JP2007125960A - Amphibious vehicle propulsion device, automatic steering device, automatic steering method, and automatic steering program - Google Patents

Abstract

A propulsion device for an amphibious vehicle capable of efficiently generating a propulsive force for moving forward with a simple configuration.
A propeller shaft for transmitting driving force from an engine to a wheel via an outer gear and a screw via an inner gear, left and right wheels having a water supply port at the center, and a horizontal pipe. And a pipe that is formed in a T-shape by a vertical pipe, the wheel 4 is rotatably attached to both ends of the horizontal pipe via water supply ports 6, and the injection port 8 of the vertical pipe is directed in the direction opposite to the traveling direction Left and right rotating shafts that are housed in a position corresponding to the water supply port 6 inside the horizontal pipe of the mounting pipe and that rotate by acquiring driving force from the inner gear, and left and right screws that are rotatably provided together with the rotating shaft 7 and left and right screw clutches that connect or separate between the rotary shaft and the inner gear.
[Selection] Figure 1

Description

  The present invention relates to a propulsion device for an amphibious vehicle, an automatic steering device for automatically steering the propulsion device, an automatic steering method, and an automatic steering program.

  Conventionally, a propulsion device for an amphibious vehicle that rotates a land-use wheel and a water-borne rotary drive body (such as a screw) by a driving force transmitted from an engine is known (for example, Patent Document 1 and Patent). Reference 2).

The propulsion device disclosed in Patent Document 1 is obtained by modifying a wheel plate of a normal wheel of an automobile or the like into a fan blade (propeller) of a fan. A propeller wheel having a curved flow inner plate and a curved flow outer plate so as not to prevent rotation. Among these, the curved flow inner plate is attached to a predetermined position of the propeller so that the other side facing the one side of the plate forms a predetermined angle with the propeller rotation surface. The curved flow outer plate is attached in the same manner as the curved flow inner plate. However, the position at which one side of the curved flow outer plate is attached is a position that is point-symmetric with respect to the position at which one side of the curved flow inner plate is attached around the rotation axis of the propeller.
The propeller wheel acts as a normal wheel of an automobile or the like on land. In addition, the propeller wheel is rotated on the water by, for example, the water taken from the front through the curved flow outer plate from the right to the left by the propeller (left lateral water pressure flow) through the curved inner plate. It is converted into a longitudinal longitudinal water pressure flow to generate propulsive force. Then, since the curved flow inner plate and the curved flow outer plate rotate together with the propeller, when the propeller rotates halfway, the functions of the curved flow inner plate and the curved flow outer plate are reversed. That is, for example, the water (right lateral water pressure flow) taken from the front through the curved flow inner plate from the left to the right by the propeller is converted into the rear vertical water pressure flow through the curved flow outer plate, and the propulsive force Will be produced.

Further, in the propulsion device disclosed in Patent Document 2, the wheel acts as an axial flow pump, takes a water flow from a direction (lateral direction) orthogonal to the rotation surface, and injects water from a delivery pump connected to the wheel. is there. Specifically, a dedicated blade for taking in water from a direction (lateral direction) orthogonal to the plane of rotation of the wheel is connected to the rim of the wheel. These blades accelerate water by rotation. And the water which passed through the spiral delivery flow path which adjoins the area | region where water leaves a blade | wing, and was open | released toward this area | region is injected from the delivery pump which can change an injection direction.
JP 2000-71704 A (paragraph 0005, FIG. 1) JP-T 9-501125 (3rd page, FIG. 1)

  However, in the propeller wheel disclosed in Patent Document 1, during one rotation of the propeller, for example, water taken from the propeller from the upper (or lower) through the curved outer plate from the right to the left (left The horizontal water pressure flow) is converted into a lower (or upper) water pressure flow through the curved inner plate. Therefore, depending on the arrangement of the curved flow inner plate and the curved flow outer plate that are rotating, the rear longitudinal water pressure flow that is the driving force is not generated. That is, there is a problem that it is not possible to efficiently generate a propulsive force for moving forward.

  In addition, the propulsion device disclosed in Patent Document 2 requires a configuration for changing the injection direction of water injected from the delivery pump in addition to the rotation drive mechanism for taking in water, and the configuration is complicated. There is a problem that there is.

  Conventionally, when driving on an amphibious vehicle equipped with such a propulsion device, the route to the destination is determined manually. At this time, there are few landmarks on the sea, and it is not possible to go straight to the destination by a straight route. is there. As a result, it becomes difficult to effectively suppress fuel consumption.

  Therefore, an object of the present invention is to provide a propulsion device for an amphibious vehicle that solves the above-described problems and can efficiently generate a propulsive force for moving forward with a simple configuration. Another object of the present invention is to provide an automatic steering device, an automatic steering method, and an automatic steering program for automatically steering a propulsion device for an amphibious vehicle.

  In order to solve the above-described problem, the propulsion device for an amphibious vehicle according to claim 1 is a propulsion device for an amphibious vehicle in which a land wheel and a water screw are respectively rotated by a driving force transmitted from an engine. A propeller shaft for transmitting a driving force from the engine to the wheel and the screw via at least one shaft gear, left and right wheels having a hole in the center, and a horizontal pipe and a vertical pipe A mounting pipe formed in a T shape, the wheels being rotatably attached to both ends of the horizontal pipe through the holes, and an opening of the vertical pipe oriented in a direction opposite to the traveling direction; The propeller shafts are stored in positions corresponding to the holes of the left and right wheels inside the horizontal pipe of the mounting pipe. Left and right rotating shafts that rotate around the central axis of the horizontal pipe of the mounting pipe by a driving force transmitted from the joint, and one or more left and right screws provided on the rotating shaft so as to be rotatable together with the rotating shaft, The left and right screw clutches are provided so as to connect or separate between the rotating shaft and the propeller shaft, and control the operation of the left and right screws.

  According to such a configuration, the propulsion device for an amphibious vehicle includes the rotating shaft provided with the screw inside the mounting pipe to which the wheel is attached, and the left and right screw clutches are connected via the rotating shaft. By rotating the screw, the water can be taken into the mounting pipe from the hole of the wheel on the water. Here, the shape of the mounting pipe is basically T-shaped, and the opening of the vertical pipe is arranged in the direction opposite to the traveling direction. And the propulsion apparatus for amphibious vehicles injects the water taken in from the hole of the wheel attached to the both ends of a horizontal pipe from the opening of a vertical pipe. Thereby, an amphibious vehicle can be made to go straight in the advancing direction.

  Then, the propulsion device for an amphibious vehicle connects only one of the left and right screw clutches and rotates only one screw on the water, so that the water taken in from the hole of one wheel is removed from the other wheel. From the holes of the pipe and the opening of the vertical pipe. Thereby, the propulsion apparatus for amphibious vehicles can roll an amphibious vehicle in either the right or left direction. Further, the shaft gear that transmits the driving force from the engine to the screw may be the same as or different from the shaft gear that transmits the driving force from the engine to the wheel.

  An amphibious vehicle propulsion device according to claim 2 is provided in the amphibious vehicle propulsion device according to claim 1 so as to connect or separate between the propeller shaft and the wheel. And a wheel clutch for controlling the operation of the left and right wheels.

  According to this configuration, the propulsion device for an amphibious vehicle transmits the driving force from the engine to the wheel via the shaft gear of the propeller shaft by connecting the wheel clutch, and the wheel clutch The transmission of the driving force to the wheel can be stopped by separating the. This propulsion device for amphibious vehicles includes a wheel clutch separately from the screw clutch, so that the wheel is stopped by connecting the screw clutch and separating the wheel clutch on the water. Only the screw can be rotated. In this case, it is possible to reduce the energy loss by stopping the wheel unnecessary for movement on the water, and to avoid the situation where the floating substance on the water (or the water) is caught in the wheel (or the tire). it can. Further, when the screw clutch is separated on the land and the wheel clutch is connected, the energy loss can be reduced by stopping the screw unnecessary for the movement on the land. The screw clutch and the wheel clutch can be linked to each other. In this case, the structure can be simplified as compared with the case where the clutch is operated independently of each other. Etc. can be reduced.

  According to a third aspect of the present invention, there is provided an automatic steering device that automatically steers the propulsion device for an amphibious vehicle according to the first or second aspect of the present invention. Means, direction measuring means, and clutch control means.

  According to such a configuration, the automatic steering apparatus inputs the target position information regarding the position of the destination of the amphibious vehicle by the input means, and the current position information regarding the current position of the amphibious vehicle by the position information acquisition means. Obtaining and measuring the direction of the current path of the amphibious vehicle by the direction measuring means. Here, the target position information and the current position information are, for example, information on latitude and longitude, and the position information acquisition unit is configured by, for example, a GPS receiver. Then, the automatic steering device is configured in the direction of the route to the destination based on the target position information input by the input means and the current position information acquired by the position information acquisition means by the clutch control means. Calculate certain target direction information, and connect or disconnect the left and right screw clutches based on the difference between the calculated target direction information and the path direction information related to the current path direction measured by the direction measuring means. . Here, the target azimuth information and the course azimuth information are, for example, values of angles assigned to predetermined azimuths (east, west, south, north, etc.) with one round being 360 °. Thereby, the amphibious vehicle can be automatically moved to the destination according to the input destination position information.

  According to a fourth aspect of the present invention, in the automatic steering device according to the third aspect, the clutch control means allows the difference between the target direction information and the course direction information to be within a predetermined allowable range. And generating a control signal for connecting the left and right screw clutches, the difference between the target direction information and the course direction information exceeds a predetermined allowable range, and the amphibious Control for connecting the left screw clutch and separating the right screw clutch when a left turn is required to correct the direction of the vehicle path toward the direction of the destination A signal is generated, and a difference between the destination direction information and the course direction information exceeds a predetermined allowable range, and the course direction of the amphibious vehicle is set to the destination direction. If it is necessary to right rolling to correct Te, along with connecting the clutch the right of the screw, it was decided to produce a control signal for separating clutch the left screw.

  According to such a configuration, the automatic steering device automatically causes the amphibious vehicle to go straight, turn left, or turn right in the traveling direction according to the difference between the target direction information and the course direction information. Here, there are various methods for determining whether left turn or right turn is necessary in order to correct the direction of the path of the amphibious vehicle toward the direction of the destination. When the difference obtained by subtracting the course direction information from the information is positive (plus) and larger than 180 °, it can be determined that the left turn is necessary. Thereby, it is possible to automatically reach the destination without making a detour.

  An automatic steering method according to claim 5 is an automatic steering method for automatically steering the propulsion device for an amphibious vehicle according to claim 1, wherein an input step and position information acquisition are performed. A step, an orientation measuring step, and a clutch control step.

  According to such a procedure, the automatic steering method inputs the target position information related to the position of the destination of the amphibious vehicle in the input step, and the current position information related to the current position of the amphibious vehicle is input in the position information acquisition step. Obtaining and measuring the current course direction of the amphibious vehicle in the direction measurement step. In the automatic steering method, the direction of the route to the destination is determined based on the target position information input in the input step and the current position information acquired in the position information acquisition step in the clutch control step. Is calculated, and the left and right screw clutches are connected or disconnected based on the difference between the calculated target direction information and the direction information about the current direction measured in the direction measurement step. Let Thereby, the amphibious vehicle can be automatically moved to the destination according to the input destination position information.

  According to a sixth aspect of the present invention, there is provided an automatic steering program for automatically steering the amphibious vehicle propulsion device according to the first or second aspect, a computer, a target direction information calculating means, a control signal, It was made to function as a production | generation means.

  According to such a configuration, the automatic steering program uses the target azimuth information calculation means to determine the target position information related to the target position of the amphibious vehicle and the current position information related to the current position of the amphibious vehicle. Destination direction information that is the direction of the course to the destination is calculated. Then, the automatic steering program is based on the difference between the target direction information calculated by the target direction information calculation unit by the control signal generation unit and the direction direction information regarding the current direction of the amphibious vehicle. A control signal for connecting or disconnecting the left and right screw clutches is generated. Thereby, the amphibious vehicle can be automatically moved to the destination according to the input destination position information.

  According to invention of Claim 1, since the water taken in from the hole of a right-and-left wheel can be injected back, the driving force on water can be raised. Further, by rotating either one of the left and right screws for advancing and taking in water from one, it can be turned to one, so that the configuration required for changing the direction can be simplified.

  According to the second aspect of the present invention, the energy loss is reduced by stopping the wheel unnecessary for movement on the water while rotating the screw on the water, and the wheel (or tire) is on the water (or underwater). It is possible to avoid a situation in which a suspended matter of () is involved.

  According to the invention described in claim 3, claim 5, or claim 6, when the vehicle is mounted on an amphibious vehicle, if the target position information related to the position of the destination is input, the amphibious vehicle is automatically set as the destination. Can be moved to. Therefore, it is possible to reach the destination even if there is no appropriate target on the way.

  According to the fourth aspect of the present invention, when the vehicle is mounted on an amphibious vehicle, if the target position information regarding the position of the destination is input, the amphibious vehicle can be efficiently moved to the destination. Therefore, even if there is no appropriate target on the way, the destination can be reached without making a detour. As a result, fuel consumption of amphibious vehicles can be effectively suppressed.

  Hereinafter, a propulsion device and an automatic steering device for an amphibious vehicle according to an embodiment of the present invention will be sequentially described.

[Propulsion device for amphibious vehicles]
(First embodiment)
<Outline of the propulsion device>
An outline of the propulsion device for an amphibious vehicle according to the first embodiment of the present invention will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic diagram showing an example of an amphibious vehicle propulsion device according to a first embodiment of the present invention, in which (a) is a perspective view seen from above, (b) is a plan view, c) is a perspective view seen from the side. FIG. 2 is an explanatory view showing a part of the propulsion device shown in FIG.

  The amphibious vehicle propulsion device 1 rotates a land wheel 4 and a water screw 7 with a driving force transmitted from an engine, respectively. As shown in FIG. The shaft cover 14, the wheel 4, the tire 5, the water supply port 6, the screw (or impeller) 7, and the injection port 8 are provided.

  As shown in FIG. 2, the propeller shaft 2 includes an outer gear (shaft gear) 9 provided on the outer side of the mounting pipe 3 with a diameter larger than the diameter of the propeller shaft 2 on one end side of the propeller shaft 2, and the propeller shaft 2. The driving force from the engine is transmitted to the wheel 4 and the screw 7 through an inner gear (shaft gear) 10 provided inside (inside) the mounting pipe 3 with a diameter smaller than that of the outer gear 9 at the end thereof. Is.

  The shaft cover 14 shown in FIG. 1 covers one end side of the propeller shaft 2 and the like. Specifically, as shown in FIG. 2, the outer gear 9, the inner gear 10, the wheel gear 11, and the left and right sides The rotary shaft 12, the left and right screw clutches 13, and the mounting pipe 3 are stored. In FIG. 2, the rotating shaft 12 and the screw clutch 13 are shown one by one through the shaft cover 14 (see FIG. 1).

  The mounting pipe 3 shown in phantom lines in FIG. 2 is formed in a T shape by a horizontal pipe and a vertical pipe, and wheels 4 are rotatably attached to both ends of the horizontal pipe via holes (water supply ports) 6. (See FIG. 8), the opening of the vertical pipe (injection port 8) is directed in the direction opposite to the traveling direction, and a part of the propeller shaft 2 (here, the inner gear 10) is watertight in the direction opposite to the injection port 8. Installed. The vertical pipe passes through the shaft cover 14 (see FIG. 1).

  As shown in FIG. 1, the wheel 4 has a hole (water supply port) 6 at the center, and is attached to both ends of the horizontal pipe of the mounting pipe 3 via the hole (water supply port) 6. Tires 5 are respectively attached to the wheels 4. Further, as shown in FIG. 2, the wheel 4 obtains driving force from the outer gear 9 of the propeller shaft 2 via a wheel gear 11 provided on the opposite side of the water supply port 6 (the end portion on the mounting pipe 3 side). And it is comprised so that it may rotate to the surroundings of the center axis | shaft of the said horizontal pipe outside the horizontal pipe of the mounting pipe 3. As shown in FIG. And it is comprised so that water (liquid around the propulsion device 1) may flow into the mounting pipe 3 from a hole (water supply port) 6 drilled in conformity with the central axis.

  As shown in FIG. 1, the screw (or impeller) 7 is provided on the rotary shaft 12 (see FIG. 2) so as to be rotatable together with the rotary shaft 12 inside the water supply port 6 of the wheel 4. As shown in FIG. 2, one screw 7 is provided at the end of the rotating shaft 12, but this is an example, and the arrangement of the screw 7 is not limited to the end of the rotating shaft 12. Further, the number of screws 7 for one rotating shaft 12 is an arbitrary number of 1 or more. The screw 7 can take in water from both ends of the horizontal pipe of the mounting pipe 3 through the water supply port 6 of the wheel 4 shown in FIG. 1 by rotating. And the taken-in water is injected from the injection port 8 formed in the vertical pipe of the attachment pipe 3, as shown in FIG.

  The left and right rotating shafts 12 are respectively housed so as to be arranged at positions corresponding to the centers of the holes of the left and right wheels 6 inside the horizontal pipe of the mounting pipe 3, and drive force is received from the inner gear 10 of the propeller shaft 2. It is obtained and rotated around the central axis of the horizontal pipe inside the horizontal pipe of the mounting pipe 3. In addition, below, when saying left and right, the direction orthogonal to the advancing direction shall be shown.

  The left and right screw clutches 13 are provided on the rotary shafts 12, respectively, so as to connect or separate between the rotary shafts 12 and the inner gear 10 of the propeller shaft 2, and control the operation of the left and right screws 7. Is. The screw clutch 13 is, for example, an electromagnetic clutch that attracts a clutch plate with electromagnetic force. The screw clutch 13 is disposed at the position shown in FIG. 2 on the rotary shaft 12, but this arrangement is an example, and any position between the screw 7 and the inner gear 10 is possible. Can be arranged.

<Amphibious vehicles equipped with propulsion devices>
Next, an amphibious vehicle equipped with the propulsion device 1 shown in FIGS. 1 and 2 will be described with reference to FIGS. 3 and 4. FIG. 3 is a schematic view showing an example of the land appearance of an amphibious vehicle equipped with the propulsion device shown in FIG. 1, wherein (a) is a perspective view seen from the front side, and (b) is a rear view. The perspective view seen from the side is shown. 4 is a schematic diagram showing an example of the appearance of an amphibious vehicle equipped with the propulsion device shown in FIG. 1 on the water, where (a) is a perspective view seen from the front side, and (b) is a rear view. The perspective view seen from the side is shown.

  Here, as shown in FIG. 3, the amphibious vehicle 20 is a three-wheeled motorcycle having one front wheel and two rear wheels. A propulsion device 1 (see FIG. 1) is mounted on the rear wheel. On land, the propulsion device 1 (see FIG. 1) can propel the amphibious vehicle 20 by rotationally driving the rear wheels based on a driving force from an engine (not shown). This amphibious vehicle 20 has water supply ports 6 (only the left water supply port 6 is shown in FIG. 3A) at the center of the left and right rear wheel wheels. A corresponding injection port 8 is provided at the rear of the vehicle body as shown in FIG. Therefore, the amphibious vehicle 20 can propel the amphibious vehicle 20 on the water by rotationally driving the screw 7 (see FIG. 1) based on a driving force from an engine (not shown). Specifically, as shown in FIG. 4, the water taken in from the left and right water supply ports 6 (see FIG. 3) by the rotation of the screw 7 (see FIG. 1) is rearward from the injection ports 8 (in the direction opposite to the traveling direction). To spray. As a result, the amphibious vehicle 20 can move forward by the reaction of the injection.

<Configuration related to wheel drive>
Next, the detailed structure regarding the drive of the wheel of the propulsion device 1 of the first embodiment shown in FIG. 1 will be described with reference to FIGS. FIG. 5 is a configuration diagram illustrating an example of a mounting pipe that configures the propulsion device illustrated in FIG. 1. The mounting pipe 3 is fixed to the main body of the amphibious vehicle 20 (see FIG. 3). When attached to the main body, as shown in FIG. 5, both ends of the horizontal pipe are rotatably connected to the holes (water supply ports) 6 of the wheel 4 (see FIG. 1). Holes (water supply ports) 6 are formed at both ends.

  FIG. 6 is a configuration diagram showing an example in which a propeller shaft and a wheel are attached to the attachment pipe shown in FIG. 5, and shows a state in which the attachment pipe 3 is attached to the propulsion device 1 shown semi-transparent in FIG. ing. FIG. 7 is a configuration diagram showing an example of the wheel shown in FIG. 6, where (a) is a left side view, (b) is a front view, and (c) is a perspective view viewed from the right front side. Yes. As shown in FIG. 7, the wheel 4 includes one wheel gear 11 integrally formed so as to surround the cylindrical portion 21 with respect to the cylindrical portion 21 surrounding the periphery of the hole 6. A driving force from an engine (not shown) is transmitted to the wheel gear 11 via the outer gear 9 (see FIG. 6) of the propeller shaft 2. The configuration of the wheel 4 is an example, and the gear for transmitting the driving force to the wheel may be separate from the wheel 4, and the number of gears may be plural.

  FIG. 8 is an explanatory view showing an example of a horizontal section of the mounting pipe shown in FIG. The horizontal pipe of the mounting pipe 3 is provided with a protruding rim 22 for mounting the wheel 4 on the outer periphery. In FIG. 8, only one (left side) of the horizontal pipe is shown. Further, the wheel 4 rotates around the central axis of the horizontal pipe outside the mounting pipe 3 via the bearings 23 and 24. Specifically, the end of the horizontal pipe of the mounting pipe 3 (a predetermined portion on the wheel 4 side from the rim 22) is screwed on the outer periphery to form a hollow bolt. Water is configured to flow into the mounting pipe 3 from the tip. Then, after the wheel 4 is inserted into this bolt (the tip of the mounting pipe 3), a nut 25 is screwed onto the bolt. At this time, the wheel 4 is mounted via a nut 23 and a bearing 23 having a diameter larger than that of the hole 6 and is rotatable with respect to the horizontal pipe of the mounting pipe 3. Further, the wheel 4 rotates around the mounting pipe 3 via a bearing 24 disposed in the hole 6 between the rim 22 and the bearing 23 (a portion where no screw is screwed on the outer periphery).

<Configuration related to screw drive>
Next, a detailed configuration relating to driving of the screw 7 of the propulsion device 1 shown in FIG. 1 will be described with reference to FIGS. 9 and 10 (refer to FIG. 2 as appropriate). FIG. 9 is an explanatory diagram illustrating an example of an internal configuration of the mounting pipe illustrated in FIG. In order to drive the rotating shaft 12 for rotating the screw 7 (see FIG. 2), the mounting pipe 3 has a support portion 26 to 29, a cover portion 30, a gear box 31 and the like as shown in FIG. The bearings 32 and 33 and the seal portions 34 to 36 are provided.

The support portions 26 to 29 are for supporting the rotating shaft 12 in the hollow inside of the mounting pipe 3 so that the rotating shaft 12 can rotate in this order from the right side to the left side, and on the propeller shaft 2 side (front side) inside the mounting pipe 3. It is formed upright or having a predetermined angle.
The cover portion 30 is provided on the injection port 8 side (rear side) inside the mounting pipe 3 and has a predetermined internal space including the support portions 26 to 29 and the inner gear 10 (see FIG. 2) of the propeller shaft 2. To form. Since this cover part 30 is formed so that the cone-shaped apex is arranged on the injection port 8 side (or so as to be convex), the water flow from the left and right direction is effectively rearward (on the injection port 8 side). ).

The gear box 31 is a housing that houses the inner gear 10 (see FIG. 2), the screw clutch 13 (see FIG. 2), and the like, and is disposed in the internal space of the mounting pipe 3 described above.
The bearing 32 rotatably receives the rotary shaft 12 between the support portion 27 and the cover portion 30. Similarly, the bearing 33 receives the rotary shaft 12 between the support portion 28 and the cover portion 30. It is received in a rotatable manner.

  The seal part 34 keeps the right side of the internal space between the support part 26 and the cover part 30 watertight. Similarly, the seal part 35 is provided between the support part 29 and the cover part 30. The left side of the internal space is kept watertight. The seal portion 36 keeps the front side of the above-described internal space watertight between the propeller shaft 2 and the mounting pipe 3. The seal portions 34 and 35 also serve to receive the rotary shaft 12 in a rotatable manner.

  With the configuration shown in FIG. 9, the gear box 31 disposed in the internal space covered by the cover 30 is kept watertight, so that the propulsion device 1 can drive the rotating shaft 12 on the water (or underwater) As a result, it is possible to efficiently rotate the screw 7 used for running on water.

  FIG. 10 is a configuration diagram illustrating an example of a detailed configuration of the rotating shaft illustrated in FIG. 2. Hereinafter, the screw 7 (see FIG. 2) and the screw clutch 13 (see FIG. 2) are appropriately described as the left screw 7a, the right screw 7b, the left screw clutch 13a, and the right screw clutch 13b, distinguishing left and right. .

  Specifically, as shown in FIG. 10, the left and right rotating shafts 12 (see FIG. 2) include a left rotating shaft 12a, a right rotating shaft 12b, a left gear shaft 12c, and a right gear shaft 12d. . The left rotation shaft 12a is a part of the left rotation shaft 12 (see FIG. 2), and a left screw 7a is attached to the tip (left end). Similarly, the right rotation shaft 12b is a part of the right rotation shaft 12 (see FIG. 2), and a right screw 7b is attached to the tip (right end).

  The left gear shaft 12c has one end (left side) connected to the left screw clutch 13a and the other end (right side) connected to the inner gear 10 of the propeller shaft 2 via the left gear 41a. Similarly, the right gear shaft 12d has one end (left side) connected to the inner gear 10 of the propeller shaft 2 via the right gear 41b and the other end (right side) connected to the right screw clutch 13b. .

  Here, when the inner gear 10 rotates, the left gear 41a and the right gear 41b rotate in opposite directions. For example, when the inner gear 10 rotates clockwise (right rotation) when viewed from the rear of the propulsion device 1, the left gear 41a rotates clockwise (right rotation) when viewed from the left, and the right gear 41b is Rotate clockwise (right) when viewed from the right. As a result, the left and right rotating shafts 12 (see FIG. 2) rotate in opposite directions. Therefore, the left screw 7a and the right screw 7b attached to the rotating shaft 12 also rotate in opposite directions, so that water can be taken into the mounting pipe 3 (see FIG. 9).

  With the configuration shown in FIG. 10, for example, when the left screw clutch 13a is connected, the left rotation shaft 12a and the left gear shaft 12c are integrated to form the rotation shaft 12 (see FIG. 2) and can rotate. . Thereby, the driving force from the inner gear 10 of the propeller shaft 2 is transmitted to the left screw 7a through the left gear 41a. On the other hand, when the left screw clutch 13a is disengaged (separated), the left screw 7a stops. The same applies to the right screw 7b.

  Therefore, for example, while the amphibious vehicle 20 (see FIGS. 3 and 4) equipped with the propulsion device 1 according to the first embodiment is operating on the water, the left screw clutch 13a is connected and the right screw When the clutch 13b is connected, the left screw 7a and the right screw 7b rotate, and the water taken in from the left and right water supply ports 6 can be effectively jetted as jet jets from the jet ports 8.

  In this case, when the left screw clutch 13a is connected and the right screw clutch 13b is disengaged, only the left screw 7a rotates, and the water taken in from the left water supply port 6 flows into the injection port 8 and the right Inject from the water supply port 6. As a result, the amphibious vehicle 20 (see FIGS. 3 and 4) rotates leftward (turns left). Conversely, when the left screw clutch 13a is disconnected and the right screw clutch 13b is connected, the amphibious vehicle 20 rotates rightward (turns to the right). In addition, when both the clutches 13a and 13b for screws are cut | disconnected, the water forcedly injected from the injection port 8 of the amphibious vehicle 20 does not arise. Accordingly, the amphibious vehicle 20 will eventually stop.

  According to the first embodiment, by jetting water acquired from the left and right directions backward, the propulsive force on the water can be increased, and the direction can be easily changed simply by controlling the screw clutch. It becomes possible.

(Second Embodiment)
FIG. 11 is a schematic diagram illustrating an example of an amphibious vehicle propulsion device according to a second embodiment of the present invention, in which (a) is a plan view partially showing the interior, and (b) is an interior view. The perspective view seen from the back side seen through partially, (c) is a front view of the wheel clutch shown in (a), (d) shows another example of the wheel clutch.

  As shown in FIG. 11, the propulsion device 1A has the same configuration as the propulsion device 1 shown in FIGS. 1 to 10 except that left and right wheel clutches 61 are provided. The description is abbreviate | omitted and attached | subjected. However, in FIG. 11, the left gear shaft 12c is arranged so as to be perpendicular to the horizontal (left-right) left rotation shaft 12a (in parallel with the propeller shaft 2), and similarly to the right The gear shaft 12d is disposed so as to be perpendicular to the horizontal rotation shaft 12b in the horizontal direction. Further, the left gear 41 a and the right gear 41 b acquire driving force from the propeller shaft 2 via the outer gear 9. The left and right screw clutches 13a and 13b are disposed in the left and right gear boxes. In each gear box, gears (not shown) are provided in opposite directions to convert the rotation shaft by 90 degrees. The left and right screw clutches 13a and 13b are not necessarily arranged in the left and right gear boxes, and may be provided at arbitrary positions on the left gear shaft 12 and the right gear shaft 12d.

  Here, when the outer gear 9 rotates, both the left gear 41 a and the right gear 41 b rotate in the opposite direction to the outer gear 9. For example, when the outer gear 9 rotates clockwise (right rotation) when viewed from the rear of the propulsion device 1, both the left gear 41a and the right gear 41c rotate counterclockwise (left rotation) when viewed from the rear. Thereby, the left rotation shaft 12a and the right rotation shaft 12b rotate in opposite directions via gears (not shown) in each gear box. Accordingly, the left screw 7a and the right screw 7b attached to the left rotation shaft 12a and the right rotation shaft 12b also rotate in opposite directions, so that water can be taken into the mounting pipe 3 indicated by a virtual line. .

  As shown in FIG. 11, the left and right wheel clutches 61 are provided at the tip (left end) of the left rotating shaft 12a and the tip (right end) of the right rotating shaft 12b, respectively. The wheel clutch 61 connects or disconnects the outer gear 9 of the propeller shaft 2 and the wheel 4 by connecting or disconnecting the left rotating shaft 12 a (or the right rotating shaft 12 b) and the wheel 4. To do. As a result, the left and right wheel clutches 61 control the operation of the left and right wheels 4. The wheel 4 to which the wheel clutch 61 is connected is not shown, but the cylindrical portion 21 is rotated by a support member provided on the main body of the amphibious vehicle 20 (see FIG. 3) on which the propulsion device 1A is mounted. A moving mechanism (not shown) is provided that is movably supported and moves the clutch plate of the wheel clutch 61 to, for example, the wheel 4 side. Further, the wheel clutch 61 is configured to be rotatable at both ends (preferably inside the pipe, but may be outside the pipe) of the horizontal pipe of the mounting pipe 3 indicated by an imaginary line, which is also fixed to the main body. ing. When the wheel clutch 61 is connected, the screw clutches 13a and 13b are connected. Even when the wheel clutch 61 is disengaged, the amphibious vehicle 20 (see FIGS. 3 and 4) on which the propulsion device 1A is mounted can move forward on the water if the screw clutches 13a and 13b are connected. Can do.

In the wheel clutch 61, as shown in FIG. 11C, the clutch plate includes an outer frame portion 62, an inner ring portion 64 having a shaft hole 63 formed in the center, an outer frame portion 62, and an inner ring. A plurality of (four in the figure) outer frame support portions 65 that connect the portion 64 are provided.
The wheel clutch 61 is constituted by a so-called meshing clutch, and the outer frame portion 62 is formed at the periphery of the tip of the cylindrical portion 21 of the wheel 4 (see FIG. 11B), although not shown. It has a claw that meshes with a joint (not shown). Note that this is an example, and the claw is configured to mesh with the wheel gear 11 when the wheel gear 11 (see FIG. 2) is provided at the tip of the cylindrical portion 21 of the wheel 4.

The left rotation shaft 12a and the right rotation shaft 12b inserted into the shaft hole 63 are fixed to the inner ring portion 64, respectively.
The outer frame support portion 65 is formed radially from the inner ring portion 64 to the outer frame portion 62, and has a material and a size that retain strength to reliably transmit the rotation of the inner ring portion 64 to the outer frame portion 62.

  A liquid permeable portion (gap) 66 is formed by the outer frame portion 62, the inner ring portion 64, and the outer frame support portion 65, and the water flowing from the water supply port 6 (see FIG. 1) by the screw 7 is the liquid. It passes through the wheel clutch 61 via the transmission part 66, is taken into the propulsion device 1A, and is injected from the injection port 8 (see FIG. 1).

  The shape of the clutch plate of the wheel clutch 61 is not limited to that shown in FIG. 11C, and may be, for example, the shape shown in FIG. As shown in FIG. 11D, the shape of the clutch plate of the wheel clutch 61A is shown in FIG. 11C except that the outer frame support portion 65A is arranged in a grid pattern. It is the same as that. In this case, the liquid permeation part (gap) 66A has a mesh shape and is finer than the liquid permeation part (gap) 66 shown in FIG. 11 (c). It becomes easy to prevent the reduction of momentum. A mesh-shaped gap may be formed by adding a concentric shape to the radial shape of the outer frame support portion 65.

  The amphibious vehicle 20 (see FIGS. 3 and 4) equipped with the propulsion device 1A according to the second embodiment connects the wheel clutch 61 (or 61A) during operation on land. Thereby, since the wheel 4 drives and the tire 5 rotates, the amphibious vehicle 20 can advance on land. Further, the amphibious vehicle 20 disengages the wheel clutch 61 (or 61A) during operation on the water. Thereby, the wheel 4 and the tire 5 stop. As a result, during driving on water, the tire 5 can be moved without rotating, so there is no risk of floating matter floating on the water or in water.

  According to the second embodiment, since the wheel clutch 61 (or 61A) is provided, the rotation of the wheel 4 and the tire 5 can be stopped while the screw 7 is rotated during operation on water. . As a result, it is possible to prevent a failure or the like caused by the tire entrainment.

[Automatic steering device]
<Configuration of automatic steering device>
An automatic steering device that automatically steers the propulsion device 1 shown in FIG. 1 will be described with reference to FIGS. FIG. 12 is a functional block diagram showing an example of the configuration of an automatic steering device that automatically steers the propulsion device shown in FIG.
The automatic steering device 50 automatically connects or disconnects the left and right screw clutches 13a and 13b of the propulsion device 1 on the water, and as shown in FIG. 12, an input means 51 and a position information acquisition means 52. A compass (azimuth measuring means) 53, a storage means 54, a power amplifier circuit 55 (55a, 55b), and a clutch control means 56. Here, the automatic steering device 50 is mounted on the amphibious vehicle 20 (see FIG. 3) together with the propulsion device 1 (see FIGS. 1 to 10). In addition, the same code | symbol is attached | subjected to the structure same as the propulsion apparatus 1 shown in FIG. 1 thru | or FIG. 10, and description is abbreviate | omitted.

  The input means 51 inputs destination position information (latitude, longitude) regarding the position of the destination of the amphibious vehicle 20 (passenger's destination). For example, a pointing device such as a dedicated button, a numeric keypad, or a touch panel Consists of The target position information input to the input unit 51 is output to the clutch control unit 56. The amphibious vehicle 20 includes an ignition switch (not shown), and a signal (start command / stop command) corresponding to ON / OFF of the ignition switch is also output to the clutch control means 56.

  The position information acquisition means 52 acquires current position information (latitude, longitude) regarding the current position of the amphibious vehicle 20 from a GPS (Global Positioning System) satellite via the antenna ATN, and the acquired current position information is clutch control means 56. Is output.

  The compass (direction measuring means) 53 measures the current direction (current direction) of the amphibious vehicle 20 and outputs the direction information θ related to the current direction to the clutch control means 56. Here, the course direction information θ is, for example, an angle value assigned to a predetermined direction (east, west, north, south, etc.) with 360 ° as one round.

  The storage unit 54 stores target position information (latitude, longitude) input to the input unit 51 and various control programs and various data used for processing by the clutch control unit 56. (Read Only Memory), RAM (Random Access Memory), and HDD (Hard Disk Drive).

  The power amplifying circuit 55 (55a, 55b) amplifies the control signal input from the clutch control means 56 and outputs it to the left and right screw clutches 13a, 13b, which are electromagnetic clutches. The power amplifier circuit 55 includes, for example, a semiconductor element such as an operational amplifier or an FET (Field Effect Transistor).

The clutch control means 56 realizes the following various functions by a CPU (Central Processing Unit) developing, for example, a control program stored in the HDD in the RAM. In other words, the clutch control means 56 moves to the destination based on the target position information (latitude, longitude) input by the input means 51 and the current position information (latitude, longitude) acquired by the position information acquisition means 52. Has a function (target azimuth information calculating means) for calculating the target azimuth information θ _end that is the direction of the path of the lane. In addition, the clutch control means 56 controls the left and right screw clutches 13a and 13b to be connected or disconnected based on the difference between the calculated target direction information θ _end and the course direction information θ measured by the compass 53, respectively. It has a function (control signal generation means) for generating (left control signal Lct, right control signal Rct). Control signals (left control signal Lct and right control signal Rct) generated by the clutch control means 56 are output to the power amplifier circuit 55 (55a, 55b). Here, the target azimuth information θ _end is the same as the course azimuth information θ, and is an angle value assigned to a predetermined azimuth (east, west, south, north, etc.) with 360 ° as one round.

  The clutch control unit 56 generates a control signal by selecting, for example, either a flag “1” indicating connection or a flag “0” indicating separation as the left control signal Lct and the right control signal Rct. As shown in Table 1, the propulsion device 1 and the amphibious vehicle 20 are driven by a combination of these control signals.

When the difference between the target azimuth information θ _end and the course azimuth information θ is within a predetermined allowable range, the clutch control means 56 receives the left control signal Lct and the right control signal Rct, respectively, as shown in Table 1. By setting “1”, the left and right screw clutches 13a and 13b are respectively connected (ON). Thereby, the left screw 7a and the right screw 7b rotate. Therefore, the steering result is “straight ahead”.

Further, the clutch control means 56 corrects the difference between the target direction information θ _end and the course direction information θ beyond a predetermined allowable range and the course direction of the amphibious vehicle 20 toward the destination direction. As shown in Table 1, the left control signal Lct is set to “1” and the right control signal Rct is set to “0” to connect the left screw clutch 13a. Then, the right screw clutch 13b is separated (OFF). Thereby, the left screw 7a rotates and the right screw 7b stops. Therefore, the steering result is “turn left”.

Further, the clutch control means 56 corrects the difference between the target direction information θ _end and the course direction information θ beyond a predetermined allowable range and the course direction of the amphibious vehicle 20 toward the destination direction. As shown in Table 1, the right control signal Lct is set to “0” and the right control signal Rct is set to “1” to connect the right screw clutch 13b. The left screw clutch 13a is separated. Thereby, the left screw 7a stops and the right screw 7b rotates. Therefore, the steering result is “turn right”.

  Further, when an ignition switch (not shown) is turned off and a corresponding signal (stop command) is input, the clutch control means 56 receives the left control signal Lct and the right control signal Rct as shown in Table 1, respectively. By setting “0”, the left and right screw clutches 13a and 13b are separated. Thereby, the left screw 7a and the right screw 7b are stopped. Therefore, the steering result is “stop”.

<Determination criteria for clutch control means>
Clutch control means 56, by which the target orientation information theta _{end The} it is determined whether or not to satisfy the condition represented by the formula (1), the difference between the object orientation information theta _{end The} the course direction information theta is predetermined Determine whether it is within the allowable range.

(Θ−Δθ) ≦ θ _end ≦ (θ + Δθ) (1)
However, Δθ is information regarding a predetermined allowable azimuth, and is, for example, an angle value corresponding to the target azimuth information θ _end and the course azimuth information θ.

Clutch control means 56, to determine whether the Hidariten is required is for or right rolling required to correct towards the orientation of the path of the amphibious vehicle 20 to the azimuth of the destination, and the target orientation information theta _{end The} It is determined whether or not the difference from the course direction information θ satisfies the condition expressed by the equation (2).

(Θ _end −θ)> 0 (2)

In addition, when the clutch control unit 56 determines that the difference between the target direction information θ _end and the course direction information θ satisfies the condition expressed by the above-described formula (2), the clutch control unit 56 calculates the deviation A between the target direction and the course direction. Calculated in (3), if this deviation A is greater than 180 °, it is determined that a left turn is necessary, and if not, it is determined that a right turn is necessary.

A = θ _end −θ (3)

In addition, when the clutch control unit 56 determines that the difference between the target direction information θ _end and the course direction information θ does not satisfy the condition expressed by the above-described equation (2), the clutch control unit 56 sets a deviation A between the target direction and the course direction. It calculates with Formula (4), and when this deviation A is larger than 180 degrees, it determines with a left turn being required, and when that is not right, it determines with a right turn being required.

A = 360 ° − | θ _end −θ | Equation (4)

<Operation of automatic steering device>
Next, referring to FIG. 13 (refer to FIG. 12 as appropriate), the operation of the automatic steering device will be described focusing on the operation of the clutch control means. FIG. 13 is a flowchart showing the operation of the clutch control means shown in FIG. As a premise, on the water, the automatic steering device 50 receives a signal (start command) corresponding to turning on an ignition switch (not shown) and inputs the amphibious vehicle 20 by the input means 51 according to the operation of the user (or the driver). The destination position information (latitude and longitude) relating to the destination location is input (input step). Further, the automatic steering device 50 always acquires the current position information regarding the current position of the amphibious vehicle 20 by the position information acquisition means 52 during operation (position information acquisition step), and the compass 53 of the amphibious vehicle 20. Measure the direction of the current course (direction measurement step).

In this case, the clutch control unit 56 calculates the target azimuth information θ _end based on the target position information (latitude, longitude) and the current position information (latitude, longitude) acquired by the position information acquisition unit 52 ( Step S1). Then, the clutch control means 56 determines whether or not the difference between the calculated target azimuth information θ _end and the course azimuth direction information θ is within a predetermined allowable range based on the above equation (1) ( Step S2). If within the allowable range (step S2: Yes), the clutch control means 56 sets the left control signal Lct and the right control signal Rct to “1”, respectively (step S3). As a result, the steering result of the automatic steering device 50 becomes “straight ahead” as shown in Table 1 above. Subsequently, the clutch control means 56 determines whether or not the predetermined time Δt has passed by a timer (not shown) (step S4). When the predetermined time Δt has elapsed (step S4: Yes), the clutch control means 56 returns to step S2.

  Further, the clutch control means 56 determines whether or not a signal (stop command) corresponding to turning off an ignition switch (not shown) is input (step S5), and even if the predetermined time Δt has not elapsed (step S5). When a stop command is input (step S5: Yes), the left control signal Lct and the right control signal Rct are each set to “0” (step S6). As a result, the steering result of the automatic steering device 50 is “stopped” as shown in Table 1, and the clutch control means 56 ends the process. If no stop command has been input (step S5: No), the clutch control means 56 returns to step S4.

In the case of No in step S2, that is, when the difference between the target direction information θ _end and the course direction information θ exceeds the allowable range, the clutch control means 56 satisfies the condition indicated by the above-described equation (2). It is determined whether or not satisfied (step S7). When the above equation (2) is satisfied (step S7: Yes), the clutch control means 56 calculates the deviation A between the target direction and the course direction by the above equation (3) (step S8). If the above equation (2) is not satisfied (step S7: No), the deviation A is calculated by the above equation (4) (step S9).

  Following step S8 or step S9, the clutch control means 56 determines whether or not the deviation A is greater than 180 ° (step S10). If the deviation A is greater than 180 ° (step S10: Yes), the clutch control means 56 determines that left-turning is necessary, sets the left control signal Lct to “1”, and sets the right control signal Rct to “0”. (Step S11). As a result, the steering result of the automatic steering device 50 is “turn left” as shown in Table 1 above. On the other hand, when the deviation A is 180 ° or less (step S10: No), the clutch control means 56 determines that rightward rotation is necessary, sets the left control signal Lct to “0”, and sets the right control signal Rct to “ 1 "(step S12). As a result, the steering result of the automatic steering device 50 is “turn right” as shown in Table 1 above. Then, following step S11 or step S12, the clutch control means 56 returns to step S2.

<Specific example when the allowable range is exceeded>
In the flowchart shown in FIG. 13, a specific example of the operation of the clutch control means 56 when the difference between the target direction information θ _end and the course direction information θ exceeds the allowable range (step S2: No) is described with reference to FIG. I will explain. FIG. 14 is an explanatory diagram when the allowable range is exceeded in the flowchart shown in FIG. 13, where (a) is an example of the difference between the target direction information and the course direction information, and (b) is shown in (a). The steering results corresponding to the example of the difference are shown.

Here, as shown in FIG. 14A, north (N) is set to 0 °, east (E) is set to 90 °, south (S) is set to 180 °, and west (W) is set to 270 °. As shown in FIG. 14, for example, the turning example R1 is a specific example when the target direction information θ _end is “140 °” and the course direction information θ is “50 °”. In this case, since the above-described equation (2) is satisfied, the deviation A is calculated by the above-described equation (3) and becomes “90 °”, which is 180 ° or less, and the steering result is “turn right”. Similar calculations can be performed for the turning examples R2 to R5. In summary, the steering results shown in FIG. 14B are obtained.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to these, In the range which does not change the meaning, it can implement variously. For example, in the propulsion device 1A of the second embodiment, the wheel clutch 61 (or 61A) is provided at a position closer to the wheel 4 than the screw clutches 13a and 13b as shown in FIG. It is also possible to provide a wheel clutch at a distant position. For example, referring to FIG. 2, when the left gear 41a and the right gear 41b acquire driving force from the propeller shaft 2 via the inner gear 10, the outer gear 9 and the wheel gear 11 are connected or separated. A wheel clutch for moving the outer gear 9 can be provided. At this time, for example, the propeller shaft 2 may have a coaxial double structure so that the position of the outer gear 9 can be moved back and forth compared to the position of the inner gear 10. In this case, since the wheel clutch can be controlled independently of the screw clutches 13a and 13b, the amphibious vehicle 20 (see FIG. 3 and FIG. 4) equipped with such a propulsion device is screwed while moving on land. 7 can be stopped.

It is a schematic diagram which shows an example of the propulsion apparatus for amphibious vehicles which concerns on the 1st Embodiment of this invention, (a) is the perspective view seen from upper direction, (b) is a top view, (c) is a side The perspective view seen from the direction is shown. It is explanatory drawing which saw through a part of propulsion apparatus shown to (a) of FIG. It is a schematic diagram which shows an example of the external appearance on the land of the amphibious vehicle carrying the propulsion apparatus shown in FIG. 1, (a) is the perspective view seen from the front side, (b) is seen from the back side. FIG. It is a schematic diagram which shows an example of the external appearance on the water of the amphibious vehicle carrying the propulsion apparatus shown in FIG. 1, (a) is the perspective view seen from the front side, (b) is seen from the back side. FIG. It is a block diagram which shows an example of the installation pipe which comprises the propulsion apparatus shown in FIG. FIG. 6 is a configuration diagram illustrating an example in which a propeller shaft and a wheel are mounted on the mounting pipe illustrated in FIG. 5. It is a block diagram which shows an example of the wheel shown in FIG. 6, Comprising: (a) is a left view, (b) is a front view, (c) has shown the perspective view seen from right diagonally forward. It is explanatory drawing which shows an example of the cross section of the horizontal direction of the mounting | wearing pipe shown to (b) of FIG. It is explanatory drawing which shows an example of an internal structure of the mounting | wearing pipe shown to (b) of FIG. It is a block diagram which shows an example of a detailed structure of the rotating shaft shown in FIG. It is a schematic diagram which shows an example of the propulsion apparatus for amphibious vehicles which concerns on the 2nd Embodiment of this invention, Comprising: (a) is the top view which partially saw through the inside, (b) was seen through a part of the inside A perspective view seen from the back side, (c) is a front view of the wheel clutch shown in (a), and (d) shows another example of the wheel clutch. It is a functional block diagram which shows an example of a structure of the automatic steering apparatus which automatically steers the propulsion apparatus shown in FIG. It is a flowchart which shows operation | movement of the clutch control means shown in FIG. FIG. 14 is an explanatory diagram when the allowable range is exceeded in the flowchart shown in FIG. 13, where (a) is an example of the difference between the target direction information and the course direction information, and (b) is an example of the difference shown in (a). The steering result corresponding to is shown.

Explanation of symbols

1,1A Amphibious Vehicle for Amphibious Vehicles 2 Propeller Shaft 3 Installed Pipe 4 Wheel 5 Tire 6 Hole (Water Supply Port)
7 Screw 8 Injection port 9 Outer gear (shaft gear)
10 Inner gear (shaft gear)
DESCRIPTION OF SYMBOLS 11 Wheel gear 12 Rotating shaft 13 Screw clutch 14 Shaft cover 20 Amphibious vehicle 21 Cylindrical part 22 Rim 23, 24 Bearing 25 Nut 26-29 Support part 30 Cover part 31 Gear box 32, 33 Bearing 34-36 Seal part 41a Left Gear 41b Right gear 50 Automatic steering device 51 Input means 52 Position information acquisition means 53 Compass (azimuth measuring means)
54 Storage means 55 (55a, 55b) Power amplification circuit 56 Clutch control means 61, 61A Wheel clutch 62 Outer frame part 63 Shaft hole 64 Inner ring part 65, 65A Outer frame support part 66, 66A Liquid transmission part

Claims (6)

A propulsion device for an amphibious vehicle that rotates a wheel for land and a screw for water with driving force transmitted from an engine,
A propeller shaft that transmits driving force from the engine to the wheel and the screw via at least one shaft gear;
Left and right wheels with a hole in the center;
It is formed in a T shape by a horizontal pipe and a vertical pipe, and the wheels are rotatably attached to both ends of the horizontal pipe through the holes, and the opening of the vertical pipe is directed in the direction opposite to the traveling direction. A fitted pipe,
Left and right rotations housed in positions corresponding to the holes of the left and right wheels inside the horizontal pipe of the mounting pipe and rotated around the central axis of the horizontal pipe of the mounting pipe by the driving force transmitted from the propeller shaft A shaft,
Left and right screws respectively provided on the rotating shaft so as to be rotatable together with the rotating shaft;
Left and right screw clutches provided to connect or separate between the rotating shaft and the propeller shaft, and to control the operation of the left and right screws;
A propulsion device for an amphibious vehicle, comprising:   The amphibious vehicle according to claim 1, further comprising a wheel clutch provided to connect or separate between the propeller shaft and the wheel and controlling operation of the left and right wheels. Propulsion device. An automatic steering device for automatically steering the propulsion device for an amphibious vehicle according to claim 1 or 2,
Input means for inputting destination position information relating to the destination position of the amphibious vehicle;
Position information acquisition means for acquiring current position information regarding the current position of the amphibious vehicle;
Direction measuring means for measuring the direction of the current path of the amphibious vehicle;
Based on the target position information input by the input means and the current position information acquired by the position information acquisition means, target direction information that is the direction of the route to the destination is calculated, and the calculated target direction Clutch control means for connecting or separating the left and right screw clutches based on the difference between the information and the course direction information related to the current course direction measured by the direction measuring means;
An automatic steering apparatus comprising: The clutch control means includes
When the difference between the target azimuth information and the course azimuth information is within a predetermined allowable range, a control signal for connecting the left and right screw clutches is generated,
The difference between the destination direction information and the course direction information exceeds a predetermined allowable range, and a left turn is necessary to correct the course direction of the amphibious vehicle toward the destination direction. In some cases, the left screw clutch is coupled, and a control signal for separating the right screw clutch is generated,
The difference between the destination direction information and the course direction information exceeds a predetermined allowable range, and a right turn is required to correct the course direction of the amphibious vehicle toward the destination direction. In some cases, the control unit generates a control signal for connecting the right screw clutch and separating the left screw clutch.
The automatic steering apparatus according to claim 3, wherein: An automatic steering method for automatically steering the propulsion device for an amphibious vehicle according to claim 1 or 2,
An input step of inputting destination position information relating to a destination position of the amphibious vehicle;
A position information acquisition step of acquiring current position information regarding the current position of the amphibious vehicle;
An azimuth measuring step for measuring an azimuth of a current course of the amphibious vehicle;
Based on the target position information input in the input step and the current position information acquired in the position information acquisition step, the target direction information that is the direction of the route to the destination is calculated, and the calculated target direction A clutch control step for connecting or separating the left and right screw clutches based on the difference between the information and the course direction information related to the current course direction measured in the direction measurement step;
The automatic steering method characterized by including. In order to automatically steer the propulsion device for an amphibious vehicle according to claim 1 or 2,
Destination direction information for calculating destination direction information, which is a direction of a course to the destination, based on destination position information regarding the position of the destination of the amphibious vehicle and current position information regarding the current position of the amphibious vehicle Calculation means,
Control for connecting or disconnecting the left and right screw clutches based on the difference between the target direction information calculated by the target direction information calculating means and the direction information regarding the current direction of the amphibious vehicle. Control signal generating means for generating a signal;
Automatic steering program characterized by functioning as

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