JP6041300B2 - Surface watercraft - Google Patents

Description

  The present invention relates to a watercraft.

  As what can move on the water, there are a ship and an amphibious vehicle (patent document 1). Among them, hydrofoils, amphibious vehicles, planing type boats such as motor boats and FRP fishing boats (hereinafter referred to as water planing sailing bodies in the present specification) are brought to the surface of the water by increasing the speed. Levitating and sailing on the water. In this planing state, a water-sliding navigation body can navigate with a reduced amount of water resistance when navigating, compared to a displacement type ship such as a wooden Japanese ship.

The relationship between the navigation speed V and the navigation resistance R of the watercraft is shown by line a in FIG. As shown by the line a in FIG. 10, the navigation resistance R of the water-sliding vehicle is maintained at the navigation speed V until the maximum navigation resistance R _m (a point m in the line a in FIG. 10) at the predetermined navigation speed V _m is reached. It increases in proportion, and when it exceeds a predetermined navigation speed V _m , it converges to _a predetermined navigation resistance Ra. This indicates that the water-sliding vehicle is in a non-sliding state until a predetermined navigation speed V _m is reached, and that the water-sliding vehicle is in a sliding state when the predetermined navigation speed V _m is exceeded.

JP 2010-26964 A

In a watercraft with a speed characteristic as described above, the navigational state (sliding state or non-sliding state) greatly affects the maximum speed at which the watercraft can navigate. As an example, the relationship between the navigation speed V and the navigation resistance R at outputs w ₁ and w _{2 having} different magnitudes is shown by lines b ₁ and b ₂ in FIG. 10, respectively.

A line b ₁ in FIG. 10 represents a relationship between the navigation speed V and the navigation resistance R in the low-power navigation when the low output w ₁ that suppresses the output of the power source is continuously applied. If the low output w ₁ is continuously applied, the surface of the watercraft will not be in a sliding state but will be in a non-sliding state, and a navigation speed V _{1 in} which the output w _{1 of the} power source is balanced with the navigation resistance R (Fig. 10, the intersection c ₁ ) between the line a and the line b ₁ is the maximum speed.

On the other hand, a line b ₂ in FIG. 10 is a relationship (equivalent engine output line) between the navigation speed V and the navigation resistance R in the high output navigation when the high output w ₂ that increases the output of the power source is continuously applied. is there. If the high output w ₂ is continuously applied, the surface of the water-sliding vehicle moves from the non-sliding state to the sliding state, and the navigation speed V ₂ (in FIG. 10) is balanced between the output w _{2 of the} power source and the navigation resistance R. The intersection c ₂ ) between the line a and the line b ₂ is the maximum speed.

Comparing the relationship between the outputs w ₁ and w ₂ and the maximum speeds V ₁ and V _{2 in} these low-power navigation (line b ₁ in FIG. 10) and high-power navigation (line b ₂ in FIG. 10), (V ₁ / w ₁ ) <(V ₂ / w ₂ ). From this, it can be said that high-power navigation (line b ₂ in FIG. 10) is more efficient navigation than low-power navigation (line b _{1 in} FIG. 10).

That is, the maximum speed V ₁ in the low-power navigation (line b ₁ in FIG. 10) is due to the navigation in the non-sliding state, and the water is generated by reducing the resistance of water generated during the navigation so as to slide on the water. This is because the advantages of the planing vehicle are not utilized.

On the other hand, the maximum speed V ₂ in the high-power navigation (line b ₂ in FIG. 10) is due to the navigation in the sliding state, and the water sliding that reduces the resistance of water generated during the navigation so as to slide on the water. This is due to navigation that takes advantage of the navigation body.

  However, the output of the power source is proportional to the load applied to the power source, and maintaining high-power navigation continues to apply a high load to the power source. Therefore, the fatigue life of the power source may be shortened due to continuous high load.

  The present invention has been made in view of the above problems, and has an object of efficiently navigating a water-sliding vehicle and suppressing a load on a power source.

A water-sliding vehicle according to a first invention that solves the above-mentioned problem is a water-sliding vehicle that can be navigated in a sliding state by increasing speed, and is a power source that generates power necessary for navigation. A control device capable of detecting a load state and adjusting an output of the power source; the control device outputs an output of the power source when detecting that the power source is in a predetermined high load state in the sliding state; When a limit is set, and it is detected that the power source is in a predetermined low load state, the output limitation of the power source is canceled , and even when the power source is in the high load state, It is characterized by having a release unit that makes it impossible to set the output limit of the power source or forcibly releases the output limit of the power source .

A water-sliding vehicle according to a second invention that solves the above problem is the water-sliding vehicle according to the first invention, wherein the control device includes a speed detection unit that detects a speed, and the speed detection unit The case where the detected speed is larger than a predetermined upper limit value is set as the high load state, and the case where the speed detected by the speed detection unit is lower than the predetermined lower limit value is set as the low load state.

A water-sliding vehicle according to a third aspect of the present invention that solves the above problem is the water-sliding vehicle according to the first aspect of the invention, wherein the control device has a rotation speed detection unit that detects the drive rotation speed of the power source. The case where the drive rotational speed detected by the rotational speed detection unit is larger than a predetermined upper limit value is set as the high load state, and the drive rotational speed detected by the rotational speed detection unit is smaller than a predetermined lower limit value. The low load state is set.

A water-sliding vehicle according to a fourth invention that solves the above problem is the water-sliding vehicle according to the first invention, wherein the control device includes a temperature detection unit that detects the temperature of the power source, The case where the temperature detected by the temperature detection unit is higher than a predetermined upper limit value is set as the high load state, and the case where the temperature detected by the temperature detection unit is lower than the predetermined lower limit value is set as the low load state. And

  According to the watercraft according to the first aspect of the present invention, by setting an output limit when the power source is in a predetermined high load state, the high load state does not continue above a certain level. The applied load can be suppressed. Therefore, the life of the power source can be extended. Further, by canceling the output restriction when the power source is in a predetermined low load state, the operation of the watercraft is not limited to the inefficient operation in the low load state. Therefore, since the output of the power source can be raised to some extent and the surface of the water-sliding vehicle can be made to be in a sliding state, efficient navigation utilizing the advantages of the water-sliding vehicle can be performed.

Further , according to the watercraft according to the first aspect of the invention, even when the power source is in a high load state, the power source output limit cannot be set or the power source output limit is forcibly released. Therefore, it is possible to sail with an increased power source output in an emergency. Therefore, since the maximum speed of navigation increases, the arrival time at the destination can be shortened.

According to the watercraft according to the second aspect of the invention, the setting and release of the power source output restriction is controlled by the speed, so that the output is performed with a speed setting that matches the purpose and safety of the watercraft. Limits can be set. In addition, by setting the output restriction at a speed higher than the speed at which the surface of the watercraft is in a sliding state, the surface of the watercraft can be reliably brought into a state of sliding. Therefore, since the water resistance generated at the time of navigation can be reduced and navigation can be performed, it is possible to perform efficient navigation taking advantage of the advantages of the watercraft.

According to the watercraft according to the third aspect of the invention, the output limit of the power source is accurately determined by managing the setting and release of the power source output limit based on the drive speed of the power source. Can be set. In addition, by setting the output limit at the driving rotational speed at which the surface of the watercraft is predicted to be in the state of sliding, the surface of the watercraft can be reliably put in the state of sliding. Therefore, since the water resistance generated at the time of navigation can be reduced and navigation can be performed, it is possible to perform efficient navigation taking advantage of the advantages of the watercraft.

According to the watercraft according to the fourth aspect of the invention, the output limit of the power source is controlled by the temperature of the drive source by setting and releasing the output limit of the power source, thereby setting the output limit that accurately grasps the load applied to the drive source. be able to. In addition, by setting an output limit at a temperature at which the surface of the watercraft is predicted to be in a state of sliding, the surface of the watercraft can be set in a state of sliding. Therefore, since the water resistance generated at the time of navigation can be reduced and navigation can be performed, it is possible to perform efficient navigation taking advantage of the advantages of the watercraft.

3 is a graph showing a relationship between a navigation speed V and a navigation resistance R in an amphibious vehicle according to the first embodiment. It is the schematic which shows the non-sliding state of the amphibious vehicle which concerns on Example 1. FIG. It is the schematic which shows the sliding state of the amphibious vehicle which concerns on Example 1. FIG. 1 is a block diagram illustrating a control device in an amphibious vehicle according to Embodiment 1. FIG. 3 is a flowchart illustrating an operation in a normal mode in an amphibious vehicle according to the first embodiment. It is a block diagram which shows the control apparatus in the amphibious vehicle which concerns on Example 2. FIG. 6 is a flowchart illustrating an operation in a normal mode in an amphibious vehicle according to a second embodiment. It is a block diagram which shows the control apparatus in the amphibious vehicle which concerns on Example 3. FIG. 12 is a flowchart illustrating an operation in a normal mode in an amphibious vehicle according to a third embodiment. It is a graph which shows the relationship between the navigation speed V and the navigation resistance R in a water-sliding vehicle.

  Hereinafter, embodiments of a watercraft according to the present invention will be described in detail with reference to the accompanying drawings. In this embodiment, an amphibious vehicle is adopted as an embodiment of the watercraft according to the present invention. However, the present invention is not limited to this, and a planing ship such as a hydrofoil or a motor boat may be used. Of course, it goes without saying that various modifications can be made without departing from the spirit of the present invention. Further, in the present specification and drawings, constituent elements having substantially the same functional configuration are denoted by the same reference numerals, and redundant description is omitted.

  First, the structure of an amphibious vehicle according to the first embodiment of the present invention will be described with reference to FIGS.

  The amphibious vehicle of the present embodiment is capable of water navigation by rotating a propeller (not shown) as a propulsion device with an engine (not shown) as a power source. As shown in FIGS. 2 and 3, the amphibious vehicle 1 has a flap surface 2 on the front side (left side in FIGS. 2 and 3) so as to be easily lifted during surface navigation. There may be.

The relationship between the navigation speed V and the navigation resistance R in the water navigation of the amphibious vehicle 1 of the present embodiment is shown by a line A in FIG. As shown in line A of Figure 1, navigation resistor R increases with sailing speed V of the amphibious vehicle 1 is increased, but reaches a maximum value R _M at point M in the sailing speed V _M, thereafter decreased Converge to a certain navigation resistance _RA .

This amphibious vehicle 1 to reach a cruising speed V _M is a deep non-planing state of draft in stop or slow navigation (FIG. 2), amphibian 1 beyond the sailing speed V _M is a fast sailing It shows that it is a shallow sliding state (FIG. 3).

  That is, the amphibious vehicle 1 of the present embodiment enters a sliding state so as to float on the water surface and slide on the water by increasing the navigation speed V, and reduces the navigation resistance R due to water generated during navigation. It is possible to sail on the water.

Note that lines B ₁ , B ₂ , and B ₃ in FIG. 1 are examples of equal engine output lines in the amphibious vehicle 1 of this embodiment, and outputs W ₁ , W ₂ , W _{3 having} different sizes, respectively. The relationship between the navigation speed V and navigation resistance R is shown.

Line B in FIG. 1 ₁ is a relationship between the navigation velocity V when continued over a low output W ₁ with reduced output of the power source at a constant and navigation resistor R. If the low output W ₁ is kept constant, the navigation speed R of the wave that can be overcome increases while the navigation speed V increases, and the navigation speed V _P1 that balances the output W _{1 of the} power source with the navigation resistance R. (Speed at intersection point P ₁ between line A and line B _{1 in} FIG. 1) is the maximum speed. In cruising speed V _P1 more sailing speed V (dashed section at line B ₁ in FIG. 1), since navigation resistor R than the output W ₁ of the power source is large, amphibian 1 low power W ₁ is sailing I can't. Therefore, the amphibious vehicle 1 having a low output W ₁ can travel in the non-sliding state, that is, cannot travel from the non-sliding state to the sliding state.

A line B ₂ in FIG. 1 represents a relationship between the navigation speed V and the navigation resistance R when the medium output W ₂ obtained by increasing the output of the power source is continuously applied. If the medium output W ₂ is kept constant, the navigation speed R of the wave that can be overcome while the navigation speed V increases increases, and the navigation speed V _P2 that balances the output W _{2 of the} power source with the navigation resistance R. (Speed at intersection point P ₂ between line A and line B _{2 in} FIG. 1) is the maximum speed. Since the navigation resistance R is larger than the power source output W _{2 at the} navigation speed V _P2 or higher (the broken line portion of the line B ₂ in FIG. 1), the amphibious vehicle 1 having the medium output W ₂ sails. I can't. Therefore, the amphibious vehicle 1 with the medium output W ₂ can navigate from the non-sliding state to the sliding state.

A line B ₃ in FIG. 1 is a relationship between the navigation speed V and the navigation resistance R when the high output W ₃ that further increases the output of the power source is continuously applied. Continuing multiplied by high output W ₃ at a constant, reduced sailing resistance R of the wave that can be overcome while sailing speed V is increased, the output W ₃ and navigational resistor R and are balanced sailing speed V _P3 of the power source (Speed at intersection point P ₃ between line A and line B _{3 in} FIG. 1) is the maximum speed. Since the navigation resistance R is larger than the output W _{3 of the} power source at the navigation speed V (the broken line portion of the line B ₃ in FIG. 1) equal to or higher than the navigation speed V _{P3, the} amphibious vehicle 1 having a high output W ₃ sails. I can't. Therefore, the amphibious vehicle 1 having a high output W ₃ can travel from the non-sliding state to the sliding state.

  In this embodiment, the load on the engine (not shown) is suppressed during the water-sliding sailing of the amphibious vehicle 1, thereby extending the life of the engine. For this purpose, the amphibious vehicle 1 is provided with the following control device, and the amphibious vehicle 1 is operated in water navigation under the control described later.

  As shown in FIG. 4, the control device 10 in the amphibious vehicle 1 of this embodiment includes a control unit 11, a mode switch 12, a speed sensor 13, and a fuel injection amount adjusting device 14. The control unit 11 is operated in one of a normal mode and an emergency mode, which will be described later, and the operation mode is switched by operating the mode switch 12.

  The normal mode means that the amphibious vehicle 1 floats on the surface of the water and slides on the water (a navigation state in which the resistance of water generated during navigation is reduced), and then the engine output (not shown) is limited. It is operation control that sets and navigates. Since this operation control can suppress a load applied to an engine (not shown), the life of the engine can be extended.

  In emergency mode, when it is necessary to navigate faster than the speed at which the engine output (not shown) is suppressed, the engine does not set the engine output limit (not shown), or the power limit is forcibly released to navigate Operation control. By this operation control, the output of an engine (not shown) can be increased and the maximum speed of navigation can be increased in an emergency or the like, so that the arrival time at the destination can be shortened.

  The speed sensor 13 measures the navigation speed V of the amphibious vehicle 1, and the fuel injection amount adjusting device 14 determines the amount of fuel to be injected to an engine (not shown) of the amphibious vehicle 1 (engine output not shown). To be adjusted. The control unit 11 adjusts the fuel injection amount Qf by the fuel injection amount adjusting device 14 based on the value of the navigation speed detected by the speed sensor 13 when operating in the normal mode among the above-described operation modes. Do not control the engine output.

  Next, the operation in the normal mode in the amphibious vehicle 1 according to the first embodiment of the present invention will be described with reference to FIG. 1 and FIG.

  As shown in FIG. 5, in step S1, it is determined whether or not the operation mode of the amphibious vehicle 1 is the normal mode. That is, the control unit 11 determines whether the operation mode of the amphibious vehicle 1 selected by operating the mode switch 12 is the normal mode or the emergency mode.

  If it is determined in step S1 that the operation mode of the amphibious vehicle 1 is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, an engine output (not shown) is output in step S2. Activate unrestricted emergency mode.

  On the other hand, if it is determined in step S1 that the operation mode of the amphibious vehicle 1 is the normal mode (YES), the normal mode for limiting the output of the engine (not shown) is activated in step S3, and the process proceeds to step S4. To do.

In step S4, the navigation speed V of the amphibious vehicle 1 is monitored. In step S5, whether the navigation speed V of the amphibious vehicle 1 exceeds a predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment). Judging.

In this embodiment, the predetermined navigation speed V _a is changed from the non-sliding state to the sliding state when the amphibious vehicle 1 sails on the water, and the navigation speed V _Q1 (see FIG. 1) in which the water navigation in the sliding state is stabilized. (Navigation speed at a change point Q ₁ before the navigation resistance R indicated by the line A converges to _a predetermined navigation resistance Ra) is adopted.

Of course, the present invention is not limited to this. For example, when the amphibious vehicle 1 sails on the water, the navigation speed V _M that changes from the non-sliding state to the sliding state (the navigation speed at the point M at which the navigation resistance R indicated by the line A in FIG. 1 becomes the maximum value R _M ), Or, when the amphibious vehicle 1 sails on the water, it changes from the non-sliding state to the sliding state, and the traveling speed V _Q2 toward the stable in the sliding state (from point M to point Q ₁ shown in line A in FIG. 1) Navigation speed at an arbitrary point Q ₂ between the _two , or a navigation speed V _Q3 that allows a load applied to an unillustrated engine of the amphibious vehicle 1 (an arbitrary point Q ₃ after the point Q ₁ shown by the line A in FIG. 1) sailing speed) in, or as a predetermined cruising velocity V _a.

If it is determined in step S5 that the navigation speed V of the amphibious vehicle 1 is equal to or lower than the predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment) (NO), the fuel injection amount in step S6 An increase in the fuel injection amount Qf (increase in engine output) in the adjusting device 14 is permitted, and the process returns to step S4.

For example, the navigation speed V _P1 in the state of the low output W ₁ shown by the line B ₁ in FIG. 1 is equal to or less than _a predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment). Therefore, the fuel injection amount Qf in the fuel injection amount adjusting device 14 is increased (the output of the engine (not shown) is increased). That is, the amphibious vehicle 1 is changed from the state of the high output W ₁ shown by the line B ₁ in FIG. 1 to the state of the high output W ₃ shown by the line B ₃ in FIG.

  Of course, in step S6, only the increase in the fuel injection amount Qf (increase in engine output) in the fuel injection amount adjustment device 14 is permitted. Therefore, the fuel injection amount Qf in the fuel injection amount adjustment device 14 is not necessarily increased. There is no need to increase the output.

On the other hand, if it is determined in step S5 that the navigation speed V of the amphibious vehicle 1 exceeds the predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment) (YES), in step S7 set an upper limit on the fuel injection amount Qf in a fuel injection quantity adjusting device 14 (Qf ≦ Qf _a), the process proceeds to step S8.

For example, the navigation speed V _P3 in the state of the high output W ₃ indicated by the line B ₃ in FIG. 1 exceeds _a predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment). Therefore, a limit on the fuel injection amount Qf in a fuel injection quantity adjusting device 14 (Qf ≦ Qf _a). In this embodiment, the mid-power W ₂ the output of the engine (not shown) corresponding to the upper limit setting Qf _a fuel injection quantity Qf. That is, the amphibious vehicle 1 is changed from the state of the high output W ₃ shown by the line B ₃ in FIG. 1 to the state of the medium output W ₂ shown by the line B ₂ in FIG.

  In step S8, it is determined whether or not the operation mode of the amphibious vehicle 1 is the normal mode. If it is determined in step S8 that the operation mode of the amphibious vehicle 1 is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, the normal mode is terminated in step S9. In step S2, an emergency mode that does not limit the output of the engine (not shown) is activated.

On the other hand, if it is determined in step S8 that the operation mode of the amphibious vehicle 1 is the normal mode (YES), the navigation speed V is monitored in step S10, and the navigation speed V of the amphibious vehicle 1 is determined in step S11. Is determined to exceed _a predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment).

If it is determined in step S11 that the navigation speed V of the amphibious vehicle 1 is equal to or lower than the predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment) (NO), the fuel injection amount in step S6 The upper limit setting (Qf ≦ Qf _a ) of the fuel injection amount Qf in the adjusting device 14 is canceled, and the process returns to step S4.

On the other hand, if it is determined in step S11 that the navigation speed V of the amphibious vehicle 1 exceeds the predetermined navigation speed V _a (the navigation speed V _{Q1 in} this embodiment) (YES), in step S12 It is determined whether or not the operation mode of the amphibious vehicle 1 is the normal mode.

  If it is determined in step S12 that the operation mode of the amphibious vehicle 1 is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, the normal mode is terminated in step S9. In step S2, an emergency mode that does not limit the output of the engine (not shown) is activated.

  On the other hand, if it is determined in step S12 that the operation mode of the amphibious vehicle 1 is the normal mode (YES), the process returns to step S3 and the normal mode is continued.

In the present embodiment, the predetermined navigation speed V _a is the navigation speed V _Q1 at the point Q ₁ , but the present invention is not limited to this, and may be a navigation speed V within a predetermined range. Step example, when the sailing speed V ranging from sailing speed V _Q2 at the point Q ₂ described above shown in FIG. 1 to cruising velocity V _Q3 at the point Q ₃ of the aforementioned and predetermined cruising velocity V _a is the aforementioned The predetermined navigation speed V _a in S5 is replaced with the navigation speed V _Q3 to be a predetermined upper limit value, and the predetermined navigation speed V _a in step S11 is replaced with the navigation speed V _Q2 to be a predetermined lower limit value.

  First, the structure of an amphibious vehicle according to Embodiment 2 of the present invention will be described with reference to FIG.

  Since the amphibious vehicle of the present embodiment has the same configuration and speed characteristics as those of the first embodiment except for the configuration of the control device, the redundant description of the same configuration and speed characteristics is omitted.

  As shown in FIG. 6, the control device 110 in the amphibious vehicle of the present embodiment includes a control unit 111, a mode changeover switch 112, an ECU (engine control unit) 113, and a fuel injection amount adjustment device 114. I have. The control unit 111 is operated in one of the normal mode and the emergency mode, and the operation mode is switched by operating the mode switch 112.

  The ECU 113 manages an engine driving speed N (not shown) in an amphibious vehicle and a fuel injection quantity Qf in the fuel injection amount adjusting device 114, and the driving speed N can be displayed as an ECU map (not shown). is there. The fuel injection amount adjusting device 114 adjusts the amount of fuel injected to an engine (not shown) of an amphibious vehicle. The control device 110 adjusts the fuel injection amount Qf by the fuel injection amount adjusting device 114 from the drive rotational speed N detected by the ECU 113, and controls the output of the engine (not shown).

  Next, the operation in the normal mode in the amphibious vehicle according to the second embodiment of the present invention will be described with reference to FIG. 1 and FIG. Since the amphibious vehicle of the present embodiment has the same speed characteristics as in the first embodiment, the same speed characteristics as those of the first embodiment (FIG. 1) and reference numerals (reference numerals in FIG. 1) are the same as those in the first embodiment. ) Is used.

  As shown in FIG. 7, in step S101, it is determined whether or not the operation mode of the amphibious vehicle is the normal mode. That is, the control unit 111 determines whether the operation mode of the amphibious vehicle 1 selected by operating the mode changeover switch 112 is the normal mode or the emergency mode.

  If it is determined in step S101 that the operation mode of the amphibious vehicle is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, the output of the engine (not shown) is limited in step S102. Do not activate emergency mode.

  On the other hand, if it is determined in step S101 that the operation mode of the amphibious vehicle is the normal mode (YES), the normal mode for limiting the output of the engine (not shown) is activated in step S103, and the process proceeds to step S104. .

In step S104, the ECU map in the amp 113 of the amphibious vehicle is monitored. In step S105, the engine driving speed N (not shown) exceeds _a predetermined driving speed (upper limit) Na, and fuel injection in the fuel injection amount adjusting device 114 is performed. the amount Qf is determined whether it exceeds a predetermined fuel injection amount (upper limit) Qf _a.

Here, a predetermined driving rotational speed N _a and a predetermined fuel injection quantity Qf _a is obtained by considering the load on the engine (not shown) of the amphibious vehicle. In the present embodiment, the state of the drive rotational speed N _P2 and the fuel injection amount Qf _P2 that can generate a medium output W ₂ (line B _{2 in} FIG. 1) that does not cause fatigue failure of an engine (not shown) is shown. acceptable in the normal mode, employing the driving rpm N _P2 predetermined driving rotational speed N _a, the fuel injection quantity Qf _P2 as a predetermined fuel injection quantity Qf _a.

Of course, the invention is not limited thereto, in amphibian runway conditions become cruising speed V driving rpm in a state capable of generating the output W _M reaching the _M N _M and the fuel injection amount Qf _M or more I need it. By predetermined driving rotational speed N _a and a predetermined fuel injection quantity Qf _a the respectively driving rpm N _M and the fuel injection amount Qf _M or more, the fuel injection amount Qf to be described later after the amphibian becomes planing state Since the upper limit is set, it is possible to perform efficient driving taking advantage of the advantages of a watercraft.

For example, when the amphibious vehicle 1 sails on the water, it changes from a non-sliding state to a sliding state, and the navigation speed V _Q1 (the navigation resistance R shown by the line A in FIG. resistance R _a driving rpm N _Q1 and the fuel injection amount in a state capable of generating the output W _Q1 to reach cruising speed) in front of the change point Q ₁ for focusing the Qf _Q1 or amphibian 1 is water navigation, changes from a non-planing state to slide state when, sailing speed V _Q2 that water sailing in planing state toward the stable (any point between the point M as shown in line a of Figure 1 to the point Q ₁ Q ₂ The driving speed N _Q2 and the fuel injection amount Qf _Q2 in a state where the output W _Q2 can be generated, or the navigation speed V _Q3 (see FIG. 1) that can tolerate the load applied to the unillustrated engine of the amphibious vehicle 1 After point Q ₁ shown on line A The driving speed N _Q3 and the fuel injection amount Qf _Q3 in a state in which the output W _Q3 reaching the arbitrary point Q ₃ ) can be generated are respectively set to a predetermined driving speed N _a and a predetermined fuel injection amount Qf _a. May be adopted.

In step S105, (in this embodiment, the driving speed N _P2) driven rotational speed N predetermined driving rotational speed N _a of the engine, not shown in the amphibian or less (NO), or the fuel injection amount adjustment device 114 (in this embodiment, the fuel injection amount Qf _P2) amount of fuel injection amount Qf is a predetermined fuel injection Qf _a in the case where it is determined to be less (NO), the fuel in the fuel injection quantity adjusting apparatus 114 in step S106 An increase in the injection amount Qf (an increase in engine output) is permitted, and the process returns to step S104.

For example, at least _one of the drive rotational speed N _P1 and the predetermined fuel injection amount Qf _P1 in a state where the low output W ₁ reaching the navigation speed V _P1 shown by the line B ₁ in FIG. (in the present embodiment, the driving rotational speed N _P2) of the driving rpm N _a (in this embodiment, the fuel injection amount Qf _P2) or a predetermined fuel injection quantity Qf _a or less. Therefore, it is possible to increase the fuel injection amount Qf in the fuel injection amount adjusting device 114 (increase the output of the engine (not shown)) and generate the high output W ₃ that reaches the navigation speed V _P3 indicated by the line B ₃ in FIG. The driving speed N _P3 and the fuel injection amount Qf _P3 are changed.

  Of course, in step S106, only the increase in the fuel injection amount Qf (increase in engine output) in the fuel injection amount adjustment device 114 is permitted, so the fuel injection amount Qf in the fuel injection amount adjustment device 114 is not necessarily increased. There is no need to increase the engine output.

In step S105, the drive speed N of the amphibious vehicle is equal to or less than _a predetermined drive speed _Na (in this embodiment, the drive speed N _P2 ) (NO), or the fuel in the fuel injection amount adjusting device 114 (in this embodiment, the fuel injection amount Qf _P2) injection quantity Qf is predetermined fuel injection quantity Qf _a is determined to be less (NO), when the elapsed time t ₁ to be described later are integrated, the step S106 back to zero to reset the elapsed time t ₁ integrated in.

On the other hand, in step S105, the drive rotational speed N of the amphibian (in this embodiment, the driving speed N _P2) predetermined driving rotational speed N _a exceeded, and the fuel injection amount Qf in a fuel injection quantity adjusting apparatus 114 When it is determined that the predetermined fuel injection amount Qf _a (in this embodiment, the fuel injection amount Qf _P2 ) is exceeded (YES), the elapsed time t ₁ is integrated in step S107 (t ₁ = t ₁ +1), the process proceeds to step S108.

In step S108, the drive speed N of the amphibious vehicle exceeds a predetermined drive speed N _a (in this embodiment, the drive speed N _P2 ), and the fuel injection amount Qf in the fuel injection amount adjusting device 114 is a predetermined value. (in this embodiment, the fuel injection amount Qf _P2) fuel injection quantity Qf _a elapsed time t ₁ of the integration of state exceeds determines whether exceeds a predetermined elapsed time t _a.

Here, the predetermined elapsed time t _a, is obtained by taking into account the load on the engine (not shown) of the amphibious vehicle. In this embodiment, the driving rotational speed N exceeds the driving rotational speed N _P2 is a predetermined driving rotational speed N _a, and fuel injection amount Qf exceeds the fuel injection quantity Qf _P2 is a predetermined fuel injection quantity Qf _a even if the state where there are continuous, employs a time without fear of causing fatigue destruction t _P2, as predetermined elapsed time t _a.

In step S108, (in this embodiment, the elapsed time t _P2) elapsed time t ₁ is a predetermined elapsed time t _a of the integration if it is determined does not exceed the (NO), the fuel injection amount adjustment in the step S106 The increase in the fuel injection amount Qf in the device 114 (increase in engine output) is permitted, and the process returns to step S104.

On the other hand, if it is determined in step S108 that the accumulated elapsed time t ₁ exceeds the predetermined elapsed time t _a (in this embodiment, the elapsed time t _P2 ) (YES), fuel injection is performed in step S109. set an upper limit on the amount Qf (Qf ≦ Qf _a), the process proceeds to step S110.

For example, when the state of the drive speed N _P3 and the fuel injection amount Qf ₃ capable of generating the high output W ₃ shown by the line B ₃ in FIG. 1 continues for a predetermined elapsed time t _P2 or longer, the fuel injection set an upper limit on the fuel injection amount Qf in the amount adjuster 114 (Qf ≦ Qf _a), the amphibian 1, the line B ₂ in FIG. 1 from a state of high output W ₃ shown in line B ₃ in FIG. 1 The state is changed to the medium output W ₂ state.

  In step S110, it is determined whether or not the operation mode of the amphibious vehicle is the normal mode. If it is determined in step S110 that the operation mode of the amphibious vehicle is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, the normal mode is terminated in step S111. In step S102, an emergency mode that does not limit the output of the engine (not shown) is activated.

On the other hand, if it is determined in step S110 that the operation mode of the amphibious vehicle is the normal mode (YES), the ECU map in the amp 113 of the amphibious vehicle is monitored in step S112, and the amphibious vehicle is checked in step S113. It is determined whether or not the drive rotation speed N is less than a predetermined drive rotation speed (lower limit) N _b and the fuel injection amount Qf in the fuel injection amount adjusting device 114 is less than a predetermined fuel injection amount (lower limit) Qf _b .

Here, a predetermined driving rotational speed N _b and a predetermined fuel injection quantity Qf _b is obtained by considering the load on the engine (not shown) of the amphibian, a predetermined driving rotational speed N _a and a predetermined fuel injection amount a state of low load than in the state of Qf _a. Therefore, the state of a predetermined driving rotational speed N _b and a predetermined fuel injection quantity Qf _b is clear that no fear of causing fatigue fracture and the like. In this embodiment, navigation velocity V _M output W _M driving speed for that can be generated (not shown) condition N _M and the fuel injection amount Qf to reach (Fig. 1) to amphibian is planing state It allows _M as normal mode, employing the driving rpm N _M predetermined driving rotational speed N _b, the fuel injection quantity Qf _M as a predetermined fuel injection quantity Qf _b.

In step S113, the drive speed N of the amphibious vehicle is equal to or higher than a predetermined drive speed N _b (in this embodiment, the drive speed N _M ), and the fuel injection amount Qf in the fuel injection amount adjusting device 114 is a predetermined fuel. If it is determined that the injection amount is Qf _b (in this embodiment, the fuel injection amount Qf _M ) or more (NO), in step S114, the upper limit setting of the fuel injection amount Qf in the fuel injection amount adjusting device 114 (Qf ≦ Continue Qf _a ).

In step S113, the drive speed N of the amphibious vehicle is equal to or higher than a predetermined drive speed N _b (in this embodiment, the drive speed N _M ), and the fuel injection amount Qf in the fuel injection amount adjusting device 114 is predetermined. Is determined to be equal to or greater than the fuel injection amount Qf _b (in this embodiment, the fuel injection amount Qf _M ) and an elapsed time t ₂ to be described later is integrated, the integration elapsed time in step S114 back to zero to reset the t _2.

On the other hand, in step S113, the drive speed N of the amphibious vehicle is less than a predetermined drive speed N _b (in this embodiment, the drive speed N _M ) (YES), or the fuel in the fuel injection amount adjusting device 114 If it is determined that the injection amount Qf is less than the predetermined fuel injection amount Qf _b (in this embodiment, the fuel injection amount Qf _M ) (YES), the elapsed time t ₂ is integrated in step S115 (t ₂ = T ₂ +1), the process proceeds to step S116.

In step S116, the drive speed N of the amphibious vehicle is less than a predetermined drive speed N _b (in this embodiment, the drive speed N _M ), or the fuel injection amount Qf in the fuel injection amount adjusting device 114 is a predetermined fuel. It is determined whether or not the accumulated elapsed time t ₂ in a state of being less than the injection amount Qf _b (in this embodiment, the fuel injection amount Qf _M ) exceeds a predetermined elapsed time t _b .

Here, the predetermined elapsed time t _b takes into account the efficiency of the amphibious vehicle in water navigation. In the present embodiment, there is a state where the drive rotation speed N is less than the drive rotation speed N _M that is the predetermined drive rotation speed N _b , or the fuel injection amount Qf is less than the fuel injection amount Qf _M that is the predetermined fuel injection amount Qf _b. The elapsed time t _{P2 at} which the amphibious vehicle's navigation may change from the sliding state to the non-sliding state when it is continuous is adopted as the predetermined elapsed time t _b .

In step S116, (in this embodiment, the elapsed time t _P2) the elapsed time t ₂ is the predetermined elapsed time t _b of the integration if it is determined does not exceed the (NO), the fuel injection amount adjustment in the step S114 The upper limit setting (Qf ≦ Qf _a ) of the fuel injection amount Qf in the device 114 is continued, and the process returns to step S110.

On the other hand, in step S116, when the elapsed time t ₂ of the integrated (in this example, the elapsed time t _P2) a predetermined elapsed time t _b is determined to exceed a (YES), the fuel injection at step S117 releasing the capping of the fuel injection amount Qf in the amount adjuster 114 (Qf ≦ Qf _a), the process proceeds to step S118.

  In step S118, it is determined whether or not the operation mode of the amphibious vehicle is the normal mode. If it is determined in step S118 that the operation mode of the amphibious vehicle is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, the normal mode is terminated in step S111. In step S102, an emergency mode that does not limit the output of the engine (not shown) is activated.

  On the other hand, when it is determined in step S118 that the operation mode of the amphibious vehicle is the normal mode (YES), the process returns to step S103 and the normal mode is continued.

In this embodiment, a predetermined driving rotational speed (limit) N _a and a predetermined fuel injection amount (upper limit) Qf _a respectively a driving rpm N _M and the fuel injection amount Qf _M, a predetermined driving rotational speed (lower limit) N _b and a predetermined fuel injection quantity (lower) Qf _b respectively driving rpm N _M and the fuel injection amount Qf _M cities, the present invention is not limited thereto, and may be the upper limit value and the lower limit value as the same value . For example, a predetermined driving rotational speed (limit) N _a and a predetermined driving rotational speed (lower limit) to N _b as a drive rotational speed N _M, a predetermined fuel injection amount (upper limit) Qf _a and a predetermined fuel injection quantity (minimum) Qf _b may be used as the fuel injection quantity Qf _M.

  First, the structure of an amphibious vehicle according to Embodiment 3 of the present invention will be described with reference to FIG.

  The amphibious vehicle of the present embodiment has the same configuration and speed characteristics as those of the first embodiment and the second embodiment except for the configuration of the control device, and therefore, duplicate description of the same configuration and speed characteristics is omitted.

  As shown in FIG. 8, the control device 210 in the amphibious vehicle of the present embodiment includes a control unit 211, a mode changeover switch 212, a metal temperature sensor 213, and a fuel injection amount adjustment device 214. The control unit 211 is operated in one of the normal mode and the emergency mode, and the operation mode is switched by operating the mode switch 212.

  The metal temperature sensor 213 measures the temperature of an unillustrated engine liner or head in an amphibious vehicle, and the fuel injection amount adjusting device 214 adjusts the amount of fuel injected into an unillustrated engine in an amphibious vehicle. To do. The control device 210 adjusts the fuel injection amount Qf by the fuel injection amount adjusting device 214 from the metal temperature T detected by the metal temperature sensor 213, and controls the output of the engine (not shown).

  Next, the operation in the normal mode in the amphibious vehicle according to the third embodiment of the present invention will be described based on FIG. 1 and FIG. Since the amphibious vehicle of this embodiment has the same speed characteristics as those of the first and second embodiments, the same speed characteristics will be described with reference to the same drawing (FIG. 1) and the same as the first and second embodiments. Reference numerals (reference numerals in FIG. 1) are used.

  In step S201, it is determined whether or not the operation mode of the amphibious vehicle is the normal mode. That is, the control unit 211 determines whether the operation mode of the amphibious vehicle selected by operating the mode changeover switch 212 is the normal mode or the emergency mode.

  If it is determined in step S201 that the operation mode of the amphibious vehicle is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, the output of the engine (not shown) is limited in step S202. Do not activate emergency mode.

  On the other hand, when it is determined in step S201 that the operation mode of the amphibious vehicle is the normal mode (YES), the normal mode for limiting the output of the engine (not shown) is activated in step S203, and the process proceeds to step S204. .

In step S204, the metal temperature T of the amphibious vehicle is monitored, and in step S205, it is determined whether or not the metal temperature T of the amphibious vehicle exceeds _a predetermined metal temperature Ta.

Here, the predetermined metal temperature T _a is obtained by considering the load on the engine (not shown) of the amphibious vehicle. In this embodiment, the metal temperature T _P2 at the time when the navigation speed V _P2 is reached at a medium output W ₂ (line B _{2 in} FIG. 1) at which the engine (not shown) does not cause fatigue failure or the like is determined as a predetermined metal temperature T to adopt as _a.

Of course, the invention is not limited thereto, it may be any metal temperature T _M or when reaching cruising speed V _M of amphibian is planing state. The predetermined metal temperature T _a by a metal temperature T _M above, since the upper limit of the fuel injection amount Qf to be described later after the amphibian becomes sliding state is set, taking advantage of the hydroplane navigation body It is possible to operate efficiently.

For example, when the amphibious vehicle 1 sails on the water, it changes from a non-sliding state to a sliding state, and the navigation speed V _Q1 (the navigation resistance R shown by the line A in FIG. The metal temperature T _Q1 when reaching the resistance R _a before reaching the change point Q ₁ ) or the amphibious vehicle 1 changes from a non-sliding state to a sliding state when sailing on the water. The metal temperature T _Q2 when the water navigation reaches a stable speed V _Q2 (the speed at any point Q ₂ between point M and point Q ₁ shown in line A in FIG. 1), or an amphibious vehicle The metal temperature T _Q3 when reaching a navigation speed V _Q3 (a navigation speed at an arbitrary point Q ₃ after the point Q ₁ shown in the line A in FIG. 1) that can allow a load applied to an engine (not shown) of a predetermined metal You may employ _| adopt as temperature Ta.

In step S205, if it is determined that the metal temperature T of the amphibious vehicle is equal to or lower than the predetermined metal temperature _Ta (in this embodiment, the metal temperature T _M ) (NO), the fuel injection amount adjustment is performed in step S206. The increase in the fuel injection amount Qf in the device 214 (increase in engine output) is permitted, and the process returns to step S204.

For example, the metal temperature T _{P1 at} the navigation speed V _P1 of the low output W ₁ indicated by the line B ₁ in FIG. 1 is equal to or lower than _a predetermined metal temperature _Ta (in this embodiment, the metal temperature T _M ). Therefore, the fuel injection amount Qf in the fuel injection amount adjusting device 214 is increased (the output of the engine (not shown) is increased), and the amphibious vehicle 1 is moved from the state of the high output W ₁ shown by the line B ₁ in FIG. The state is changed to the state of the high output W ₃ indicated by the line B ₃ .

  Of course, in step S206, only the increase in the fuel injection amount Qf (increase in engine output) in the fuel injection amount adjustment device 214 is permitted, so the fuel injection amount Qf in the fuel injection amount adjustment device 214 is not necessarily increased. There is no need to increase the engine output.

On the other hand, if it is determined in step S205 that the metal temperature T of the amphibious vehicle exceeds a predetermined metal temperature _Ta (in this embodiment, the metal temperature T _M ) (YES), the fuel is determined in step S207. set the upper limit of the fuel injection amount Qf in injection volume adjusting apparatus 214 (Qf ≦ Qf _a), the process proceeds to step S208.

For example, the metal temperature T _{P3 at} the navigation speed V _P3 of the high output W ₃ shown by the line B ₃ in FIG. 1 exceeds _a predetermined metal temperature _Ta (in this embodiment, the metal temperature T _M ). Therefore, an upper limit on the fuel injection amount Qf in a fuel injection quantity adjusting apparatus 214 (Qf ≦ Qf _a), amphibian 1, line 1 from the state of high output W ₃ shown in line B ₃ in FIG. 1 The state is changed to the intermediate output W ₂ shown in B ₂ .

  In step S208, it is determined whether or not the operation mode of the amphibious vehicle is the normal mode. If it is determined in step S208 that the operation mode of the amphibious vehicle is not the normal mode (NO), since the operation mode of the amphibious vehicle 1 is the emergency mode, the normal mode is terminated in step S209, In step S202, an emergency mode that does not limit the output of the engine (not shown) is activated.

On the other hand, if it is determined in step S208 that the operation mode of the amphibious vehicle is the normal mode (YES), the metal temperature T of the amphibious vehicle is monitored in step S210, and the metal of the amphibious vehicle in step S211. It is determined whether or not the temperature T exceeds _a predetermined metal temperature _Ta (in this embodiment, the metal temperature T _M ).

If it is determined in step S211 that the metal temperature T of the amphibious vehicle is equal to or lower than _a predetermined metal temperature _Ta (in this embodiment, the metal temperature T _M ) (NO), the fuel injection amount adjustment is performed in step S206. releasing the capping of the fuel injection amount Qf in the apparatus 214 (Qf ≦ Qf _a), the flow returns to step S204.

On the other hand, if it is determined in step S211 that the metal temperature T of the amphibious vehicle exceeds a predetermined metal temperature T _a (in this embodiment, the metal temperature T _M ) (YES), the water temperature in the amphibious vehicle is determined in step S212. It is determined whether the driving mode of the dual-purpose vehicle is the normal mode.

  If it is determined in step S212 that the operation mode of the amphibious vehicle is not the normal mode (NO), since the operation mode of the amphibious vehicle is the emergency mode, the normal mode is terminated in step S209, and the step In S202, an emergency mode that does not limit the output of the engine (not shown) is activated.

  On the other hand, if it is determined in step S212 that the operation mode of the amphibious vehicle is the normal mode (YES), the process returns to step S203 and the normal mode is continued.

Although in this embodiment the metal temperature T _M reaches the predetermined metal temperature T _a navigable speed V _M, it may be metal temperature T of the predetermined range. For example, when the range is from the low metal temperature T _Q2 reaching the navigation speed V _Q2 to the high metal temperature T _Q3 reaching the navigation speed V _Q3 , the predetermined navigation speed V _a in step S205 described above is used as the navigation speed V _Q3. replace the a predetermined upper limit value, a predetermined lower limit value is replaced with the navigation velocity V _Q2 predetermined cruising velocity V _a at step S211.

DESCRIPTION OF SYMBOLS 1 Amphibious vehicle 2 Flap surface 10 Control apparatus 11 Control part 12 Mode changeover switch 13 Speed sensor 14 Fuel injection amount adjustment apparatus 110 Control apparatus 111 Control part 112 Mode changeover switch 113 ECU (engine control unit)
114 Fuel injection amount adjusting device 210 Control device 211 Control unit 212 Mode changeover switch 213 Metal temperature sensor 214 Fuel injection amount adjusting device

Claims (4)

A water-sliding vehicle that can be navigated as a sliding state by increasing speed,
A control device capable of adjusting the output of the power source by detecting a load state of the power source that generates power necessary for navigation;
The control device sets an output limit of the power source when detecting that the power source is in a predetermined high load state in the sliding state, and detects that the power source is in a predetermined low load state. The output limitation of the power source is canceled . Further, even when the power source is in the high load state, the output limitation of the power source cannot be set or the output limitation of the power source is forcibly set. A water-sliding vehicle having a release portion that can be released . The control device includes a speed detection unit that detects a speed, and sets the high load state when the speed detected by the speed detection unit is greater than a predetermined upper limit, and the speed detected by the speed detection unit is predetermined. The water-sliding vehicle according to claim 1 , wherein the low-load state is set to a value smaller than a lower limit value. The control device includes a rotation speed detection unit that detects a drive rotation speed of the power source, and sets the high load state when the drive rotation speed detected by the rotation speed detection unit is larger than a predetermined upper limit value. The water-sliding vehicle according to claim 1 , wherein the low-load state is set when the drive rotational speed detected by the rotational speed detection unit is smaller than a predetermined lower limit value. The control device includes a temperature detection unit that detects the temperature of the power source, and sets the high load state when the temperature detected by the temperature detection unit is higher than a predetermined upper limit value, and is detected by the temperature detection unit. The water-sliding vehicle according to claim 1 , wherein the low load state is set when the measured temperature is lower than a predetermined lower limit value.

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