JP2017024668A - Electrically-driven steering unit, driving device for electrically-driven steering device, electrically-driven steering mechanism, and vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electrically-driven steering unit, a driving device for an electrically-driven steering device, an electrically-driven steering mechanism, and a vessel capable of preventing a failure by reducing force applied to components when unexpected excessive force and load are applied.SOLUTION: An electrically-driven steering unit 3 includes a driving device 11 for outputting rotational power, and a helm 101 that rotates around a rotation axis by the rotational power transmitted from the driving device 11. A clutch mechanism 90 is provided to the driving device 11 or between the driving device 11 and the helm 101, and the clutch mechanism 90 switches between transmission and non-transmission of the force.SELECTED DRAWING: Figure 3

Description

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

  The course of the ship is adjusted by the rudder attached to the ship body being operated by the 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, an unexpected large external force may act on the rudder operating in the sea. When the rudder receives an unexpected large external force, an excessive force is applied to the mechanism for rotating the rudder, and various parts may be damaged. In particular, when some force is suddenly applied to the rudder, a driven gear such as a ring gear connected to the rudder tries to rotate rapidly, but the driven gear is engaged with a driving gear such as a pinion of a driving device. The meshing portion between the driving gear and the driven gear is likely to be damaged due to local concentration of load.

  Even if external force that does not cause damage is acting on the rudder, if the rudder is rotated to counter such external force, a larger load than usual is applied to the electric steering, There is a risk of damage to the electric steering gear and the driven gear. Moreover, in order to ensure sufficient drive torque, there may be provided a plurality of drive devices for rotationally driving the rudder, but one of the plurality of drive devices may be locked due to a malfunction. If another drive device is operated while some of the drive devices are locked, the other drive device is subjected to a very large load, which may damage various components and the driven gear constituting the drive device. .

  In addition, the rotation of the rudder may be constrained by unexpected events such as a foreign object entangled in the rudder.However, if rotational power is transmitted from the motor to the rudder while the rudder cannot rotate, the motor and rudder A large load is applied to the mechanism interposed between them, and various parts may be damaged.

  If the various parts and driven gears that make up the electric steering gear are damaged, it is necessary to replace the damaged parts or the electric steering gear itself, but such replacement is costly and requires replacement. The ship cannot be operated while In particular, since the ring gear engaged with the electric steering gear is a large and relatively expensive part, the replacement work of the ring gear requires not only a great cost but also a lot of labor. For this reason, if the ring gear or the like is damaged during operation, it is difficult to perform quick repair or replacement, and there may be a situation in which it is necessary to navigate in a state where the function of the steering machine is impaired.

  Therefore, when the rudder receives an unexpected excessive force or when an unexpected load is applied to the electric steering machine, it is desirable to reduce the force applied to the component and prevent a failure such as component breakage.

  The present invention has been made in view of the above circumstances, and provides a technique capable of reducing a force applied to a component and preventing a failure in advance when an unexpected excessive force or load is applied. With the goal.

  One embodiment of the present invention is provided between a drive device that outputs rotational power, a rudder that rotates about a rotation axis by rotational power transmitted from the drive device, and a drive device or a drive device and a rudder. The present invention relates to an electric steering unit including a clutch mechanism that switches between transmission and non-transmission.

  According to this aspect, transmission and non-transmission of force are switched by the clutch mechanism, and therefore, when an unexpected excessive force or load is received at least in any place, the force is not transmitted by the clutch mechanism. Thus, it is possible to reduce a force applied to various parts constituting the electric steering unit and prevent a failure in advance.

  The electric steering unit further includes a driven gear coupled to the rudder and having a rotation center on the rotation axis of the rudder, and the driving device includes an electric motor that generates rotational power, a reduction unit that decelerates the rotational power generated by the electric motor, and A reduction gear having an output shaft that outputs rotational power decelerated by the reduction portion; and a drive gear that is provided on the output shaft and meshes with the driven gear, and the clutch mechanism is provided on the output shaft. May be.

  According to this aspect, transmission and non-transmission of force are switched on the output shaft. Therefore, in a state where the force is not transmitted by the clutch mechanism, for example, it is possible to prevent the force from being transmitted from the speed reduction unit to the drive gear, and it is possible to prevent the force from being transmitted from the drive gear to the speed reduction unit.

  The electric steering unit further includes a driven gear coupled to the rudder and having a rotation center on the rotation axis of the rudder, and the driving device includes an electric motor that generates rotational power, a reduction unit that decelerates the rotational power generated by the electric motor, and A reduction gear having an output shaft that outputs rotational power decelerated by the reduction portion; and a drive gear that is provided on the output shaft and meshes with a driven gear. The clutch mechanism includes an electric motor and a reduction gear. Between the two.

  According to this aspect, transmission and non-transmission of force are switched between the electric motor and the reduction gear. Therefore, in a state where the force is not transmitted by the clutch mechanism, for example, it is possible to prevent the force from being transmitted from the electric motor to the reduction gear, and it is possible to prevent the force from being transmitted from the reduction device to the electric motor.

  A plurality of drive devices may be provided, and the driven gear may mesh with drive gears of the plurality of drive devices.

  According to this aspect, the plurality of drive devices cooperate to drive the rudder to rotate.

  The output shaft and the drive gear may be integrated.

  According to this aspect, the output shaft and the drive gear can be formed by the same member.

  The electric steering unit may further include a brake mechanism that brakes the rotation of the rudder.

  According to this aspect, the rotation of the rudder can be braked by the brake mechanism.

  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 drive device, and the clutch mechanism, and the clutch mechanism is a force detected by the force detection mechanism. When is larger than a predetermined threshold value, the force may not be transmitted.

  According to this aspect, when a force larger than a predetermined threshold acts on at least one of the rudder, the driving device, and the clutch mechanism, the transmission of the force is interrupted by the clutch mechanism, and the force applied to various parts is reduced. it can.

  Another aspect of the present invention is a drive device for an electric steering machine that rotates a rudder with rotational power, and includes an electric motor that generates rotational power, and a clutch mechanism that is connected to the motor and switches between transmission and non-transmission of force. And an electric steering gear drive device.

  Another aspect of the present invention is an electric steering mechanism that rotationally drives a rudder with rotational power, the driven gear connected to the rudder and having a rotation center on the rotational axis of the rudder, and an electric motor that generates rotational power. A reduction gear that decelerates the rotational power generated by the electric motor, a reduction gear having an output shaft that outputs the rotational power reduced by the reduction gear, and a drive gear that is provided on the output shaft and meshes with the driven gear; And a clutch mechanism that is provided in the drive device and switches between transmission and non-transmission of force.

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

  According to the present invention, transmission and non-transmission of force are switched by the clutch mechanism. Therefore, when an unexpected excessive force or load is received at least in any place, the force is not transmitted by the clutch mechanism. As a result, it is possible to reduce the force applied to various parts and prevent a failure.

FIG. 1 is a schematic view of an electric steering device and a rudder operated by the electric steering device 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 block diagram illustrating an example of a case in which the clutch mechanism is provided in the drive device. FIG. 4 is a block diagram showing another example of a case in which the clutch mechanism is provided in the drive device. FIG. 5 is a block diagram illustrating an example of a functional configuration of the clutch mechanism. FIG. 6 is a cross-sectional view illustrating an example of a driving device. FIG. 7 is a diagram schematically illustrating a cross section of the brake mechanism, a control unit, and a force detection mechanism.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The “electric steering device drive device 11” according to the present invention is a device that rotates the rudder with rotational power, and includes a motor 12 and a clutch mechanism 90 in the following embodiments. (See FIGS. 3 and 4). The “electric steering mechanism 5” according to the present invention includes an electric motor 12, a speed reducer 13, a pinion (drive gear) 17, a ring gear (driven gear) 104, a clutch mechanism 90, and the like in the following embodiments. It is a concept that includes The “electric steering unit 3” according to the present invention is a concept including the drive device 11, the rudder 101, and the clutch mechanism 90 in the following embodiments. In addition, the “ship” according to the present invention is a concept including the drive device 11, the rudder 101, the clutch mechanism 90 (electric steering unit 3), and other elements constituting the ship body 100 in the following embodiments. (See FIG. 1). In the following embodiments, a mechanism including a plurality of drive 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 upper part of the swivel cylinder 103 is rotatably supported by the stern lower part of the ship body 100, and the rudder body 102 and the rudder 101 including the swivel cylinder 103 provided integrally rotate about 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 has a plurality (four in this example) of electric steering machine driving devices 11 (11 a, 11 b, 11 c) that output rotational power. 11d). Each of the driving devices 11 (11 a, 11 b, 11 c, 11 d) is fixed to the ship body 100, and the rudder 101 rotates around the rotation axis L <b> 1 by the rotational power transmitted from the driving device 11.

  Each of the drive devices 11 (11a, 11b, 11c, and 11d) includes an electric motor 12 that generates rotational power, a speed reducer 13 that decelerates the rotational power generated by the electric motor 12 and outputs it from a carrier 25 described later, and a carrier 25. And a pinion 17 which is a drive gear provided. The pinions 17 of the plurality of drive devices 11 (11a, 11b, 11c, 11d) are configured to mesh with the ring gear 104 provided in the rudder 101 and rotate the rudder 101 by the 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.

[Clutch mechanism]
Next, the clutch mechanism will be described. The clutch mechanism of this example is provided in “the driving device 11” or “between each driving device 11 and the rudder 101”, and switches between transmission and non-transmission of force.

  FIG. 3 is a block diagram illustrating an example of a case in which the clutch mechanism 90 is provided in the driving device 11. FIG. 4 is a block diagram illustrating another example of a case in which the clutch mechanism 90 is provided in the drive device 11.

  The drive device 11 typically includes an electric motor 12, a speed reducer 13, and a pinion 17 that functions as a drive gear. In this case, the clutch mechanism 90 is suitably provided, for example, in “between the electric motor 12 and the speed reducer 13 (see FIG. 3)” or “carrier (output shaft) 25 (see FIG. 4)”. That is, the clutch mechanism 90 may be provided upstream of the speed reducer 13 and downstream of the electric motor 12 (see FIG. 3), or may be provided downstream of the speed reduction unit 16 of the speed reducer 13 (see FIG. 3). (See FIG. 4). For example, when switching between transmission and non-transmission of rotational power output from the electric motor 12, the clutch mechanism 90 is disposed between the electric motor 12 and the speed reducer 13 and connected to the electric motor 12 as shown in FIG. 3. It is preferable. On the other hand, when switching between transmission and non-transmission of the force output from the speed reduction unit 16 of the reduction gear 13, or when switching between transmission and non-transmission of the force from the rudder 101 to the speed reduction unit 16, the clutch mechanism 90 is shown in FIG. It is preferable to arrange | position in the back | latter stage rather than the deceleration part 16 as shown in FIG.

  Although illustration is omitted, the clutch mechanism 90 may be disposed at a stage after the drive device 11. For example, the clutch mechanism 90 may be disposed between the ring gear 104 and the turning cylinder 103 (the rudder 101; see FIGS. 1 and 2). A mechanism 90 may be provided.

  FIG. 5 is a block diagram illustrating an example of a functional configuration of the clutch mechanism 90. The clutch mechanism 90 of this example includes a clutch operating unit 91 (first clutch operating unit 91a and second clutch operating unit 91b) and a clutch control unit 92 (clutch switching unit 92a and clutch drive body 92b).

  At least one of the first clutch operating part 91a and the second clutch operating part 91b is movably provided, and the first clutch operating part 91a and the second clutch operating part 91b are in accordance with the distance between the first clutch operating part 91a and the second clutch operating part 91b. Engagement and disengagement between the clutch operating part 91a and the second clutch operating part 91b are switched. That is, when the first clutch operating part 91a and the second clutch operating part 91b are in physical contact, the first clutch operating part 91a is engaged with the second clutch operating part 91b, and the first clutch operating part 91a and the second clutch operating part 91a The two-clutch operating portion 91b rotates integrally. The “engagement method between the first clutch operating part 91a and the second clutch operating part 91b” is not particularly limited, and the first clutch operating part 91a and the second clutch operating part 91b transmit power by, for example, frictional force. A “friction engagement clutch” that performs power transmission and a “engagement engagement clutch” that transmits power using claws that engage with each other can be suitably employed.

  On the other hand, the first clutch operating part 91a and the second clutch operating part 91b are separated from each other and physically non-contacted, so that the first clutch operating part 91a and the second clutch operating part 91b are not engaged. Become. In this non-engaged state, the clutch operating part 91 rotates idly, the first clutch operating part 91a basically rotates independently of the second clutch operating part 91b, and the second clutch operating part 91b is basically the first clutch. It rotates independently of the operating part 91a.

  The clutch switching unit 92a and the clutch driver 92b control the engagement and disengagement switching between the first clutch operating unit 91a and the second clutch operating unit 91b. That is, the clutch control unit 92b can be moved by applying force to at least one of the first clutch operation unit 91a and the second clutch operation unit 91b under the control of the clutch switching unit 92a. The method of applying force by the clutch control unit 92b is not particularly limited, and the clutch driver 92b can be configured by using any means such as an elastic body such as a spring, an electromagnetic device such as a solenoid, a hydraulic system, or a combination thereof. A force can be applied to at least one of the first clutch operating part 91a and the second clutch operating part 91b. The clutch switching unit 92a controls the clutch control unit 92b and adjusts the force applied from the clutch control unit 92b to at least one of the first clutch operation unit 91a and the second clutch operation unit 91b.

  For example, the clutch control unit 92 can be realized by combining an elastic body such as a spring and an electromagnet, the clutch switching unit 92a includes an elastic body and an electromagnet, the clutch driving body 92b receives the elastic force of the elastic body, and the magnetic force of the electromagnet. It may be composed of a magnetic material that receives the action of. In this case, the clutch switching unit 92a controls energization and de-energization of the electromagnet, thereby controlling the on / off of the clutch in the clutch operating unit 91. That is, when the electromagnet is in a demagnetized state without being energized, the clutch operating portion 91 is placed in the first state using the elastic force of the elastic body, while the electromagnet is energized and in the excited state. Can dispose the clutch operating portion 91 in the second state against the elastic force of the elastic body by the magnetic force of the electromagnet. One of these “first state” and “second state” is a clutch-on state (that is, a state in which the first clutch operating part 91a and the second clutch operating part 91b are engaged), and the other is By setting the clutch off state (that is, the state where the first clutch operating portion 91a and the second clutch operating portion 91b are not engaged), it is possible to appropriately control on / off of the clutch in the clutch operating portion 91. it can.

  The clutch mechanism 90 can also be realized using a hydraulic system. For example, the clutch driving body 92b connected to the hydraulic system is pressed against at least one of the first clutch operating section 91a and the second clutch operating section 91b by the hydraulic pressure of the hydraulic system, and the clutch driving body 92b is pressed. The first clutch operating part 91a can be engaged with the second clutch operating part 91b by pressure. By holding the hydraulic pressure of the hydraulic system in this engaged state, the pressing force continues to act on the first clutch operating portion 91a and / or the second clutch operating portion 91b from the clutch driver 92b, and the first clutch operating portion 91a The engaged state with the second clutch operating part 91b can be maintained. On the other hand, by releasing the hydraulic pressure of the hydraulic system by the clutch switching unit 92a, the pressing force from the clutch driver 92b to the first clutch operating unit 91a and / or the second clutch operating unit 91b is reduced (or zero (0)). ), The first clutch operating part 91a and the second clutch operating part 91b can be separated, and the engaged state between the first clutch operating part 91a and the second clutch operating part 91b can be released. Release of the hydraulic pressure of the hydraulic system can be easily performed by discharging (draining) a part of hydraulic oil such as mineral oil.

  Further, the clutch mechanism 90 of this example (in the example shown in FIG. 5, the clutch switching unit 92 a (clutch control unit 92)) is connected to the force detection mechanism 80 and receives the detection result of the force detection mechanism 80.

  The force detection mechanism 80 directly or indirectly detects a force acting on at least one of the drive device 11, the clutch mechanism 90, the ring gear (driven gear) 104, and the rudder 101. 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 clutch switching unit 92a (clutch control unit 92) of the clutch mechanism 90 has a clutch operating unit 91 (first clutch). The operating portion 91a and the second clutch operating portion 91b) are controlled, and the clutch operating portion 91 is disengaged to interrupt the transmission of force. If excessive force continues to act on the rudder 101, the ring gear 104 or the driving device 11 with the first clutch operating portion 91a and the second clutch operating portion 91b engaged and the clutch engaged, the force is released. There is a risk that the various components of the rudder 101, the ring gear 104, and the drive device 11 may be damaged. On the other hand, when the “force acting on the detection target” is larger than the predetermined threshold as in this example, the clutch is disengaged to release the constraint between the members connected via the clutch mechanism 90, and to apply the force. It is possible to escape, and damage to parts such as the ring gear 104 can be prevented.

  The specific detection location and detection method of the force detection mechanism 80 are not particularly limited, and the force detection mechanism 80 includes the rudder 101, the ring gear (driven gear) 104, the drive device 11, the brake mechanism 50, and the clutch mechanism 90. It is realizable by the arbitrary structures which can detect the force which acts on at least one of them directly or indirectly. 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. A value is measured, and a force acting on any of the rudder 101, the ring gear (driven gear) 104, the driving device 11, the brake mechanism 50, and the clutch mechanism 90 is detected based on a difference value between the measured value and the calculated value. May be. 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, the rudder 101, the ring gear (driven gear) 104, the drive device 11, and the brake mechanism 50. Further, it may be a force that can be generated due to at least one of the problems of the clutch mechanism 90.

  The clutch mechanism 90 (clutch switching unit 92a) disengages the clutch operating unit 91 and disengages the clutch when the force detected by the force detecting mechanism 80 is greater than the “predetermined threshold value”. The “predetermined threshold value” here can be determined from various viewpoints. For example, from the viewpoint of preventing damage to the rudder 101 itself, from the viewpoint of preventing damage to parts that are not particularly desired to be damaged, such as the ring gear 104, 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.

[Typical example]
Next, a typical example of the drive device 11 including the above-described clutch mechanism 90 will be described. Below, an example of the case (refer FIG. 3) in which the clutch mechanism 90 is provided between the electric motor 12 and the reduction gear 13 is demonstrated.

  FIG. 6 is a cross-sectional view illustrating an example of the driving device 11. In the following description, in the speed reducer 13, the lower output side where the pinion 17 is disposed is one end side, and the upper input side where the electric motor 12 is disposed is the other end side. In FIG. 6, 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. 6, in this example, a brake mechanism 50 is provided in addition to the electric motor 12 and the speed reducer 13 that constitute the drive device 11, and the speed reducer 13 is disposed on one end side of the electric motor 12. A brake mechanism 50 is disposed on the other end side. The electric motor 12 has a drive shaft 12a that outputs rotational power, and the speed reducer 13 that decelerates rotational power from the electric motor 12 has an input shaft 14, a speed reduction portion 16 including a case 15, a carrier 25, and the like. A carrier 25 is connected to the speed reduction portion 16 so that a part thereof protrudes from the case 15 at one end side, and a pinion 17 is attached to one end side of the carrier 25. 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 inside the case 15, and the rotational power decelerated in the speed reducing unit 16 is output from the carrier 25. Is done.

  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. 6, 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.

  As shown in FIG. 6, 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 houses the input shaft 14, the speed reduction portion 16, and the like, and the drive shaft 12 a, the input shaft 14, the speed reduction portion 16, and the base carrier 27 (carrier 25: output shaft) are along the direction of the rotation axis Q. 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 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 drive shaft 12a of the electric motor 12 is connected to the input shaft 14, and the rotational power output from the drive shaft 12a is transmitted to the input shaft 14. In this example, the drive shaft 12a of the electric motor 12 and the speed reducer 13 A clutch mechanism 90 is provided between the input shaft 14 and the input shaft 14. That is, a clutch control unit 92 (refer to the clutch switching unit 92a and the clutch driving body 92b in FIG. 5) and a first clutch operating unit 91a are attached to the tip of the drive shaft 12a, and the tip of the other end side of the input shaft 14 A two-clutch operating part 91b is attached, and a first clutch operating part 91a and a second clutch operating part 91b are arranged facing each other. Note that a gear portion 14 a that meshes with a later-described crankshaft gear 23 in the speed reduction portion 16 is provided on one end side of the input shaft 14.

  The clutch control unit 92 moves the clutch operating unit 91a in a direction parallel to the rotation axis Q, and switches between an engaged state and a non-engaged state between the first clutch operating unit 91a and the second clutch operating unit 91b. . For example, when the “force acting on the detection target” indicated by the detection result of the force detection mechanism 80 (see FIG. 5) is equal to or less than a predetermined threshold, the clutch control unit 92 changes the first clutch operating unit 91a to the second clutch operating unit 91b. The first clutch operating part 91a is engaged with the second clutch operating part 91b by pressing. Thereby, the drive shaft 12a and the input shaft 14 rotate integrally, and the rotational power output from the drive shaft 12a of the electric motor 12 is transmitted to the input shaft 14 (the speed reducer 13) via the clutch mechanism 90. On the other hand, 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 clutch control unit 92 moves the first clutch operating unit 91a away from the second clutch operating unit 91b. Then, the engagement of the first clutch operating part 91a with respect to the second clutch operating part 91b is released. As a result, the drive shaft 12a and the input shaft 14 are separated, transmission of force between the drive shaft 12a and the input shaft 14 is interrupted by the clutch mechanism 90, and the rotational power output from the electric motor 12 (drive shaft 12a) is reduced. It is not transmitted to the speed reducer 13 (input shaft 14).

  Thus, the input shaft 14 rotates from the electric motor 12 (drive shaft 12a) only when the clutch mechanism 90 is engaged with the first clutch operating portion 91a and the second clutch operating portion 91b. Power is transmitted to the deceleration unit 16.

  The speed reduction unit 16 includes a crankshaft gear 23, a crankshaft 24, an 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 rotation axis Q, and are arranged so that the axial directions thereof are parallel to the rotation axis Q. 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 support columns 29 are arranged along the circumferential direction around the rotation axis Q, and are arranged so that the axial direction is parallel to the rotation 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. 6, 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.

  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 rotation axis Q, and are arranged at equal intervals along the circumferential direction on the inner periphery of the first case portion 15a. , And is configured to mesh with external teeth 41 of an external gear 26 described later.

  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 turns.

[Brake mechanism]
Next, the brake mechanism 50 that brakes the rotation of the rudder 101 will be described. FIG. 7 is a diagram schematically showing a cross section of the brake mechanism 50, the control unit 70, and the force detection mechanism 80.

  The brake mechanism 50 of this example is provided for each drive device 11, and one brake mechanism 50 is attached to one electric motor 12. The brake mechanism 50 shown in FIG. 7 has a mechanism as an electromagnetic brake 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. 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. 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 brake mechanism 50 will be described in detail.

  The brake mechanism 50 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, an elastic member 55, It has an electromagnet 53, a detected part 75, a detecting part 76, a first friction plate connecting part 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 of the drive shaft 12a is disposed so as to penetrate therethrough.

  The first friction plate connecting portion 77 of this example has 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 brake mechanism 50 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 FIG. 7, 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 different from each other. Also good.

  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 FIG. 7, 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, but the areas of these contact surfaces are different from each other. May be.

  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 example shown in FIG. 7, but may be an elastic member other than the coil spring, or only one may be provided. 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 brake mechanism 50, current is supplied to the coil unit 53 b based on a command from the control unit 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 braking of the drive shaft 12a by the brake mechanism 50 is performed, the supply of current to the coil unit 53b is cut off based on a command from the control unit 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. FIG. 7 shows 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, a combination of the detected unit 75, the detection unit 76, and the control unit 70 constitutes "detection means for detecting whether braking of the rotation of the rudder 101 by the brake mechanism 50 is functioning". Yes. For example, when the braking function of the brake mechanism 50 is functioning appropriately, the second friction plate 57 contacts the first friction plate 56 when the electromagnet 53 is demagnetized, and the second friction plate 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 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 brake mechanism 50 based on the position of the second friction plate 57 detected by the detection unit 76. When the braking function of the brake mechanism 50 is not functioning properly, the position of the detected portion 75 does not change regardless of the demagnetized state and the excited state of the electromagnet 53, or the demagnetized state and the excited state of the electromagnet 53 are changed. Accordingly, the detected part 75 is arranged at a position different from the assumed position. Therefore, the control unit 70 can detect whether or not the braking function of the brake mechanism 50 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 brake mechanism 50 is not functioning properly, the control unit 70 may issue a warning or the like to the operator or the like of the ship S to alert the operator or the like. preferable.

  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. 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 brake mechanism 50 to release the braking of the rotation 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 brake mechanism 50 in a state where the rotation of the rudder 101 is braked by the brake mechanism 50, the force cannot 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 brake mechanism 50 according to the “force acting on the detection target”, the rudder 101 can be rotated to release the force, and the rudder 101, the ring gear 104, etc. Can prevent damage to parts.

  As described above, the brake mechanism 50 releases the brake when the force detected by the force detection mechanism 80 is larger than the “predetermined threshold value”. The “predetermined threshold value” used as a reference for releasing the brake is various. Can be determined from various perspectives. For example, from the viewpoint of preventing damage to the rudder 101 itself, from the viewpoint of preventing damage to parts that are not particularly desired to be damaged, such as the ring gear 104, 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, by providing the clutch mechanism 90 that switches between transmission and non-transmission of force, the force acting on the rudder 101, the ring gear 104, the drive device 11, or the brake mechanism 50 can be reduced. That is, by disengaging the clutch and disengaging the force in the clutch mechanism 90, the clutch mechanism 90 can be idled and the force applied to various members can be released. Therefore, when the rudder 101, the ring gear 104, the driving device 11 or the brake mechanism 50 receives an unexpected excessive force or load, the clutch mechanism 90 disengages the clutch to reduce the force applied to various parts. Failure can be prevented in advance.

  In the case of a mechanism in which the clutch mechanism 90 switches on / off of the clutch using the electromagnetic force of the electromagnet, such as a solenoid, the clutch of the clutch actuating portion 91 when the electromagnet is in a non-energized state (demagnetized state). It is preferable from the viewpoint of obtaining an energy saving effect that the clutch of the clutch operating portion 91 is disengaged when the electromagnet is in the energized state (excited state). In general, the clutch of the clutch operating unit 91 is engaged during normal use, and the clutch of the clutch operating unit 91 is disengaged in the event of an unexpected force or load acting on various parts. Therefore, normally, the time during which the clutch of the clutch operating unit 91 is engaged is longer than the time during which the clutch of the clutch operating unit 91 is disengaged. Therefore, the electromagnet is not energized during a longer time “clutch on state in the clutch actuating portion 91”, and the electromagnet is energized during a shorter time “clutch off state in the clutch actuating portion 91”. However, it is preferable from the viewpoint of energy saving.

  Further, by integrally providing the drive device 11, the brake mechanism 50, and the clutch operating portion 91 as a unit, even if a problem occurs in any part of the drive device 11, the brake mechanism 50, and the clutch operating portion 91, By replacing the unit with another unit that operates properly, the problem can be easily solved.

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

  For example, in the embodiment shown in FIG. 6 described above, the clutch mechanism 90 (particularly the clutch operating part 91) is provided between the electric motor 12 and the speed reducer 13, but the clutch mechanism 90 (particularly the clutch operating part 91) is the electric motor. 12 may be provided at another location between the rudder 101 and the rudder 101. For example, the clutch mechanism 90 (particularly the clutch operating portion 91) may be provided between the “carrier 25 (base carrier 27: output shaft)” or “between the carrier 25 (base carrier 27: output shaft) and the pinion 17”. . As an example, the base carrier 27 is constituted by a first carrier part attached to the speed reduction part 16 and a second carrier part to which the pinion 17 is attached, and the first carrier part is between the first carrier part and the second carrier part. It is also possible to attach the second clutch operating part 91b to the second carrier part while attaching the first clutch operating part 91a to the carrier part. It is also possible to attach the second clutch operating part 91b to the pinion 17 while attaching the first clutch operating part 91a to the base carrier 27 without fixing the pinion 17 to the base carrier 27 with the bolts 18. Also in these cases, transmission and non-transmission of force can be switched by controlling the engagement state and the non-engagement state between the first clutch operation unit 91a and the second clutch operation unit 91b by the clutch control unit 92. .

  In the above-described embodiment, the retraction mechanism that releases the meshing of the pinion (drive gear) 17 and the ring gear (driven gear) 104 by the bolt 18 (see FIG. 6) 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 retraction mechanism 85 separates at least the pinion 17 from the ring gear 104 and retracts from the position where the pinion 17 meshes with the ring gear 104, so that “the engagement between the pinion 17 and the ring gear 104” is changed from “the position where the pinion 17 and the ring gear 104 mesh”. It is possible to employ any mechanism that can be retracted to the “position to release”. 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. The specific method for separating the pinion (driving gear) 17 from the ring gear (driven gear) 104 is not particularly limited, and at least one of the pinion 17 and the ring gear 104 is relative to the axial direction of the rotating shaft. It may be moved automatically, or may be moved relatively in the radial direction of the rotating shaft.

  The “release of the engagement of the pinion (drive gear) 17 and the ring gear (driven gear) 104” by the retraction mechanism 85 may be performed manually by an operator or the like. For example, the detection result of the force detection mechanism 80 It may be done automatically in response. For example, when the retracting mechanism 85 is configured by the bolt 18 as illustrated in FIG. 6, an operator or the like who has confirmed the detection result of the force detection mechanism 80 removes the bolt 18 from the drive device 11 as necessary. The engagement between the pinion 17 and the ring gear 104 can be released. On the other hand, when the retraction mechanism 85 moves at least one of the pinion 17 and the ring gear 104, the retraction mechanism 85 receives the detection result of the force detection mechanism 80, and the pinion 17 and the ring gear according to the detection result. At least one of 104 may be moved. Therefore, for example, when the force detected by the force detection mechanism 80 is larger than a predetermined threshold, the retracting mechanism 85 moves at least one of the pinion 17 and the ring gear 104 so that the pinion 17 and the ring gear 104 can move. The meshing may be released.

  In the above-described embodiment, the brake mechanism 50 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 configuration of the brake mechanism 50 is provided. Is not particularly limited. Therefore, the brake mechanism 50 is not only one that brakes the rotation of the drive shaft 12a of the electric motor 12, but also 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. The brake may be performed indirectly, or the rotation of the rudder 101 may be directly braked. 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. The brake mechanism 50 may employ a braking system other than the electromagnetic system, and may include, for example, a hydraulic braking device.

  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 (particularly, the carrier 25 (base carrier 27: output shaft)) 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 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 ( In the above-described embodiment, the rotating 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 L1 of the rudder 101 and the rotation axis Q of the drive device 11 (output shaft (carrier 25 (base carrier 27))) coincide. In this case, the rudder 101 can be appropriately rotated by the rotational power transmitted from the base carrier 27 (carrier 25) to the swivel cylinder 103.

  The pinion 17 and the ring gear 104 may be meshed directly as described above, or may be meshed indirectly via another gear (intermediate gear). In this case, the retracting mechanism 85 moves the drive gear (pinion 17) away from the intermediate gear, and as a result, releases the meshing between the drive gear (pinion 17) and the intermediate gear and drives the drive gear (pinion). 17) may be disengaged from the driven gear (ring gear 104). Alternatively, the retracting mechanism 85 moves the drive gear (pinion 17) together with the intermediate gear so as to be separated from the driven gear (ring gear 104), and as a result, the intermediate gear and the driven gear (ring gear 104) The meshing may be released, and the meshing between the drive gear (pinion 17) and the driven gear (ring gear 104) may be released.

  Further, the carrier 25 (base carrier 27: output shaft) and the pinion 17 (drive gear) of the drive device 11 may be provided separately by different members as described above, or may be provided integrally by the same member. Also good.

DESCRIPTION OF SYMBOLS 1 Electric steering machine 3 Electric steering unit 5 Electric steering mechanism 11 Drive apparatus 11a Drive apparatus 11b Drive apparatus 11c Drive apparatus 11d Drive apparatus 12 Electric motor 12a Drive shaft 13 Reduction gear 14 Input shaft 14a Gear part 15 Case 15a 1st case Portion 15b second case portion 15c third case portion 16 speed reduction portion 17 pinion 18 bolt 20 pin internal teeth 22 ball bearing 23 crankshaft gear 24 crankshaft 24c shaft body 24a first eccentric portion 24b second eccentric portion 25 carrier 26 outside Tooth gear 26a First external gear 26b Second external gear 27 Base carrier 28 End carrier 29 Strut 30 Main bearing 31 Main bearing 34 Crank hole 41 External tooth 50 Brake mechanism 51 Housing 53 Electromagnet 53a Electromagnet body 53b Coil portion 53c Elastic member holding hole 55 Elastic member 56 First friction plate 57 Second friction 57a Contact portion 57b Armature portion 58 Third friction plate 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 90 Clutch mechanism 91 Clutch operating part 91a First clutch operating part 91b Second clutch operating part 92 Clutch control part 92a Clutch switching part 92b Clutch driving body 100 Ship body 101 Rudder 102 Rudder body 103 Swivel cylinder 104 Ring gear 104a Teeth 105 Propeller 108 Inverter 109 Turning controller S Ship

Claims (8)

A driving device that outputs rotational power;
A rudder that rotates about a rotational axis by the rotational power transmitted from the drive device;
An electric steering unit comprising: the driving device or a clutch mechanism that is provided between the driving device and the rudder and switches between transmission and non-transmission of force. A driven gear connected to the rudder and having a center of rotation on the rotational axis of the rudder;
The drive device includes: an electric motor that generates the rotational power; a speed reducer that decelerates the rotational power generated by the motor; and a speed reducer that includes the output shaft that outputs the rotational power decelerated by the speed reducing unit; and the output A drive gear provided on the shaft and meshing with the driven gear,
The electric steering unit according to claim 1, wherein the clutch mechanism is provided on the output shaft. A driven gear connected to the rudder and having a center of rotation on the rotational axis of the rudder;
The drive device includes: an electric motor that generates the rotational power; a speed reducer that decelerates the rotational power generated by the motor; and a speed reducer that includes the output shaft that outputs the rotational power decelerated by the speed reducing unit; and the output A drive gear provided on the shaft and meshing with the driven gear,
The electric steering unit according to claim 1, wherein the clutch mechanism is provided between the electric motor and the speed reducer.   The electric steering unit according to claim 1, further comprising a brake mechanism that brakes rotation of the rudder. A force detection mechanism for directly or indirectly detecting a force acting on at least one of the rudder, the drive device, and the clutch mechanism;
The electric steering unit according to any one of claims 1 to 4, wherein the clutch mechanism is configured not to transmit force when the force detected by the force detection mechanism is greater than a predetermined threshold. A drive device for an electric steering machine that rotates a rudder with rotational power,
An electric motor for generating the rotational power;
And a clutch mechanism that is coupled to the electric motor and switches between transmission and non-transmission of force. An electric steering mechanism for rotating the rudder with rotational power,
A driven gear connected to the rudder and having a center of rotation on a rotation axis of the rudder;
An electric motor that generates the rotational power, a speed reducer that decelerates the rotational power generated by the electric motor, a speed reducer that outputs the rotational power decelerated by the speed reducing unit, and a drive provided on the output shaft A drive device having a drive gear that meshes with the driven gear;
An electric steering mechanism, comprising: a clutch mechanism that is provided in the driving device and switches between transmission and non-transmission of force.   A ship provided with the electric steering unit according to any one of claims 1 to 5.

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