EP3892527A1 - Méthode et appareil pour contrôler le virage d'un hydroptère. - Google Patents

Méthode et appareil pour contrôler le virage d'un hydroptère. Download PDF

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Publication number
EP3892527A1
EP3892527A1 EP21163730.1A EP21163730A EP3892527A1 EP 3892527 A1 EP3892527 A1 EP 3892527A1 EP 21163730 A EP21163730 A EP 21163730A EP 3892527 A1 EP3892527 A1 EP 3892527A1
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EP
European Patent Office
Prior art keywords
hull
appendage
turn
hydrofoil
respect
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP21163730.1A
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German (de)
English (en)
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EP3892527B1 (fr
EP3892527C0 (fr
Inventor
Tiziano NERI
Eugenio NISINI
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Inesse Corp Ltd
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Inesse Corp Ltd
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Publication of EP3892527B1 publication Critical patent/EP3892527B1/fr
Publication of EP3892527C0 publication Critical patent/EP3892527C0/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B63B1/30—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils retracting or folding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B63B1/24—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type
    • B63B1/28—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils
    • B63B2001/281—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces of hydrofoil type with movable hydrofoils movable about an axis substantially parallel to the flow direction

Definitions

  • the present invention regards a method for controlling the turning of a hydrofoil, a hydrofoil and an apparatus for controlling the turning of said hydrofoil, according to the preamble of the respective independent claims.
  • the method, the hydrofoil and the control apparatus of the present invention are intended to be advantageously employed in the nautical field for automatically controlling the turning of the hydrofoil itself.
  • the method, object of the present invention allows the automatic control of the course and it is advantageously employable for detecting turn requests executed by a pilot of the hydrofoil and for automatically driving a corresponding movement of the appendages of the hydrofoil itself so as to execute the requested turning.
  • the invention is therefore inserted in the industrial field of the nautical industry, both in the context of production of hydrofoils and accessories thereof and in the context of the use of such hydrofoils.
  • Known on the market are new boats, also termed “hydrofoils”, which are provided with appendages mounted on the hull of the boat and projecting below with respect to such hull for the purpose of being at least partially immersed in water.
  • such appendages are capable of interacting with a water flow in which they advance, converting the pressure resulting from the relative speed between that of advancement of the hydrofoil and that of the water flow into a lift force directed upward.
  • the greater the advancing speed of the hydrofoil on which such appendages are mounted the greater the resulting lift force applied to the appendages, which lifts the hull from the free surface of the water.
  • the generated lift force exceeds the weight force of the hydrofoil and the hull of the latter if lifted from the free surface of the water up to completely emerging and obtaining a navigation condition termed "foilborne".
  • foilborne navigation allows numerous advantages.
  • only the appendages are immersed in water and the hydrofoil navigates with a smaller surface area with respect to a "conventional" navigation, in which also the hull is at least partially immersed in water.
  • the aforesaid smaller immersed surface area involves a lower hydrodynamic resistance of the water on the hydrofoil and allows the hydrofoil to reach higher navigation speeds, given the same installed motor power.
  • hydrofoil of known type is described in the document US 3886884 .
  • the hydrofoil described herein is provided, in a per se conventional manner, with a hull intended to advance on the water in a first navigation condition of conventional type, i.e. with at least one portion of such hull immersed in water.
  • the aforesaid hydrofoil of known type also comprises two appendages, intended to be immersed in water in order to allow the hydrofoil to navigate also in a second condition, i.e. in foilborne condition.
  • the hydrofoil of known type is provided with a bow appendage and with a stern appendage, which are mounted on the hull so as to project below the hull itself in order to be immersed in water and they are spaced from each other along a main extension direction of the hull itself.
  • the bow appendage is rigidly mounted on the rudder blade of the hydrofoil and it is intended to always be immersed.
  • the stern appendage is rotatably mounted on the hull in proximity to its stern and is susceptible of being moved with respect to the hull itself. More in detail, the stern appendage is extended transversely to the hull, from port to starboard, and is movable around a rotation axis orthogonal to the main extension axis of the hull itself and substantially horizontal.
  • the aforesaid stern appendage is movable between a lifted position, in which the appendage is substantially side-by-side the hull and the hydrofoil is susceptible of navigating in a conventional manner, and a lowered position, in which the appendage projects below with respect to the hull and the hydrofoil is susceptible of navigating, once the speed threshold value has been exceeded, in foilborne condition.
  • the stern appendage of the hydrofoil of known type is horizontal, side-by-side the hull and it completely emerges from the water so as to not interact with the water flow lines and not generate lift.
  • the hull remains at least partially immersed, allowing the aforesaid navigation of conventional type.
  • the stern appendage is vertical, projects below the bottom wall of the hull and is completely immersed in water so as to interact with the water flow lines and generate lift.
  • each bow and stern appendage has substantially flat shape, and is placed horizontal when the appendage is immersed in water.
  • the aforesaid terminations comprise plates mounted on the appendages at a rear edge thereof, i.e. directed towards the stem, during use in opposite direction with respect to the advancement direction.
  • the aforesaid terminations are hinged to the corresponding appendage and are susceptible of being moved in order to vary an incidence profile (i.e. the substantially horizontal profile of the appendage which interacts with the water flow in order to convert the pressure of the water into the aforesaid lift force) of the appendage itself with the water flow lines.
  • the variation of the incidence profile involves a different interaction of the appendage with the water flow lines and then involves a different lift force developed by the appendage itself.
  • the hydrofoil described in US 3886884 is also provided with an electronic control apparatus programmed for automatically modifying the position of the aforesaid terminations of each appendage, in a manner such to control the stability of the hydrofoil itself.
  • control apparatus of known type is provided with a plurality of sensors adapted to detect the distance of the hull from the free surface of the water, the accelerations and the tilts of the hull with respect to the three axes of rolling, pitch and yaw.
  • control apparatus is programmed for calculating the position in which the terminations of each appendage are to be placed so as to vary the lift generated by each appendage itself and thus maintain the hydrofoil substantially horizontal during navigation.
  • a first drawback lies in the fact that, in foilborne conditions, such hydrofoil of known type is unable to execute sudden turns, e.g. in case of danger.
  • the appendages of the hydrofoil of known type are fixed with respect to the hull and, in order to vary the lift that they generate, it is possible to move only their respective terminations. Given the reduced size of such terminations with respect to the entire appendage and with respect to the hull, it is clear that a movement of the single terminations does not involve sufficient lift variations to allow sudden turns. Consequently, the turns executed by only moving such terminations result quite slow.
  • a further drawback of the control method employed in such hydrofoil is tied to the fact that the movement of the terminations is only calculated as a function of the orientation of the hydrofoil and of its distance with respect to the free surface of the water. Therefore, such method for controlling the turning of known type is unable to also evaluate further factors which affect the turning of the hydrofoil itself.
  • control method of known type employed in such hydrofoil provides for varying the position of the terminations always in the same manner, regardless of any other factor, whether inside or outside the hydrofoil, resulting in poor reliability of the control method itself and hence greater accident risk.
  • the movement of the terminations independently with respect to the conditions outside the hydrofoil can lead to amplifying natural jolts to which the hydrofoil is subjected, for example caused by waves which the hydrofoil can intercept during its navigation. It is clear that such amplification of the jolts involves an unpleasant ride for the people on board the hydrofoil, subjected to shakes and jolts.
  • hydrofoil of known type requires the constant intervention of a pilot, who is capable of evaluating the different conditions inside and outside the hydrofoil and who is capable of intervening during navigation in order to regulate the position of the terminations, as well as for driving an exit from the foilborne condition in case of emergency.
  • the problem underlying the present invention is therefore that of overcoming the drawbacks manifested by the hydrofoils of known type, by providing a method for controlling the turning of a hydrofoil, a hydrofoil and an apparatus for controlling the turning of said hydrofoil which allow executing turns of the hydrofoil itself in an automatic and reliable manner.
  • a further object of the present invention is to provide a method for controlling the turning of a hydrofoil, a hydrofoil and an apparatus for controlling the turning of said hydrofoil which allow executing sudden turns.
  • a further object of the present invention is to provide a method for controlling the turning of a hydrofoil, a hydrofoil and an apparatus for controlling the turning of said hydrofoil which allow limiting the jolts to which the hydrofoil is subjected during navigation thereof.
  • a further object of the present invention is to provide a method for controlling the turning of a hydrofoil, a hydrofoil and an apparatus for controlling the turning of said hydrofoil which allow even less expert pilots to drive such hydrofoils.
  • a further object of the present invention is to provide a method for controlling the turning of a hydrofoil which allows executing turns in a safer manner, even at considerable speeds of the hydrofoil.
  • the hydrofoils of known type provided with the aforesaid appendages and terminations, must limit the advancing speed so as to ensure a limiting turning space.
  • a further object of the present invention is to provide a hydrofoil and an apparatus for controlling the turning of said hydrofoil which is entirely efficient and reliable in operation.
  • reference number 1 overall indicates a hydrofoil, according to the present invention.
  • the hydrofoil 1, during use, is advantageously intended to advance on a body of water along a navigation course, which is intended to be controlled by means of a method for controlling the turning according to the present invention.
  • the hydrofoil 1 comprises a hull 2 provided with at least one main extension axis X, which preferably coincides with an advancement direction of the hydrofoil 1 itself along the navigation course.
  • the hydrofoil 1 also comprises at least one helm 3, mechanically mounted on the hull 2 and movable into a plurality of positions, each defining a corresponding turn angle ⁇ with respect to the main extension axis X.
  • helm it must be intended hereinbelow a turn request member, preferably mounted at a driving zone of the hydrofoil 1, e.g. a driving cabin of the hydrofoil 1, and manipulatable by a pilot so as to drive a turning of the hydrofoil 1 with respect to the advancement direction.
  • the hydrofoil 1 also comprises at least two appendages 4, rotatably mounted on the hull 2 and projecting below with respect to the hull 2 itself.
  • appendages 4 are intended, during use, to be at least partially immersed in water for generating a lift force and lifting the hull 2 from the free surface of the water, allowing the hydrofoil 1 to navigate in foilborne condition.
  • the hydrofoil 1 also comprises first actuator means 5 mechanically connected to the appendages 4 in order to move them with respect to the hull 2 as will be better described hereinbelow.
  • the present control method provides for a first detection step, in which at least one turn sensor 6 operatively connected to the helm 3 detects each turn angle ⁇ and generates corresponding turn signals SV.
  • the present control method also comprises a second detection step, in which at least one accelerometer 7 mechanically mounted on the hull 2 detects variations of linear acceleration of the hull 2 itself along three detection axes that are orthogonal to each other and generates corresponding acceleration signals SA.
  • the aforesaid three detection axes coincide with the axes of rolling R, pitch B and yaw I of the hydrofoil 1, illustrated in the enclosed figure 1 .
  • the present control method also comprises a third detection step, in which at least one gyroscope 8 mechanically mounted on the hull 2 detects variations of angular speed of the hull 2 itself along the aforesaid three detection axes and generates corresponding angular speed signals SVA.
  • the present control method comprises a fourth detection step, in which at least one tilt sensor 9 mechanically mounted on the hull 2 detects the tilt of the hull 2 itself with respect to the aforesaid three detection axes and generates corresponding tilt signals SI.
  • the present control method also comprises a fifth detection step, in which at least one linear speed sensor 10 mechanically mounted on the hull 2 detects the advancing speed of the hull 2 itself at least along the main extension axis X and generates at least one corresponding linear speed signal SVL.
  • the present control method then provides for a first calculation step, in which an electronic control unit 11 receives the turn signal SV from the turn sensor 6 and calculates a corresponding ideal turn position PVI for each appendage 4.
  • the present control method provides for a second calculation step, in which the electronic control unit 11 receives each acceleration signal SA, each angular speed signal SVA, each tilt signal SI and the linear speed signal SVL and calculates a corresponding first corrective factor FC1 for each appendage 4.
  • the present control method also provides for a processing step, in which the electronic control unit 11 corrects the ideal turn position PVI by applying the first corrective factor FC1 and obtains a corresponding corrected turn position PVC for each appendage 4.
  • the present control method also provides for a driving step, in which the electronic control unit 11 generates a first driving signal SC1 for driving the first actuator means 5 to move each appendage 4 around a corresponding first rotation axis Y orthogonal to the main extension axis X.
  • the present control method comprises a moving step in which the first actuator means 5 move each appendage 4 in order to reach the corresponding corrected turn position PVC independently with respect to the other appendages 4.
  • the aforesaid first, second, third, fourth and fifth detection steps are executed substantially simultaneously with each other, in particular at a detection frequency comprised between 200Hz and 6000Hz.
  • the detection frequency increases with the increase of the progression speed of the hydrofoil 1.
  • the detection frequency is comprised between about 800Hz and 1200Hz and preferably about 1000Hz with the aforesaid progression speed of about 60 knots. Otherwise, the detection frequency is preferably comprised between 3500Hz and 4500Hz and in particular of about 4000Hz with the aforesaid progression speed of about 120 knots.
  • the above-described signals and in particular the turn signal SV, the acceleration signal SA, the angular speed signal SVA, the tilt signal SI, the angular speed signal SVL and the first driving signal SC1 are signals of electric type, susceptible of being processed both in reception and in emission by the electronic control unit 11.
  • the first corrective factor FC1 calculated in the second calculation step is reversely proportional to the accelerations and to the speeds of the hull 2 detected by the accelerometer 7, by the gyroscope 8 and by the linear speed sensor 10.
  • greater speeds and accelerations of the hull 2 correspond with lesser movements of the appendages 4, so as to prevent sudden turns at considerable navigation speed, which can lead to the loss of the control of the hydrofoil 1.
  • the hull 2 of the hydrofoil 1 intended to be controlled with the present method is divided by a median plane M, comprising the main extension axis X, into a port half-hull 2' and a starboard half-hull 2".
  • the aforesaid at least two appendages 4 of the hydrofoil 1 comprise at least one port appendage 4' mounted on the port half-hull 2' and at least one starboard appendage 4" mounted on the starboard half-hull 2". Still more preferably, the appendages 4 comprise two port appendages 4' and two starboard appendages 4", placed aligned along the respective port and starboard half-hulls 2', 2".
  • the turn sensor 6 detects the turn angle ⁇ oriented with respect to the median plane M (and which lies on a plane substantially transverse to the median plane M itself).
  • the turn signal SV indicates not only the requested turn angle ⁇ , but also the direction towards which the aforesaid turn is requested, i.e. towards port or starboard.
  • the electronic control unit 11 associates a positive parameter with one of the aforesaid appendages 4 between the port appendage 4' and the starboard appendage 4" directed in the same direction as the turn angle ⁇ and associates a negative parameter with the other of the aforesaid port and starboard appendages 4', 4" directed in the same direction opposite the turn angle ⁇ in order to calculate separate ideal turn positions PVI for the port and starboard appendages 4', 4".
  • the control unit 11 corrects the positive parameter and the negative parameter by applying the first corrective factor FC1 thereto.
  • the control unit 11 associates each appendage 4 with a corresponding ideal turn position PVI identifying not only the turn angle requested by the helm 3 but also the exact spatial position of each appendage 4, which can vary with respect to standard design conditions due to movements of the hull 2 which can be verified during navigation and which are included in the first corrective factor FC1.
  • each said appendage 4 comprises at least one first foil 41 that is substantially sheet-like and mainly extended along a first lying plane.
  • the first foil 41 is shaped in a manner such to allow generating the aforesaid lift, for example shaped with a NACA profile.
  • the first actuator means 5 are adapted to move each appendage 4 around the first rotation axis Y, in a plurality of increasing lift positions between a minimum lift position and a maximum lift position.
  • the first foil 41 is placed with its first lying plane substantially parallel to the main extension axis X of the hull 2, and during use it is substantially parallel to the water flow lines in which the first foil 41 is immersed, so as to develop the least possible lift force.
  • the first foil 41 of the corresponding appendage 4 is placed with the first lying plane tilted by a maximum tilt angle with respect to the main extension axis X of the hull 2, and during use it is tilted with respect to the water flow lines in which the first foil 41 is immersed, by an angle such to develop the greatest possible lift force.
  • the maximum tilt angle is comprised preferably between 2° and 20°.
  • the value of the maximum tilt angle depends on the particular profile of the first foil 41, in particular it depends on the type of NACA profile used, it depends on the dimensions of the first foil 41.
  • the value of the maximum tilt angle advantageously depends on the maximum progression speed of the hydrofoil 1.
  • each position of the appendages 4, comprised between the aforesaid positions of minimum lift and maximum lift corresponds to a different tilt angle of the first lying plane with respect to the main extension axis X comprised between 0 degrees (corresponding to the minimum lift position) and the value of the maximum tilt angle, and in particular, increasing tilt angles correspond to increasing lift forces.
  • the electronic control unit 11 drives the actuator means 5 to move the appendage 4 with which the positive parameter is associated to rotate into a smaller lift position with respect to the other appendage 4 with which the negative parameter is associated.
  • the appendages 4 mounted on the half-hull 2', 2" directed in the same direction as the turn angle ⁇ are advantageously moved into a position such to generate a lower lift force with respect to the appendages mounted on the half-hull 2', 2" directed in a direction opposite the turn angle ⁇ .
  • the present control method provides for more greatly submerging the half-hull 2', 2" directed in the same direction as the turn angle ⁇ , thus involving a corresponding turning of the hydrofoil 1.
  • the method according to the invention provides for modifying, on the basis of the aforesaid tilt angle value, the power of propulsor means (described in detail hereinbelow) so as to maintain the advancing speed of the hydrofoil within a predetermined speed limit value.
  • the propulsor means comprise two propellers, each rotatably mounted below the hull 2.
  • a first propeller is mounted on the port half-hull and a second propeller is mounted on the starboard half-hull.
  • the method according to the invention advantageously provides for modifying, based on the value of the aforesaid tilt angle, the power of the first and of the second propeller of the propulsor means in an independent manner.
  • the method provides for slowing the rotation of the propeller mounted on the half-hull directed in the same direction as the turn angle ⁇ and accelerating the rotation of the propeller mounted on the half-hull directed in the opposite direction with respect to the turn angle ⁇ .
  • the present control method provides that the difference between the tilt of the first lying plane of the first foil 41 of the port appendage 4' with respect to the main extension axis X and the tilt of the first lying plane of the first foil 41 of the starboard appendage 4" with respect to the aforesaid main extension axis X is proportional to the turn angle ⁇ , and still more preferably it is directly proportional to the turn angle ⁇ .
  • the aforesaid tilt difference between the port appendage 4' and the starboard appendage 4" is corrected on the basis of the first corrective factor FC1. In this manner it is therefore advantageously possible to correct the lift variation generated by the appendages 4 on the basis of the navigation conditions of the hydrofoil 1, detected by the accelerometer 7, by the gyroscope 8, by the tilt sensor 9 and by the linear speed sensor 10.
  • the present control method provides that, during the moving step, each appendage 4 is continuously moved up to reaching the corrected turn position PVC.
  • the aforesaid detection, calculation, processing and driving steps are preferably executed at a frequency comprised between 200 Hz and 2 kHz and more preferably of about 1 kHz.
  • each appendage 4 comprises a second foil 42, that is substantially sheet-like and extended starting from the first foil 41 along a second lying plane that is tilted with respect to the first lying plane of the first foil 41.
  • first and the second foil 41, 42 of each appendage 4 are placed mechanically constrained to each other to form a substantially "C" profile and they are joined together by an elbow 43, placed to join together the first and the second foil 41, 42, acting as a connector between the first and the second lying plane.
  • each appendage 4 comprises at least one support leg 14 placed as a mechanical connection between the elbow 43 and the hull 2. More in detail, each support leg 14 is extended between a first end, fixed to the elbow 43, and a second end, rotatably mounted on the hull 2.
  • the present control method advantageously provides that, in order to move each appendage 4 towards a direction with greater lift, the first actuator means 5 move the corresponding support leg 14 to rotate the first end thereof towards the bow of the hydrofoil 1. Similarly, in order to move each appendage 4 towards a direction with smaller lift, the first actuator means 5 move the corresponding support leg 14 to rotate the first thereof end towards the stern of the hydrofoil 1.
  • the hydrofoil 1 comprises propulsor means adapted to move a water flow along a thrust direction, such propulsor means are per se of known type and therefore they are not illustrated in detail and will not be described in detail hereinbelow.
  • the hydrofoil 1 comprises at least one deflector member 15, known in the technical jargon of the field also with the term “rudder blade”, which is rotatably mounted on the hull 2, below the latter and placed along the thrust direction to intercept the water flow moved by the propulsor means, in proximity to the latter.
  • deflector member 15 known in the technical jargon of the field also with the term “rudder blade”, which is rotatably mounted on the hull 2, below the latter and placed along the thrust direction to intercept the water flow moved by the propulsor means, in proximity to the latter.
  • the deflector member 15 is mounted on the hull 2 interposed between the stern of the hull 2 and the aforesaid propulsor means.
  • the deflector member 15 can be provided mounted on the hull 2 in distal position with respect to the propulsor means, without exiting from the protective scope of the present patent.
  • the hydrofoil 1 comprises second actuator means 17 operatively connected to the helm 3 and to the deflector member 15 in order to move it into a plurality of positions corresponding to the requested turn angles ⁇ .
  • the present control method provides that in the aforesaid first calculation step, the electronic control unit 11 calculates an ideal deflection position PDI in which the deflector member 15 has to be moved in order to obtain the turn angle ⁇ .
  • the electronic control unit 11 then calculates a second corrective factor FC2 for the deflector member 15.
  • the electronic control unit 11 corrects the ideal deflection position PDI by applying the second corrective factor FC2 and obtains a corresponding corrected deflection position PDC for the deflector member 15.
  • the present method provides that in the driving step, the electronic control unit 11 generates a second driving signal SC2 for driving the second actuator means 17 to move the deflector member 15 into the corrected deflection position PDC.
  • the second actuator means 17 move the deflector member 15 in order to reach the corrected deflection position PDC.
  • the present method also provides for a step for controlling the position of the deflector member, in which a further position sensor (not illustrated in the enclosed figures), which is operatively connected with the deflector member 15, detects the position of the latter and sends a corresponding position signal to the electronic control unit 11, which controls that the deflector member 15 actually reaches the corrected deflection position PDC calculated.
  • a further position sensor (not illustrated in the enclosed figures), which is operatively connected with the deflector member 15, detects the position of the latter and sends a corresponding position signal to the electronic control unit 11, which controls that the deflector member 15 actually reaches the corrected deflection position PDC calculated.
  • the first actuator means 5 are adapted to move each appendage 4 at least in partial rotation also around a second rotation axis Z, substantially parallel to the main extension axis X of the hull 2, and in particular perpendicular to the first rotation axis Y.
  • such rotation around the second rotation axis Z occurs between a lowered position, in which the corresponding appendage 4 projects below with respect to the hull 2 (illustrated in the enclosed figure 2 ), and a lifted position, in which the appendage 4 is placed side-by-side the hull 2 (illustrated in the enclosed figure 1 ).
  • the aforesaid lowered position corresponds with a navigation of the hydrofoil 1 in foilborne condition and the aforesaid lifted position corresponds with a navigation of the hydrofoil 1 not in foilborne condition.
  • the above-described method for controlling the turning is executed with the appendages 4 placed in the lowered position, i.e. with the hydrofoil 1 which navigates in foilborne condition.
  • the appendages 4 generate a lift force such to lift the hull 2 and such to allow varying the course of the hydrofoil 1 by varying the lift force that each of these generates.
  • the present control method then provides for a sixth detection step, in which a position sensor 18, operatively connected to each appendage 4, detects the position of the corresponding appendage 4 with respect to the second rotation axis Z and generates corresponding appendage position signals SPA.
  • the position sensor 18 comprises a position encoder mechanically associated with the first actuator means 5, for example associated with a piston slidably inserted in a cylinder and configured for reading the relative travel thereof during the movement of the appendages 4.
  • the first actuator means 5 of each appendage comprise two different encoders of the aforesaid position sensor 18. Such two encoders are configured for detecting a tilt angle of the corresponding appendage 4 and the relative distance between the first foil 41 and the hull 2 of the hydrofoil 1.
  • the electronic control unit 11 receives the aforesaid appendage position signal SPA and calculates the aforesaid first corrective factor FC1 also as a function of such appendage position signal SPA.
  • the ideal turn position PVI is corrected not only as a function of the signals detected by the accelerometer 7, by the gyroscope 8, by the tilt sensor 9 and by the linear speed sensor 10, but also of the actual position of the appendage 4 with respect to the hull 2 and hence of the portion of the first and second foils 41, 42 immersed in water and capable of developing lift force.
  • hydrofoil 1 As indicated above, also forming the object of the present invention is a hydrofoil 1, the course of which is advantageously drivable by means of a method for controlling the turning of the above-described type, regarding which the same nomenclature will be maintained together with the same alphanumeric references for the sake of description simplicity.
  • the hydrofoil 1 comprises at least one hull 2 provided with at least one main extension axis X.
  • a hydrofoil 1 provided with only one hull 2; nevertheless, an alternative embodiment of the hydrofoil 1 must also be intended as possible, provided with two or more hulls 2, without exiting from the protective scope of the present patent.
  • the present hydrofoil 1 comprises at least one helm 3, mechanically mounted on the hull 2 and movable into a plurality of positions, each defining a corresponding turn angle ⁇ .
  • the hydrofoil 1 comprises at least two appendages 4, rotatably mounted on the hull 2 and projecting below with respect to the hull 2 itself.
  • the hydrofoil 1 comprises preferably at least one port appendage 4' (and more preferably two port appendages 4') and at least one starboard appendage 4" (and more preferably two port appendages 4'), which are respectively mounted on a port half-hull 2' and on a starboard half-hull 2", identified by a median plane M of the hull 2, as is illustrated in the enclosed figure 1 .
  • the hydrofoil 1 also comprises first actuator means 5 mechanically connected to the appendages 4 in order to move them with respect to said hull 2, as is better described hereinbelow.
  • the hydrofoil 1 comprises a control apparatus comprising a plurality of sensors operatively connected to the hydrofoil 1 and adapted to detect a plurality of measurements, as is better described hereinbelow.
  • the aforesaid control apparatus comprises at least one turn sensor 6 operatively connected to the helm 3 and configured for detecting each turn angle ⁇ and for generating corresponding turn signals SV.
  • the turn sensor is preferably a transducer and still more preferably an encoder, mounted on a hub of the helm 3 in order to detect the rotation angle of the helm 3 itself, corresponding to the requested turn angle ⁇ .
  • the control apparatus comprises at least one accelerometer 7 mechanically mounted on the hull 2, preferably along its main extension axis X, and still more preferably in proximity to the bottom of the hull 2 itself, as is illustrated in the enclosed figures 3A, 3B .
  • the aforesaid accelerometer 7 is also configured to detect variations of linear acceleration of the hull 2 along three detection axes that are orthogonal to each other and for generating corresponding acceleration signals SA.
  • the aforesaid three detection axes coincide with the axes of rolling R, pitch B and yaw I of the hull 2.
  • control apparatus can advantageously comprise a single accelerometer 7 configured for detecting the aforesaid three variations of linear acceleration, or it can comprise three accelerometers 7, placed orthogonal to each other and each configured for detecting the variation of linear acceleration along a separate detection axis.
  • control apparatus comprises at least one gyroscope 8 mechanically mounted on the hull 2, preferably along its main extension axis X, and still more preferably in proximity to the bottom of the hull 2 itself, as is illustrated in the enclosed figures 3A, 3B .
  • the aforesaid gyroscope 8 is configured for detecting variations of angular speed of said hull 2 along the aforesaid three detection axes and for generating corresponding angular speed signals SVA.
  • control apparatus can advantageously comprise only one gyroscope 8 configured for detecting the aforesaid three variations of angular speed, or it can comprise three gyroscopes 8, placed orthogonal to each other and each configured for detecting the variation of angular speed along a separate detection axis.
  • the apparatus for controlling the present hydrofoil 1 also comprises at least one electronic control unit 11, mounted on the hull 2 and placed in data communication with the turn sensor 6, with the accelerometer 7, with the gyroscope 8 and with the first actuator means 5.
  • the electronic control unit 11 is configured for receiving input signals from the turning sensor 6, from the accelerometer 7 and from the gyroscope 8 and for calculating corresponding output signal to send to the first actuator means 5 in order to move the appendages 4, as is better described hereinbelow.
  • the first actuator means 5 are adapted to move each appendage 4 at least in partial rotation around a corresponding first rotation axis Y, orthogonal to the main extension axis X.
  • the first actuator means 5 are adapted to move each appendage 4 independently with respect to the other appendages 4.
  • the aforesaid first actuator means 5 preferably comprise at least one actuator for each appendage 4 so as to move each appendage 4 independently from the remaining appendages 4.
  • Such actuators can for example be linear actuators and preferably hydraulic pistons.
  • the control apparatus also comprises at least one tilt sensor 9 mechanically mounted on the hull 2 and configured for detecting the tilt of the hull 2 with respect to the three detection axes and for generating corresponding tilt signals SI.
  • the aforesaid tilt sensor 9 is a sensor of magnetic type, configured for detecting the tilt of the hull 2 as a function of its tilt with respect to the terrestrial magnetic axis.
  • the tilt sensor 9 is mounted on the hull 2 along its main extension axis X, and still more preferably in proximity to the bottom of the hull 2 itself, as is illustrated in the enclosed figures 3A and 3B .
  • the accelerometer 7, the gyroscope 8 and the tilt sensor 9 are housed within a single space and are all placed substantially in the same position, so as to detect the measurements of variation of linear acceleration, of variation of angular speed and of tilt with respect to the same system of Cartesian axes, corresponding to the aforesaid three detection axes.
  • the containment space of the accelerometer 7, of the gyroscope 8 and of the tilt sensor 9 is placed along the main extension axis X of the hull and spaced with respect to the geometric center G of the hull 2 itself (see for example the enclosed figures 3A, 3B ), so as to detect amplified measurements of the variations of linear speed, of the variations of linear acceleration and of the tilts of the hull 2.
  • the containment space of the accelerometer 7, of the gyroscope 8 and of the tilt sensor 9 is placed at the geometric center G of the hull 2 itself.
  • the aforesaid accelerometer 7, gyroscope 8 and tilt sensor 9 can be enclosed in a single inertial platform, configured for detecting the aforesaid variations of linear speed, variations of linear acceleration and tilts of the hull 2, each with respect to the three detection axes.
  • the control apparatus comprises at least one linear speed sensor 10 mechanically mounted on the hull 2 and configured for detecting the advancing speed of the hull 2 itself at least along the main extension axis X and for generating at least one corresponding linear speed signal SVL.
  • the aforesaid linear speed sensor 10 is preferably a sensor of magnetic-hydrodynamic type, which is mounted on a portion of said hull 2 intended during use to always be placed below the free surface of the water, for example at the support of the propeller of the hydrofoil 1, as is illustrated in the enclosed figures 4A and 4B .
  • the linear speed sensor 10 can be any one other sensor, such as a blade sensor, which has the advantage of being less expensive than the above-described magnetic-hydrodynamic sensor, but it has the disadvantage of being less accurate at high advancing speeds of the hull 2.
  • control apparatus comprises two linear speed sensors 10, of which a first sensor 10' is of magnetic-hydrodynamic type and is mounted on the support of the propeller as is indicated above, and a second sensor 10" is of blade type and is mounted on the hull 2 (as is illustrated in the enclosed figures 4A and 4B ).
  • the second sensor 10" is redundant with respect to the first sensor 10' while the hydrofoil 1 navigates in non-foilborne condition and stops measuring the angular speed of the hull when the hydrofoil 1 passes into foilborne condition.
  • the aforesaid two linear speed sensors 10 allow having a correction of the measurements detected by each of these in non-foilborne navigation condition and also allow detecting the instant of separation of the hull 2 from the water, corresponding to the instant at which the second sensor 10" no longer detects a linear advancing speed.
  • the aforesaid electronic control unit 11 is also provided with a plurality of modules, a diagram of which being illustrated in the enclosed figure 5 .
  • the electronic control unit 11 is provided with a first calculation modulus 111 programmed for receiving the turn signal SV from the turn sensor 6 and for calculating a corresponding ideal turn position PVI for each appendage 4.
  • the electronic control unit 11 is provided with a second calculation modulus 112 programmed for receiving each acceleration signal SA from the accelerometer 7, each angular speed signal SVA from the gyroscope 8, each tilt signal SI from the tilt sensor 9 and the linear speed signal SVL from the linear speed sensor 10.
  • the second calculation modulus 112 is programmed for calculating a corresponding first corrective factor FC1 for each appendage 4.
  • the electronic control unit 11 is also provided with a processing module 113, in data connection with the aforesaid first and second calculation modulus 111, 112 and configured for correcting the ideal turn position PVI by means of the application of the first corrective factor FC1, obtaining a corresponding corrected turn position PVC for each appendage 4.
  • the electronic control unit 11 is provided with a driving module 114 configured for receiving each corrected turn position PVC and for generating a corresponding first driving signal SC1 for driving the first actuator means 5 to move each appendage 4 around the corresponding first rotation axis Y in order to reach the corresponding corrected turn position PVC.
  • the first calculation modulus 111 is programmed for associating a positive parameter with the port and starboard appendages 4', 4" directed in a same direction as the turn angle ⁇ and for associating a negative parameter with the port and starboard appendages 4', 4" directed in opposite direction with respect to the turn angle ⁇ .
  • processing module 113 is programmed for correcting the positive and negative parameters associated with each appendage 4 with the first corrective factor FC1.
  • each appendage 4 is provided with a first foil 41 that is substantially sheet-like and extended along a first lying plane.
  • each appendage 4 is also provided with a second foil 42 that is substantially sheet-like and extended in succession after the first foil 41 along a second lying plane angled with respect to the first lying plane of the first foil 41.
  • the first and the second foil 41, 42 are connected together by means of an elbow 43.
  • both the first and second foils 41, 42 are susceptible of generating a lift force in order to allow the navigation in foilborne mode, since both the first and second foils 41, 42 are configured for being hit by the water.
  • at least the first foil 41 is susceptible of coming into contact with the water in a position such to generate lift and at least partially lifting the corresponding appendage 4 with respect to the free surface of the water.
  • each appendage 4 is movable, by means of the first actuator means 5, between a plurality of variable lift positions, and in particular between a minimum lift position and a maximum lift position.
  • the first lying plane of the first foil 41 is substantially parallel to the main extension axis X of the hull 2, and in the maximum lift position the first lying plane is tilted by a maximum tilt angle with respect to the main extension axis X itself.
  • the first calculation modulus 111 is programmed for calculating, for each appendage 4 with which the positive parameter is associated, an ideal turn position PVI corresponding to a lift position smaller than the ideal turn position PVI calculated for each appendage 4 with which the negative parameter is associated.
  • the hydrofoil 1 comprises propulsor means adapted to move a water flow along a thrust direction and at least one deflector member 15, rotatably mounted on the hull 2, below the latter and placed along the thrust direction to intercept the water flow in proximity to said propulsor means.
  • the hydrofoil 1 comprises second actuator means 17 operatively connected to the helm 3 and to the deflector member 15 in order to move it into a plurality of positions corresponding to the requested turn angles ⁇ of the helm 3.
  • the first calculation modulus 111 of the electronic control unit 11 is programmed for calculating an ideal deflection position PDI in which the deflector member 15 has to be moved so as to obtain the turn angle ⁇ .
  • the second calculation modulus 112 is programmed for calculating a second corrective factor FC2 based on the signals of acceleration SA, angular speed SVA, tilt SI and linear speed SVL received.
  • processing module 113 is programmed for correcting the ideal deflection position PDI by means of the second corrective factor FC2 and for calculating a corrected deflection position PDC for the deflector member 15.
  • the driving module 114 is configured for generating a second driving signal SC2 for driving the second actuator means 17 to move the deflector member 15 into the corrected deflection position PDC.
  • the first actuator means 5 are adapted to move each appendage 4 at least in partial rotation around a second rotation axis Z, substantially parallel to the main extension axis X between a lowered position, in which the appendage 4 projects below with respect to the hull 2 (illustrated in figure 2 ), and a lifted position (illustrated in figure 1 ), in which the appendage 4 is placed side-by-side the hull 2.
  • control apparatus comprises at least one position sensor 18, preferably a transducer and still more preferably an encoder, operatively connected to each appendage 4 and configured for detecting the position of the latter with respect to the second rotation axis Z.
  • each position sensor 18 is configured for generating corresponding appendage position signals SPA and for sending such signals to the second calculation modulus 112 of the electronic control unit 11, which is advantageously programmed for calculating the first corrective factor FC1 also as a function of such appendage position signal SPA.
  • the aforesaid position sensor 18 allows the electronic control unit 11 to know the position of each appendage 4 with respect to the hull 2 so as to correct the ideal turn position PVI calculated by the second calculation modulus 112 also as a function of the aforesaid appendage position signal SPA.
  • the present hydrofoil 1 comprises a further position sensor (not illustrated in the enclosed figures), which is operatively connected with the deflector member 15, and is configured for detecting the position of the latter and sending a corresponding position signal to the electronic control unit 11.
  • the electronic control unit 11 is programmed for verifying that the deflector member 15 actually reaches the corrected deflection position PDC calculated.
  • Also forming the object of the present invention is an apparatus for controlling the turning of a hydrofoil preferably of the above-described type, regarding which the same nomenclature will be maintained for the sake of description simplicity.
  • the control apparatus comprises at least one turn sensor 6 intended to be connected to a helm 3 of the hydrofoil 1 and configured for detecting at least one turn angle ⁇ in which the helm 3 is moved.
  • the turn sensor 6 is configured for generating turn signals SV corresponding to the detected turn angles ⁇ .
  • control apparatus comprises at least one accelerometer 7 intended to be mounted on a hull 2 of the hydrofoil 1 and configured for detecting variations of linear acceleration of the hull 2 itself along three detection axes that are orthogonal to each other and for generating acceleration signals SA corresponding to the detections carried out.
  • control apparatus comprises at least one gyroscope 8 intended to be mounted on the hull 2 and configured for detecting variations of angular speed of the hull 2 itself along the three detection axes and for generating corresponding angular speed signals SVA.
  • control apparatus comprises at least one electronic control unit 11, intended to be mounted on the hull 2 and placed in data communication with the turn sensor 6, with the accelerometer 7, with the gyroscope 8 and with first actuator means 5 of at least two appendages 4 of the hydrofoil 1.
  • the present control apparatus also comprises at least one tilt sensor 9 intended to be mounted on the hull 2 and configured for detecting the tilt of the hull 2 with respect to the three detection axes and for generating corresponding tilt signals SI.
  • control apparatus comprises at least one linear speed sensor 10 intended to be mounted on the hull 2 and configured for detecting the advancing speed of the hull 2 itself at least along a main extension axis X of the hull 2 and for generating at least one corresponding linear speed signal SVL.
  • the electronic control unit 11 is provided with a first calculation modulus 111 programmed for receiving the turn signal SV and for calculating a corresponding ideal turn position PVI for each appendage 4.
  • the electronic control unit 11 is provided with a second calculation modulus 112 programmed for receiving each acceleration signal SA, each angular speed signal SVA, each tilt signal SI and the linear speed signal SVL, and for calculating a corresponding first corrective factor FC1 for each appendage 4.
  • the electronic control unit 11 is provided with a processing module 113 configured for correcting the ideal turn position PVI by means of the application of the first corrective factor FC1, obtaining a corresponding corrected turn position PVC for each appendage 4.
  • the electronic control unit 11 is provided with a driving module 114 configured for receiving each corrected turn position PVC and generating a corresponding first driving signal SC1 for driving the first actuator means 5 of the appendages 4 to independently move each said appendage 4 at least in partial rotation around a corresponding first rotation axis Y, orthogonal to the main extension axis X, in order to reach the corresponding corrected turn position PVC.
  • the present control apparatus is of the above-described type in relation to the hydrofoil 1 and the same above-reported considerations are also valid for this.
  • the method for controlling the turning of a hydrofoil, the hydrofoil 1 and its control apparatus thus conceived therefore attain the pre-established objects.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Tyre Moulding (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
EP21163730.1A 2020-03-19 2021-03-19 Méthode et appareil pour contrôler le virage d'un hydroptère. Active EP3892527B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT102020000005890A IT202000005890A1 (it) 2020-03-19 2020-03-19 Metodo di controllo della virata di un aliscafo, aliscafo e apparato di controllo della virata di detto aliscafo

Publications (3)

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EP3892527A1 true EP3892527A1 (fr) 2021-10-13
EP3892527B1 EP3892527B1 (fr) 2023-11-08
EP3892527C0 EP3892527C0 (fr) 2023-11-08

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EP (1) EP3892527B1 (fr)
IT (1) IT202000005890A1 (fr)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH473708A (de) * 1962-07-06 1969-06-15 United Aircraft Corp Automatische Steuereinrichtung für ein Tragflügelboot
US3886884A (en) 1972-10-31 1975-06-03 Boeing Co Control system for hydrofoil
US4098215A (en) * 1977-07-21 1978-07-04 The Boeing Company Steering control system for hydrofoils
WO2016009409A1 (fr) * 2014-07-17 2016-01-21 Hydros Innovation Sa Bateau moteur a foils rétractables

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH473708A (de) * 1962-07-06 1969-06-15 United Aircraft Corp Automatische Steuereinrichtung für ein Tragflügelboot
US3886884A (en) 1972-10-31 1975-06-03 Boeing Co Control system for hydrofoil
US4098215A (en) * 1977-07-21 1978-07-04 The Boeing Company Steering control system for hydrofoils
WO2016009409A1 (fr) * 2014-07-17 2016-01-21 Hydros Innovation Sa Bateau moteur a foils rétractables

Also Published As

Publication number Publication date
EP3892527B1 (fr) 2023-11-08
IT202000005890A1 (it) 2021-09-19
EP3892527C0 (fr) 2023-11-08

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