JP3374949B2 - Motor boat pitch angle controller - Google Patents
Motor boat pitch angle controllerInfo
- Publication number
- JP3374949B2 JP3374949B2 JP26202195A JP26202195A JP3374949B2 JP 3374949 B2 JP3374949 B2 JP 3374949B2 JP 26202195 A JP26202195 A JP 26202195A JP 26202195 A JP26202195 A JP 26202195A JP 3374949 B2 JP3374949 B2 JP 3374949B2
- Authority
- JP
- Japan
- Prior art keywords
- pitch angle
- acceleration
- flap
- hull
- control
- 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.)
- Expired - Fee Related
Links
Landscapes
- Feedback Control In General (AREA)
- Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、モータボートの縦
のトリム、すなわちピッチ角制御装置に関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vertical trim or pitch angle control device for a motor boat.
【０００２】[0002]
【従来の技術】従来、モータボートはハンプ状態及び滑
走状態において船首が持ち上がってしまう。この船首の
持ち上がり量（ピッチ角）は船速，乗員の人数，乗船位
置，積載した積荷の量，搭載された燃料の残量等種々の
条件に応じて変化する。2. Description of the Related Art Conventionally, the bow of a motor boat is lifted in a hump state and a gliding state. The amount of lift (pitch angle) of the bow changes according to various conditions such as ship speed, number of passengers, boarding position, amount of loaded cargo, and remaining amount of fuel loaded.
【０００３】[0003]
【発明が解決しようとする課題】上記のように、船首の
持ち上がり量は種々の条件に応じて変化する。As described above, the lifting amount of the bow changes according to various conditions.
【０００４】本発明の目的は、上記の課題に鑑み、種々
の条件に応じて船体の姿勢を安定させることである。In view of the above problems, an object of the present invention is to stabilize the attitude of a hull according to various conditions.
【０００５】[0005]
【課題を解決するための手段】上記の目的を達成するた
めの本発明の特徴とする構成は、船尾に上下方向に揺動
可能なフラップを取り付け、このフラップの角度を変化
させるフラップ駆動手段と、船速を検出する速度センサ
と、船のピッチ角を検出するピッチ角検出センサと、船
速に応じて目標ピッチ角を求める目標ピッチ角マップ手
段と、前記船速から加速度を求める加速度演算手段と、
加速度に応じてピッチ角検出センサにより検出されるピ
ッチ角を補正し補正ピッチ角を求める検出ピッチ角補正
手段と、前記目標ピッチ角と前記補正ピッチ角とに応じ
て前記フラップ駆動手段を制御する制御手段とを備えた
ものである。A feature of the present invention for achieving the above object is to provide a flap driving means for attaching a flap swingable in the vertical direction to the stern and changing the angle of the flap. A speed sensor for detecting a ship speed, a pitch angle detection sensor for detecting a ship pitch angle, a target pitch angle map means for obtaining a target pitch angle according to the ship speed, and an acceleration calculation means for obtaining an acceleration from the ship speed. When,
Detected pitch angle correction means for correcting the pitch angle detected by the pitch angle detection sensor according to the acceleration to obtain a corrected pitch angle, and control for controlling the flap drive means according to the target pitch angle and the corrected pitch angle And means.
【０００６】また、上記の構成において、加速度に応じ
て前記フラップ駆動手段の制御頻度を変更する制御頻度
変更手段を備えたを備えたものである。Further, in the above-mentioned structure, the control frequency changing means for changing the control frequency of the flap driving means according to the acceleration is provided.
【０００７】さらに、上記の構成において、加速度が急
減速であるか否かを判定し、急減速であるとき前記フラ
ップ駆動手段の制御を停止する制御停止手段を備えたも
のである。Further, in the above construction, a control stopping means for judging whether or not the acceleration is a rapid deceleration and stopping the control of the flap driving means when the acceleration is a rapid deceleration is provided.
【０００８】また、前記目標ピッチ角は複数設定でき、
このうちの何れかを選択できる選択手段を備えたもので
ある。Further, a plurality of target pitch angles can be set,
It is provided with a selection means capable of selecting any one of them.
【０００９】[0009]
【発明の実施の形態】以下本発明の実施の形態を図面に
基づいて説明する。図１において、１はモータボートの
船体であり、２は船尾に上下方向に揺動可能に取り付け
たフラップである。このフラップ２は船尾の左右に一対
で向けられている。３は前記フラップ２の角度を変化さ
せるシリンダ（フラップ駆動手段）である。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, 1 is a hull of a motor boat, and 2 is a flap attached to the stern so as to be vertically swingable. The flaps 2 are directed in pairs on the left and right of the stern. Reference numeral 3 is a cylinder (flap driving means) for changing the angle of the flap 2.
【００１０】前記シリンダ３を制御する制御手段として
は図２で示すように、一対のシリンダ３Ｒ，３Ｌのそれ
ぞれとポンプ１０とをバルブ１１Ｒ，１１Ｌを介して接
続し、このバルブ１１Ｒ，１１Ｌは中央処理装置１３の
指令によって前記シリンダ３Ｒ，３Ｌを前進，後退及び
進退停止の制御を行う。As a control means for controlling the cylinder 3, as shown in FIG. 2, a pair of cylinders 3R, 3L and the pump 10 are connected via valves 11R, 11L, and the valves 11R, 11L are at the center. In response to a command from the processing device 13, the cylinders 3R and 3L are controlled to move forward, backward, and stop forward and backward.
【００１１】前記中央処理装置１３には、前記シリンダ
３Ｒ，３Ｌの各シリンダのストローク位置を検出するシ
リンダ位置センサ１２Ｒ，１２Ｌのシリンダ位置検出信
号と、船体１の船速を検出する速度センサ１４の船速検
出信号と、船体１に取り付けられ船体１のピッチ角を検
出する船体のピッチ角センサ１５のピッチ角検出信号と
が入力される。前記速度センサ１４は例えば水車による
流速検出，ピトー管あるいはエンジン回転数センサ等に
より構成され、前記ピッチ角センサ１５には例えば傾斜
を測定する傾斜角センサ等が用いられる。The central processing unit 13 includes a cylinder position detection signal of cylinder position sensors 12R and 12L for detecting the stroke position of each cylinder of the cylinders 3R and 3L, and a speed sensor 14 for detecting the ship speed of the hull 1. The ship speed detection signal and the pitch angle detection signal of the ship's pitch angle sensor 15 attached to the ship 1 for detecting the pitch angle of the ship 1 are input. The speed sensor 14 is composed of, for example, a flow velocity detection by a water turbine, a Pitot tube or an engine speed sensor, and the pitch angle sensor 15 is, for example, an inclination angle sensor for measuring inclination.
【００１２】さらに、上記中央処理装置１３には選択ス
イッチ１７（選択手段）が接続されている。Further, a selection switch 17 (selection means) is connected to the central processing unit 13.
【００１３】また、上記中央処理装置１３内臓の図略の
ＲＯＭには、船速Ｖｎから目標ピッチ角Ｐｏを求める目
標ピッチ角マップ（図３）、加速度ａｎ，ピッチ角Ｐ’
ｎから補正ピッチＰ”ｎを求めるピッチ角補正マップ
（図４）、後述する処理プログラム（図５）等が記憶さ
れている。尚、上記目標ピッチ角マップ（図３），ピッ
チ角補正マップ（図４）は予め実験等により求める。Further, in the ROM (not shown) incorporated in the central processing unit 13, a target pitch angle map (FIG. 3) for obtaining a target pitch angle Po from the ship speed Vn, acceleration an, pitch angle P '.
A pitch angle correction map (FIG. 4) for obtaining a correction pitch P ″ n from n, a processing program (FIG. 5) described later, etc. are stored. The target pitch angle map (FIG. 3), pitch angle correction map ( Figure 4) is obtained in advance by experiments or the like.
【００１４】前記選択スイッチ１７は、船体１の姿勢を
決定するのに、乗り心地を重視する姿勢モードか燃料を
重視する燃費モードかにより目標ピッチ角Ｐｏが異なる
ので、姿勢モードか燃費モードに応じて目標ピッチ角Ｐ
ｏを選択できるスイッチである。この選択スイッチ１７
の１７ａが選択されると姿勢モードとなり図３の点線Ｓ
から、また、スイッチ１７ｂが選択されると燃費モード
となり図３の実線Ｎから船速Ｖｎに応じた目標ピッチ角
Ｐｏが求められる。尚、これらの各モードの目標ピッチ
角は予め実験等により求める。The target pitch angle Po of the selection switch 17 is different depending on whether the attitude mode of the hull 1 is determined by the attitude mode in which the ride comfort is emphasized or the fuel consumption mode in which the fuel is emphasized. Target pitch angle P
This is a switch that can select o. This selection switch 17
17a is selected, the posture mode is set and the dotted line S in FIG.
Further, when the switch 17b is selected, the fuel consumption mode is set, and the target pitch angle Po corresponding to the boat speed Vn is obtained from the solid line N in FIG. The target pitch angle of each of these modes is obtained in advance by experiments or the like.
【００１５】この実施例において、この姿勢モードは燃
費モードに比べて目標ピッチ角Ｐｏが小さく設定されて
おり、船速Ｖｎが増加しても燃費モードに比べて水面か
ら受ける衝撃が小さくなる。また、燃費モードは船体の
持ち上がり量を姿勢モードに比べて大きくすることによ
り、船体１が水面から受ける抵抗を少なくでき燃費が向
上する。In this embodiment, the target pitch angle Po is set smaller in this attitude mode than in the fuel economy mode, and even if the boat speed Vn increases, the impact received from the water surface is smaller than in the fuel economy mode. Further, in the fuel economy mode, the amount of lifting of the hull is made larger than that in the attitude mode, so that the resistance that the hull 1 receives from the water surface can be reduced and the fuel economy is improved.
【００１６】以上の構成において、前記選択スイッチ１
７の１７ａが選択され姿勢モードに設定された状態で、
フラップ２のピッチ角制御を図５のフローチャートによ
って説明する。尚、このフローチャートは所定時間間隔
で繰り返し実行される。In the above configuration, the selection switch 1
In the state where 17a of 7 is selected and the posture mode is set,
The pitch angle control of the flap 2 will be described with reference to the flowchart of FIG. Note that this flowchart is repeatedly executed at predetermined time intervals.
【００１７】ステップ２０で、速度センサ１４から船速
Ｖｎを読み込む。次に、ステップ２２で、目標ピッチ角
マップ（図３）の点線Ｓから船速Ｖｎに対応する目標ピ
ッチ角マップＰｏを求める。そして、ステップ２４で、
ピッチ角センサ１５により検出されるピッチ角Ｐ’ｎを
読み込む。次に、ステップ２６により、ステップ２０に
より読み込んだ速度Ｖｎ（現在速度）と１回前の速度Ｖ
ｎ-1から加速度ａｎを演算する。In step 20, the boat speed Vn is read from the speed sensor 14. Next, at step 22, the target pitch angle map Po corresponding to the ship speed Vn is obtained from the dotted line S of the target pitch angle map (FIG. 3). Then, in step 24,
The pitch angle P'n detected by the pitch angle sensor 15 is read. Next, in step 26, the speed Vn (current speed) read in step 20 and the speed V one before
The acceleration an is calculated from n −1 .
【００１８】ステップ２８では、ピッチ角センサ１５と
して傾斜を検出する傾斜角センサを使用しているため、
センサ自体が、船体１の加速度ａｎの変化による影響を
受け、実際の船体１の姿勢とは異なる検出信号を出力し
てしまうため、ピッチ角センサ１５により検出されるピ
ッチ角Ｐ’ｎを補正する処理を行う。この処理は、前記
ステップ２６により求めた加速度ａｎとピッチ角補正マ
ップ（図４）から補正ピッチ角Ｐ" ｎを求める。In step 28, the inclination angle sensor for detecting the inclination is used as the pitch angle sensor 15, so that
Since the sensor itself is affected by the change in the acceleration an of the hull 1 and outputs a detection signal different from the actual attitude of the hull 1, the pitch angle P′n detected by the pitch angle sensor 15 is corrected. Perform processing. In this process, the corrected pitch angle P ″ n is calculated from the acceleration an calculated in step 26 and the pitch angle correction map (FIG. 4).
【００１９】次のステップ３０，３２はフラップ２を制
御するステップであり、ステップ３０において、ステッ
プ２２で求めた目標ピッチ角Ｐｏからステップ２８で求
めた補正ピッチ角Ｐ" ｎを引いた値の絶対値α（このα
の値は、船体１のピッチ角が収束状態であるか否かを判
定するため、予め実験等により求めた閾値である）より
も大きいか判定される。この判定により、｜Ｐｏ−Ｐ"
ｎ｜＞αと判定（船体１のピッチ角が収束状態ではな
い）された場合にはＹｅｓとなり、次のステップ３２に
移行する。The following steps 30 and 32 are steps for controlling the flap 2. In step 30, the absolute value of the value obtained by subtracting the correction pitch angle P "n obtained in step 28 from the target pitch angle Po obtained in step 22 Value α (this α
Is larger than a threshold value obtained in advance by experiments or the like in order to determine whether or not the pitch angle of the hull 1 is in a convergent state. By this determination, | Po-P "
If it is determined that n |> α (the pitch angle of the hull 1 is not in the converged state), the result is Yes, and the process proceeds to the next step 32.
【００２０】ステップ３２では、ステップ２２で求めた
ピッチ角Ｐｏとステップ２８で求めた補正ピッチ角Ｐ"
ｎとの偏差すなわちピッチ角差θを求め、このピッチ角
差θに応じたシリンダ３のストローク位置の関係を図略
のマップから求め、フラップ２を所定角度に位置決めす
る。In step 32, the pitch angle Po obtained in step 22 and the corrected pitch angle P "obtained in step 28
The deviation from n, that is, the pitch angle difference θ is obtained, the relationship of the stroke position of the cylinder 3 corresponding to the pitch angle difference θ is obtained from a map (not shown), and the flap 2 is positioned at a predetermined angle.
【００２１】上記ステップ３０の判定がＮｏと判定（船
体１のピッチ角制御が収束状態である）された場合に
は、フラップ２の制御は行わない。If the determination in step 30 is NO (the pitch angle control of the hull 1 is in a converged state), the flap 2 is not controlled.
【００２２】次に、上述した図５の制御に加え、急加速
時でも船体１の姿勢がより安定化するように、フラップ
２のピッチ角を制御できるものを図６のフローチャート
によって説明する。なお、このフローチャートは所定時
間間隔で繰り返し実行される。ステップ４０〜４８は、
前述した図５のフローチャートのステップ２０〜２８と
同じであるので、説明を省略する。Next, in addition to the control of FIG. 5 described above, the control of the pitch angle of the flap 2 so that the attitude of the hull 1 will be more stable even during sudden acceleration will be described with reference to the flowchart of FIG. Note that this flowchart is repeatedly executed at predetermined time intervals. Steps 40-48 are
Since it is the same as steps 20 to 28 of the flowchart of FIG. 5 described above, description thereof will be omitted.
【００２３】ステップ５０〜５６は急加速度時にフラッ
プ２の制御頻度を変更する処理を行うもので、この処理
により急加速時の船体１の姿勢を安定化する。Steps 50 to 56 are processes for changing the control frequency of the flap 2 at the time of sudden acceleration, and this process stabilizes the attitude of the hull 1 at the time of sudden acceleration.
【００２４】前記ステップ５０において、図７に示す加
速度ａｎから加速度係数ｋを求める加速度係数マップと
ステップ４６で求めた加速度ａｎから、加速度係数ｋを
求める。In step 50, the acceleration coefficient k is obtained from the acceleration coefficient map for obtaining the acceleration coefficient k from the acceleration an shown in FIG. 7 and the acceleration an obtained in step 46.
【００２５】この実施例において、加速度係数マップ
（図７）は、加速度ａｎがプラスの状態（加速状態）で
は加速度ａｎが増加するに従ってＫの値が２次元的に減
少し、加速度ａｎがマイナスの状態（減速状態）では一
定値Ｋとなるようなマップになっている。In this embodiment, in the acceleration coefficient map (FIG. 7), when the acceleration an is positive (acceleration state), the value of K decreases two-dimensionally as the acceleration an increases, and the acceleration an is negative. In the state (deceleration state), the map has a constant value K.
【００２６】次に、ステップ５２により、ステップ４８
で求めた補正ピッチ角Ｐ" ｎの加重平均を次式により求
める。Next, at step 52, step 48
The weighted average of the corrected pitch angle P ″ n calculated in step S1 is calculated by the following equation.
【数１】
上記（１）式中、Ｐ" ｎは補正ピッチ角、Ｐ" ’ｎ-1は
１回前に演算した補正ピッチ角Ｐ" ｎの加重平均であ
る。[Equation 1] In the above formula (1), P ″ n is the corrected pitch angle, and P ″ ′ n −1 is the weighted average of the corrected pitch angle P ″ n calculated one time before.
【００２７】上記（１）式により、加速度ａｎに応じて
補正ピッチ角Ｐ" ｎの加重平均の母数を変化させるの
で、加速度ａｎが大きい時（急加速時）にはフラップ２
の追従が素早くなり、加速度ａｎが小さい時にはフラッ
プ２の追従が鈍くなるように、フラップ２の制御頻度を
加味した補正ピッチ角Ｐ" ｎの加重平均Ｐ" ’ｎ（以
下、加重平均Ｐ" ’という）が求められる。ここで、加
速度係数マップ（図７）の加速度ａｎがマイナスの状態
で加速度係数ｋ＝Ｋ（一定値）となっているのは減速時
にフラップ２の追従を鈍くするためである。Since the parameter of the weighted average of the corrected pitch angle P "n is changed according to the acceleration (an) according to the above equation (1), the flap 2 is used when the acceleration an is large (during rapid acceleration).
Of the corrected pitch angle P "n in consideration of the control frequency of the flap 2 so that the tracking of the flap 2 becomes dull when the acceleration an is small, the weighted average P"'n (hereinafter, weighted average P "' Here, the reason why the acceleration coefficient k = K (constant value) when the acceleration an in the acceleration coefficient map (FIG. 7) is negative is that the flap 2 is slow to follow during deceleration. is there.
【００２８】尚、これら加速度係数マップ（図７）は予
め実験等により求め、上記（１）式と共に前記中央処理
装置１３に内蔵の前記ＲＯＭに記憶しておく。Incidentally, these acceleration coefficient maps (FIG. 7) are obtained in advance by experiments or the like, and are stored in the ROM incorporated in the central processing unit 13 together with the above equation (1).
【００２９】次のステップ５４，５６はフラップ２を駆
動するステップであり、ステップ５４において、ステッ
プ４２で求めた目標ピッチ角Ｐｏからステップ５２で求
めた加重平均Ｐ" ’ｎを引いた値の絶対値が設定値α
（このαの値は、船体１のピッチ角が収束状態であるか
否かを判定するため、予め実験等により求めた閾値であ
る）よりも大きいか判定される。この判定により、｜Ｐ
ｏ−Ｐ" ｎ｜＞αと判定（船体１のピッチ角が収束状態
ではない）された場合にはＹｅｓとなり、次のステップ
５６に移行する。The following steps 54 and 56 are steps for driving the flap 2, and in step 54, the absolute value of the value obtained by subtracting the weighted average P ″ ′ n obtained in step 52 from the target pitch angle Po obtained in step 42 Value is set value α
It is determined whether the value of α is larger than a threshold value obtained in advance by experiments or the like in order to determine whether the pitch angle of the hull 1 is in a converged state. By this determination, | P
If it is determined that o−P ″ n |> α (the pitch angle of the hull 1 is not in a converged state), the determination result is Yes, and the process proceeds to the next step 56.
【００３０】ステップ５６では、ステップ４２で求めた
目標ピッチ角Ｐｏとステップ５２で求めた加重平均Ｐ"
’ｎとの偏差すなわちピッチ角差θを求め、このピッ
チ角差θに応じたシリンダ３のストローク位置の関係を
図略のマップから求め、フラップ２を所定角度に位置決
めする。At step 56, the target pitch angle Po obtained at step 42 and the weighted average P "obtained at step 52 are calculated.
The deviation from'n, that is, the pitch angle difference θ is obtained, the relationship of the stroke position of the cylinder 3 corresponding to the pitch angle difference θ is obtained from a map (not shown), and the flap 2 is positioned at a predetermined angle.
【００３１】上記ステップ５４の判定がＮｏと判定（船
体１のピッチ角が収束状態である）された場合には、フ
ラップ２の制御は行わない。If the determination in step 54 is NO (the pitch angle of the hull 1 is in a converged state), the flap 2 is not controlled.
【００３２】さらに、上述の図５の制御に加え、急減速
時でも船体１の姿勢がより安定化するようにフラップ２
を制御できるものを図８のフローチャートによって説明
する。尚、このフローチャートは所定時間間隔で繰り返
し実行される。Further, in addition to the control shown in FIG. 5 described above, the flap 2 is provided so that the attitude of the hull 1 becomes more stable even during sudden deceleration.
What can control the above will be described with reference to the flowchart of FIG. Note that this flowchart is repeatedly executed at predetermined time intervals.
【００３３】ステップ６０〜６８は前述した図５のフロ
ーチャートのステップ２０〜２８と同じであるので、説
明を省略する。Steps 60 to 68 are the same as steps 20 to 28 in the flow chart of FIG.
【００３４】ステップ７０において、ステップ６６で演
算した加速度ａｎと所定加速度ａｏ（この所定加速度ａ
ｏは予め実験等により求めた急減速と判定するための閾
値である）の大小が判定される。尚、この所定加速度ａ
ｏは予め前記中央処理装置１３に内蔵の前記ＲＯＭに記
憶しておく。In step 70, the acceleration an calculated in step 66 and the predetermined acceleration ao (the predetermined acceleration a
o is a threshold value for determining a rapid deceleration obtained in advance by experiments or the like). The predetermined acceleration a
o is stored in advance in the ROM incorporated in the central processing unit 13.
【００３５】ここで、加速度ａｎが所定加速度ａｏより
小さいか同じの場合には急減速と判断し、フラップ２の
駆動を行わずに処理を終了する。また、加速度ａｎが所
定加速度ａｏより大きい場合にはステップ７２に移行す
る。Here, if the acceleration an is smaller than or equal to the predetermined acceleration ao, it is determined that the deceleration is rapid, and the process is terminated without driving the flap 2. If the acceleration an is larger than the predetermined acceleration ao, the process proceeds to step 72.
【００３６】次のステップ７２，７４はフラップ２を制
御するステップであり、ステップ７２において、ステッ
プ６２で求めた目標ピッチ角Ｐｏからステップ６８で求
めた補正ピッチ角Ｐ" ｎを引いた値の絶対値が設定値α
（このαの値は、船体１のピッチ角が収束状態であるか
否かを判定するため、予め実験等により求めた閾値であ
る）よりも大きいか判定される。この判定により、｜Ｐ
ｏ−Ｐ" ｎ｜＞αと判定（船体１のピッチ角が収束状態
ではない）された場合にはＹｅｓとなり、次のステップ
７４に移行する。尚、この設定値αは予め前記中央処理
装置１３に内蔵の前記ＲＯＭに記憶しておく。The following steps 72 and 74 are steps for controlling the flap 2. In step 72, the absolute value of the value obtained by subtracting the correction pitch angle P "n obtained in step 68 from the target pitch angle Po obtained in step 62 Value is set value α
It is determined whether the value of α is larger than a threshold value obtained in advance by experiments or the like in order to determine whether the pitch angle of the hull 1 is in a converged state. By this determination, | P
When it is determined that o-P "n |> α (the pitch angle of the hull 1 is not in a convergent state), the determination result is Yes, and the process proceeds to the next step 74. The set value α is preset to the central processing unit. The data is stored in the ROM built in 13.
【００３７】このステップ７４では、ステップ６２で求
めた目標ピッチ角Ｐｏとステップ６８で求めた補正ピッ
チ角Ｐ" ｎとの偏差すなわちピッチ角差θを求め、この
ピッチ角差θに応じたシリンダ３のストローク位置の関
係を図略のマップから求め、フラップ２を所定角度に位
置決めする。In step 74, the deviation between the target pitch angle Po obtained in step 62 and the corrected pitch angle P "n obtained in step 68, that is, the pitch angle difference θ, is obtained, and the cylinder 3 corresponding to this pitch angle difference θ is obtained. The relationship between the stroke positions is calculated from a map (not shown), and the flap 2 is positioned at a predetermined angle.
【００３８】上記ステップ７２の判定がＮｏと判定（船
体１のピッチ角が収束状態である）された場合には、フ
ラップ２の制御は行わない。If the determination in step 72 is NO (the pitch angle of the hull 1 is in a converged state), the flap 2 is not controlled.
【００３９】以上述べたように、本実施例においては、
船体１のピッチ角を検出するピッチ角センサ１５の検出
ピッチ角Ｐ’ｎを船体１の加速度ａｎに応じて補正する
ので、フラップ２の不必要な動きを抑えることができ、
船体１が安定化する。As described above, in this embodiment,
Since the detected pitch angle P'n of the pitch angle sensor 15 that detects the pitch angle of the hull 1 is corrected according to the acceleration an of the hull 1, unnecessary movement of the flap 2 can be suppressed,
The hull 1 is stabilized.
【００４０】また、本実施例においては、急加速時にフ
ラップ２の制御頻度を上げ、船体１のピッチ角Ｐｎの変
化に応じてフラップ２を素早く制御できるので、急加速
時の船体１を安定化できる。また、急加速時以外は制御
頻度が下がりフラップ２を鈍く制御するので、油圧回路
の油温上昇も防ぐことができる。Further, in the present embodiment, the flap 2 can be controlled more frequently during the rapid acceleration and the flap 2 can be quickly controlled according to the change in the pitch angle Pn of the hull 1, so that the hull 1 is stabilized during the rapid acceleration. it can. Moreover, since the control frequency is reduced and the flap 2 is controlled to be dull except during the rapid acceleration, it is possible to prevent the oil temperature of the hydraulic circuit from rising.
【００４１】さらに、本実施例においては、急減速時に
フラップ２の制御を停止させるので、船体１が安定しな
い状態でフラップ２を動かさないため、急減速時の船体
１を安定化できる。Further, in the present embodiment, since the control of the flap 2 is stopped at the time of sudden deceleration, the flap 2 is not moved in the unstable state of the hull 1, so that the hull 1 at the time of sudden deceleration can be stabilized.
【００４２】また、本実施例においては、船体１の目標
ピッチ角Ｐｏを複数設定でき、このうちの一つを選択で
きるので、好みに応じた航行が可能となる。Further, in this embodiment, a plurality of target pitch angles Po of the hull 1 can be set, and one of them can be selected, so that the navigation can be carried out according to the preference.
【００４３】[0043]
【発明の効果】以上述べたように本発明によると、加速
度に応じてピッチ角センサの検出ピッチ角を補正して、
ピッチ角センサ自体が加速度の変化により受ける影響を
取り除き、この補正したピッチ角と船速に応じた目標ピ
ッチ角との偏差に基づいて、フラップを制御するように
したので、船体の姿勢をより安定化できる。As described above, according to the present invention, the detected pitch angle of the pitch angle sensor is corrected according to the acceleration,
The influence of the change in acceleration on the pitch angle sensor itself was removed, and the flaps were controlled based on the deviation between this corrected pitch angle and the target pitch angle according to the ship speed, so the attitude of the hull is more stable. Can be converted.
【００４４】また、加速時にはフラップの制御頻度を上
げ、船体のピッチ角の変化に素早く応答するようにフラ
ップを制御するので、加速時の船体の揺れを防止でき
る。Further, since the flaps are controlled more frequently during acceleration and the flaps are controlled so as to respond quickly to changes in the pitch angle of the hull, it is possible to prevent the hull from shaking during acceleration.
【００４５】さらに、急減速のように船体が安定してい
ない状態ではフラップの制御を停止するので、急減速の
船体の揺れを防止することができる。Further, since the flap control is stopped in a state where the hull is not stable as in the case of sudden deceleration, swaying of the hull due to sudden deceleration can be prevented.
【００４６】また、船体の姿勢を複数設定できこのうち
の一つを選択できるので、長距離航行等の航行条件や操
船者の好みにあった航行が可能となる。Further, since a plurality of attitudes of the hull can be set and one of them can be selected, it is possible to carry out a navigation that suits the navigation conditions such as long-distance navigation and the preference of the operator.
【図１】本発明装置を備えたモータボートの側面図FIG. 1 is a side view of a motor boat equipped with the device of the present invention.
【図２】本発明装置の回路図FIG. 2 is a circuit diagram of the device of the present invention.
【図３】目標ピッチ角を求める目標ピッチ角マップ[Fig. 3] Target pitch angle map for obtaining a target pitch angle
【図４】補正した検出ピッチ角を求めるピッチ角補正マ
ップFIG. 4 is a pitch angle correction map for obtaining a corrected detected pitch angle.
【図５】加速度に応じたピッチ角の補正をするフローチ
ャートFIG. 5 is a flowchart for correcting a pitch angle according to acceleration.
【図６】加速時にフラップの制御頻度を変更するフロー
チャートFIG. 6 is a flowchart for changing the flap control frequency during acceleration.
【図７】加速度補正係数を求める加速度係数マップFIG. 7 is an acceleration coefficient map for obtaining an acceleration correction coefficient.
【図８】減速時にフラップの制御を停止するフローチャ
ートFIG. 8 is a flowchart for stopping flap control during deceleration.
１ 船体 ２ フラップ ３ シリンダ ３Ｒ シリンダ ３Ｌ シリンダ １０ ポンプ １１Ｒ バルブ １１Ｌ バルブ １２Ｒ シリンダ位置センサ １２Ｌ シリンダ位置センサ １３ 中央処理装置 １４ 速度センサ １５ ピッチ角センサ １７ 選択スイッチ 1 hull 2 flaps 3 cylinders 3R cylinder 3L cylinder 10 pumps 11R valve 11L valve 12R Cylinder position sensor 12L cylinder position sensor 13 Central processing unit 14 Speed sensor 15 Pitch angle sensor 17 Selection switch
───────────────────────────────────────────────────── フロントページの続き (72)発明者 前橋 一美 愛知県豊田市トヨタ町１番地 トヨタ自 動車株式会社内 (56)参考文献 特開 平５−58383（ＪＰ，Ａ) 特開 平７−17471（ＪＰ，Ａ) 特開 平２−127190（ＪＰ，Ａ) 特開 昭63−31898（ＪＰ，Ａ) 実開 平５−58595（ＪＰ，Ｕ) 実開 昭61−43598（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) B63B 39/06,39/14 B63B 35/73 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Kazumi Maebashi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (56) References JP-A-5-58383 (JP, A) JP-A-7- 17471 (JP, A) JP 2-127190 (JP, A) JP 63-31898 (JP, A) Actual opening 5-58595 (JP, U) Actual opening 61-43598 (JP, U) (58) Fields investigated (Int. Cl. 7 , DB name) B63B 39/06, 39/14 B63B 35/73
Claims (4)
取り付け、このフラップの角度を変化させるフラップ駆
動手段と、船速を検出する速度センサと、船のピッチ角
を検出するピッチ角検出センサと、船速に応じて目標ピ
ッチ角を求める目標ピッチ角マップ手段と、前記船速か
ら加速度を求める加速度演算手段と、加速度に応じてピ
ッチ角検出センサにより検出されるピッチ角を補正し補
正ピッチ角を求める検出ピッチ角補正手段と、前記目標
ピッチ角と前記補正ピッチ角とに応じて前記フラップ駆
動手段を制御する制御手段とを備えたことを特徴とする
モータボートのピッチ角制御装置。1. A flap drive means for attaching a flap that can be swung vertically to the stern, and changing the angle of the flap, a speed sensor for detecting the ship speed, and a pitch angle detection sensor for detecting the pitch angle of the ship. A target pitch angle map means for obtaining a target pitch angle according to the ship speed, an acceleration calculation means for obtaining an acceleration from the ship speed, and a pitch correction unit for correcting a pitch angle detected by a pitch angle detection sensor according to the acceleration. A pitch angle control device for a motor boat, comprising: detected pitch angle correction means for obtaining an angle; and control means for controlling the flap drive means in accordance with the target pitch angle and the corrected pitch angle.
段の制御頻度を変更する制御頻度変更手段を備えたこと
を特徴とする請求項１に記載のモータボートのピッチ角
制御装置。2. The pitch angle control device for a motor boat according to claim 1, further comprising control frequency changing means for changing the control frequency of the flap driving means according to the acceleration.
し、急減速であるとき前記フラップ駆動手段の制御を停
止する制御停止手段を備えたことを特徴とする請求項１
に記載のモータボートのピッチ角制御装置。3. A control stop means for determining whether or not the acceleration is a rapid deceleration, and stopping the control of the flap drive means when the acceleration is a rapid deceleration.
A pitch angle control device for a motor boat according to item 1.
うちの何れかを選択できる選択手段を備えたことを特徴
とする請求項１に記載のモータボートのピッチ角制御装
置。4. The pitch angle control device for a motor boat according to claim 1, wherein a plurality of target pitch angles can be set, and a selection means for selecting any one of them can be provided.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26202195A JP3374949B2 (en) | 1995-09-18 | 1995-09-18 | Motor boat pitch angle controller |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP26202195A JP3374949B2 (en) | 1995-09-18 | 1995-09-18 | Motor boat pitch angle controller |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0976992A JPH0976992A (en) | 1997-03-25 |
| JP3374949B2 true JP3374949B2 (en) | 2003-02-10 |
Family
ID=17369926
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP26202195A Expired - Fee Related JP3374949B2 (en) | 1995-09-18 | 1995-09-18 | Motor boat pitch angle controller |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3374949B2 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4275442B2 (en) | 2003-03-31 | 2009-06-10 | ヤマハ発動機株式会社 | Attitude angle control device, attitude angle control method, attitude angle control device control program, and cruise control device |
| JP5059392B2 (en) * | 2005-12-20 | 2012-10-24 | ヤマハ発動機株式会社 | Navigation control device and ship using the same |
| US7702431B2 (en) | 2005-12-20 | 2010-04-20 | Yamaha Hatsudoki Kabushiki Kaisha | Marine vessel running controlling apparatus, and marine vessel employing the same |
| JP6349086B2 (en) * | 2013-12-27 | 2018-06-27 | 三菱重工業株式会社 | Amphibious vehicle |
| JP6302247B2 (en) | 2013-12-27 | 2018-03-28 | 三菱重工業株式会社 | Amphibious vehicle |
| CN103935482A (en) * | 2014-05-04 | 2014-07-23 | 中国舰船研究设计中心 | Automatic navigation control system improving seakeeping performance of ship |
| JP6385290B2 (en) * | 2015-02-10 | 2018-09-05 | 三菱重工業株式会社 | Amphibious vehicle |
| JP6517047B2 (en) * | 2015-02-27 | 2019-05-22 | 三菱重工業株式会社 | Amphibious car |
| JP2021095072A (en) | 2019-12-19 | 2021-06-24 | ヤマハ発動機株式会社 | Attitude control system for hull, control method for the same and vessel |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6143598U (en) * | 1984-08-27 | 1986-03-22 | 横浜ヨツト株式会社 | Ship automatic trim correction device |
| JPH0637200B2 (en) * | 1986-07-28 | 1994-05-18 | 三信工業株式会社 | Trim tab control device for marine propulsion |
| JPH0684160B2 (en) * | 1988-11-04 | 1994-10-26 | 川崎重工業株式会社 | Ship handling equipment |
| JPH0558383A (en) * | 1991-09-03 | 1993-03-09 | Yamaha Motor Co Ltd | Posture control method for ship |
| JPH0558595U (en) * | 1992-01-23 | 1993-08-03 | 三井造船株式会社 | Hull trim control and hull anti-sway device |
| JPH0717471A (en) * | 1993-07-02 | 1995-01-20 | Mitsui Eng & Shipbuild Co Ltd | Method and device for damping hull motion |
-
1995
- 1995-09-18 JP JP26202195A patent/JP3374949B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0976992A (en) | 1997-03-25 |
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