Water moving object

Abstract

To provide a water-surface moving body capable of effectively generating lift for floating a main body from a water surface.SOLUTION: A water-surface moving body with a main body floating above a water surface comprises a first and second hydrofoils, a first propulsion unit installed on the end of the first hydrofoil and generating propulsion, and a second propulsion unit installed on the end of the second hydrofoil and generating propulsion, where the first and second hydrofoils are placed in the crosswise direction of the water-surface moving body, and are installed on the main body so that their elevation angles can be changed independently of each other. A first bulkhead is installed between the first hydrofoil and the first propulsion unit for separating a water flow around the first hydrofoil and a water flow generated by the propulsion unit. A second bulkhead is installed between the second hydrofoil and the second propulsion unit for separating a water flow around the second hydrofoil and a water flow generated by the second propulsion unit.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a water vehicle. [Background technology]

[0002] Patent Document 1 discloses a vessel that sails with its hull raised above the water surface to reduce pitching caused by waves. The vessel disclosed in Patent Document 1 has hydrofoils fixed to the front and rear of the hull, and a propeller fixed to the side of the rear hydrofoil, and the vessel can be raised and lowered vertically by controlling the rotation of the propeller. The vessel also has a rudder behind the propulsion unit, and can change its direction of travel by using the rudder to change the direction of the water current generated by the propeller. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Utility Model Registration No. 3172459 Summary of the Invention [Problem to be solved by the invention]

[0004] In a ship (water vehicle) that sails with its hull (main body) raised above the water surface, it is desirable for the hydrofoils to efficiently generate lift to raise the hull above the water surface.

[0005] SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide an underwater vehicle that can efficiently generate lift to raise the main body above the water surface. [Means for solving the problem]

[0006] In order to achieve the above object, one aspect of the present invention provides a surface vehicle that moves with a main body raised above the water surface, and includes: first and second hydrofoils arranged along the left-right direction of the surface vehicle and provided on the main body so that their angles of attack can be changed independently of each other; a first propulsion unit provided at an end of the first hydrofoil to generate propulsive force; and a second propulsion unit provided at an end of the second hydrofoil to generate propulsive force, wherein a first bulkhead is provided between the first hydrofoil and the first propulsion unit to separate the water flow around the first hydrofoil from the water flow generated by the first propulsion unit, and a second bulkhead is provided between the second hydrofoil and the second propulsion unit to separate the water flow around the second hydrofoil from the water flow generated by the second propulsion unit. The first propulsion unit includes a first upper propulsion unit arranged above the first hydrofoil in the vertical direction of the water vehicle, and a first lower propulsion unit arranged below the first hydrofoil in the vertical direction, and the second propulsion unit includes a second upper propulsion unit arranged above the second hydrofoil in the vertical direction, and a second lower propulsion unit arranged below the second hydrofoil in the vertical direction. , characterized by: [Effects of the Invention]

[0007] According to the present invention, for example, it is possible to provide an underwater vehicle that can efficiently generate lift to lift the main body above the water surface. [Brief explanation of the drawings]

[0008] [Figure 1] Schematic diagram showing a surface vehicle [Figure 2] FIG. 1 is a diagram showing the water vehicle of the first embodiment as seen obliquely from the front. [Figure 3] FIG. 1 is a rear view of the first hydrofoil and the second hydrofoil of the water vehicle of the first embodiment, and the surrounding configuration thereof. [Figure 4] A diagram to explain the relationship between the hydrofoil angle ωY and the angle of attack α [Figure 5] Control block diagram of the surface vehicle [Figure 6] A diagram showing the output relationship of each propulsion unit for controlling the attitude of the hull. [Figure 7] FIG. 10 is a diagram showing the water vehicle of the second embodiment as seen obliquely from the front. [Figure 8] FIG. 10 is a rear view of the first and second hydrofoils and their surrounding configuration in the waterborne vehicle of the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, the embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the scope of the invention as claimed, and not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more of the features described in the embodiments may be arbitrarily combined. Furthermore, the same reference numerals are used for the same or similar components, and redundant explanations will be omitted.

[0010] First Embodiment A surface vehicle 100 according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 3. FIG. 1 is a schematic diagram showing the surface vehicle 100 according to the first embodiment, as viewed from the side. FIG. 2 is a diagram showing the surface vehicle 100 according to the first embodiment as viewed obliquely from the front, with the upper side of the hull 10 omitted. FIG. 3 is a diagram showing the first hydrofoil 21 and second hydrofoil 22 according to the first embodiment and their surrounding configuration as viewed from the rear. Arrows X, Y, and Z in the diagram indicate the fore-and-aft direction, left-right direction (width direction), and up-down direction of the surface vehicle 100, respectively, with the +X direction being the traveling direction (forward direction) of the surface vehicle 100.

[0011] The water vehicle 100 of this embodiment is a vessel that can move with its hull 10 (main body), on which crew members and cargo are carried, raised above the water surface WS. This configuration can reduce the rocking of the hull 10 due to the effects of waves and the like. While this embodiment will be described using a vessel as an example of the water vehicle 100, the configuration of the water vehicle 100 of this embodiment can also be applied to small one-person boards, surfboards, and the like. For example, the water vehicle 100 may be configured so that the operator can sit on the main body, or may be configured so that the operator can board the main body in another position, such as standing or lying face down.

[0012] The water vehicle 100 of this embodiment includes a first hydrofoil 21 and a second hydrofoil 22. The first hydrofoil 21 and the second hydrofoil 22 are provided at the front of the hull 10 below the hull 10 and are supported by a first support member 41 attached to the lower part (underside) of the hull 10. The first hydrofoil 21 and the second hydrofoil 22 are arranged side by side in the left-right direction (Y direction) and are configured so that their angles of attack can be changed independently of each other. In this embodiment, the first hydrofoil 21 is arranged to the right (-Y direction side) of the first support member 41 below the hull 10, and the second hydrofoil 22 is arranged to the left (+Y direction side) of the first support member 41 below the hull 10. In other words, the first hydrofoil 21 and the second hydrofoil 22 are arranged so as to sandwich the first support member 41 in the left-right direction. The first hydrofoil 21 and the second hydrofoil 22 are supported by the first support member 41 so that they can rotate independently of each other around a rotation axis AA parallel to the left-right direction within a predetermined angular range (i.e., so that the angle ωY around the axis can be changed independently of each other).

[0013] A first propulsion unit 31 that generates propulsive force is provided at an end of the first hydrofoil 21. In this embodiment, the first propulsion unit 31 is arranged between the first hydrofoil 21 and the first support member 41 in the left-right direction, i.e., at the end of the first hydrofoil 21 on the side of the second hydrofoil 22. The first propulsion unit 31 may also include a first upper propulsion unit 31U arranged above the first hydrofoil 21 in the vertical direction, and a first lower propulsion unit 31L arranged below the first hydrofoil 21 in the vertical direction. It may be understood that the first upper propulsion unit 31U is arranged above the rotation axis AA of the first hydrofoil 21 in the vertical direction, and the first lower propulsion unit 31L is arranged below the rotation axis AA of the first hydrofoil 21 in the vertical direction. Each of the first upper propulsion unit 31U and the first lower propulsion unit 31L is, for example, an electric propulsion unit having a motor M and a propeller P attached to its rotating shaft, and the propulsive force can be changed by changing the rotational speed of the propeller P in accordance with the power supplied to the motor M.

[0014] A first bulkhead 51 is provided between the first hydrofoil 21 and the first propulsion unit 31 (first upper propulsion unit 31U, first lower propulsion unit 31L) in the left-right direction to separate (isolate) the water flow around the first hydrofoil 21 from the water flow generated by the first propulsion unit 31. By providing this first bulkhead 51, the first hydrofoil 21 is less susceptible to the water flow generated by the first propulsion unit 31, making it possible to efficiently generate lift. In this embodiment, the first bulkhead 51 is connected to the first hydrofoil 21 and configured to be rotatable together with the first hydrofoil 21. The first bulkhead 51 can be configured to have an upper end located above the first upper propulsion unit 31U and a lower end located below the first lower propulsion unit 31L in the up-down direction. The first propulsion unit 31 (first upper propulsion unit 31U, first lower propulsion unit 31L) is connected to the first bulkhead 51, and the first hydrofoil 21 is rotatably supported by the first support member 41 via a first extension member 51a extending along the rotation axis AA of the first hydrofoil. The first extension member 51a connects the first hydrofoil 21 to the first support member 41, and can be disposed between the first upper propulsion unit 31U and the first lower propulsion unit 31L in the up-down direction. In this embodiment, the first extension member 51a is configured in a plate shape, but it is preferable that the first extension member 51a has a shape that does not affect the water flow generated by the first hydrofoil 21, and may be configured in another shape, such as a cylindrical or columnar shape.

[0015] In the first hydrofoil 21 having the above-described first propulsion unit 31, the angle of elevation (angle ωY around an axis parallel to the left-right direction) can be passively changed depending on the difference in output (thrust difference) between the first upper propulsion unit 31U and the first lower propulsion unit 31L. As an example, by making the output (thrust) of the first lower propulsion unit 31L greater than the output (thrust) of the first upper propulsion unit 31U, the angle ωY of the first hydrofoil 21 can be changed so that the angle of elevation α becomes larger. On the other hand, by making the output (thrust) of the first lower propulsion unit 31L smaller than the output (thrust) of the first upper propulsion unit 31U, the angle ωY of the first hydrofoil 21 can be changed so that the angle of elevation α becomes smaller. The relationship between the angle ωY of the hydrofoils (first hydrofoil 21, second hydrofoil 22) and the angle of elevation α is as shown in FIG. 4.

[0016] Similarly, a second propulsion unit 32 that generates propulsive force is provided at the end of the second hydrofoil 22. In this embodiment, the second propulsion unit 32 is arranged between the second hydrofoil 22 and the first support member 41 in the left-right direction, i.e., at the end of the second hydrofoil 22 on the first hydrofoil 21 side. The second propulsion unit 32 may also include a second upper propulsion unit 32U arranged above the second hydrofoil 22 in the vertical direction, and a second lower propulsion unit 32L arranged below the second hydrofoil 22 in the vertical direction. It may be understood that the second upper propulsion unit 32U is arranged above the rotation axis AA of the second hydrofoil 22 in the vertical direction, and the second lower propulsion unit 32L is arranged below the rotation axis AA of the second hydrofoil 22 in the vertical direction. Each of the second upper propulsion unit 32U and the second lower propulsion unit 32L is, for example, an electric propulsion unit having a motor M and a propeller P attached to its rotating shaft, and the propulsive force can be changed by changing the rotational speed of the propeller P in accordance with the power supplied to the motor M.

[0017] A second bulkhead 52 is provided between the second hydrofoil 22 and the second propulsion unit 32 (second upper propulsion unit 32U, second lower propulsion unit 32L) in the left-right direction to separate (isolate) the water flow around the second hydrofoil 22 from the water flow generated by the second propulsion unit 32. By providing this second bulkhead 52, the second hydrofoil 22 is less susceptible to the water flow generated by the second propulsion unit 32, making it possible to efficiently generate lift. In the present embodiment, the second bulkhead 52 is connected to the second hydrofoil 22 and configured to be rotatable together with the second hydrofoil 22. The second bulkhead 52 may be configured to have an upper end located above the second upper propulsion unit 32U and a lower end located below the second lower propulsion unit 32L in the up-down direction. The second propulsion unit 32 (second upper propulsion unit 32U, second lower propulsion unit 32L) is connected to the second bulkhead 52, and the second hydrofoil 22 is rotatably supported by the first support member 41 via a second extension member 52a extending along the rotation axis AA of the second hydrofoil. The second extension member 52a connects the second hydrofoil 22 to the first support member 41, and can be disposed between the second upper propulsion unit 32U and the second lower propulsion unit 32L in the up-down direction. In this embodiment, the second extension member 52a is configured in a plate shape, but it is preferable that the second extension member 52a has a shape that does not affect the water flow generated by the second hydrofoil 22, and may be configured in another shape, such as a cylindrical or columnar shape.

[0018] In the second hydrofoil 22 having the above-described second propulsion unit 32, the angle of elevation (angle ωY around an axis parallel to the left-right direction) can be passively changed depending on the difference in output (thrust difference) between the second upper propulsion unit 32U and the second lower propulsion unit 32L. As an example, by making the output (thrust) of the second lower propulsion unit 32L larger than the output (thrust) of the second upper propulsion unit 32U, the angle ωY of the second hydrofoil 22 can be changed so that the angle of elevation α becomes larger. On the other hand, by making the output (thrust) of the second lower propulsion unit 32L smaller than the output (thrust) of the second upper propulsion unit 32U, the angle ωY of the second hydrofoil 22 can be changed so that the angle of elevation α becomes smaller.

[0019] 1 and 2, the water vehicle 100 of this embodiment may also include a third hydrofoil 23. The third hydrofoil 23 is provided at the rear of the hull 10 below the hull 10 and is supported by a second support member 42 attached to the lower part (underside) of the hull 10. In this embodiment, the third hydrofoil 23 is disposed rearward (in the -X direction) of the first hydrofoil 21 and the second hydrofoil 22 and may be disposed closer to the hull 10 (in the +Z direction) than the first hydrofoil 21 and the second hydrofoil 22. In other words, the third hydrofoil 23 is disposed so that the distance to the hull 10 is shorter than the first hydrofoil 21 and the second hydrofoil 22. The angle of the third hydrofoil 23 relative to the hull 10 (for example, the angle ωY about an axis parallel to the left-right direction) is fixed. 2, the third hydrofoil 23 of this embodiment is configured in a V-shape when viewed from the rear in order to reduce fluctuations in the left-right direction at the rear of the hull 10. However, the third hydrofoil 23 is not limited to this, and may be configured in a straight or curved shape when viewed from the rear, for example.

[0020] The first hydrofoil 21, the second hydrofoil 22, and the third hydrofoil 23 have a cross-sectional shape (airfoil shape) in which the upper surface is more curved than the lower surface. This cross-sectional shape causes the fluid (water) to flow faster below each hydrofoil than above. This results in a lower pressure on the upper surface than the lower surface, allowing each hydrofoil to generate lift for lifting the hull 10 above the water surface WS. In this embodiment, the first hydrofoil 21, the second hydrofoil 22, and the third hydrofoil 23 are disposed underwater below the hull 10 so that the lift generated by each hydrofoil can be efficiently transmitted to the hull 10. However, this is not a limitation. For example, the first hydrofoil 21, the second hydrofoil 22, and the third hydrofoil 23 may be disposed underwater elsewhere than below the hull 10 using an L-shaped first support member 41 and / or second support member 42. Furthermore, in this embodiment, one propulsion unit is provided on the upper side and one on the lower side of each of the first hydrofoil 21 and the second hydrofoil 22, but this is not limited to this, and multiple propulsion units may be provided on the upper side and the lower side.

[0021] Next, an example of control of the water vehicle 100 (ship) of this embodiment will be described. FIG. 5 is a control block diagram of the water vehicle 100. As shown in FIG. 5, the water vehicle 100 of this embodiment includes a control unit 50 that controls the attitude of the first hull 10 by controlling the first propulsion unit 31 and the second propulsion unit 32. Specifically, the control unit 50 can individually adjust the angles of attack of the first hydrofoil 21 and the second hydrofoil 22 by individually adjusting the outputs (propulsive forces) of the first upper propulsion unit 31U, the first lower propulsion unit 31L, the second upper propulsion unit 32U, and the second lower propulsion unit 32L, thereby controlling the attitude of the hull 10. The control unit 50 is, for example, an ECU (Electronic Control Unit) and may include a processor such as a CPU, a storage device such as a semiconductor memory, an interface with external devices, and the like. The water vehicle 100 also includes a battery 51 that stores the power supplied to the first propulsion unit 31 and the second propulsion unit 32. The control unit 50 can control the propulsive force of each propulsion unit by controlling the power supplied to each propulsion unit from the battery 51. The control unit 50 and the battery 51 can be mounted on the hull 10.

[0022] The water vehicle 100 may further include an attitude detection unit 52 that detects the attitude of the hull 10. The attitude detection unit 52 may include, for example, a gyro sensor and detect the inclination of the hull 10 about each of the pitch axis, roll axis, and yaw axis (i.e., the pitching, rolling, and yawing of the hull 10). Based on the detection results of this attitude detection unit 52, the control unit 50 can control the attitude (pitching, rolling, and yawing) of the hull 10 so that the hull 10 maintains a target attitude (e.g., horizontal). Here, as shown in FIG. 5, the water vehicle 100 may further include a speed detection unit 53 that detects the speed of the hull 10 and an acceleration detection unit 54 that detects the acceleration of the hull 10. This allows the control unit 50 to control the speed and acceleration of the hull 10 based on the detection results of the speed detection unit 53 and the acceleration detection unit 54. Each of the detection units 52 to 54 may be mounted on the hull 10.

[0023] The water vehicle 100 may further include a reception unit 55 that receives control instructions (inputs) for the water vehicle 100 from a pilot aboard the hull 10. Control instructions may include, for example, turning right, turning left, accelerating, or decelerating the water vehicle 100. The reception unit 55 may be configured to receive the pilot's operation of a control stick (steering wheel) as a control instruction, or may have a sensor that detects the pilot's weight shift on the hull 10 and receive the pilot's weight shift as a control instruction. As an example, when a control instruction to turn the water vehicle 100 right is received by the reception unit 55, the control unit 50 controls the first propulsion unit 31 and the second propulsion unit 32 so that the output (propulsive force) of the second propulsion unit 32 is greater than the output (propulsive force) of the first propulsion unit 31 by an amount corresponding to the control instruction (magnitude of right turn). This allows the water vehicle 100 to turn right. On the other hand, when the receiving unit 55 receives a control instruction to turn the surface vehicle 100 left, the control unit 50 controls the first propulsion unit 31 and the second propulsion unit 32 so that the output (propulsive force) of the first propulsion unit 31 is greater than the output (propulsive force) of the second propulsion unit 32 by an amount corresponding to the control instruction (magnitude of left turn). This allows the surface vehicle 100 to turn left.

[0024] Next, the attitude control of the hull 10 in the water vehicle 100 of this embodiment will be described. In the water vehicle 100 of this embodiment, the control unit 50 automatically controls the attitude of the hull 10 so that the hull 10 maintains a target attitude (for example, horizontal) based on the detection results of the attitude detection unit 52. Specifically, the control unit 50 can automatically control the attitude of the hull 10 so that the hull 10 maintains the target attitude by individually adjusting the outputs of the first upper propulsion unit 31U, the first lower propulsion unit 31L, the second upper propulsion unit 32U, and the second lower propulsion unit 32L (i.e., adjusting the output balance of the propulsion units 31U, 31L, 32U, and 32L).

[0025] Here, even when the control unit 50 controls the surface vehicle 100 in accordance with a control instruction from the operator, it can automatically control the attitude of the hull 10 so that the hull 10 maintains the target attitude. As an example, when a control instruction to turn the surface vehicle 100 (turn right or left) is received, the control unit 50 can control the turning of the surface vehicle 100 while controlling the hull 10 to the target attitude. Similarly, when a control instruction to raise and lower the hull 10 in the vertical direction by accelerating and decelerating the surface vehicle 100 is received, the control unit 50 can control the raising and lowering of the hull 10 while controlling the hull 10 to the target attitude.

[0026] FIG. 6 shows the output relationship of each propulsion unit for controlling the attitude of the hull 10. In FIG. 1U " represents the output of the first upper propulsion unit 31U, and "F 1L " represents the output of the first lower propulsion unit 31L. 2U " represents the output of the second upper propulsion unit 32U, and "F 2L " represents the output of the second lower propulsion unit 32L. Note that the output of each propulsion unit refers to the thrust generated by each propulsion unit.

[0027] For example, when controlling the rolling of the hull 10, the control unit 50 adjusts the difference between the output difference between the first upper propulsion unit 31U and the first lower propulsion unit 31L and the output difference between the second upper propulsion unit 32U and the second lower propulsion unit 32L. Specifically, when raising the left side of the hull 10 ("+ (raise left)" in FIG. 6), the control unit 50 adjusts the difference between the output difference (F 1U -F 1L ) is the output difference (F 2U -F 2L On the other hand, when the left side of the hull 10 is lowered ("- (left lowering)" in FIG. 6), the control unit 50 controls each propulsion unit so that the output difference (F 1U -F 1L ) is the output difference (F 2U -F 2L) is smaller than the output difference between the upper and lower propulsion units. In this embodiment, the rolling of the hull 10 is controlled using the output difference between the upper and lower propulsion units, but the rolling of the hull 10 may also be controlled using the output ratio between the upper and lower propulsion units.

[0028] When controlling the pitching of the hull 10, the control unit 50 adjusts the difference (output difference) between the resultant force of the outputs of the first upper propulsion unit 31U and the second upper propulsion unit 32U and the resultant force of the outputs of the first lower propulsion unit 31L and the second lower propulsion unit 32L. Specifically, when raising the front of the hull 10 ("+ (front raising)" in FIG. 6), the control unit 50 adjusts the output F 1U and the output F of the second upper thruster 32U 2U resultant force (F 1U +F 2U ) is the output F of the first lower propulsion unit 31L. 1L and the output F of the second lower thruster 32L 2L resultant force (F 1L +F 2L On the other hand, when the front of the hull 10 is lowered ("- (front lowered)" in FIG. 6), the control unit 50 controls the respective propulsion units so that the output F 1U and the output F of the second upper thruster 32U 2U resultant force (F 1U +F 2U ) is the output F of the first lower propulsion unit 31L. 1L and the output of the second lower thruster F 2L resultant force (F 1L +F 2L ) by controlling each thruster.

[0029] When controlling the yawing of the hull 10, the control unit 50 adjusts the difference in output between the first propulsion unit 31 (first upper propulsion unit 31U, first lower propulsion unit 31L) and the second propulsion unit 32 (second upper propulsion unit 32U, second lower propulsion unit 32L). Specifically, when rotating the hull right ("+ (right rotation)" in FIG. 6), the control unit 50 adjusts the output F of the first upper propulsion unit 31U. 1U and the output F of the first lower propulsion unit 31L 1L The resultant force of the above is the output F of the second upper propulsion unit 32U. 2Uand the output F of the second lower thruster 32L 2L On the other hand, when the hull is rotated left ("- (left rotation)" in FIG. 6), the control unit 50 controls the output F of the first upper propulsion unit 31U so that the resultant force is smaller than the output F of the first upper propulsion unit 31U. 1U and the output F of the first lower propulsion unit 31L 1L The resultant force of the above is the output F of the second upper propulsion unit 32U. 2U and the output F of the second lower thruster 32L 2L Each thruster is controlled so that the resultant force is greater than the sum of the forces.

[0030] In the water vehicle 100 of this embodiment, the lift of the first hydrofoil 21 and the second hydrofoil 22, which are arranged at the front of the hull 10, can be increased by increasing the angle of attack of the first hydrofoil 21 and the second hydrofoil 22. In this case, as the hull 10 transitions to a pitch-up attitude, the angle of attack of the third hydrofoil 23, which is arranged at the rear of the hull 10, also increases, and the lift of the third hydrofoil 23 increases so as to counteract the transition to a pitch-up attitude. In other words, the configuration of the water vehicle 100 of this embodiment allows the hull 10 to rise and fall in the vertical direction while maintaining the target attitude. Furthermore, because the third hydrofoil 23 is closer to the hull 10 than the first hydrofoil 21 and the second hydrofoil 22, if an attempt is made to further raise the hull 10, the third hydrofoil 23 will emerge from the water surface WS before the first hydrofoil 21 and the second hydrofoil 22. In this case, the third hydrofoil 23 will not rise any further, so only the first hydrofoil 21 and the second hydrofoil 22 will rise, and it is expected that the hull 10 will rise at its front. However, in the water vehicle 100 of this embodiment, the control unit 50 controls the attitude of the hull 10 so that the hull 10 maintains the target attitude based on the detection results of the attitude detection unit 52. Therefore, when the hull 10 rises at its front, the propulsion units are controlled to reduce the lift of the first hydrofoil 21 and the second hydrofoil 22. Therefore, the water vehicle 100 can control the floating height of the hull 10 above the water surface WS so that each hydrofoil is positioned underwater. In this way, the configuration of the water vehicle 100 of this embodiment allows the floating height of the hull 10 to be controlled solely based on the detection results of the attitude of the hull 10, without directly detecting the floating height of the hull 10.

[0031] As described above, the water vehicle 100 of this embodiment includes the first hydrofoil 21 and the second hydrofoil 22 aligned in the left-right direction below the hull 10. The first propulsion unit 31 (first upper propulsion unit 31U, first lower propulsion unit 31L) is provided at the end of the first hydrofoil 21, and the second propulsion unit 32 (second upper propulsion unit 32U, second lower propulsion unit 32L) is provided at the end of the second hydrofoil 22. The first hydrofoil 21 and the second hydrofoil are configured so that their angles of attack change depending on the output of each propulsion unit. With this configuration, the attitude (rolling, pitching, yawing) of the hull 10 can be accurately controlled by adjusting the output of each propulsion unit. The water vehicle 100 of this embodiment also includes a first bulkhead 51 between the first hydrofoil 21 and the first propulsion unit 31, and a second bulkhead 52 between the second hydrofoil 22 and the second propulsion unit 32. As a result, the influence of the water flow generated by the first propulsion unit 31 on the first hydrofoil 21 can be reduced by the first bulkhead 51, and similarly, the influence of the water flow generated by the second propulsion unit 32 on the second hydrofoil 22 can be reduced by the second bulkhead 52. As a result, it is possible to efficiently generate lift in the first hydrofoil 21 and the second hydrofoil 22.

[0032] Second Embodiment A second embodiment of the surface vehicle 100 according to the present invention will now be described. The second embodiment is essentially the same as the first embodiment, differing from the first embodiment in the configuration and arrangement of the first propulsion unit 31 and the second propulsion unit 32. However, the remaining configuration and processing are the same as those described in the first embodiment. Therefore, the configuration and arrangement of the first propulsion unit 31 and the second propulsion unit 32, which are different from the first embodiment, will be described below with reference to FIGS. 7 and 8. FIG. 7 is a view of the surface vehicle 100 according to the second embodiment, seen obliquely from the front, with the upper side of the hull 10 omitted. FIG. 3 is a view of the first hydrofoil 21 and second hydrofoil 22 according to the second embodiment, and their surrounding configuration, seen from the rear.

[0033] In the waterborne vehicle 100 of this embodiment, the first propulsion unit 31 is disposed on the outer side (-Y direction side) of the first hydrofoil 21 in the left-right direction, i.e., at the end of the first hydrofoil 21 on the opposite side from the second hydrofoil 22 in the left-right direction. The first hydrofoil 21 may be understood to be disposed between the first propulsion unit 31 and the first support member 41. The first propulsion unit 31 may include a first upper propulsion unit 31U disposed above the first hydrofoil 21 in the vertical direction, and a first lower propulsion unit 31L disposed below the first hydrofoil 21 in the vertical direction. A first bulkhead 51 is provided between the first hydrofoil 21 and the first propulsion unit 31 (first upper propulsion unit 31U, first lower propulsion unit 31L) in the left-right direction to separate (isolate) the water flow around the first hydrofoil 21 from the water flow generated by the first propulsion unit 31. Here, in order to separate the water flow generated by the first upper propulsion unit 31U and the water flow generated by the first lower propulsion unit 31L and prevent the water flows from influencing each other, the first extension member 51a described in the first embodiment may be provided between the first upper propulsion unit 31U and the first lower propulsion unit 31L.

[0034] Similarly, the second propulsion unit 32 is disposed on the outer side (+Y direction side) of the second hydrofoil 22 in the left-right direction, i.e., at the end of the second hydrofoil 22 on the opposite side from the first hydrofoil 21 in the left-right direction. The second hydrofoil 22 may be understood to be disposed between the second propulsion unit 32 and the first support member 41. The second propulsion unit 32 may include a second upper propulsion unit 32U disposed above the second hydrofoil 22 in the vertical direction, and a second lower propulsion unit 32L disposed below the second hydrofoil 22 in the vertical direction. A second bulkhead 52 is provided between the second hydrofoil 22 and the second propulsion unit 32 (the second upper propulsion unit 32U, the second lower propulsion unit 32L) in the left-right direction to separate (isolate) the water flow around the second hydrofoil 22 from the water flow generated by the second propulsion unit 32. Here, in order to separate the water flow generated by the second upper propulsion unit 32U and the water flow generated by the second lower propulsion unit 32L and prevent the water flows from influencing each other, the second extension member 52a described in the first embodiment may be provided between the second upper propulsion unit 32U and the second lower propulsion unit 32L.

[0035] With the configuration of this embodiment, the first bulkhead 51 can reduce the effect of the water flow generated by the first propulsion unit 31 on the first hydrofoil 21. Similarly, the second bulkhead 52 can reduce the effect of the water flow generated by the second propulsion unit 32 on the second hydrofoil 22. This allows the first hydrofoil 21 and the second hydrofoil 22 to generate lift efficiently. Comparing the configuration of the first embodiment (FIGS. 2 and 3) with the configuration of the second embodiment (FIGS. 7 and 8), the configuration of the first embodiment is more advantageous in terms of the support structure (support strength) of the heavy propulsion units 31 and 32, while the configuration of the second embodiment is more advantageous in terms of the controllability (operability and responsiveness) of the attitude of the hull 10, such as yawing. The configuration of the waterborne vehicle 100 is not limited to the above two embodiments. The positional relationship between the hydrofoils and the propulsion units can be changed as needed and appropriate depending on the characteristics of the hull 10 and the performance and weight of the propulsion units.

[0036] <Other embodiments> In the above embodiment, electric propulsion units having motors M are used as the propulsion units constituting the first propulsion unit 31 and the second propulsion unit 32, but this is not limiting and engine-based propulsion units may also be used. In this case, each propulsion unit may be configured to have its own engine, or a single engine may be mounted on the hull 10, and the driving force of that engine may be transmitted to the propellers P of each propulsion unit via a transmission mechanism or the like.

[0037] <Summary of the embodiment> 1. The water vehicle of the above embodiment is A water vehicle (e.g., 100) that moves with its main body (e.g., 10) floating above the water surface, A first hydrofoil (e.g., 21) and a second hydrofoil (e.g., 22) are arranged along the left-right direction of the water vehicle and are provided on the main body so that their angles of elevation can be changed independently of each other; a first propulsion unit (e.g., 31) provided at an end of the first hydrofoil to generate propulsive force; A second propulsion unit (e.g., 32) provided at an end of the second hydrofoil to generate propulsive force; Equipped with a first bulkhead (e.g., 51) for separating a water flow around the first hydrofoil from a water flow generated by the first propulsion unit is provided between the first hydrofoil and the first propulsion unit; A second bulkhead (for example, 52) is provided between the second hydrofoil and the second propulsion unit to separate the water flow around the second hydrofoil from the water flow generated by the second propulsion unit. With this configuration, the attitude of the main body can be controlled by individually adjusting the output of each propulsion unit and individually changing the angles of attack of the first and second hydrofoils. Also, the bulkheads can reduce the effect of water currents generated by each propulsion unit on each hydrofoil, allowing each hydrofoil to generate lift efficiently.

[0038] 2. In the above embodiment, the first propulsion unit is attached to the first bulkhead; The second propulsion unit is attached to the second bulkhead. According to this configuration, the influence of the water currents generated in each propulsion unit on each hydrofoil can be more effectively reduced by each bulkhead.

[0039] 3. In the above embodiment, the first propulsion unit is provided at an end of the first hydrofoil on the second hydrofoil side, The second propulsion unit is provided at an end of the second hydrofoil on the side of the first hydrofoil. This configuration is advantageous in terms of the support structure (support strength) of each propulsion unit, which is a heavy object.

[0040] 4. In the above embodiment, The first propulsion unit is provided at an end of the first hydrofoil opposite to the second hydrofoil, The second propulsion unit is provided at an end of the second hydrofoil opposite to the first hydrofoil. This configuration is advantageous in terms of controllability (responsiveness) of the attitude of the hull 10, such as yawing.

[0041] 5. In the above embodiment, Further provided is a support member (e.g., 41) attached to a lower portion of the main body and rotatably supporting the first hydrofoil and the second hydrofoil, The first hydrofoil and the second hydrofoil are arranged to sandwich the support member in the left-right direction. This configuration is advantageous in terms of the support structure (support strength) for the first hydrofoil and the second hydrofoil, and in terms of reducing water resistance.

[0042] 6. In the above embodiment, the first propulsion unit includes a first upper propulsion unit (e.g., 31U) arranged above the first hydrofoil in the vertical direction of the water vehicle, and a first lower propulsion unit (e.g., 31L) arranged below the first hydrofoil in the vertical direction, The second propulsion unit includes a second upper propulsion unit (e.g., 32U) arranged above the second hydrofoil in the vertical direction, and a second lower propulsion unit (e.g., 32L) arranged below the second hydrofoil in the vertical direction. According to this configuration, the attitude (e.g., rolling, pitching, yawing) of the main body can be controlled with high precision by individually adjusting the output of each propulsion unit and individually changing the angles of attack of the first hydrofoil and the second hydrofoil, thereby reducing fluctuations in the attitude and swaying of the main body.

[0043] 7. In the above embodiment, the first hydrofoil is configured so that an angle of attack changes according to an output difference between the first upper propulsion unit and the first lower propulsion unit; The second hydrofoil is configured so that its angle of attack changes in accordance with the output difference between the second upper propulsion unit and the second lower propulsion unit. According to this configuration, by individually adjusting the output (thrust) of the propulsion unit at the upper and lower parts of each of the first hydrofoil and the second hydrofoil, the angles of attack of the first hydrofoil and the second hydrofoil can be individually changed, thereby enabling precise control of the attitude of the main body.

[0044] 8. In the above embodiment, The vehicle further includes a control unit (e.g., 50) that controls the attitude of the main body by adjusting the output balance of the first upper propulsion unit, the first lower propulsion unit, the second upper propulsion unit, and the second lower propulsion unit. According to this configuration, the attitude of the main body can be controlled with high precision by individually adjusting the output of each propulsion unit.

[0045] 9. In the above embodiment, The control unit controls the rolling of the main body by adjusting the difference between the output difference between the first upper propulsion unit and the first lower propulsion unit and the output difference between the second upper propulsion unit and the second lower propulsion unit. According to this configuration, by adjusting the output of each propulsion unit, it is possible to control the rolling of the main body as an attitude.

[0046] 10. In the above embodiment, The control unit controls the pitching of the main body by adjusting the difference between the resultant force of the outputs of the first upper propulsion unit and the second upper propulsion unit and the resultant force of the outputs of the first lower propulsion unit and the second lower propulsion unit. According to this configuration, by adjusting the output of each propulsion unit, it is possible to control pitching as the attitude of the main body.

[0047] 11. In the above embodiment, The control unit controls the yawing of the main body by adjusting the output difference between the first propulsion unit and the second propulsion unit. According to this configuration, yawing as the attitude of the main body can be controlled by adjusting the output of each propulsion unit.

[0048] 12. In the above embodiment, The vessel further includes a third hydrofoil (for example, 23) fixed to the main body portion rearward of the first hydrofoil and the second hydrofoil. This configuration allows the attitude of the main body that has been raised above the water surface to be more stable.

[0049] 13. In the above embodiment, The water vehicle is a vessel that moves with its hull, serving as the main body, floating above the water surface. According to this configuration, it is possible to reduce fluctuations in the attitude and rolling of the hull of a ship that is moving with its hull raised above the water surface.

[0050] The present invention is not limited to the above-described embodiments, and various changes and modifications can be made without departing from the spirit and scope of the present invention. [Explanation of symbols]

[0051] 10: Hull (main body), 21: First hydrofoil, 22: Second hydrofoil, 23: Third hydrofoil, 31: First propulsion unit, 31U: First upper propulsion unit, 31L: First lower propulsion unit, 32: Second propulsion unit, 32U: Second upper propulsion unit, 32L: Second lower propulsion unit, 50: Control unit, 52: Attitude detection unit, 100: Waterborne vehicle

Claims

1. A water-borne moving body that moves with its main body floating above the water surface, a first hydrofoil and a second hydrofoil disposed on the main body portion in a left-right direction of the water vehicle and capable of changing their angles of elevation independently of each other; a first propulsion unit provided at an end of the first hydrofoil to generate a propulsive force; a second propulsion unit provided at an end of the second hydrofoil to generate a propulsive force; Equipped with a first bulkhead for separating a water flow around the first hydrofoil from a water flow generated by the first propulsion unit is provided between the first hydrofoil and the first propulsion unit; a second bulkhead for separating a water flow around the second hydrofoil from a water flow generated by the second propulsion unit is provided between the second hydrofoil and the second propulsion unit; the first propulsion unit includes a first upper propulsion unit arranged above the first hydrofoil in the vertical direction of the water vehicle, and a first lower propulsion unit arranged below the first hydrofoil in the vertical direction, the second propulsion unit includes a second upper propulsion unit arranged above the second hydrofoil in the vertical direction, and a second lower propulsion unit arranged below the second hydrofoil in the vertical direction. A water vehicle characterized by:

2. the first propulsion unit is attached to the first bulkhead; the second propulsion unit is attached to the second bulkhead; 2. The water vehicle according to claim 1.

3. the first propulsion unit is provided at an end of the first hydrofoil on the second hydrofoil side, The second propulsion unit is provided at an end of the second hydrofoil on the first hydrofoil side.

3. The water vehicle according to claim 1 or 2.

4. the first propulsion unit is provided at an end of the first hydrofoil opposite to the second hydrofoil, The second propulsion unit is provided at an end of the second hydrofoil opposite to the first hydrofoil.

3. The water vehicle according to claim 1 or 2.

5. The hydrofoil further includes a support member attached to a lower portion of the main body and rotatably supporting the first hydrofoil and the second hydrofoil, The first hydrofoil and the second hydrofoil are arranged to sandwich the support member in the left-right direction.

5. The water vehicle according to claim 1, wherein the water vehicle is a water-borne vehicle.

6. the first hydrofoil is configured so that an angle of attack changes according to an output difference between the first upper propulsion unit and the first lower propulsion unit, The second hydrofoil is configured so that an angle of attack changes according to an output difference between the second upper propulsion unit and the second lower propulsion unit.

6. The water vehicle according to claim 1, wherein the water vehicle is a water-borne vehicle.

7. 7. The waterborne vehicle according to claim 1, further comprising a control unit that controls the attitude of the main body by adjusting the output balance of the first upper propulsion unit, the first lower propulsion unit, the second upper propulsion unit, and the second lower propulsion unit.

8. 8. The water vehicle according to claim 7, wherein the control unit controls the rolling of the main body by adjusting a difference between an output difference between the first upper propulsion unit and the first lower propulsion unit and an output difference between the second upper propulsion unit and the second lower propulsion unit.

9. 9. The water vehicle according to claim 7, wherein the control unit controls pitching of the main body by adjusting a difference between a resultant force of outputs of the first upper propulsion unit and the second upper propulsion unit and a resultant force of outputs of the first lower propulsion unit and the second lower propulsion unit.

10. 10. The water vehicle according to claim 7, wherein the control unit controls yawing of the main body by adjusting the output difference between the first propulsion unit and the second propulsion unit.

11. The water vehicle according to any one of claims 1 to 10, further comprising a third hydrofoil fixed to the main body portion rearward of the first hydrofoil and the second hydrofoil.

12. 12. The waterborne vehicle according to claim 1, wherein the waterborne vehicle is a ship that moves with the hull serving as the main body floating above the water surface.

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