Hydrofoil steering gear

Abstract

To provide a steering gear of a hydrofoil capable of smoothly turning a hull by changing an angle of attack of the hydrofoils on both sides of the hull.SOLUTION: A steering gear 10 of a hydrofoil comprises first to fourth propulsion parts 41-44, a central connection part 12, and a left hydrofoil 55 and a right hydrofoil 56. The first propulsion part 41 and the third propulsion part 43 are arranged on the left side, and the second propulsion part 42 and the fourth propulsion part 44 are arranged on the right side, of the first to fourth propulsion parts. The central connection part connects the first to fourth propulsion parts each other via a first fixing part 35 and a second fixing part 37. The left hydrofoil and the right hydrofoil are attached to the outside of the central connection part via the first fixing part and the second fixing part.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to a steering device for a hydrofoil. [Background technology]

[0002] For example, there is a twin-screw vessel equipped with a propeller shaft on the outboard side of the ship. Among twin-screw vessels, there is known one in which a central web projects downward from the hull, shaft bracket arms project downwardly from the projecting central web to both sides, and devices for reducing driving force are provided at the tips of both sides (see, for example, Patent Document 1). In this device, for example, a propeller shaft and fins (hereinafter referred to as hydrofoils) are provided at the tips of the shaft bracket arms on both sides. A propeller is attached to the propeller shaft. The fins and shaft bracket arms are formed so that they can twist, for example, by changing the rotation of the propeller. By twisting the fins and shaft bracket arms, it is possible to change the angle of attack of the fins, for example. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-175635 Summary of the Invention [Problem to be solved by the invention]

[0004] In the hydrofoil of Patent Document 1, the shaft bracket arms on both sides are divided into two by the central web. Therefore, the shaft bracket arms on both sides twist independently, and the angle of attack of the hydrofoils on both sides also changes independently. With the hydrofoils on both sides, the induced pre-twist can generate inflow to the propeller to further improve drive efficiency. However, the twin-screw ship in Patent Document 1 does not propel itself like a hydrofoil ship, and even if the angle of attack of the hydrofoils on both sides is changed, the hull cannot be turned. In other words, the twin-screw ship in Patent Document 1 does not have the function of a steering device to steer the hull.

[0005] An object of the present invention is to provide a hydrofoil steering device that can smoothly turn a hull by changing the angle of attack of the hydrofoils on both sides of the hull. [Means for solving the problem]

[0006] In order to solve the above problems, the present invention proposes the following means. (1) The steering device for a hydrofoil according to the present invention comprises at least one propulsion unit on each side (e.g., the first to fourth propulsion units 41 to 44 in the embodiments), a central connecting unit (e.g., the central connecting unit 12 in the embodiments) that connects the propulsion units to each other, and fins (e.g., the left hydrofoil 55 and the right hydrofoil 56 in the embodiments) attached to the outside of the central connecting unit.

[0007] According to this configuration, at least one propulsion unit is arranged on the left and right sides, and the left and right propulsion units are connected to a central connector. Furthermore, fins (hydrofoils) are attached to the outside of the central connector. Therefore, for example, by generating a difference in the output of the propulsive force between one of the left and right propulsion units and the other, it is possible to change the angle of attack of the fin attached to one side and the angle of attack of the fin attached to the other side in opposite directions. This allows the hull to turn smoothly when, for example, steering the hull.

[0008] (2) The central connecting portion may be formed by integrally connecting a left portion (e.g., left portion 12a in the embodiment) located on the left side and a right portion (e.g., right portion 12b in the embodiment) located on the right side.

[0009] According to this configuration, the left and right sections of the central connector are integrally continuous, and the left and right sections are not divided into left and right sections. Therefore, for example, by generating torque on one side of the central connector using the propulsion force of the propulsion section, the torque on one side can transmit torsion to the other side. This allows torsion to be generated on the other side in conjunction with the torsion on one side of the central connector.

[0010] (3) The central connecting portion may be formed so that the left side portion (e.g., left side portion 12a in the embodiment) located on the left side and the right side portion (e.g., right side portion 12b in the embodiment) located on the right side are flush with each other.

[0011] With this configuration, the left and right sides of the central connector are flush with each other. This allows, for example, torsion on one side of the central connector to be efficiently transmitted to the other side. This allows torsion on the other side to be efficiently generated in conjunction with torsion on one side of the central connector.

[0012] (4) The central connecting portion may include two pieces arranged one above the other: a first central connecting portion (e.g., first central connecting portion 21 in the embodiment) and a second central connecting portion (e.g., second central connecting portion 22 in the embodiment).

[0013] According to this configuration, two first and second central connectors are provided, one above the other. Therefore, the thrust of the propulsion unit can generate torque in opposite directions on one side of the first central connector and one side of the second central connector. This causes one side of the first central connector and one side of the second central connector to twist in opposite directions, and this twist can be transmitted to the other side of the first central connector and the other side of the second central connector, respectively. Therefore, the first central connector and the second central connector can twist in conjunction with each other.

[0014] (5) The aircraft may be provided with a first fixing part (e.g., first fixing part 35 in the embodiment) that fixes the left side of the first central connecting part and the second central connecting part and to which the fin (e.g., left hydrofoil 55 in the embodiment) that is arranged on the left outer side is attached, and a second fixing part (e.g., second fixing part 37 in the embodiment) that fixes the right side of the first central connecting part and the second central connecting part and to which the fin (e.g., right hydrofoil 56 in the embodiment) that is arranged on the right outer side is attached.

[0015] According to this configuration, the left sides of the first and second central couplings are fixed by the first fixing parts, and the right sides of the first and second central couplings are fixed by the second fixing parts. Therefore, for example, by generating a torque in the clockwise direction on the first fixing parts when viewed from the right side of the hull by the propulsion unit, a torque in the opposite direction is generated on one side of the first central coupling and one side of the second central coupling. In other words, one side of the first central coupling and one side of the second central coupling twist in opposite directions, and this torsion can be transmitted to the other side of the first central coupling and the other side of the second central coupling, respectively. As a result, by twisting the first central coupling part and the second central coupling part in conjunction with each other, it is possible to generate a torque in the second fixed part in the opposite direction (counterclockwise as seen from the right side of the hull) in conjunction with the first fixed part. Hereinafter, "clockwise direction as seen from the right side of the hull" will sometimes be abbreviated as "clockwise direction," and "counterclockwise direction as seen from the right side of the hull" will sometimes be abbreviated as "counterclockwise direction."

[0016] (6) The central connecting portion may include a first central connecting portion (e.g., first central connecting portion 21 in the embodiment) and a second central connecting portion (e.g., second central connecting portion 22 in the embodiment) arranged one above the other, and the first central connecting portion and the second central connecting portion may each be formed in a flat plate shape.

[0017] According to this configuration, the first central connector and the second central connector are each formed in a flat plate shape. The first central connector and the second central connector are also arranged with a gap between them above and below. This allows the central connector to have a torsion bar structure (torsion beam structure) that is strong against bending and can obtain any desired torsional rigidity. This allows the angle of attack of the fins on both sides to be changed efficiently. Furthermore, by arranging the first and second central connectors at a distance from each other above and below, water can pass between the first and second central connectors, thereby reducing the resistance of the water flow to the central connectors.

[0018] (7) The central connecting portion may have a through hole (e.g., first through hole 31, second through hole 32 in the embodiment) that penetrates vertically in the central portion in the left-right direction, and may be provided with a support pin (e.g., support pin 25 in the embodiment) that penetrates the through hole from the vertical direction and supports the central connecting portion.

[0019] According to this configuration, a through hole is formed in the center of the central connector, and a support pin is inserted through the through hole from above and below. Therefore, the left side section located on the left side of the central connector and the right side section located on the right side can be twisted around the support pin as an axis. This allows the left side section and the right side section of the central connector to be twisted with a simple configuration in which the center of the central connector is supported by the support pin.

[0020] (8) A rotational allowance may be set in the central connecting portion to restrict a range within which the central connecting portion can rotate around the support pin.

[0021] With this configuration, a rotational margin (for example, a space in which the central connector can rotate around the support pin) is set in the central connector, and the range of rotation of the central connector is restricted by the rotational margin. This makes it possible to set the maximum allowable angle of twisting by the central connector with a simple configuration in which only the rotational margin is set in the central connector.

[0022] (9) The propulsion units may be provided in a plurality of rows above and below the central connector, and a twist may be generated in the central connector due to the difference in output caused by the propulsive forces of the propulsion units provided above and below.

[0023] According to this configuration, multiple propulsion units are arranged above and below the central connector, and the difference in output due to the thrust of the upper and lower propulsion units generates a twist in the central connector. That is, twists in opposite directions can be generated on one side and the other (left and right) of the central connector. This allows the angle of attack of the fin attached to one side to be changed in opposite directions to the angle of attack of the fin attached to the other side. This allows the hull to turn smoothly when steering, for example, and reduces the driving force (e.g., electric power) required to turn the hull. [Effects of the Invention]

[0024] According to the present invention, the angle of attack of the hydrofoils on both sides of the hull can be changed to allow the hull to turn smoothly. [Brief explanation of the drawings]

[0025] [Figure 1] 1 is a side view showing a hydrofoil ship equipped with a hydrofoil steering device according to an embodiment of the present invention. [Figure 2] FIG. 2 is a perspective view of the hydrofoil vessel of FIG. 1, seen from the front on the upper left side. [Figure 3] FIG. 2 is a perspective view of the steering device for the hydrofoil according to the embodiment, seen from the left rear. [Figure 4] FIG. 4 is an enlarged perspective view of the steering device of the hydrofoil of FIG. 3 with the propulsion unit removed. [Figure 5] FIG. 5 is a rear view of the steering device for the hydrofoil of FIG. 4, as seen from the rear. [Figure 6] 10 is a schematic diagram showing a state in which the left end of the central connecting portion provided in the steering device of the hydrofoil of the embodiment is twisted in the clockwise direction, as viewed from above. FIG. [Figure 7] 10 is a schematic diagram showing a state in which the left end of the central connecting portion provided in the steering device for the hydrofoil of the embodiment is twisted counterclockwise, as viewed from above. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0026] Hereinafter, a hydrofoil vessel according to an embodiment of the present invention will be described with reference to the drawings, in which arrow FR indicates the front of the hydrofoil vessel, arrow UP indicates the upper side of the hydrofoil vessel, and arrow LH indicates the left side of the hydrofoil vessel. As shown in Figures 1 and 2, the hydrofoil vessel 1 comprises a hull 2, a central web 4, a connecting arm 6, a front hydrofoil 8, and a hydrofoil steering device 10. Hereinafter, the hydrofoil steering device 10 may be abbreviated as "steering device 10". The central web 4 hangs down from a section of the bottom 2a of the hull 2 ​​near the stern 2b and at the center in the transverse direction. The connecting arm 6 is provided at the lower end of the central web 4 and extends horizontally in the fore-and-aft direction of the hull 2. A front hydrofoil 8 is provided at the front end of the connecting arm 6. The front hydrofoil 8 projects out in the transverse direction of the hull 2 ​​from the front end of the connecting arm 6. A steering device 10 is provided at the rear end of the connecting arm 6.

[0027] As shown in Figures 3 and 4, the steering device 10 includes a propulsion unit 11, a central connecting part (torsion bar, torsion beam) 12, a support part 14, a fixing part 16, and a rear hydrofoil 18. The propulsion unit 11 is attached to the central connecting part 12 via the fixing part 16 and the like. The propulsion unit 11 will be described in detail later.

[0028] The central connector 12 is provided at the rear end of the connecting arm 6 via a support 14. The central connector 12 comprises two components: a first central connector 21 and a second central connector 22. The first central connector 21 and the second central connector 22 are arranged vertically spaced apart when extending horizontally in the left-right direction of the hull 2.

[0029] The first central connector 21 is disposed above (i.e., closer to the hull 2) than the second central connector 22. The first central connector 21 has a first left side section 21a disposed on the left side of the connecting arm 6 and a first right side section 21b disposed on the right side of the connecting arm 6. The first left side section 21a is the section of the first central connector 21 on the left side (one side) of a support pin 25 (described below). The first right side section 21b is the section of the first central connector 21 on the right side (other side) of the support pin 25. The first left portion 21a and the first right portion 21b are each formed integrally and continuously into a flat plate shape, and are formed flush with each other.

[0030] The second central connector 22 is disposed below the first central connector 21 and extends along the first central connector 21. Similar to the first central connector 21, the second central connector 22 has a second left portion 22a disposed on the left side of the connecting arm 6 and a second right portion 22b disposed on the right side of the connecting arm 6. The second left portion 22a is the portion of the second central connector 22 on the left side (one side) of the support pin 25. The second right portion 22b is the portion of the second central connector 22 on the right side (other side) of the support pin 25. The second left portion 22a and the second right portion 22b are each formed integrally and continuously into a flat plate shape, and are each formed flush with each other.

[0031] 4, the first central connecting portion 21 and the second central connecting portion 22 have their left-right central portions supported by the support portion 14. The support portion 14 includes a support block 24, a support pin 25, and a support cover 26.

[0032] The support block 24, with its lower end covered by a support cover 26, is attached to the rear end of the connecting arm 6 from below with a bolt 27. A support pin 25 is stored inside the support block 24, facing up and down. The support block 24 is formed with a recess or opening through which the first central connecting part 21 and the second central connecting part 22 can pass in the left-right direction, for example. For example, the upper end of the support pin 25 is supported by the rear end of the connecting arm 6, and the lower end is supported by the support cover 26. The support pin 25 supports the first central connecting portion 21 and the second central connecting portion 22.

[0033] As shown in Figures 4 and 5, the first central connecting part 21 has a first through hole (through hole) 31 that penetrates vertically in its central portion in the left-right direction. The second central connecting part 22 has a second through hole (through hole) 32 that penetrates vertically in its central portion in the left-right direction. The first through hole 31 and the second through hole 32 are arranged coaxially in the vertical direction. In other words, the first central connecting part 21 and the second central connecting part 22 have the first through hole 31 and the second through hole 32 that penetrate vertically in their central portions in the left-right direction.

[0034] Support pins 25 are inserted in the up-down direction through the first through-holes 31 and the second through-holes 32. As a result, the central portions of the first central connector 21 and the second central connector 22 (i.e., the central portion of the central connector 12) are supported by the support pins 25 so that the central connector 12 can rotate in a generally horizontal direction. In this state, the first central connector 21 and the second central connector 22 are inserted in the left-right direction through recesses or openings in the support block 24. The central connector 12 is supported by the support pin 25 so as to be rotatable in a substantially horizontal direction, thereby allowing for twisting of the central connector 12. The twisting of the central connector 12 will be described in detail later.

[0035] Furthermore, a rotational margin (not shown) (for example, a space allowing rotation around the support pin 25) is provided in the central connector 12. The rotational margin restricts the range within which the central connector 12 can rotate around the support pin 25. By allowing the central connector 12 to rotate within the range of the rotational margin, twisting of the central connector 12 (described below) can be tolerated.

[0036] Both ends of the first central connecting portion 21 and the second central connecting portion 22 are fixed by a fixing portion 16. The fixing portion 16 includes a first fixing portion 35, a first block 36, a second fixing portion 37, and a second block 38.

[0037] The first fixing portion 35 has a central portion in the up-down direction fixed to the first left end portion 21c of the first central connecting portion 21 and the second left end portion 22c of the second central connecting portion 22. The first fixing portion 35 has an upper left protrusion 35a and a lower left protrusion 35b. The upper left protrusion 35a protrudes upward from the first left end portion 21c. The lower left protrusion 35b protrudes downward from the second left end portion 22c. A first block 36 is interposed between the first left end 21c of the first central connecting portion 21 and the second left end 22c of the second central connecting portion 22. The first block 36 maintains the distance between the first left end 21c of the first central connecting portion 21 and the second left end 22c of the second central connecting portion 22.

[0038] The second fixing portion 37 has a vertical center portion fixed to the first right end portion 21d of the first central connecting portion 21 and the second right end portion 22d of the second central connecting portion 22. The second fixing portion 37 has an upper right protrusion 37a and a lower right protrusion 37b. The upper right protrusion 37a is a portion that protrudes upward from the first right end portion 21d. The lower right protrusion 37b is a portion that protrudes downward from the second right end portion 22d. A second block 38 is interposed between the first right end portion 21d of the first central connecting portion 21 and the second right end portion 22d of the second central connecting portion 22. The second block 38 maintains the distance between the first right end portion 21d of the first central connecting portion 21 and the second right end portion 22d of the second central connecting portion 22.

[0039] Next, the twisting of the central connecting portion 12 will be described with reference to FIGS. 4 and 5, the central connector 12 has a first central connector 21 and a second central connector 22 arranged at a distance from each other above and below. The first left end 21c of the first central connector 21 and the second left end 22c of the second central connector 22 are fixed by first fixing parts 35. The first right end 21d of the first central connector 21 and the second right end 22d of the second central connector 22 are fixed by second fixing parts 37. Therefore, for example, by generating a clockwise torque T1 in the first fixing portion 35 as viewed from the right side of the hull, torques in opposite directions are generated in the first left side portion 21a of the first central connecting portion 21 and the second left side portion 22a of the second central connecting portion 22.

[0040] 6, the first left portion 21a of the first central connecting portion 21 and the second left portion 22a of the second central connecting portion 22 twist in opposite directions around the support pin 25. The twisting of the first left portion 21a and the second left portion 22a is transmitted to the first right portion 21b of the first central connecting portion 21 and the second right portion 22b of the second central connecting portion 22, respectively. This allows the first central connecting portion 21 and the second central connecting portion 22 to twist in conjunction with each other.

[0041] 5 and 6, the first central connecting portion 21 is formed so that the first left-hand portion 21a and the first right-hand portion 21b are continuous and integral, so that they are not separated into left and right portions. Furthermore, the second central connecting portion 22 is formed so that the second left-hand portion 22a and the second right-hand portion 22b are continuous and integral, so that they are not separated into left and right portions.

[0042] Therefore, for example, by generating a clockwise torque T1 in the first fixing portion 35, a clockwise twist occurs in the left portion 12a of the support pin 25 of the central connecting portion 12. As the left portion 12a of the support pin 25 twists clockwise, the twist is transmitted to the right portion 12b of the support pin 25 of the central connecting portion 12. That is, the twist of the left portion 12a is linked to the right portion 12b of the central connecting part 12, and a counterclockwise twist occurs in the right portion 12b in the opposite direction as seen from the right side of the hull. The occurrence of a counterclockwise twist in the right portion 12b causes a counterclockwise torque T2 to be generated in the second fixing part 37 in the opposite direction.

[0043] Also, as shown in FIG. 7, for example, by generating a counterclockwise torque T3 on the first fixed portion 35, a clockwise torque T4 can be generated on the second fixed portion 37 in the opposite direction.

[0044] Furthermore, the first left portion 21a and the first right portion 21b of the first central connecting portion 21 are formed flush with each other. Moreover, the second left portion 22a and the second right portion 22b of the second central connecting portion 22 are formed flush with each other. Therefore, for example, by causing a clockwise twist in the left portion 12a of the central connector 12, the twist in the left portion 12a can be efficiently transmitted to the right portion 12b of the central connector 12. As a result, the central connector 12 can efficiently cause a twist in the right portion 12b in conjunction with the twist in the left portion 12a.

[0045] Additionally, the central connector 12 has a first central connector 21 and a second central connector 22 arranged vertically with a gap between them. Furthermore, the first left portion 21a and the first right portion 21b of the first central connector 21 are each formed in a continuous flat plate shape. Furthermore, the central connector 12 has a second left portion 22a and a second right portion 22b of the second central connector 22 are each formed in a continuous flat plate shape. Therefore, the central connecting portion 12 can be made to have a torsion bar structure (torsion beam structure) that is strong against bending and can obtain any torsional rigidity. This allows torsion to be efficiently generated in the right portion 12b in conjunction with torsion generated in the left portion 12a of the central connecting portion 12.

[0046] Furthermore, by arranging the first central connector 21 and the second central connector 22 at a distance from each other in the vertical direction, water can pass between the first central connector 21 and the second central connector 22 when the hydrofoil vessel 1 is sailing. This reduces the resistance of the water flow to the central connector 12.

[0047] Furthermore, the center portion of the central connecting part 12 is rotatably supported by a support pin 25. Therefore, the left side portion 12a located on the left side of the central connecting part 12 and the right side portion 12b located on the right side can be twisted in opposite directions with the support pin 25 as the axis. As a result, with a simple configuration in which the center portion of the central connecting portion 12 is supported by the support pin 25, the left side portion 12a and the right side portion 12b of the central connecting portion 12 can be configured to twist.

[0048] Furthermore, a rotational allowance is set in the central connector 12, which limits the range of rotation of the central connector 12. This makes it possible to set the maximum allowable angle of twisting by the central connector 12 with a simple configuration in which only the rotational allowance is provided in the central connector 12.

[0049] As described above, the central connector 12 is formed so that the first central connector 21 and the second central connector 22 are twisted in opposite directions. Furthermore, the central connector 12 is formed so that the front edges of the first central connector 21 and the second central connector 22 are twisted in the up-down direction. In addition, the central connector 12 is formed so that the first central connector 21 and the second central connector 22 are twisted clockwise (i.e., right-handed) and counterclockwise (i.e., left-handed) around the support pin 25 as an axis in a plan view.

[0050] Next, the propulsion unit 11 will be described with reference to FIGS. 1 and 3, the propulsion unit 11 is attached to the central connecting part 12 via a first fixing part 35, a second fixing part 37, etc. The propulsion unit 11 is provided between the first fixing part 35 and the second fixing part 37. The propulsion unit 11 includes a plurality of (four in this embodiment) propulsion sections 41, 42, 43, 44. The four propulsion sections 41, 42, 43, 44 generate propulsive force by rotating screw propellers (hereinafter sometimes referred to as propellers) 46, 47, 48, 49 using electric motors (not shown), for example, to make the hydrofoil vessel 1 travel at low speed or high speed. When traveling at low speed, the hydrofoil vessel 1 floats and runs due to the buoyancy of the hull 2. When traveling at high speed, the hull 2 ​​floats and runs above the waterline 52 due to the lift of the front hydrofoils 8 and the rear hydrofoils 18 (described later) of the hydrofoil vessel 1 (hereinafter, this state is referred to as "foil running").

[0051] Hereinafter, the four propulsion units 41, 42, 43, and 44 will be described as a first propulsion unit 41, a second propulsion unit 42, a third propulsion unit 43, and a fourth propulsion unit 44. The first propulsion unit 41 and the second propulsion unit 42 are arranged on the left and right sides above the first central connector 21. The first propulsion unit 41 is arranged on the left side of the second propulsion unit 42 above the first central connector 21 and is attached to the upper left protrusion 35a of the first fixed unit 35. The second propulsion unit 42 is arranged on the right side of the first propulsion unit 41 above the first central connector 21 and is attached to the upper right protrusion 37a of the second fixed unit 37. That is, the first propulsion section 41 and the second propulsion section 42 are connected to the central connecting section 12 via the first fixing section 35 and the second fixing section 37 when positioned above the central connecting section 12.

[0052] The third propulsion unit 43 and the fourth propulsion unit 44 are disposed on the left and right sides, respectively, below the second central connector 22. The third propulsion unit 43 is disposed on the left side of the fourth propulsion unit 44 below the second central connector 22 and is attached to the lower left protrusion 35b of the first fixed unit 35. The fourth propulsion unit 44 is disposed on the right side of the third propulsion unit 43 below the second central connector 22 and is attached to the lower right protrusion 37b of the second fixed unit 37. That is, the third propulsion unit 43 and the fourth propulsion unit 44 are connected to the central connecting unit 12 via the first fixing unit 35 and the second fixing unit 37 when positioned below the central connecting unit 12.

[0053] As described above, the propulsion unit 11 is provided with the first propulsion unit 41 and the third propulsion unit 43 on the left side of the second propulsion unit 42 and the fourth propulsion unit 44. In addition, the second propulsion unit 42 and the fourth propulsion unit 44 are provided on the right side of the first propulsion unit 41 and the third propulsion unit 43. In other words, the propulsion unit 11 is provided with at least one propulsion unit (i.e., the first propulsion unit 41, the second propulsion unit 42, the third propulsion unit 43, and the fourth propulsion unit 44) on the left and right sides of the hull 2 ​​in the space between the first fixed unit 35 and the second fixed unit 37.

[0054] The propulsion unit 11 is also provided with a first propulsion unit 41 and a second propulsion unit 42 above the central connector 12, and a third propulsion unit 43 and a fourth propulsion unit 44 below the central connector 12. In other words, the propulsion unit 11 is provided with a plurality of first propulsion units 41, second propulsion units 42, third propulsion units 43, and fourth propulsion units 44 lined up above and below the central connector 12. Furthermore, the propulsion unit 11 is configured to generate a twist in the central connector 12 due to the difference in output caused by the propulsive forces of the first propulsion unit 41, the second propulsion unit 42, the third propulsion unit 43, and the fourth propulsion unit 44. An example of generating a twist in the central connector 12 by the propulsion unit 11 will be described in detail later.

[0055] The rear hydrofoil 18 includes a left hydrofoil (fin) 55 arranged on the left outer side of the first fixing part 35, and a right hydrofoil (fin) 56 arranged on the right outer side of the second fixing part 37. The left hydrofoil 55 has a base end 55a attached to the vertical center of the first fixing part 35, and protrudes outward from the center of the first fixing part 35 to the left. In other words, the left hydrofoil 55 is attached to the left outer side (outside) of the central connector 12 via the first fixing part 35. The right hydrofoil 56 has a base end 56a attached to the vertical center of the second fixing part 37, and protrudes outward to the right from the center of the second fixing part 37. In other words, the right hydrofoil 56 is attached to the right outer side (outside) of the central connector 12 via the second fixing part 37.

[0056] Next, an example of controlling the hydrofoil ship 1 to a rolling state, a pitching state, and a yawing state by the steering device 10 will be described with reference to FIGS. Hereinafter, the thrust (output) of the first propulsion unit 41 is referred to as F1 U , the thrust of the second propulsion unit 42 is F2 U Furthermore, the thrust of the third propulsion unit 43 is F1 L , and the thrust of the fourth propulsion unit 44 is F2 L It will be explained as follows.

[0057] [Table 1]

[0058] First, an example of controlling the hydrofoil ship 1 to a rolling state will be described. As shown in FIGS. 3, 7 and Table 1, for example, the thrust F1 of each of the first propulsion unit 41 to the fourth propulsion unit 44 U ~F2 L The first propulsion unit 41 to the fourth propulsion unit 44 are controlled so that the relationship satisfies formula (1). F1 U -F1 L <F2 U -F2 L ……(1) In this control state, the first left end 21c of the first central connector 21 twists toward the rear of the hull 2, and the first right end 21d of the first central connector 21 twists toward the front of the hull 2. The second left end 22c of the second central connector 22 twists toward the front of the hull 2, and the second right end 22d of the second central connector 22 twists toward the rear of the hull 2.

[0059] Therefore, a counterclockwise torque T3 is generated on the first fixed part 35, and a clockwise torque T4 is generated in the opposite direction on the second fixed part 37. As a result, the front edge 55b of the left hydrofoil 55 moves upward and the front edge 56b of the right hydrofoil 56 moves downward, thereby changing the angles of attack of the left hydrofoil 55 and the right hydrofoil 56 in opposite directions. Therefore, the hydrofoil ship 1 is controlled in a direction in which the port side rises.

[0060] 3, 6 and Table 1, for example, the thrust F1 of each of the first propulsion unit 41 to the fourth propulsion unit 44 U ~F2 L The first propulsion unit 41 to the fourth propulsion unit 44 are controlled so that the relationship satisfies formula (2). F1 U -F1 L >F2 U -F2 L ……(2) In this control state, the first left end 21c of the first central connector 21 twists toward the front of the hull 2, and the first right end 21d of the first central connector 21 twists toward the rear of the hull 2. The second left end 22c of the second central connector 22 twists toward the rear of the hull 2, and the second right end 22d of the second central connector 22 twists toward the front of the hull 2.

[0061] Therefore, a clockwise torque T1 is generated on the first fixed part 35, and a counterclockwise torque T2 is generated in the opposite direction on the second fixed part 37. As a result, the leading edge 55b of the left hydrofoil 55 moves downward and the leading edge 56b of the right hydrofoil 56 moves upward, thereby changing the angles of attack of the left hydrofoil 55 and the right hydrofoil 56 in opposite directions. Therefore, the hydrofoil ship 1 is controlled so that the port side drops.

[0062] Next, an example of controlling the hydrofoil ship 1 to a pitching state will be described. As shown in FIG. 3 and Table 1, for example, the thrust F1 of each of the first propulsion unit 41 to the fourth propulsion unit 44 U ~F2 L The first propulsion unit 41 to the fourth propulsion unit 44 are controlled so that the relationship satisfies formula (3). F1 U +F2 U >F1 L +F2 L...(3) In this controlled state, the first central connecting portion 21 and the second central connecting portion 22 are twisted so that their front edges move downward.

[0063] Therefore, a clockwise torque is generated in the first fixed part 35 and the second fixed part 37. As a result, the front edge 55b of the left hydrofoil 55 and the front edge 56b of the right hydrofoil 56 move downward, causing the left hydrofoil 55 and the right hydrofoil 56 to sink downward. Therefore, the hydrofoil ship 1 is controlled in a direction in which the bow 2c rises.

[0064] In addition, for example, the respective thrust forces F1 of the first propulsion unit 41 to the fourth propulsion unit 44 U ~F2 L The first propulsion unit 41 to the fourth propulsion unit 44 are controlled so that the relationship satisfies formula (4). F1 U +F2 U <F1 L +F2 L ……(4) In this controlled state, the first central connecting portion 21 and the second central connecting portion 22 are twisted so that their front edges move upward.

[0065] Therefore, a counterclockwise torque is generated in the first fixed part 35 and the second fixed part 37. As a result, the front edge 55b of the left hydrofoil 55 and the front edge 56b of the right hydrofoil 56 move upward, causing the left hydrofoil 55 and the right hydrofoil 56 to float upward. Therefore, the hydrofoil ship 1 is controlled in a direction in which the bow 2c drops.

[0066] Next, an example of controlling the hydrofoil ship 1 to a yawing state will be described. For example, the thrust F1 of each of the first propulsion unit 41 to the fourth propulsion unit 44 U ~F2 L The first propulsion unit 41 to the fourth propulsion unit 44 are controlled so that the relationship satisfies formula (5). F1 U +F1 L >F2 U +F2 L ……(5) In this way, the thrust force (F1 U +F1 L ) is the propulsive force (F2 U +F2 L ) is increased. As a result, the hydrofoil vessel 1 is controlled in a right turning direction. Furthermore, in this control state, for example, F1 U <F1 L、 F2 U >F2 L By satisfying the above relationship, the leading edge 55b of the left hydrofoil 55 moves upward, and the leading edge 56b of the right hydrofoil 56 moves downward. In other words, the angles of attack of the left hydrofoil 55 and the right hydrofoil 56 can be changed to opposite directions. This allows the hydrofoil ship 1 to turn right more smoothly, and reduces the driving force (e.g., electric power) required to turn the hull 2.

[0067] In addition, for example, the respective thrust forces F1 of the first propulsion unit 41 to the fourth propulsion unit 44 U ~F2 L The first propulsion unit 41 to the fourth propulsion unit 44 are controlled so that the relationship satisfies formula (6). F1 U +F1 L <F2 U +F2 L ……(6) In this way, the thrust of the right second propulsion unit 42 and the right fourth propulsion unit 44 (F2 U +F2 L ) is the thrust (F1 U +F1 L ) is increased. As a result, the hydrofoil vessel 1 is controlled in a direction to turn left. Furthermore, in this control state, for example, F1 U >F1 L、 F2 U <F2 LBy satisfying the above relationship, the leading edge 55b of the left hydrofoil 55 moves downward, and the leading edge 56b of the right hydrofoil 56 moves upward. In other words, the angles of attack of the left hydrofoil 55 and the right hydrofoil 56 can be changed to opposite directions. This allows the hydrofoil ship 1 to turn left more smoothly, and reduces the driving force (e.g., electric power) required to turn the hull 2.

[0068] As described above, according to the steering device 10 of this embodiment, the first propulsion unit 41 and the second propulsion unit 42 are arranged on the left and right sides above the first central connector 21 (i.e., the central connector 12), as shown in Figures 3 and 4. The first propulsion unit 41 and the second propulsion unit 42 are connected to the central connector 12 via the first fixing unit 35 and the second fixing unit 37. Furthermore, the third propulsion unit 43 and the fourth propulsion unit 44 are disposed on the left and right sides below the second central connector 22 (i.e., the central connector 12). The third propulsion unit 43 and the fourth propulsion unit 44 are connected to the central connector 12 via the first fixing unit 35 and the second fixing unit 37. In addition, a left hydrofoil 55 is attached to the left outer side of the central connector 12, and a right hydrofoil 56 is attached to the right outer side of the central connector 12.

[0069] Therefore, for example, by generating a difference in the output of the propulsive force between one side and the other of the first to fourth propulsion units 41 to 44 arranged on the left and right sides, it is possible to generate a twist in the central connector 12. This makes it possible to reverse the angles of attack between one side and the other of the left hydrofoil 55 and right hydrofoil 56 arranged on the left and right sides. Therefore, for example, when the hull 2 ​​is turned by steering, it can be turned smoothly.

[0070] Additionally, according to the steering device 10, the first propulsion unit 41 and the second propulsion unit 42 and the third propulsion unit 43 and the fourth propulsion unit 44 are arranged vertically. Therefore, a twist can be generated in the central connector 12 due to the difference in output caused by the propulsive forces of the first propulsion unit 41 and the second propulsion unit 42 provided above and the third propulsion unit 43 and the fourth propulsion unit 44 provided below. This allows the angles of attack of one of the left and right hydrofoils 55 and 56 arranged on the left and right sides to be reversed. Therefore, for example, when the hull 2 ​​is turned by steering, the hull 2 ​​can be turned smoothly, and the driving force (for example, electric power) required to turn the hull 2 ​​can be reduced.

[0071] The technical scope of the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, in the above embodiment, the propulsion force of the first to fourth propulsion units 41 to 44 is generated by a propeller, but this is not limiting. As another example, the propulsion force of the first to fourth propulsion units may be generated by a water jet.

[0072] In addition, in the above embodiment, four propulsion sections (first propulsion section 41, second propulsion section 42, third propulsion section 43, and fourth propulsion section 44) are illustrated as an example of the propulsion unit 11, but this is not limitative. As another example, the number of propulsion sections can be selected arbitrarily.

[0073] Furthermore, in the above embodiment, an example has been described in which the central connector 12 is provided with two central connectors, the first central connector 21 and the second central connector 22, one above the other. However, this is not limiting. As another example, for example, the central connector 12 may be formed as a single piece.

[0074] In addition, in the above embodiment, one side is sometimes described as the left side and the other side as the right side, but this is not limiting. One side may be the right side and the other side may be the left side. In this case, the same effects and advantages as in the embodiment in which one side is the left side and the other side is the right side can be obtained.

[0075] In the above embodiment, an example has been described in which the hydrofoil vessel 1 is provided with the front hydrofoil 8 as a fixed wing at the front side thereof and the steering device 10 at the rear side thereof, but this is not limited to this. As another example, the hydrofoil vessel 1 may be provided with a fixed wing at the rear side thereof and with a steering device at the front side thereof.

[0076] In addition, within the scope of the spirit of the present invention, the components in the above-described embodiments may be replaced with well-known components as appropriate, and the above-described modifications may be combined as appropriate. [Explanation of symbols]

[0077] 1 hydrofoil 2. Hull 10 Hydrofoil steering gear 11 Propulsion Unit 12 Central connection 16 Fixed part 18 Rear hydrofoil 21 1st central connection part 22 2nd central connection part 25 support pin 31 First through hole (through hole) 32 Second through hole (through hole) 35 1st fixed part 37 Second fixed part 41-44 1st to 4th propulsion units (at least one propulsion unit, multiple propulsion units) 55 Left hydrofoil (fin) 56 Right hydrofoil (fin)

Claims

1. At least one propulsion unit on each side; a central connecting portion that connects the propulsion portions to each other; a fin attached to the outside of the central connector; The central connecting portion is The device includes a first central connecting portion and a second central connecting portion arranged one above the other, A steering device for a hydrofoil characterized by:

2. The central connecting portion is The left side portion arranged on the left side and the right side portion arranged on the right side are integrally continuous.

2. A steering device for a hydrofoil according to claim 1.

3. The central connecting portion is The left side portion disposed on the left side and the right side portion disposed on the right side are formed flush with each other.

2. A steering device for a hydrofoil according to claim 1.

4. a first fixing portion that fixes the left sides of the first central connecting portion and the second central connecting portion and to which the fin is attached and that is disposed on the left outer side; a second fixing portion that fixes the right sides of the first central connecting portion and the second central connecting portion and to which the fin is attached, the second fixing portion being disposed on the right outer side, 2. A steering device for a hydrofoil according to claim 1.

5. The central connecting portion is The device includes a first central connecting portion and a second central connecting portion arranged one above the other, The first central connecting portion and the second central connecting portion are each formed in a flat plate shape.

2. A steering device for a hydrofoil according to claim 1.

6. The central connecting portion has a through hole that penetrates vertically in a central portion in the left-right direction, a support pin that passes through the through hole from above and below and supports the central connecting portion; 2. A steering device for a hydrofoil according to claim 1.

7. A rotational allowance is set in the central connecting portion to restrict a range in which the central connecting portion can rotate around the support pin.

7. A steering device for a hydrofoil according to claim 6.

8. The propulsion unit is provided in plurality, arranged above and below the central connecting unit, A twist is generated in the central connecting portion due to the output difference caused by the propulsion forces of the upper and lower propulsion portions.

2. A steering device for a hydrofoil according to claim 1.

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