whether or not the braking function of the rotation suppressing means 49 is functioning properly based on the position of the second friction plate 57 detected by the detection unit 76. When the control unit 70 detects that the braking function of the rotation suppression means 49 is not functioning properly, the control unit 70 issues a warning or the like to the operator or the like of the ship S and alerts the operator or the like. Is preferred.

  Note that a force detection mechanism 80 is connected to the control unit 70 of this example, and a detection result by the force detection mechanism 80 is sent to the control unit 70. The force detection mechanism 80 directly or indirectly detects a force acting on at least one of the rudder 101, the ring gear (driven gear) 104, the drive device 11, and the rotation suppression unit 49. When the “force acting on the detection target” indicated by the detection result of the force detection mechanism 80 is greater than a predetermined threshold, the control unit 70 controls the rotation suppression means 49 to release the braking of the rudder 101. If excessive force continues to act on the rudder 101, the ring gear (driven gear) 104, the drive device 11 or the rotation restraining means 49 in a state where the rotation of the rudder 101 is braked by the rotation restraining means 49, the force can be released. There is a risk that parts such as the rudder 101 and the ring gear 104 may be damaged. On the other hand, as in this example, by releasing the braking by the rotation suppression means 49 according to “force acting on the detection target”, the rudder 101 can be rotated to release the force, and the rudder 101 and the ring gear 104 can be released. It is possible to prevent breakage of parts such as.

  The specific detection location and detection method of the force detection mechanism 80 are not particularly limited, and the force detection mechanism 80 includes at least one of the rudder 101, the ring gear (driven gear) 104, the drive device 11, and the rotation suppression means 49. It can be realized by any configuration capable of directly or indirectly detecting the force acting on either. Therefore, the force detection mechanism 80 may directly detect the force using, for example, a sensor that measures distortion of the ring gear 104 or the rudder 101. Further, the force detection mechanism 80 may measure the rotational speed of the ring gear 104 and detect a force acting on the ring gear 104 based on a difference value between the measured value and the calculated value. The force acting on any of the rudder 101, the ring gear (driven gear) 104, and the driving device 11 may be detected based on a difference value between the measured value and the calculated value. The type of “force” detected by the force detection mechanism 80 is not limited, and may be, for example, an external force applied from the outside, a rudder 101, a ring gear (driven gear) 104, a drive device 11, and rotation suppression means. 49 may be a force that may be caused by at least one of the malfunctions.

  The rotation suppression means 49 releases the braking when the force detected by the force detection mechanism 80 is larger than the “predetermined threshold value”. The “predetermined threshold value” used here as a reference for releasing the braking is various. It can be determined from a viewpoint. For example, from the viewpoint of preventing damage to the rudder 101 itself, from the viewpoint of preventing damage to parts such as the ring gear 104 that are not particularly desired to be damaged, or from the viewpoint of preventing damage to parts that are easily damaged due to concentration of stress such as the pinion 17 Based on this, the “predetermined threshold value” here can be determined as appropriate.

  As described above, according to the electric steering device 1 according to the present embodiment, the rotation suppression means 49 appropriately rotates the rudder 101 even when the driving force from the driving device 11 is not applied to the rudder 101. Can be suppressed. That is, according to the rotation suppression means 49, unintended rotation of the rudder 101 can be effectively prevented.

  Therefore, the direction of the rudder 101 is fixed by the rotation restraining means 49 when the ship S is advanced in a certain direction in a navigation in which the traveling direction is relatively small during the operation and the traveling time in a certain direction is relatively long. By doing so, a very high energy saving effect can be expected. In particular, as in this embodiment, the braking force is generated when the electromagnet 53 of the rotation suppressing means 49 is not energized, and the braking force is released when the electromagnet 53 is energized, so that the time to travel in a certain direction is compared. In a long sailing, the energization time of the rotation suppressing means 49 in the entire operation can be shortened, so that a higher energy saving effect can be obtained.

  Further, by providing the rotation suppressing means 49 integrally with the driving device 11 (particularly the electric motor 12), the rotation suppressing means 49 and the driving device 11 can be unitized. By unitizing the rotation suppression means 49 and the drive device 11, the unit of the rotation suppression means 49 and the drive device 11 can be replaced even if a failure occurs in any part of the rotation suppression means 49 and the drive device 11. By replacing it with another unit that operates properly, the problem can be solved easily.

[Modification]
The present invention is not limited to the above-described embodiment, and other modifications may be added.

  For example, in the above-described embodiment, the rotation suppression unit 49 is provided integrally with the drive device 11 (particularly, the electric motor 12). However, if the rotation of the rudder 101 can be appropriately braked, the rotation suppression unit 49 is provided. The configuration of is not particularly limited. Therefore, the rotation suppression means 49 is not limited to braking the rotation of the drive shaft 12a of the electric motor 12, but the rotation of the rudder 101 by braking the rotation of various elements constituting the ring gear 104 (drive gear) and the speed reducer 13. May be indirectly braked, or may be one that directly brakes the rotation of the rudder 101. Also, the braking method is not particularly limited, and a method other than a method of obtaining a braking force by applying a frictional resistance to a direct braking target (first friction plate 56 in the above-described embodiment) may be employed. Further, the rotation suppressing means 49 may be a braking method other than the electromagnetic type, and may have, for example, a hydraulic braking device or the like.

  In the above-described embodiment, the example in which the rotation suppression unit 49 is the brake mechanism 50 has been described. However, the present invention is not limited to this example. For example, the rotation suppression means 49 can be configured as various means for suppressing the rotation of the rudder 101. For example, as illustrated in FIG. 2, the rotation suppressing unit 49 may include a pin 61 and a pin driving mechanism 62 that drives the pin 61. The pin drive mechanism 62 can move the pin 61 along its axial direction. The pin 61 is driven by the pin drive mechanism 62 to be engaged with the rudder 101 or a component that operates in conjunction with the rudder 101, and from the component that operates in conjunction with the rudder 101 or rudder 101. It is possible to move between the separated positions. Since the pin 61 engages with the rudder 101 or a component that operates in conjunction with the rudder 101, the operation of the rudder 101 or a component that operates in conjunction with the rudder 101 can be braked. In the example shown in FIG. 2, the pin 61 is movable in a direction parallel to the rotation axis L <b> 1 of the ring gear 104. The illustrated pin 61 enters between the teeth of the ring gear 104, thereby restricting the rotation of the ring gear 104, thereby braking the rotation of the rudder 101. However, the present invention is not limited to the illustrated example. For example, the pin 61 is engaged with each part of the electric motor 12 or each part (gear or the like) of the speed reducer 13 so as to suppress or restrict the rotation of the rudder 101. Also good.

  Furthermore, in the above-described embodiment, the example in which the rotation suppression unit 49 is disposed in the drive device 11 has been described. However, the present invention is not limited to this example. Like the pin 61 described above, the rotation suppressing means 49 may be provided as a separate body from the driving device 11.

  In the above-described embodiment, the retracting mechanism that releases the meshing between the pinion 17 that is the driving gear and the ring gear 104 that is the driven gear by the bolt 18 (see FIG. 3) that connects the pinion 17 to the carrier 25 (base carrier 27). 85 is configured, but the retracting mechanism 85 may be configured by other members. The retracting mechanism 85 is an option capable of releasing the meshing of the driving gear and the driven gear by retracting at least the driving gear (pinion 17) from the position where the driving gear (ring gear 104) is engaged with the driven gear. It is possible to employ this mechanism. Accordingly, the retracting mechanism 85 can move the drive device 11 itself to move the pinion 17 away from the ring gear 104 in addition to the above-described mechanism (bolt 18) that can drop the pinion 17 from the drive device 11. A mechanism that can separate the pinion 17 from the ring gear 104 by moving the ring gear 104 may be possible. A specific method for separating the drive gear (pinion 17) from the driven gear (ring gear 104) is not particularly limited, and at least one of the drive gear and the driven gear is relatively moved in the axial direction of the rotation shaft. It may be moved, or may be moved relatively in the radial direction of the rotating shaft. For example, the retracting mechanism 85 shown in FIG. 2 moves the driving device 11 in a direction parallel to the rotation axis L1 to release the meshing between the driving gear (pinion 17) and the driven gear (ring gear 104). Be able to. Further, the retracting mechanism 85 moves the driving device 11 in the direction orthogonal to the rotation axis L1 (that is, the radial direction) so as to release the engagement between the driving gear (pinion 17) and the driven gear (ring gear 104). It may be.

  The “release of the engagement between the driving gear and the driven gear” by the retraction mechanism 85 may be performed manually by an operator or the like, or may be automatically performed according to the detection result of the force detection mechanism 80, for example. Good. For example, when the retracting mechanism 85 is configured by the bolts 18 as shown in FIG. 3, the operator or the like removes the bolts 18 from the driving device 11 as necessary to release the engagement of the driving gear and the driven gear. be able to. On the other hand, when the retracting mechanism 85 moves at least one of the drive gear (pinion 17) and the driven gear (ring gear 104) as shown in FIG. 2, the retracting mechanism 85 displays the detection result of the force detecting mechanism 80. It may be received and at least one of the driving gear and the driven gear may be moved according to the detection result. In this case, for example, when the force detected by the force detection mechanism 80 is larger than a predetermined threshold value, the retracting mechanism 85 moves at least one of the drive gear and the driven gear to thereby change the drive gear and the driven gear. The meshing may be released. Therefore, the retraction mechanism 85 can also move the unitized “unit driving device 11 and rotation suppressing means 49” itself to release the engagement of the driving gear and the driven gear, for example.

  When a plurality of rotation suppression means 49 are provided for one rudder 101 as in the above-described embodiment, the magnitude of “rated torque related to braking” expected for each rotation suppression means 49 is the rotation of the rudder 101. Can be determined as appropriate according to the “design braking torque” required for braking, and the specific torque value is not particularly limited. Here, “rated torque related to braking” means braking torque that can be safely generated in each rotation suppression means 49 under specified conditions, and is determined according to the configuration of the rotation suppression means 49. The “design braking torque” means a braking torque necessary to stop the rotation of the rudder 101 under a specified condition, and is determined according to an assumed use environment and a configuration of the rudder 101.

  The sum total of the rated torques related to braking of some of the rotation suppression means 49 among the plurality of rotation suppression means 49 is preferably equal to or greater than the design braking torque required for braking the rotation of the rudder 101. For example, each rotation suppression means 49 that constitutes a plurality of rotation suppression means 49 may independently generate a rated torque that is higher than the design braking torque required for braking the rotation of the rudder 101, or two or more rotation suppression means. The sum of the rated torques related to the braking of the means 49 may be equal to or greater than the design braking torque required for braking the rotation of the rudder 101. In this case, even if one of the rotation suppression means 49 can generate only a braking force smaller than the original rated torque due to a failure or the like, the rotation of the rudder 101 is appropriately braked by the other rotation suppression means 49. can do. Therefore, for example, when the driving state of the rotation suppression means 49 is monitored by the control unit 70 and it is detected that at least one rotation suppression means 49 is not driven due to a failure or the like, the remaining rotation suppression means 49 is The rotation of the rudder 101 may be braked by driving. When such braking is performed, it is preferable that the turning controller 109 performs control so that the driving device 11 (particularly, the electric motor 12) does not operate.

  In the example shown in FIG. 2 described above, the example in which the four driving devices 11 are provided has been described. However, the number of the driving devices 11 may be more or less than four, and the number is not limited. . In particular, when only one drive device 11 is provided, the drive device 11 (reduction gear 13) and the rudder 101 may be directly connected. In the above-described embodiment in which a plurality of drive devices 11 are provided, the pinion 17 of each drive device 11 meshes with the ring gear 104, and each drive device 11 (each reducer 13) and the rudder 101 are connected via the ring gear 104. Connected. On the other hand, when there is one drive device 11, the drive device 11 (reduction gear 13) and the rudder 101 may be directly connected. That is, in the case of one drive device 11, the pinion 17 and the ring gear 104 are not necessarily required, and the output shaft of the drive device 11 (the carrier 25 (base carrier 27) in the above-described embodiment) and the rudder 101 (described above). In this embodiment, the revolving cylinder 103) may be integrally connected, and the rotational power may be directly transmitted from the output shaft of the driving device 11 to the rudder 101. In this case, it is preferable that the rotation axis of the rudder 101 and the rotation axis of the output shaft of the drive device 11 coincide.

  Further, in the above-described embodiment, the detecting means for detecting whether or not the braking of the rudder 101 by the rotation suppressing means 49 is functioning is a combination of the detected part 75, the detecting part 76, and the control part 70. However, the present invention is not limited to this example. For example, the detection unit monitors the current value supplied to the electromagnetic brake, or monitors the torque applied to the rudder 101, and whether or not the braking of the rotation of the rudder 101 by the rotation suppression unit 49 is functioning. May be detected.

  Furthermore, in the above-described embodiment, in a state where the driving force by the driving device 11 is not applied to the rudder 101, the rotation suppression unit 49 suppresses the rotation of the rudder 101, so that power consumption can be reduced. did. Therefore, a state detection mechanism 64 (see FIG. 4) for detecting the state of the drive device 11 is further provided. When the state detection mechanism 64 detects that the drive device 11 is not operating, the rotation suppression means 49 is The rotation of the rudder 101 may be suppressed. For example, the state detection mechanism 64 monitors the operation of the output shaft of the drive device 11, monitors the current value supplied to the drive device 11, or monitors the torque of the drive device 11. Alternatively, a combination of these may be used to detect whether or not the state of the driving device 11, for example, whether or not the driving force from the driving device 11 is output to the rudder 101. As shown in FIG. 4, the state detection mechanism 64 is connected to the control unit 70, and the detection result of the state detection mechanism 64 is transmitted to the control unit 70. The control unit 70 controls the operation of the rotation suppression unit 49 based on the detection result of the state detection mechanism 64.

  Furthermore, in the above-described embodiment, the driving apparatus 11 includes an electric motor, and the driving apparatus 11 is supplied with electric power to drive the rudder 101 with electric power. However, the present invention is not limited thereto. For example, the drive device 11 may drive the rudder 101 by hydraulic pressure.

  Further, in the above-described embodiment, the rotational driving of the rudder 101 of the ship has been described. However, the present invention can be applied to rudder control other than the ship, for example, the rudder (wing) of an aircraft. . That is, the rudder 101 described above may be a wing of an aircraft, and the present invention includes such a form.

DESCRIPTION OF SYMBOLS 1 Electric steering gear 11 Drive apparatus 11a Drive apparatus 11b Drive apparatus 11c Drive apparatus 11d Drive apparatus 12 Electric motor 12a Drive shaft 13 Reducer 14 Input shaft 14a Gear part 15 Case 15a 1st case part 15b 2nd case part 15c 3rd case Part 16 Deceleration part 17 Pinion 18 Bolt 20 Pin internal tooth 21 Coupling 22 Ball bearing 23 Crankshaft gear 24 Crankshaft 24c Shaft body 24a First eccentric part 24b Second eccentric part 25 Carrier 26 External gear 26a First external tooth Gear 26b Second external gear 27 Base carrier 28 End carrier 29 Column 30 Main bearing 31 Main bearing 34 Crank hole 41 External tooth 49 Rotation suppression means 51 Housing 53 Electromagnet 53a Electromagnet body 53b Coil portion 53c Elastic member holding hole 55 Elasticity Member 56 First friction plate 57 Second friction plate 57a Contact portion 5 b Armature portion 58 Third friction plate 61 Pin 62 Pin drive mechanism 64 State detection mechanism 70 Control portion 72 Cover 75 Detected portion 76 Detection portion 77 First friction plate connecting portion 77a Spline shaft 77b Slide shaft 77c Stopper ring 79 Communication cable 80 Force detection mechanism 85 Retraction mechanism 100 Ship body 101 Rudder 102 Rudder body 103 Swivel cylinder 104 Ring gear 104a Teeth 105 Propeller 108 Inverter 109 Swivel controller S Ship

Claims (18)

A rudder that rotates about a rotation axis,
A drive device for rotationally driving the rudder;
An electric steering unit comprising: rotation suppression means for suppressing rotation of the rudder in a state where driving force by the driving device is not applied to the rudder.   The electric steering unit according to claim 1, wherein the rotation suppression means is a non-excitation operation type electromagnetic brake.   The electric steering unit according to claim 1, wherein the rotation suppression unit includes a pin. The drive device has an electric motor,
The electric steering unit according to claim 1, wherein the rotation suppression unit is an electromagnetic brake that suppresses rotation of the electric motor. A state detection mechanism for detecting a state of the drive device;
The electric steering unit according to any one of claims 1 to 4, wherein the rotation suppression unit suppresses rotation of the rudder when the state detection mechanism detects that the drive device is not operating. .   The electric steering unit according to any one of claims 1 to 5, wherein the rotation suppression unit is provided separately from the drive device.   The electric steering unit according to any one of claims 1 to 6, further comprising detection means for detecting whether or not the rotation suppression of the rudder by the rotation suppression means is functioning. The force acting on at least one of the rudder, the driven gear connected to the rudder and having a rotation center on the rotation axis of the rudder, the driving device, and the rotation suppressing means is directly or indirectly applied. It further includes a force detection mechanism for detecting,
The electric steering according to any one of claims 1 to 7, wherein the rotation suppression unit releases the suppression of the rotation of the rudder when the force detected by the force detection mechanism is greater than a predetermined threshold. unit. The force acting on at least one of the rudder, the driven gear connected to the rudder and having a rotation center on the rotation axis of the rudder, the driving device, and the rotation suppressing means is directly or indirectly applied. A force detection mechanism for detecting,
The retraction mechanism which cancels | releases meshing | engagement of the drive gear of the said drive device and the said driven gear, when the said force which the said force detection mechanism detects is larger than a predetermined threshold value, It further has any one of Claims 1-8. The electric steering unit according to item.   The electric steering unit according to claim 9, wherein the retraction mechanism releases the meshing of the drive gear and the driven gear by separating the drive gear from the driven gear. A drive device for rotating and driving a rudder that rotates about a rotation axis;
A drive control device for an electric steering machine, comprising: a rotation suppression unit that suppresses rotation of the rudder in a state where a driving force by the drive device is not applied to the rudder.   The drive control device for an electric steering machine according to claim 11, wherein the rotation suppression means is a non-excitation operation type electromagnetic brake.   The drive control device for an electric steering machine according to claim 11, wherein the rotation suppression unit includes a pin. The drive device has an electric motor,
The drive control device for an electric steering machine according to claim 11 or 12, wherein the rotation suppression means is an electromagnetic brake that suppresses rotation of the electric motor.   The drive control device for an electric steering machine according to any one of claims 11 to 14, further comprising a detection unit that detects whether or not the rotation suppression of the rudder by the rotation suppression unit is functioning. The force acting on at least one of the rudder, the driven gear connected to the rudder and having a rotation center on the rotation axis of the rudder, the driving device, and the rotation suppressing means is directly or indirectly applied. It further includes a force detection mechanism for detecting,
The electric steering according to any one of claims 11 to 15, wherein the rotation suppression unit releases the suppression of the rotation of the rudder when the force detected by the force detection mechanism is greater than a predetermined threshold. Drive control device for machine. The force acting on at least one of the rudder, the driven gear connected to the rudder and having a rotation center on the rotation axis of the rudder, the driving device, and the rotation suppressing means is directly or indirectly applied. A force detection mechanism for detecting,
The retraction mechanism which cancels | releases meshing | engagement of the drive gear of the said drive device and the said driven gear when the said force which the said force detection mechanism detects is larger than a predetermined threshold value, It further includes any one of Claims 11-16. The drive control device for an electric steering machine according to Item.   The drive control device for an electric steering machine according to claim 17, wherein the retracting mechanism releases the meshing of the drive gear and the driven gear by separating the drive gear from the driven gear.

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