Marine hydrofoil operation control

Abstract

The invention relates to marine hydrofoil operation control. Specifically, a computer system (150; 900) includes a processing circuit (152; 902) configured to: obtain (S1) data indicative of a target total lift (Ftot) to be generated by a front hydrofoil device (120) of a marine vessel (100) and by a rear hydrofoil device (130) of the marine vessel (100), where the target total lift is associated with a constant heave (y) of the vessel (100); determining (S2) a lift difference between a current lift of the vessel (100) and the target total lift based on a state of the rear hydrofoil device (130); and adjusting (S3) an angle of attack (AoA) of the front hydrofoil device (120) to compensate for the lift difference.

Description

Technical Field

[0001] The present disclosure generally relates to marine vessels. In particular aspects, the present disclosure relates to marine hydrofoil operation control. The present disclosure may be applied to marine vessels, such as leisure boats, ships, cruise ships, fishing boats, yachts, ferries, and other types of vehicles. Although the present disclosure may be described with respect to a particular marine vessel, the present disclosure is not limited to any particular marine vessel. Background Art

[0002] With the recent focus on electric propulsion systems in the marine industry, there has been a renewed interest in hydrofoils. Typically, hydrofoil vessels use retractable wings or foils that, when extended at higher speeds, generate sufficient lift to lift the hull out of the water. As a result, hydrofoil vessels benefit from a higher lift-to-drag ratio, meaning that the vessel can be propelled with less energy than, for example, a hull displacement vessel. In the past, hydrofoils were designed to be stable and fixed, meaning that they did not require any external control. However, by making the angle of attack of the foil in a hydrofoil system variable and thereby potentially introducing instabilities in the system, its performance can be improved. In order to fully exploit this type of variable angle of attack hydrofoil system, it is necessary to control the hydrofoil operation.

[0003] In view of the above and other considerations, the inventors herein propose one or more improvements to the prior art. Summary of the invention

[0004] Therefore, a computer system is employed herein that includes processing circuitry for controlling the operation of the hydrofoil, preferably in real time. The computer system (sometimes also referred to as a hydrofoil flight controller) should be flexible and preferably capable of controlling the operation of the hydrofoil on several different types of vessels at different speeds and under varying environmental conditions.

[0005] According to a first aspect of the present disclosure, a computer system is provided. The computer system includes a processing circuit configured to obtain data indicating a target total lift to be generated by a front hydrofoil device of a marine vessel and by a rear hydrofoil device of the marine vessel, wherein the target total lift is associated with a constant heave of the vessel; determine the lift difference between the current lift of the vessel and the target total lift based on the state of the rear hydrofoil device; and adjust the angle of attack of the front hydrofoil device to compensate for the lift difference. The first aspect of the present disclosure may attempt to improve the stability and performance of the vessel by dynamically adjusting the hydrofoil configuration. Technical benefits may include improved vessel control and reduced energy consumption during navigation.

[0006] Optionally, in some examples, including in at least one preferred example, the processing circuit is configured to determine the target total lift based on data indicative of the mass of the vessel and a model of the lift generated by the front hydrofoil device and by the rear hydrofoil device. Technical benefits may include increased accuracy in maintaining desired vessel dynamics.

[0007] Optionally, in some examples, including in at least one preferred example, the processing circuit is further configured to determine the lift differential based on a current pitch of the vessel, a speed of the vessel through the water, and a total rear lift currently generated by the rear hydrofoil device. Technical benefits may include enhanced response to changing environmental conditions and vessel states.

[0008] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to determine the current lift generated by the front hydrofoil device and the current lift generated by the rear hydrofoil device as: and where v is the speed of the ship through the water, A f , A r1 and A r2 are the wing areas associated with the front and rear hydrofoil devices, respectively, ρ is the water density, C L (·) is the angle of attack β associated with the front hydrofoil device and the rear hydrofoil device respectively f , β r1 , β r2 The lift coefficient as a function of .

[0009] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to determine the desired setting angle of the front hydrofoil device as: Where m is the mass of the ship, g is the acceleration due to gravity on Earth, and F L, back ,tot is the current lift generated by the rear hydrofoil device, v is the speed of the ship through the water, ρ is the water density, A f is the wing area of ​​the front hydrofoil device, θ is the pitch of the ship, and where the lift coefficient C of the front hydrofoil device L Approximately C L ≈kα f +c gives the straight line.

[0010] Optionally, in some examples, including in at least one preferred example, the processing circuit is further configured to control the heave of the vessel to reduce the difference between the current vessel heave and the heave set point of the front hydrofoil device. Technical benefits may include improving the stability and maneuverability of the vessel in various sea conditions. Technical benefits may include improving the stability and maneuverability of the vessel in various sea conditions.

[0011] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to control the pitch of the vessel to reduce the difference between the current pitch of the vessel and the pitch set point of the rear hydrofoil device. Technical benefits may include improving the stability and maneuverability of the vessel in various sea conditions.

[0012] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to control the roll of the vessel to reduce the difference between the current vessel roll and the roll set point of the rear hydrofoil device. Technical benefits may include improving the stability and maneuverability of the vessel in various sea conditions.

[0013] Optionally, in some examples, including at least one preferred example, the processing circuit is further configured to control the roll of the vessel based on the rudder steering angle. Technical benefits may include improving stability and maneuverability of the vessel in various sea conditions.

[0014] According to a second aspect of the present disclosure, a marine vessel is provided. The marine vessel comprises a front hydrofoil device, a rear hydrofoil device and a computer system according to the first aspect. This aspect seeks to integrate advanced hydrofoil management into marine vessel design. Technical benefits may include enhanced vessel performance and passenger comfort by maintaining an optimal hydrofoil configuration.

[0015] Optionally, in some examples, including at least one preferred example, the front and rear hydrofoil devices are arranged to lift the marine vessel from the water to a hydrofoil state in which the hull of the vessel is lifted from a nominal draft state to a reduced draft state. Technical benefits may include reduced water resistance during navigation and increased vessel speed and efficiency.

[0016] According to a third aspect of the invention, a hydrofoil system is provided. The hydrofoil system comprises at least a front hydrofoil device, a rear hydrofoil device and a computer system according to the first aspect. This aspect aims to provide a modular solution for retrofitting existing ships or designing new ships equipped with hydrofoils. Technical benefits may include versatility and adaptability in hydrofoil system implementations across different ship types.

[0017] According to a fourth aspect of the present disclosure, there is provided a computer-implemented method for controlling the operation of hydrofoils of a marine vessel. The method includes obtaining, by processing circuitry of a computer system, data indicating a target total lift to be generated by a forward hydrofoil device and a rear hydrofoil device of the marine vessel; determining a lift difference based on a state of the rear hydrofoil device; and adjusting the angle of attack of the forward hydrofoil device to reduce the lift difference. This aspect attempts to implement a hydrofoil management strategy in an organized manner. Technical benefits may include streamlined integration into existing vessel control systems.

[0018] According to a fifth aspect of the present disclosure, a computer program product is provided. The computer program product includes program code for executing the method of the fourth aspect when executed by a processing circuit. This aspect attempts to provide a software solution that can be integrated into various marine vessel systems to improve operational efficiency and performance. Technical benefits may include ease of deployment across different computing platforms in marine vessels, achieving consistent and reliable hydrofoil management.

[0019] According to a sixth aspect of the present disclosure, a non-transitory computer-readable storage medium is provided. The non-transitory computer-readable storage medium includes instructions that, when executed by a processing circuit, cause the processing circuit to perform the method of the fourth aspect. This aspect is intended to ensure that the method for dynamic hydrofoil management can be sustainably embedded in the control system of a vessel, thereby providing long-term benefits. Technical benefits may include improved durability and reliability of the hydrofoil control system, thereby reducing the need for frequent recalibration or adjustment under changing operating conditions.

[0020] The disclosed aspects, examples (including any preferred examples), and / or the appended claims may be appropriately combined with each other, which is obvious to any person skilled in the art. Additional features and advantages are disclosed in the detailed description, claims, and drawings, and in part will be obvious to those skilled in the art or recognized by practicing the disclosure as described herein.

[0021] Also disclosed herein are computer systems, control units, code modules, computer-implemented methods, computer-readable media, and computer program products associated with the technical benefits discussed above. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Examples are described in more detail below with reference to the accompanying drawings.

[0023] Figure 1 is an exemplary schematic diagram of a marine vessel arranged for hydrofoil according to an example.

[0024] Figure 2 is an example graph showing the relationship between lift coefficient and angle of attack according to an example.

[0025] Figure 3 is an exemplary block diagram illustration of a portion of a control method according to an example.

[0026] Figure 4 is an exemplary block diagram illustration of a control system for hydrofoil operation according to an example.

[0027] Figure 5A An illustrative diagram showing roll, pitch and heave relative to respective set points in an exemplary hydrofoil operation according to an example.

[0028] Figure 5B An illustrative diagram showing roll, pitch and heave relative to respective set points in an exemplary hydrofoil operation according to an example.

[0029] Figure 5C An illustrative diagram showing roll, pitch and heave relative to respective set points in an exemplary hydrofoil operation according to an example.

[0030] Figure 5D An illustrative diagram showing roll, pitch and heave relative to respective set points in an exemplary hydrofoil operation according to an example.

[0031] Figure 5E An illustrative diagram showing roll, pitch and heave relative to respective set points in an exemplary hydrofoil operation according to an example.

[0032] Figure 6 is an exemplary schematic diagram of a marine vessel arranged for hydrofoil including a hydrofoil bar for measuring heave according to an example.

[0033] Figure 7 is a flow chart of an exemplary method for controlling hydrofoil operation of a marine vessel according to an example.

[0034] Figure 8 is a schematic diagram of an exemplary computer system for implementing the examples disclosed herein, according to an example.

[0035] Fig. 9 is a schematic diagram of an exemplary computer system for implementing the examples disclosed herein, according to an example. DETAILED DESCRIPTION

[0036] The detailed description set forth below provides information and examples of the disclosed technology in sufficient detail to enable those skilled in the art to practice the disclosure.

[0037] The overall concepts as defined herein in the respective aspects of the present disclosure may be applicable to vessels comprising more than two hydrofoil devices, such as vessels comprising three or more hydrofoil devices, wherein each hydrofoil device may comprise one or more hydrofoil fins. The various aspects determine the total lift required by the hydrofoil devices in order to maintain a constant heave of the vessel hull relative to the water surface. This lift requirement is then compared with the current lift generated by the hydrofoil devices on the vessel, which current lift is determined based on the state of the rear hydrofoil device. Any difference between the required lift and the current lift is then compensated by the front hydrofoil device. This means that any effect on lift caused by, for example, a pitching motion generated by the rear hydrofoil device is quickly compensated by the front hydrofoil device.

[0038] Thus, advantageously, pitch and heave are decoupled from each other, which simplifies control of the hydrofoil operation. Both the total lift demand (i.e., the target total lift) and the currently generated lift are determined based on the respective states of the hydrofoil actuators and the lift models for the different hydrofoil arrangements. This may allow a feed-forward control system with relatively low latency.

[0039] Aspects may, for example, involve determining a target total lift based on data indicative of the mass of the vessel and a model of the lift generated by the front hydrofoil device and by the rear hydrofoil device. Thus, by adjusting the mass parameters and the lift model, the aspects may be conveniently tailored to a given vessel type and hull shape. To this end, a sophisticated method may be provided that is tailored to enhancing the stability and performance of a marine vessel equipped with a plurality of hydrofoil devices. The system is also beneficial for vessels having three or more hydrofoil devices, each of which potentially comprises a plurality of hydrofoil fins. By managing the lift generated by these hydrofoils, the present invention aims to maintain a constant heave of the vessel hull relative to the water surface, regardless of changing conditions and operational demands.

[0040] Therefore, the method of this paper provides multiple hydrofoil devices to produce distributed lift that can be fine-tuned for the center of gravity and dynamic load conditions of the ship. Continuous monitoring of all hydrofoils concentrated on the rear hydrofoil allows real-time evaluation of ship dynamics. By adjusting the angle of attack of the front hydrofoil, the pitch control is effectively separated from the heave stability, and the difference between the required lift and the actual lift can be quickly corrected. The feedforward control strategy can also be enhanced by real-time data processing, which can ensure a rapid response to changes in sea conditions, speed or load distribution. This precise control of multiple hydrofoils can not only improve ship stability, which is important for high-speed operations close to the water surface, but also evenly distribute mechanical stress on the hydrofoil, thereby extending their life. In addition, maintaining constant heave can enhance on-board comfort by minimizing vertical movement, and increase safety by reducing the risk associated with hydrofoil immersion or emergence. The solution works by performance customization based on specific ship characteristics such as type, hull shape and weight.

[0041] Figure 1 An exemplary marine vessel 100 arranged for hydrofoil operation is shown. The hull 110 of the vessel 100 comprises a front hydrofoil device 120 and a rear hydrofoil device 130. In this particular example, the front hydrofoil device 120 comprises a single hydrofoil fin pivotably arranged about a front pivot point 125. Figure 1The rear hydrofoil device 130 of the example comprises a left hydrofoil wing and a right hydrofoil wing which can be controlled independently of each other. This is for example to generate a yaw movement by the hull 110. The rear hydrofoil device 130 is arranged to be pivotable about one or more rear pivot points 135. Each hydrofoil device comprises at least one hydrofoil wing supported by a corresponding strut on the hull of the vessel. In other examples, the rear hydrofoil device 120 or the front hydrofoil device 130 may each comprise one or more hydrofoils.

[0042] One or more actuators are arranged to control the pivot angles of the front and rear hydrofoil devices. represents the configuration angle of the front hydrofoil device 120 relative to a reference plane (such as the horizontal plane 101), which is hereinafter referred to as the setting angle α f The rear hydrofoil device 130 has corresponding configuration angles relative to the reference plane, denoted as α and r1 and α r2 .

[0043] The longitudinal velocity of the vessel 100 is denoted as v, and the transverse velocity of the vessel 100 is denoted as l. The heave of the vessel, i.e., the height of the vessel 100 above the sea level 140, is denoted as y. The roll angle relative to a certain reference direction is denoted as δ, the pitch angle is denoted as θ, and the roll angle is denoted as like Figure 1 shown.

[0044] The hydrofoil operations performed by the vessel 100 are controlled by processing circuitry 152 of a computer system 150. The computer system 150 will be discussed in more detail below. The processing circuitry 152 may include a single processing device or more than one processing device portion of a distributed control system. The processing circuitry 152 is connected to one or more sensors that form part of a vessel motion sensor system 160. These motion sensors may include, but are not limited to, an inertial measurement unit (IMU), a satellite positioning receiver (such as a GPS receiver), and a speed log arranged to determine the speed v of the vessel 100 through the water. The vessel motion sensor system 160 may also include one or more sonar sensors arranged to monitor the ground speed of the vessel 100. The IMU measures acceleration in the longitudinal and lateral directions as well as the vertical acceleration. The IMU may also include a gyroscope that provides rotation about different reference axes. As Figure 6 As shown, the hydrofoil rods may be used to determine the heave y of the vessel 100 according to methods known in the art, such as wave height measurements to calculate vertical displacement, using accelerometers to record heave motion, or utilizing a GPS based system to track changes in altitude relative to a fixed reference point.

[0045] The vessel 100 has a mass or displacement which will be denoted herein as m. The mass is associated with a centre of mass 170. The front hydrofoil device 120 is located in front of the rear hydrofoil device 130 in the normal forward direction of motion of the vessel. However, certain advantages are obtained if the front hydrofoil device 120 is arranged near the centre of mass 170 of the vessel, typically somewhere around the longitudinal midpoint of the vessel 100. The vessel mass m may be determined, for example, by a waterline sensor which monitors the depth at which the vessel is located in the water when at rest. The vessel mass m may also be preconfigured and assumed to be approximately constant.

[0046] Understandably, Figure 1 The illustrated vessel 100 and its hydrofoil devices 120, 130 are general examples. The techniques of the present disclosure may be applied to other vessel types having other hull shapes. The different methods for hydrofoil operation disclosed herein may also be applied to other types of hydrofoil devices, such as steps including more than three hydrofoils, and may also be applied to hydrofoil devices including a combination of controllable angle foils and fixed angle foils.

[0047] Hydrofoil technologies have generated new interest among boat builders because they offer new market opportunities for boat builders. It is important for boat builders to ensure that hydrofoil boats provide comfort in different conditions and maintain stability even when weight (such as people on board) shifts around during travel. This places a lot of effort on the control mechanisms, which must maintain the stability and robustness of the boat while also allowing it to travel at low speeds like a conventional boat and transition to a thwarting mode at higher speeds. In addition, the control mechanisms must track the height above the water surface to maintain its level and comfort even in the presence of waves or other disturbances. Therefore, boat builders have an interest in developing control mechanisms that can meet these challenges.

[0048] The lift force F of the hydrofoil device L and the resistance F of the hydrofoil device D All play a role in the operation of the hydrofoil. L This is particularly important because it enables the hydrofoil to gain lift, allowing the boat to "fly" above the water. When the boat gains enough lift, the hull begins to rise above the water (sometimes called hull displacement mode), and with the underwater wing attached, the system transitions to aircraft dynamics rather than traditional boat dynamics. These forces can be modeled using equations that describe fluid dynamics behavior, such as the well-known Navier-Stokes equations.

[0049] Lift F LIt can be derived from Bernoulli's principle and other factors such as the surface area A of the foil, the density ρ of the fluid around the foil, and the velocity v of the fluid as it moves over the foil. Lift is generated by the pressure difference of the fluid around the foil, which creates an upward force that lifts the hydrofoil. Conversely, the drag force F D Drag is generated in the direction of movement of the airfoil. Lift and drag can be determined, at least approximately, as:

[0050] and

[0051]

[0052] where v is the velocity of the water as it flows over the foil, A is the surface area of ​​the foil, and ρ is the density of water. L and C D are the lift coefficient and the drag coefficient, respectively, and are functions of the angle of attack β of the foil. These coefficients usually depend on the angle of attack (AoA) β in a nonlinear manner. Understanding the lift and drag involved in a hydrofoil vessel is very important for developing an accurate control strategy.

[0053] The generation of lift and drag depends on the angle of attack β, which is determined by two angles: the pitch angle θ of the vessel and the setting angle α of the hydrofoil. The angle of attack of the hydrofoil is the angle between the chord line and the general direction of the oncoming fluid flow. The orientation of the vessel relative to a reference plane (usually the horizontal plane) determines the pitch angle, and the setting angle is determined by actuators that rotate the struts attached to the hydrofoils, allowing independent control of the AoA of each hydrofoil. In general, for a hydrofoil arrangement, the AoA can be approximated as:

[0054] β≈θ+α,

[0055] where θ is the pitch and α is the set angle of the hydrofoil blade relative to some reference plane. With a constant increase in AoA, the lift coefficient will eventually exceed its peak value, entering the so-called stall region, as Figure 2 Stall occurs when the fluid flowing over the two sides of the wing separates, reducing lift. The lift coefficient decreases rapidly as the drag coefficient begins to increase. This sudden reduction in lift can cause a severe loss of stability. It is important to note that stall in a hydrofoil is not as critical as in an aircraft because the vessel travels close to the water surface.

[0056] The flight controller for the hydrofoil device has three main states to adjust: roll pitch θ and heave y. As an option, the time derivatives of the three states can also be controlled. The controller adjusts these states by adjusting the set angles of the hydrofoil foils on the vessel. Figure 1In the example of , three set angles are controlled - two at the rear hydrofoil device 130 and one at the front hydrofoil device 120. However, as discussed above, any number of hydrofoil panels may be used, each with a corresponding set angle to be adjusted, unless the wing is a fixed hydrofoil panel, which is also possible. Roll adjustment of the hydrofoil system can be implemented independently, while pitch and heave control have a relationship that causes their adjustments to affect each other. This is because a change in pitch also results in a change in the AoA of the hydrofoil, resulting in a shift in the total lift and heave height.

[0057] Processing circuitry 152 adapted to control hydrofoil operation in accordance with the teachings herein may include an algorithm referred to herein as forward foil compensation (FFC). This is an algorithm that determines a set angle for the front hydrofoil to prevent heave variations during pitch control.

[0058] The processing circuit 152 for the hydrofoil device on the vessel 100 (or other vessel) can be implemented, for example, using multiple control loops, such as proportional-integral-derivative (PID) control loops. According to one example, the core of the processing circuit 152 includes three PID controllers, but other implementations are possible. The PID controller is one of the most widely used controllers, and it includes an algorithm that calculates an error based on the difference between a desired set point and a feedback value of a state to be controlled in a known manner.

[0059] The processing circuit 152 built around three PID controllers preferably controls roll, pitch and heave through corresponding control loops. Roll and pitch are preferably controlled by the rear hydrofoil 130, driven by their greater distance from the center of mass 170, thereby providing a longer moment arm. The front hydrofoil 120 adjusts the heave driven by its larger area, which produces greater lift than the rear hydrofoil. In addition, its proximity to the center of mass 170 makes it particularly suitable for translational motion.

[0060] The FFC is an algorithm that is intended to separate the link between the pitch and heave control of the hydrofoil operation. This is achieved by calculating the difference angle or angle increment that the front hydrofoil device 120 uses to compensate for the operation of the rear hydrofoil device 130 on the heave of the vessel 100. Although the vessel 100 is foiling, the rear hydrofoil device 120 and the front hydrofoil device 130 must produce a combined total lift equal to the gravitational pull of the vessel to keep it at a constant heave. Since the pitch and heave are controlled separately by their own regulators, they do not affect each other when the FFC is active, at least not significantly. The algorithm can, for example, use the pitch and speed of the vessel 100 and the total lift generated by the rear hydrofoil device 130 to calculate the desired setting angle of the front hydrofoil device 120. In order to obtain the angle increment from the desired angle, the current setting angle of the front hydrofoil device 120 is used.

[0061] The desired angle of the front hydrofoil device 120 is determined, for example, from the lift equation, the lift coefficient and the total lift F of the hydrofoil device on the vessel. tot The force balance is derived as follows:

[0062] F tot =mg=F L,前 +F L,后,tot ,

[0063] or

[0064] F L,前 =mg-F L,后,tot ,

[0065] Where m is the mass of the ship 100 and g is the acceleration due to gravity on Earth, which is approximately 9.81 m / s 2 , F L,前 is the lift generated by the front hydrofoil device 120, and F L,后,tot is the lift generated by the rear hydrofoil device 130. The lift equation is given by:

[0066]

[0067] The wing area A f and AoAβ f The subscript f on the front hydrofoil device 120 is represented here. L,前 =mg-F L,后,tot When combined, this relationship gives:

[0068]

[0069] The lift coefficient can be approximated using the equation of a line:

[0070] C L (β)≈kβ+c=kθ+kα+c,

[0071] Where k is the gradient of the line and c is the height at which the line intersects the y-axis, also called the y-intercept of the line.

[0072] The lift coefficient follows the straight line well in the initial span 210, e.g., from zero to about 15 degrees AoA, which can be seen in Figure 2 200. This is the span within which the AoA will almost always be when the vessel is foiling.

[0073] Combine the above contents to solve the desired setting angle α of the front hydrofoil device 120 f , and obtain the following approximate relationship:

[0074]

[0075] After obtaining the desired setting angle a of the front hydrofoil device 120f Afterwards, the current angle a of the front hydrofoil device 120 can be used to 当前 Subtract to calculate the incremental angle, which is the set angle control adjustment for constant heave operation:

[0076] Δa=a f -α 当前 .

[0077] The FFC algorithm continues and sends its output to the front hydrofoil actuator, which can be thought of as setting the front hydrofoil device 120 to a neutral angle (neutral, not affecting heave) before the heave control outputs its signal. After the FFC, the heave adjuster will simply increase or decrease the set angle of the front hydrofoil device 120, depending on the heave error of the vessel. Therefore, the FFC essentially gives the heave adjuster a good angle to start acting from each update. The FFC algorithm in one example consists of Figure 3 300, wherein the vessel state box 310 is a software module configured to maintain information related to the state of the vessel 100 and a model of the lift generated by the rear hydrofoil device 130. The vessel state box 310 provides information indicating the speed v through the water, the pitch θ of the vessel, and the total rear lift F generated by the rear hydrofoil device 130. L,后,tot data.

[0078] Figure 4 is used to control ships (such as Figure 1 Block diagram of an example control system 400 for hydrofoil operation of a vessel 100).

[0079] The FFC algorithm is implemented here as an inner loop 410 in the heave control portion of the control system 400. As discussed above, the inner loop 410 targets maintaining constant heave, while the outer heave control loop 420 controls the set angle of the front hydrofoil device 120 to reduce the difference between the current heave y of the vessel 100 and the heave set point. The combination of the inner loop 410 and the outer loop 420 produces the adjustment Δα 前 , which is an incremental adjustment sent to the front hydrofoil device angle actuator.

[0080] A separate control loop 430 is used to control the pitch θ. This control loop is configured to control the state of the rear hydrofoil device 130 and has no effect on the front hydrofoil device 120. The pitch control loop generates an adjustment Δα for each rear hydrofoil in the rear hydrofoil device 130 后,左 , α 后,右 .

[0081] The rolling of the vessel 100 is controlled by a control loop 440 and is configured to generate a rolling motion of the vessel according to the rudder steering angle 450. The rolling control loop also generates an adjustment Δα for each rear hydrofoil in the rear hydrofoil device 130.后,左 , α 后,右 .

[0082] FIG. 5A to FIG. 5E Various performance examples of the hydrofoil control techniques discussed herein are shown. FIG. 5A to FIG. 5E The roll, pitch and heave of the vessel 100 are shown in response to various changes in the respective set points over time.The performance of the controller discussed above has been evaluated by moving the centre of mass of the vessel 100 around, and by studying the performance during various wind and sea conditions.

[0083] Figure 5A A scenario is shown where no additional weight is added, with one person on board the vessel 100, and during calm sea conditions. The scenario includes starting the vessel from a stationary state and operating the vessel in a practical manner at approximately cruising speed (24 knots).

[0084] exist FIG. 5B to FIG. 5D In the embodiment, a weight of 600 kg is loaded on the vessel 100 (simulating eight passengers) and the sea condition is calm. Additional weight is loaded at different positions of the vessel 100.

[0085] Figure 5B The scenario is shown where the first 600 kg of weight is added at 52s and 90s seconds and removed at 58s and 98s seconds.

[0086] Figure 5C The scenario is shown where the side 600kg weight is added at 59s and 93s and removed at 69s and 100s.

[0087] Figure 5D The scenario is shown where the rear 600kg weight is added at 45s and 87s and removed at 54s and 93s.

[0088] Figure 5E The controller performance is shown without the extra weight and in a windy sea condition. The windy sea condition includes a disturbance wind of 20m / s which affects the vessel by pushing it from different directions while also creating larger waves on the simulated ocean surface. The pitch and heave show that the controller is not fully successful in effectively controlling the hydrofoil operation in windy conditions. The amplitude of the oscillations is large, indicating poor control of the vessel.

[0089] exist Figure 6 In FIG. 6 , a vessel 600 is shown comprising a sensor arrangement. The sensor arrangement is used to measure the height above the water level, i.e. the heave y. This arrangement is commonly known as a hydrofoil stick and comprises a towed elongated member 610 or rod. The angle f(θ) between the member 610 and the sea surface is a function of the heave y of the vessel.

[0090] Figure 77 is a flow chart illustrating a method 700. The method 700 summarizes at least some examples herein. The method 700 is a computer-implemented method and may be performed by a processing circuit 152 as discussed herein for controlling the hydrofoil operation of a marine vessel 100 as discussed herein. The vessel 100 includes a front hydrofoil device 120 and a rear hydrofoil device 130, as discussed herein. Figure 1 The front and rear hydrofoil devices 120, 130 are arranged to lift the vessel 100 from the water to a hydrofoil state, in which the hull of the vessel 100 is lifted from a nominal draft state to a reduced draft state.

[0091] The method 700 comprises obtaining S1 indicating a target total lift F to be generated by the front hydrofoil device 120 and by the rear hydrofoil device 130 tot where the target total lift is associated with the constant heave y of the vessel 100. The target total lift F tot It is the lift that counteracts the force that strives to keep the ship closer to the surface, primarily the pull of gravity.

[0092] In some examples, the method 700 comprises determining S11 a target total lift F based on data indicative of the mass m of the vessel 100 and a model of the lift generated by the front hydrofoil device 120 and by the rear hydrofoil device 130 tot Different lift models can be used in the method proposed in this paper. The model of lift can be fixed or adaptive. The advantage of using an adaptive model of lift is that increased accuracy can be obtained and the model can also be customized to better reflect the actual lift.

[0093] The method 700 comprises determining S2 a lift difference between a current lift of the vessel 100 and a target total lift based on the state of the rear hydrofoil device 130. The current lift of the vessel 100 may be obtained, for example, from a motion model configured to model the lift provided by the vessel 100 given the current state of its actuators, such as the state of the front hydrofoil device 120 and the rear hydrofoil device 130. The motion model may be parameterized by the characteristics of the different hydrofoil devices on the vessel 100, such as the wing area and AoA of each wing. Preferably, other characteristics are also taken into account, such as the density of the surrounding seawater and the speed of water passing over the different wings of the hydrofoil devices 120, 130 on the vessel 100. The motion model may be determined at least in part based on a realistic physical model, but may also be adjusted as the vessel 100 is operated. This may make the physical model more accurate.

[0094] In some examples, method 700 includes determining a total rear lift force F based on a current pitch θ of vessel 100 , a velocity v of vessel 100 through water, and a total rear lift force F currently generated by rear hydrofoil device 130 . L, back ,totThe method may for example include respectively determining the current lift F of the front hydrofoil device 120 and determining the lift difference S21. L,前 and the current lift F of the rear hydrofoil device 130 L, back ,tot Determine S22 as:

[0095] and

[0096]

[0097] Where v is the speed of the vessel 100 through the water, A f , A r1 and A r2 are the wing areas associated with the front hydrofoil device 120 and with the rear hydrofoil device 130, respectively, ρ is the water density, C L (·) is the angle of attack β associated with the front hydrofoil device 120 and the rear hydrofoil device 130 respectively f , β r1 , β r2 The lift coefficient as a function of .

[0098] The target total lift F required to maintain constant heave is known tot , and the current lift generated on the vessel by the hydrofoil devices 120, 130, the method 700 adjusts S3 the angle of attack (AoA) of the front hydrofoil device 120 to reduce the lift difference, thereby counteracting any actuation performed by the rear hydrofoil device.

[0099] In some examples, method 700 includes setting a desired setting angle α of front hydrofoil device 120 to f Determine S31 as:

[0100]

[0101] Where m is the mass of the ship, g is the acceleration due to gravity on Earth, and F L,后,tot is the current lift generated by the rear hydrofoil device 130, v is the speed of the vessel 100 through the water, ρ is the water density, A f is the wing area of ​​the front hydrofoil device 120, θ is the pitch of the vessel 100, and wherein the lift coefficient C of the front hydrofoil device 120 L Approximately C L ≈kα f +c gives the straight line.

[0102] In some examples, the method 700 comprises controlling S4 the heave y of the vessel 100 to reduce a difference between the current vessel heave and the heave setpoint of the front hydrofoil device 120. The method 700 may, for example, comprise controlling S41 the heave y of the vessel 100 by the front hydrofoil device 120 to reduce a difference between the current vessel heave and the heave setpoint of the second control loop 420 outside the first control loop 410.

[0103] According to some aspects, the method 700 comprises controlling S5 the pitch θ of the vessel 100 to reduce the difference between the current vessel pitch and the pitch set point of the rear hydrofoil device 130. For example, the control of the pitch θ may be performed as follows: Figure 4 The illustrated single loop 430 is implemented.

[0104] According to some aspects, the method 700 includes controlling S6 the rolling of the vessel 100 To reduce the difference between the current ship roll and the roll set point of the rear hydrofoil device 130. For example, the roll The control can be done in Figure 4 The method 700 may for example comprise controlling S61 the rolling of the vessel 100 based on the rudder steering angle 450. like Figure 4 shown.

[0105] Figure 8 An example 800 of a more general implementation of the technology described herein is schematically shown. A control unit 810 receives sensor input data from one or more sensor units 820 (such as an IMU, a speed log, and a satellite positioning system). The control unit 810 then controls at least one or more set angles of the rear hydrofoil device angle actuator 135 and the front hydrofoil device angle actuator 125.

[0106] Fig. 9900 is a schematic diagram of a computer system 900 for implementing the examples disclosed herein. The computer system 900 is suitable for executing instructions from a computer-readable medium to perform these and / or any functions or processes described herein. The computer system 900 can be connected (e.g., networked) to other machines in a LAN (local area network), a LIN (local interconnect network), an automotive network communication protocol (e.g., FlexRay), an intranet, an extranet, or the Internet. Although only a single device is shown, the computer system 900 may include any device collection that executes an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. Therefore, any reference to a computer system, a computing system, a computer device, a computing device, a control system, a control unit, an electronic control unit (ECU), a processor device, a processing circuit, etc. in the present disclosure and / or claims includes a reference to one or more such devices to execute an instruction set (or multiple instruction sets) individually or jointly to perform any one or more of the methods discussed herein. For example, the control system may include a single control unit or multiple control units connected to each other or otherwise communicatively coupled, so that any executed function can be distributed between the control units as needed. Furthermore, such devices may communicate with each other or other devices through various system architectures, such as directly or via a controller area network (CAN) bus or the like.

[0107] The computer system 900 may include at least one computing device or electronic device capable of including firmware, hardware and / or executing software instructions to implement the functionality described herein. The computer system 900 may include a processing circuit 902 (e.g., a processing circuit including one or more processor devices or control units), a memory 904, and a system bus 906. The computer system 900 may include at least one computing device having a processing circuit 902. The system bus 906 provides an interface for system components including, but not limited to, the memory 904 and the processing circuit 902. The processing circuit 902 may include any number of hardware components for performing data or signal processing or for executing computer code stored in the memory 904. The processing circuit 902 may include, for example, a general-purpose processor, a special-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), a circuit containing a processing component, a group of distributed processing components, a group of distributed computers configured for processing, or other programmable logic devices designed to perform the functions described herein, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The processing circuit 902 may also include computer executable code that controls the operation of the programmable device.

[0108] The system bus 906 can be any of several types of bus structures, which can be further interconnected to a memory bus (with or without a memory controller), a peripheral bus, and / or a local bus using any of a variety of bus architectures. The memory 904 can be one or more devices for storing data and / or computer code to complete or facilitate the methods described herein. The memory 904 can include a database component, an object code component, a script component, or any type of information structure for supporting various activities herein. Any distributed or local memory device can be utilized together with the system and method of this specification. The memory 904 can be communicatively connected to the processing circuit 902 (e.g., via a circuit or any other wired, wireless, or network connection) and can include computer code for performing one or more processes described herein. The memory 904 may include nonvolatile memory 908 (e.g., read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), etc.) and volatile memory 910 (e.g., random access memory (RAM)), or any other medium that can be used to carry or store desired program code in the form of machine-executable instructions or data structures and that can be accessed by a computer or other machine having the processing circuit 902. A basic input / output system (BIOS) 912 may be stored in the nonvolatile memory 908 and may include the basic routines that help to transfer information between elements within the computer system 900.

[0109] The computer system 900 may also include or be coupled to non-transitory computer-readable storage media such as storage device 914, which may include, for example, an internal or external hard disk drive (HDD) (e.g., enhanced integrated drive electronics (EIDE) or serial advanced technology attachment (SATA)), a HDD for storage (e.g., EIDE or SATA), flash memory, etc. The storage device 914 and other drives associated with computer-readable and computer-usable media may provide non-volatile storage of data, data structures, computer-executable instructions, etc.

[0110] The hard-coded or soft-coded computer code may be provided in the form of one or more modules. The module may be implemented as software and / or hard-coded in the circuit to implement the functionality described herein in whole or in part. The module may be stored in a storage device 914 and / or a volatile memory 910 that may include an operating system 916 and / or one or more program modules 918. All or part of the examples disclosed herein may be implemented as a computer program 920 stored on a temporary or non-temporary computer-available or computer-readable storage medium (e.g., a single medium or multiple media) such as a storage device 914, which includes complex programming instructions (e.g., complex computer-readable program code) that cause the processing circuit 902 to perform the actions described herein. Therefore, the computer-readable program code of the computer program 920 may include software instructions for implementing the functionality of the examples described herein when executed by the processing circuit 902. In some examples, storage device 914 may be a computer program product (e.g., a readable storage medium) on which a computer program 920 is stored, wherein at least a portion of computer program 920 may be loadable (e.g., loaded into a processor) for implementing the functionality of the examples described herein when executed by processing circuit 902. Processing circuit 902 may serve as a controller or control system of computer system 900 for implementing the functionality described herein.

[0111] The computer system 900 may include an input device interface 922 configured to receive input and selections to be transmitted to the computer system 900 when executing instructions, such as from a keyboard, mouse, touch-sensitive surface, etc. Such input devices can be connected to the processor circuit 902 through an input device interface 922 coupled to the system bus 906, but can be connected through other interfaces (such as a parallel port, an Institute of Electrical and Electronics Engineers (IEEE) 1394 serial port, a universal serial bus (USB) port, an IR interface, etc.). The computer system 900 may include an output device interface 924, which is configured to forward output to a display, a video display unit (e.g., a liquid crystal display (LCD) or a cathode ray tube (CRT)). The computer system 900 may include a communication interface 926 suitable for communicating with a network as appropriate or as needed.

[0112] The operational actions described in any of the exemplary aspects of this article are described to provide examples and discussions. The actions may be performed by hardware components, may be embodied in machine executable instructions to enable a processor to perform these actions, or may be performed by a combination of hardware and software. Although a specific order of method actions may be shown or described, the order of these actions may be different. In addition, two or more actions may be performed simultaneously or partially simultaneously.

[0113] Example 1: A computer system comprising a processing circuit configured to: obtain data indicating a target total lift to be generated by a forward hydrofoil device of a marine vessel and by a rear hydrofoil device of the marine vessel, wherein the target total lift is associated with a constant heave of the vessel; determine a lift difference between a current lift of the vessel and the target total lift based on a state of the rear hydrofoil device; and adjust the angle of attack of the forward hydrofoil device to compensate for the lift difference.

[0114] Example 2: The computer system of Example 1, wherein the processing circuit is configured to determine the target total lift based on data indicative of the mass of the vessel and a model of the lift generated by the front hydrofoil device and by the rear hydrofoil device.

[0115] Example 3: A computer system as described in any of Examples 1 to 2, wherein the processing circuit is further configured to determine the lift difference based on: the current pitch of the vessel, the speed of the vessel through the water, and the total rear lift currently generated by the rear hydrofoil device.

[0116] Example 4: The computer system of any one of Examples 1 to 3, wherein the processing circuit is further configured to determine the current lift generated by the front hydrofoil device and the current lift generated by the rear hydrofoil device as: and where v is the speed of the vessel through the water, A f , A r1 and A r2 are the wing areas associated with the front hydrofoil device and with the rear hydrofoil device, respectively, ρ is the water density, C L (·) is the angle of attack β associated with the front hydrofoil device and the rear hydrofoil device, respectively f , β r1 , β r2 The lift coefficient as a function of .

[0117] Example 5: The computer system of any one of Examples 1 to 4, wherein the processing circuit is further configured to determine the desired setting angle of the front hydrofoil device as: Where m is the mass of the ship, g is the acceleration due to gravity on Earth, and F L,后,tot is the current lift generated by the rear hydrofoil device, v is the speed of the vessel through the water, ρ is the water density, A f is the wing area of ​​the front hydrofoil device, θ is the pitch of the vessel, and wherein the lift coefficient C of the front hydrofoil device L Approximately C L ≈kα f +c gives the straight line.

[0118] Example 6: A computer system as described in any of Examples 1 to 5, wherein the processing circuit is further configured to control the heave of the vessel to reduce the difference between the current vessel heave and the heave set point of the front hydrofoil device.

[0119] Example 7: A computer system as described in any of Examples 1 to 6, wherein the processing circuit is further configured to control the pitch of the vessel to reduce the difference between the current vessel pitch and the pitch set point of the rear hydrofoil device.

[0120] Example 8: A computer system as described in any of Examples 1 to 7, wherein the processing circuit is further configured to control the roll of the vessel to reduce the difference between the current vessel roll and the roll set point of the rear hydrofoil device.

[0121] Example 9: The computer system of Example 8, wherein the processing circuit is further configured to control the roll of the vessel based on a rudder steering angle.

[0122] Example 10: A marine vessel comprising a front hydrofoil device, a rear hydrofoil device and a computer system as described in any one of Examples 1 to 9.

[0123] Example 11: The marine vessel of Example 10, wherein the front hydrofoil device and the rear hydrofoil device are arranged to lift the marine vessel from the water to a hydrofoil state, in which the hull of the vessel is lifted from a nominal draft state to a reduced draft state.

[0124] Example 12: A hydrofoil system comprising at least a front hydrofoil device, a rear hydrofoil device and a computer system as described in any one of Examples 1 to 9.

[0125] Example 13: A computer-implemented method for controlling the hydrofoil operation of a marine vessel, comprising: obtaining, by a processing circuit of a computer system, data indicating a target total lift to be generated by a front hydrofoil device of the marine vessel and by a rear hydrofoil device of the marine vessel, wherein the target total lift is associated with a constant heave of the vessel; determining, by the processing circuit, a lift difference between a current lift of the vessel and the target total lift based on a state of the rear hydrofoil device; and adjusting the angle of attack of the front hydrofoil device to reduce the lift difference.

[0126] Example 14: A computer program product comprising program code for performing the method of Example 13 when executed by a processing circuit.

[0127] Example 15: A non-transitory computer-readable storage medium comprising instructions that, when executed by the processing circuit, cause the processing circuit to perform the method of Example 13.

[0128] Example 16: A computer-implemented method performed by a control unit for controlling hydrofoil operation of a marine vessel, the vessel comprising at least a front hydrofoil device and a rear hydrofoil device, the method comprising: obtaining data indicating a target total lift to be generated by the front hydrofoil device and by the rear hydrofoil device, wherein the target total lift is associated with a constant heave of the vessel, determining a lift difference between a current lift of the vessel and the target total lift based on a state of the rear hydrofoil device, and adjusting the angle of attack of the front hydrofoil device to reduce the lift difference.

[0129] Example 17: The computer-implemented method of Example 16, comprising determining the target total lift based on data indicative of the mass of the vessel and a model of the lift generated by the front hydrofoil device and by the rear hydrofoil device.

[0130] Example 18: The computer-implemented method of Example 16 or 17, comprising determining the lift difference based on a current pitch of the vessel, a speed of the vessel through the water, and a total rear lift currently generated by the rear hydrofoil device.

[0131] Example 19: A computer-implemented method as described in any preceding example, comprising determining the current lift of the front hydrofoil device and the current lift of the rear hydrofoil device as

[0132] Where v is the speed of the vessel through the water, the wing areas are associated with the front and rear hydrofoil devices respectively, ρ is the water density, C L (·) are the lift coefficients as a function of the angle of attack, respectively associated with the front hydrofoil device and with the rear hydrofoil device.

[0133] Example 20: A computer-implemented method as described in any preceding example, comprising determining the desired setting angle of the front hydrofoil device as:

[0134] Where m is the mass of the ship, g is the acceleration due to gravity on Earth, and F L, back ,tot is the current lift generated by the rear hydrofoil device, v is the speed of the vessel through the water, ρ is the water density, A f is the wing area of ​​the front hydrofoil device, θ is the pitch of the vessel, and wherein the lift coefficient of the front hydrofoil device is approximated by C L ≈kα f +c gives the straight line.

[0135] Example 21: A computer implemented method as in any preceding example, comprising controlling the heave of the vessel to reduce the difference between the current vessel heave and the heave set point of the forward hydrofoil device.

[0136] Example 22: The computer implemented method of Example 21, comprising controlling the heave of the vessel by the front hydrofoil device to reduce the difference between the current vessel heave and the heave set point of a second control loop external to the control loop.

[0137] Example 23: The computer-implemented method of any preceding example, comprising controlling the pitch of the vessel to reduce the difference between the current vessel pitch and the pitch set point of the aft hydrofoil device.

[0138] Example 24: The computer-implemented method of any preceding example, comprising controlling the roll of the vessel to reduce the difference between the current vessel roll and the roll setpoint of the aft hydrofoil device.

[0139] Example 25: The computer-implemented method of Example 24, comprising controlling the roll of the vessel based on a rudder steering angle.

[0140] Example 26: A computer-implemented method as described in any preceding example, wherein the front hydrofoil device and the rear hydrofoil device are arranged to lift the vessel from the water to a hydrofoil state, in which the hull of the vessel is lifted from a nominal draft state to a reduced draft state.

[0141] Example 27: A computer program product comprising program code for performing the method of any preceding example when executed by a processing circuit.

[0142] Example 28: A non-transitory computer-readable storage medium comprising instructions that, when executed by a processing circuit, cause the processing circuit to perform the method of any one of Examples 16 to 26.

[0143] Example 29: A control unit for controlling the hydrofoil operation of a marine vessel, the vessel comprising a front hydrofoil device and a rear hydrofoil device, the control unit comprising a processing circuit configured to obtain data indicating a target total lift to be generated by the front hydrofoil device and by the rear hydrofoil device, wherein the target total lift is associated with a constant heave of the vessel, determine a lift difference between a current lift of the vessel and the target total lift based on a state of the rear hydrofoil device, and adjust the angle of attack of the front hydrofoil device to compensate for the lift difference.

[0144] Example 30: A marine vessel comprising a front hydrofoil device, a rear hydrofoil device and a control unit as described in Example 29.

[0145] Example 31: A hydrofoil system comprising at least a front hydrofoil device, a rear hydrofoil device and a control unit as described in Example 29.

[0146] The terms used herein are only for the purpose of describing specific aspects and are not intended to limit the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms "a", "a kind of" and "the" are intended to also include plural forms. As used herein, the term "and / or" includes any and all combinations of one or more related enumerated items. It should also be understood that the terms "include", "comprising" when used herein specify the presence of stated features, integers, actions, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, integers, actions, steps, operations, elements, parts and / or their groups.

[0147] It should be understood that although the terms first, second, etc. may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, without departing from the scope of the present disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0148] Relative terms such as "below" or "above", or "upper" or "lower", or "horizontal" or "vertical" may be used herein to describe the relationship of one element to another element, as shown in the figures. It should be understood that these terms and those discussed above are intended to cover different device orientations in addition to the orientations depicted in the figures. It should be understood that when an element is referred to as being "connected to" or "coupled to" another element, the element may be directly connected or coupled to the other element or there may be intervening elements. In contrast, when an element is referred to as being "directly connected to" or "directly coupled to" another element, there are no intervening elements.

[0149] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those commonly understood by those skilled in the art to which the present disclosure belongs. It should also be understood that, unless otherwise clearly defined herein, the terms used herein should be interpreted as meanings consistent with their meanings in the context of this specification and the relevant art, and should not be interpreted in an idealized or overly formal sense.

[0150] It should be understood that the present disclosure is not limited to the aspects described above and shown in the accompanying drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the present disclosure and the appended claims. In the drawings and description, various aspects have been disclosed for illustrative purposes only and not for limiting purposes, and the scope of the present disclosure is set forth in the appended claims.

Claims

1. A computer system (150; 900), comprising a processing circuit (152; 902), the processing circuit being configured to: Obtaining a target total lift (F) indicative of a forward hydrofoil device (120) of a marine vessel (100) and a target total lift (F) to be generated by a forward hydrofoil device (120) of the marine vessel (100) and by a rearward hydrofoil device (130) of the marine vessel (100) tot ), wherein the target total lift is associated with a constant heave (y) of the vessel (100); determining a lift difference between a current lift of the vessel (100) and the target total lift based on the state of the rear hydrofoil device (130); and The angle of attack (AoA) of the front hydrofoil device (120) is adjusted to compensate for the lift difference.

2. The computer system (150; 900) of claim 1, wherein the processing circuit (152; 902) is configured to determine the target total lift (F tot ): data indicative of the mass (m) of the vessel (100), and Lift models of the front hydrofoil device (120) and the rear hydrofoil device (130).

3. The computer system (150; 900) of any one of claims 1 to 2, wherein the processing circuit (152; 902) is further configured to determine the lift difference based on: The current pitch (θ) of the vessel (100), the speed (v) of the vessel (100) through the water, and The total rear lift (F L, back ,tot ).

4. The computer system (150; 900) of any one of claims 1 to 3, wherein the processing circuit (152; 902) is further configured to respectively convert the current lift F generated by the front hydrofoil device (120) into L, The current lift F generated by the front and rear hydrofoil devices (130) L, back ,tot Determined as: and Where v is the speed of the vessel (100) through the water, A f , A r1 and A r2are the wing areas associated with the front hydrofoil device (120) and the rear hydrofoil device (130), respectively, ρ is the water density, C L (·) is the angle of attack β associated with the front hydrofoil device (120) and the rear hydrofoil device (130) respectively f , β r1 , β r2 The lift coefficient as a function of .

5. The computer system (150; 900) of any one of claims 1 to 4, wherein the processing circuit (152; 902) is further configured to set the desired setting angle (α) of the front hydrofoil device (120) to f ) is determined as: Where m is the mass of the ship, g is the acceleration due to gravity on Earth, and F L, back ,tot is the current lift generated by the rear hydrofoil device (130), v is the speed of the vessel (100) through the water, ρ is the water density, A f is the wing area of ​​the front hydrofoil device (120), θ is the pitch of the vessel (100), and wherein the lift coefficient C of the front hydrofoil device (120) L Approximately C L ≈kα f +c gives the straight line.

6. The computer system (150; 900) of any one of claims 1 to 5, wherein the processing circuit (152; 902) is further configured to control the heave (y) of the vessel (100) to reduce the difference between the current vessel heave and the heave set point of the front hydrofoil device (120).

7. The computer system (150; 900) of any one of claims 1 to 6, wherein the processing circuit (152; 902) is further configured to control the pitch (θ) of the vessel (100) to reduce the difference between the current vessel pitch and the pitch set point of the rear hydrofoil device (130).

8. The computer system (150; 900) of any one of claims 1 to 7, wherein the processing circuit (152; 902) is further configured to control the roll of the vessel (100) To reduce the difference between the current ship roll and the roll set point of the rear hydrofoil device (130).

9. The computer system (150; 900) of claim 8, wherein the processing circuit (152; 902) is further configured to control the roll of the vessel (100) based on a rudder steering angle (450).

10. A marine vessel (100) comprising a front hydrofoil device (120), a rear hydrofoil device (130) and a computer system (150; 900) as claimed in any one of claims 1 to 9.

11. The marine vessel (100) of claim 10, wherein the front hydrofoil device (120) and the rear hydrofoil device (130) are arranged to lift the marine vessel (100) from the water to a hydrofoil state, in which the hull of the vessel (100) is lifted from a nominal draft state to a reduced draft state.

12. A hydrofoil system, comprising at least a front hydrofoil device (120), a rear hydrofoil device (130) and a computer system (150; 900) according to any one of claims 1 to 9.

13. A computer-implemented method (700) for controlling hydrofoil operation of a marine vessel (100), comprising: By a processing circuit (152; 902) obtaining (S1) indicating a target total lift (F) to be generated by the front hydrofoil device (120) of the marine vessel (100) and by the rear hydrofoil device (130) of the marine vessel (100); tot ), wherein the target total lift is associated with a constant heave (y) of the vessel (100); The processing circuit (152; 902) determines (S2) a lift difference between a current lift of the vessel (100) and the target total lift based on the state of the rear hydrofoil device (130); and The angle of attack (AoA) of the front hydrofoil device (120) is adjusted (S3) to reduce the lift difference.

14. A computer program product comprising program code for performing the method (700) of claim 13 when executed by the processing circuit.

15. A non-transitory computer-readable storage medium comprising instructions that, when executed by the processing circuit, cause the processing circuit to perform the method (700) of claim 13.

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