Takeoff support system

Abstract

A takeoff support system 6 for supporting takeoff of a hydrofoil 100 includes: an acceleration acquisition device 62 for acquiring a longitudinal acceleration of the hydrofoil 100 relative to the ground or water when the hydrofoil 100 shifts from a hull-borne state to a foil-borne state; and a presentation device 65 for presenting the acceleration acquired by the acceleration acquisition device 62 or information related to the acceleration to a user.

Description

Launch Assist System

[0001] The technology disclosed herein relates to a water launch assistance system.

[0002] Patent Document 1 discloses a hydrofoil vessel that transitions from a boat-propelled state to a foil-propelled state. This hydrofoil vessel is equipped with a vessel speed meter that detects vessel speed.

[0003] Special Publication No. 8-32526

[0004] In conventional hydrofoil vessels, users control engine power based on detected vessel speed and experience, which can lead to insufficient vessel speed, i.e., insufficient lift for takeoff, resulting in a risk of takeoff failure.

[0005] The technology disclosed herein has been developed in light of these points, and its purpose is to assist in realizing takeoff from water.

[0006] The takeoff assistance system disclosed herein is a takeoff assistance system that assists a hydrofoil vessel in taking off from the water, and is equipped with an acceleration acquirer that detects the longitudinal acceleration of the hydrofoil vessel relative to the ground or water when transitioning from a boat-propelled state to a foil-propelled state, and a presenter that presents the acceleration acquired by the acceleration acquirer or information related to the acceleration to a user.

[0007] Another aspect of the takeoff assistance system disclosed herein is a takeoff assistance system that assists a hydrofoil vessel in taking off from water, and is equipped with an acceleration acquirer that detects the longitudinal acceleration of the hydrofoil vessel relative to the ground or water when transitioning from a boat-propelled state to a foil-propelled state, and a controller that controls the engine output so that the acceleration approaches a target acceleration.

[0008] The water launch assistance system can assist in achieving water launch.

[0009] FIG. 1 is a perspective view of a hydrofoil vessel as viewed from the front right. FIG. 2 is a perspective view of the hydrofoil vessel as viewed from the rear left. FIG. 3 is a perspective view of a front strut and a front foil of the hydrofoil vessel. FIG. 4 is a perspective view of an aft strut, aft foil, and various devices arranged around the aft strut of the hydrofoil vessel. FIG. 5 is a schematic block diagram showing the hardware configuration of a take-off assistance system. FIG. 6 is a schematic diagram showing an example of a presentation by a presenter. FIG. 7 is a flowchart of presentation control executed by the take-off assistance system. FIG. 8 is a schematic block diagram showing the hardware configuration of a take-off assistance system according to Modification 1. FIG. 9 is a flowchart of presentation control according to Modification 1. FIG. 10 is a flowchart of another aspect of presentation control according to Modification 1. FIG. 11 is a schematic block diagram showing the hardware configuration of a take-off assistance system according to Modification 2. FIG. 12 is a flowchart of take-off control executed by a take-off assistance system according to Modification 2. FIG. 13 is a schematic diagram showing another example of a presentation by a presenter. FIG. 14 is a schematic diagram showing another example of a presentation by a presenter. FIG. 15 is a schematic diagram showing another example of presentation by the presentation device.

[0010] An exemplary embodiment will now be described in detail with reference to the drawings, in which: Figure 1 is a perspective view of a hydrofoil vessel 100 as seen from the front right; and Figure 2 is a perspective view of the hydrofoil vessel 100 as seen from the rear left.

[0011] As shown in FIG. 1 , the hydrofoil vessel 100 includes a hull 2, a front foil 3 attached to the hull 2 ​​via a front strut 31, an aft foil 4 attached to the hull 2 ​​aft of the front foil 3 via an aft strut 41, and a takeoff assistance system 6 (see also FIG. 2 ). The front foil 3 and the aft foil 4 are hydrofoils that generate lift in water. The hydrofoil vessel 100 is switchable between a propelled state in which the weight of the vessel is supported by the buoyancy of the hull 2, and a foil-propelled state in which the hull 2 ​​floats above the water surface due to the lift generated by the front foil 3 and the aft foil 4. Switching the hydrofoil vessel 100 from the propelled state to the foil-propelled state is called takeoff. The hydrofoil vessel 100 is a so-called fully submerged hydrofoil vessel in which the entire front foil 3 and the aft foil 4 are submerged below the water surface when foil-propelled.

[0012] Hereinafter, the fore-and-aft direction will be defined as the front of the hydrofoil vessel 100 in the direction of travel, with the rear defined as the "rear." The right side of the hydrofoil vessel 100 facing forward in the direction of travel will be defined as the "right" and the left side as the "left," and the width direction, i.e., the left-and-right direction, will be defined as the "right" and the "left," respectively. The height direction of the hydrofoil vessel 100 will be defined as the up-and-down direction. Unless otherwise specified, the "fore-and-aft direction" refers to the fore-and-aft direction of the hydrofoil vessel 100, and the "width direction" refers to the left-and-right direction of the hydrofoil vessel 100. Furthermore, the front of the hull 2 ​​refers to the front half when the hull 2 ​​is divided in half in the fore-and-aft direction. The rear of the hull 2 ​​refers to the rear half when the hull 2 ​​is divided in half in the fore-and-aft direction.

[0013] 3 is a perspective view of the front strut 31 and front foil 3 of the hydrofoil vessel 100. In this example, the hydrofoil vessel 100 is equipped with one front strut 31. The front strut 31 is provided at the front of the hull 2, in the center in the width direction. The upper end of the front strut 31 is connected to the hull 2.

[0014] The front foils 3 extend to the left and right from the lower ends of the front struts 31. In other words, the front foils 3 are supported by the front struts 31.

[0015] A plurality of front flaps 33 are provided at the rear end of the front foil 3. The front flaps 33 are provided so as to be rotatable about axes extending in the width direction of the hull 2. The lift force generated by the front foil 3 is adjusted by the rotation of the front flaps 33.

[0016] 4 is a perspective view of the aft strut 41 of the hydrofoil vessel 100, the aft foil 4, and various devices arranged around the aft strut 41. In this example, the hydrofoil vessel 100 has at least two aft struts 41, more specifically, three aft struts 41, arranged side by side in the width direction of the hull 2. The upper end of the aft strut 41 is connected to the hull 2.

[0017] The three rear struts 41 are arranged side by side in the width direction at the rear of the hull 2, that is, in the rear half when the hull 2 ​​is divided into two equal parts in the fore-and-aft direction. Hereinafter, when distinguishing between the three rear struts 41, they will be referred to as the left rear strut 41, the center rear strut 41, and the right rear strut 41, in order from the left.

[0018] The rear foil 4 is provided on the lower ends of the three rear struts 41. Specifically, the rear foil 4 extends left and right so as to connect the lower end of the left rear strut 41 with the lower end of the central rear strut 41, and the rear foil 4 extends left and right so as to connect the lower end of the right rear strut 41 with the lower end of the central rear strut 41. In other words, the rear foil 4 is supported by the rear struts 41.

[0019] A plurality of rear flaps 43 are provided at the rear end of the rear foil 4. The rear flaps 43 are provided to be rotatable about axes extending in the width direction. The rotation of the rear flaps 43 adjusts the lift force generated by the rear foil 4.

[0020] The hydrofoil vessel 100 further includes two sets of jet pumps 11 and engines 12. In this example, the engines 12 are gas turbine engines. One jet pump 11 and one engine 12 make up one set, and the engine 12 drives the jet pump 11.

[0021] The two jet pumps 11 are arranged on the left and right sides at the rear and bottom of the hull 2. A water intake 51 that opens forward is provided at the lower end of the central aft strut 41. The upper end of the central aft strut 41 branches into two branches that are each connected to two jet pumps 11. A water supply passage is formed inside the central aft strut 41. Water flows from the water intake 51 into the central aft strut 41, flows through the water supply passage, and flows into each of the two jet pumps 11.

[0022] The two engines 12 are disposed on the left and right sides of the rear of the hull 2. Each engine 12 is connected to the jet pump 11 via an output shaft 13a of the engine 12 and a reduction gear in a gearbox 12a.

[0023] The jet pump 11 is a water jet pump that jets water backward to propel the hydrofoil vessel 100 forward.

[0024] 5 is a schematic block diagram showing the hardware configuration of the takeoff assistance system 6. The takeoff assistance system 6 assists the hydrofoil vessel 100 in taking off from water. The takeoff assistance system 6 executes presentation control. In this example, the presentation control is executed, and the actual acceleration is presented to the user. The takeoff assistance system 6 includes an acceleration acquirer 62 and a presenter 65. The takeoff assistance system 6 may further include a control device 64.

[0025] The acceleration acquirer 62 acquires the acceleration of the hydrofoil vessel 100 in the longitudinal direction relative to the ground or water. In the following description, the acceleration acquired by the acceleration acquirer 62 is referred to as the actual acceleration. In more detail, the acceleration acquirer 62 acquires the actual acceleration of the hydrofoil vessel 100 in the longitudinal direction relative to the ground or water when transitioning from a boat-propelled state to a foil-propelled state. In this example, the acceleration acquirer 62 acquires the actual acceleration using a GPS (Global Positioning System). The acceleration acquirer 62 outputs the acquired actual acceleration to the control device 64.

[0026] In this example, the acceleration acquirer 62 includes a vessel speed acquirer 61 and a differentiator 68. For example, the vessel speed acquirer 61 acquires the longitudinal vessel speed of the hydrofoil vessel 100 relative to the ground using a GPS. In the following description, the vessel speed acquired by the vessel speed acquirer 61 is referred to as the actual vessel speed. The vessel speed acquirer 61 outputs the acquired actual vessel speed to both the differentiator 68 and the control device 64. The differentiator 68 calculates the actual longitudinal acceleration of the hydrofoil vessel 100 relative to the ground by determining the time rate of change of the actual vessel speed acquired by the vessel speed acquirer 61. The differentiator 68 outputs the calculated actual acceleration to the control device 64. To convert to the actual acceleration relative to the water, for example, the following procedure may be used. That is, first, the actual vessel speed relative to the water is calculated based on the actual vessel speed relative to the ground measured by the vessel speed acquirer 61 and the current velocity of the tidal current at the current location of the hydrofoil vessel 100. Next, the actual acceleration relative to the water may be calculated by determining the time rate of change of the actual vessel speed relative to the water. The current speed may be determined by referring to information published by the Japan Meteorological Agency, for example.

[0027] The control device 64 controls the entire takeoff assistance system 6. The control device 64 includes a controller 64a, a memory 64b, and a storage device 64c. In this example, when the actual ship speed is input from the ship speed acquirer 61, the control device 64 outputs the actual ship speed to the presenter 65. When the actual acceleration is input from the acceleration acquirer 62, the control device 64 outputs the actual acceleration to the presenter 65.

[0028] The storage unit 64c stores programs executed by the controller 64a and various data. For example, the storage unit 64c stores a control program. The storage unit 64c is formed of a non-volatile memory, a hard disk drive (HDD), a solid state drive (SSD), or the like.

[0029] The controller 64a performs various types of arithmetic processing. For example, the controller 64a is formed of a processor such as a CPU (Central Processing Unit). The control unit 66 may be formed of an MCU (Micro Controller Unit), an MPU (Micro Processor Unit), an FPGA (Field Programmable Gate Array), a PLC (Programmable Logic Controller), a system LSI, or the like. The controller 64a realizes various functions by reading a control program from the storage unit 64c into the memory 64b and expanding the program.

[0030] The presenter 65 presents to the user the actual acceleration or information related to the acceleration (hereinafter referred to as "acceleration-related information") acquired by the acceleration acquirer 62. In this example, the presenter 65 is a display.

[0031] More specifically, the indicator 65 further indicates the target acceleration. The target acceleration is the acceleration required for the hydrofoil vessel 100 to take off from the water. Here, the target acceleration may vary depending on external conditions such as the load on the hydrofoil vessel 100 and wind speed. Therefore, the target acceleration may be an acceleration that allows the hydrofoil vessel 100 to take off even under the most severe external conditions for takeoff. For example, the target acceleration may be the acceleration required for the hydrofoil vessel 100 to take off from the water when fully loaded. Information on the target acceleration is stored in advance in, for example, the memory 64c.

[0032] In this example, the target acceleration varies depending on the longitudinal vessel speed of the hydrofoil vessel 100 relative to the ground or water. Specifically, the target acceleration is the minimum acceleration required for the hydrofoil vessel 100 to take off from the water. The water resistance acting on the hydrofoil vessel 100 at takeoff may vary depending on the vessel speed. For this reason, the engine output required for the hydrofoil vessel 100 to take off from the water may also vary depending on the vessel speed, and as a result, the target acceleration may also vary depending on the vessel speed.

[0033] 6 is a schematic diagram showing an example of presentation by the presenter 65. More specifically, the presenter 65 displays a curve C that represents the relationship between the target acceleration and the vessel speed. In this example, the presenter 65 displays the curve C on the display screen of the display. As described above, in this example, the target acceleration changes according to the vessel speed of the hydrofoil vessel 100. Specifically, the curve C has a downward convex shape. That is, until the hydrofoil vessel 100 reaches a predetermined vessel speed, the target acceleration decreases as the vessel speed increases. Once the hydrofoil vessel 100 exceeds the predetermined vessel speed, the target acceleration increases as the vessel speed increases.

[0034] More specifically, the presenter 65 further displays the actual vessel speed a acquired by the vessel speed acquirer 61 and the actual acceleration b acquired by the acceleration acquirer 62. That is, the presenter 65 displays a curve C on the display screen, as well as a point P defined by the actual vessel speed a and the actual acceleration b. Point P represents the current status of the hydrofoil vessel 100. If point P is located above curve C, this indicates that there is no problem with takeoff with the current acceleration. On the other hand, if point P is located below curve C, this indicates that there is insufficient acceleration for takeoff.

[0035] FIG. 7 is a flowchart of the presentation control executed by the takeoff assistance system 6.

[0036] In step S101, the vessel speed acquirer 61 acquires the actual vessel speed of the hydrofoil vessel 100 in the longitudinal direction.

[0037] In step S102, the acceleration acquirer 62 acquires the actual acceleration in the longitudinal direction of the hydrofoil vessel 100. Specifically, the differentiator 68 obtains the time rate of change of the actual vessel speed acquired by the vessel speed acquirer 61, and calculates the actual acceleration.

[0038] In step S103, the presenter 65 displays the target acceleration on the display screen of the display. Specifically, the presenter 65 reads information on a curve C (see FIG. 6) that represents the relationship between the boat speed and the target acceleration, which is stored in the memory 64c, and displays the curve C on the display screen.

[0039] In step S104, the presenter 65 displays on the display screen the actual boat speed a acquired by the boat speed acquirer 61 and the actual acceleration b acquired by the acceleration acquirer 62. Specifically, the presenter 65 displays on the display screen a point P (see FIG. 6) defined by the actual boat speed a and the actual acceleration b.

[0040] In step S105, the controller 64a determines whether or not the hydrofoil ship 100 has completed taking off from the water. For example, if the actual ship speed acquired by the ship speed acquisition unit 61 is equal to or greater than a predetermined ship speed, the controller 64a determines that the hydrofoil ship 100 has completed taking off from the water. If it is determined that the hydrofoil ship 100 has not completed taking off from the water, the process returns to step S101, and if it is determined that the hydrofoil ship 100 has completed taking off from the water, the presentation control ends.

[0041] According to the takeoff assistance system 6, the indicator 65 displays the actual acceleration to the user. This allows the user to determine whether the acceleration required for takeoff is occurring. As a result, the user does not need to determine whether the acceleration is appropriate based on the boat speed and experience, and the takeoff of the hydrofoil boat 100 is assisted.

[0042] In this example, the indicator 65 further indicates the target acceleration. This allows the user to easily determine whether the acceleration required for takeoff is occurring. Furthermore, in this example, the target acceleration changes depending on the boat speed. For example, the target acceleration is the minimum acceleration required for the hydrofoil boat 100 to takeoff. This allows the magnitude of the acceleration to be kept to the minimum required depending on the boat speed, thereby reducing fuel consumption.

[0043] The indicator 65 also displays a curve C that indicates the relationship between the boat speed and the target acceleration. The indicator 65 also displays the actual boat speed a and the actual acceleration b. This allows the user to visually and easily determine whether the acceleration required for takeoff is occurring.

[0044] Next, we will explain the takeoff assistance systems 206 and 306 according to Modifications 1 and 2. Hereinafter, components similar to those in the takeoff assistance system 6 will be assigned the same reference numerals and explanations thereof will be omitted, and the explanation will focus on components different from the takeoff assistance system 6.

[0045] <Modification 1> Figure 8 is a schematic block diagram showing the hardware configuration of a takeoff assistance system 206 according to Modification 1. The takeoff assistance system 206 differs from the takeoff assistance system 6 in the content presented by the presenter 265 and in the hardware configuration. The presenter 265 presents, as acceleration-related information, the target output power of the engine 12 or the target rotation speed of the engine 12 that brings the actual acceleration closer to the target acceleration. The presenter 265 displays the target output power of the engine 12 or the target rotation speed of the engine 12 on the display screen of a display, for example.

[0046] The takeoff assistance system 206 further includes a rotational speed acquirer 263. The rotational speed acquirer 263 acquires the rotational speed of the engine 12. The rotational speed acquirer 263 is, for example, a rotational speed sensor. The rotational speed acquirer 263 outputs the acquired rotational speed to the control device 64.

[0047] When the presenter 265 presents the target output of the engine 12, the takeoff assistance device 206 executes, for example, the presentation control shown in Fig. 9. That is, by executing the presentation control shown in Fig. 9, the target output of the engine 12 is presented to the user. Fig. 9 is a flowchart of the presentation control when the target output of the engine 12 is presented.

[0048] In step S201, the vessel speed acquirer 61 acquires the actual vessel speed of the hydrofoil vessel 100 in the longitudinal direction.

[0049] In step S202, the acceleration acquirer 62 acquires the actual acceleration in the longitudinal direction of the hydrofoil vessel 100. Specifically, the differentiator 68 obtains the time rate of change of the actual vessel speed acquired by the vessel speed acquirer 61, and calculates the actual acceleration.

[0050] In step S203 , the rotation speed obtainer 263 obtains the actual rotation speed of the engine 12 .

[0051] In step S204, the controller 64a calculates the actual output of the engine 12 based on the actual rotation speed of the engine 12 input from the rotation speed acquirer 263. Specifically, for example, the controller 64a calculates the actual output of the engine 12 based on the correspondence relationship between the rotation speed and the output of the engine 12. The correspondence relationship between the rotation speed and the output of the engine 12 is stored in advance in, for example, the memory 64c.

[0052] In step S205, the controller 64a calculates the target output of the engine 12 so that the actual acceleration approaches the target acceleration. For example, the controller 64a calculates the target acceleration corresponding to the actual ship speed based on the target acceleration corresponding to the ship speed stored in the memory 64c and the actual ship speed input from the ship speed acquirer 61. Next, the controller 64a subtracts the target acceleration from the actual acceleration to calculate an acceleration deviation, which is the deviation between the actual acceleration and the target acceleration. Next, the controller 64a calculates an output change amount of the engine 12 so as to reduce the absolute value of the acceleration deviation based on the calculated acceleration deviation and a first correspondence relationship, which is a correspondence relationship between the acceleration deviation and the output change amount of the engine 12. Preferably, the controller 64a calculates an output change amount of the engine 12 so as to reduce the acceleration deviation to zero based on the first correspondence relationship. The first correspondence relationship is stored in advance in, for example, the memory 64c. The controller 64a calculates the target output by adding the calculated output change amount to the actual output. The controller 64 a outputs the calculated target output to the presenter 265 .

[0053] In step S206, when the target output is input, the presenter 265 presents the target output to the user.

[0054] In step S207, the controller 64a determines whether or not the hydrofoil ship 100 has completed take-off. For example, if the actual ship speed is equal to or greater than a predetermined ship speed, the controller 64a determines that the hydrofoil ship 100 has completed take-off. If it is determined that the hydrofoil ship 100 has not completed take-off, the process returns to step S201, and if it is determined that the hydrofoil ship 100 has completed take-off, the presentation control ends.

[0055] When the presenter 265 presents the target rotation speed of the engine 12, the takeoff assistance device 206 executes, for example, the presentation control shown in Fig. 10. That is, by executing the presentation control shown in Fig. 10, the target rotation speed of the engine 12 is presented to the user. Fig. 10 is a flowchart of the presentation control when the target rotation speed of the engine 12 is presented.

[0056] First, similarly to the presentation control when the target output of the engine 12 is presented, the processes of steps S201, S202 and S203 are executed.

[0057] Next, in step S208, the controller 64a calculates a target rotational speed of the engine 12 so that the actual acceleration approaches the target acceleration. For example, the controller 64a calculates the target acceleration corresponding to the actual ship speed based on the target acceleration corresponding to the ship speed stored in the memory 64c and the actual ship speed input from the ship speed acquirer 61. Next, the controller 64a calculates an acceleration deviation by subtracting the target acceleration from the actual acceleration. Next, the controller 64a calculates a rotational speed change amount of the engine 12 so as to reduce the absolute value of the acceleration deviation based on the calculated acceleration deviation and a second correspondence relationship, which is a correspondence relationship between the acceleration deviation and the rotational speed change amount of the engine 12. Preferably, the controller 64a calculates a rotational speed change amount of the engine 12 so as to reduce the acceleration deviation to zero. The second correspondence relationship is pre-stored in, for example, the memory 64c. The controller 64a calculates the target rotational speed by adding the calculated rotational speed change amount to the rotational speed acquired by the rotational speed acquirer 63. The controller 64 a outputs the calculated target rotation speed to the presenter 265 .

[0058] In step S209, when the target rotation speed is input, the presenter 265 presents the target rotation speed to the user.

[0059] Subsequently, the process of step S207 is executed in the same manner as when the target output of the engine 12 is presented.

[0060] The takeoff assistance system 206 presents to the user the target output or target rotation speed of the engine 12 that brings the actual acceleration closer to the target acceleration. In this way, specific control details for the engine 12 are presented, improving user convenience.

[0061] 11 is a schematic block diagram showing the hardware configuration of a takeoff assistance system 306 according to Modification 2. The takeoff assistance system 306 differs from the takeoff assistance system 6 in its hardware configuration and in that it executes takeoff control. Specifically, the takeoff assistance system 306 does not have a display device.

[0062] The controller 64a controls the output of the engine 12 so that the actual acceleration approaches the target acceleration. In the following description, this control is referred to as "take-off control." In other words, in the take-off assistance system 306, the hydrofoil ship 100 takes off automatically without user intervention.

[0063] FIG. 12 is a flowchart of the takeoff control executed by the takeoff assistance system 306.

[0064] In step S301, the vessel speed acquirer 61 acquires the actual vessel speed of the hydrofoil vessel 100 in the longitudinal direction.

[0065] In step S302, the controller 64a determines whether the actual vessel speed is less than the target vessel speed required for takeoff. The target vessel speed is pre-stored in, for example, the memory 64c. If it is determined that the actual vessel speed is less than the target vessel speed, the process proceeds to step S303. If it is determined that the actual vessel speed is equal to or greater than the target vessel speed, takeoff control ends.

[0066] If it is determined in step S302 that the actual vessel speed is less than the target vessel speed, in step S303 the acceleration acquirer 62 acquires the actual acceleration in the longitudinal direction of the hydrofoil vessel 100. Specifically, the differentiator 68 determines the time rate of change of the actual vessel speed acquired by the vessel speed acquirer 61, and calculates the actual acceleration.

[0067] In step S304, the controller 64a calculates a target output of the engine 12 so that the actual acceleration approaches the target acceleration. For example, the controller 64a first calculates an acceleration deviation by subtracting the target acceleration from the actual acceleration. Next, the controller 64a calculates an output change amount of the engine 12 so that the absolute value of the acceleration deviation is reduced, based on the acceleration deviation and a first correspondence relationship between the acceleration deviation and the output change amount of the engine 12. Preferably, the controller 64a calculates an output change amount of the engine 12 so that the acceleration deviation becomes zero, based on the first correspondence relationship. The first correspondence relationship is stored in advance in, for example, the memory 64c. Next, the controller 64a calculates the target output by adding the calculated output change amount to the actual output.

[0068] In step S305, the controller 64a controls the output of the engine 12 so as to achieve the calculated target output, and the process returns to step S301.

[0069] The takeoff assistance system 306 allows the hydrofoil vessel 100 to take off automatically without user intervention, reducing the effort required by the user.

[0070] Other Embodiments As described above, the above-described embodiments have been described as examples of the technology disclosed in the present application. However, the technology of the present disclosure is not limited to these embodiments and can be applied to embodiments in which modifications, substitutions, additions, omissions, etc. are made as appropriate. Furthermore, the components described in the above-described embodiments can be combined to create new embodiments. Furthermore, the components described in the accompanying drawings and detailed description may include not only components essential for solving the problem, but also components that are not essential for solving the problem in order to exemplify the technology. Therefore, the fact that these non-essential components are described in the accompanying drawings or detailed description should not be interpreted as immediately determining that these non-essential components are essential.

[0071] For example, the configuration of the hydrofoil vessel 100 is not limited to the configuration described above. The hydrofoil vessel 100 is not limited to a fully submersible type, and may be a semi-submersible type. The numbers of the front foils 3, front struts 31, rear foils 4, rear struts 41, etc. are not limited. The engine 12 is not limited to a gas turbine engine, and may be, for example, a diesel engine.

[0072] The acceleration acquirer 62 is not limited to an acquirer that acquires actual acceleration using GPS. For example, the acceleration acquirer 62 may employ a water speed meter as the boat speed acquirer 61 and calculate the actual acceleration through water by obtaining the time rate of change of the water speed measured by the water speed meter. The water speed meter may be, for example, a Doppler-type water speed meter that detects the actual boat speed through water. Furthermore, the acceleration acquirer 62 is not limited to an acquirer that calculates the actual acceleration by obtaining the time rate of change of the actual boat speed acquired by the boat speed acquirer 61. For example, the acceleration acquirer 62 may be an acceleration sensor that directly detects the actual acceleration. In this case, the boat speed acquirer 61 and the acceleration acquirer 62 may be separate entities. Furthermore, in this case, the boat speed acquirer 61 may be omitted. Furthermore, the differentiator 68 does not need to be separate from the control device 64. In other words, the controller 64a may also function as the differentiator 68.

[0073] The presenter 65 is not limited to a display, and may be, for example, a buzzer, a speaker, or the like.

[0074] The method of presenting the actual acceleration or acceleration-related information by the presenter 65 is not limited to the above-described configuration. For example, as shown in Fig. 13, the presenter 65 may simply display the numerical value of the actual acceleration on the display screen. Fig. 13 is a schematic diagram showing another example of presentation by the presenter 65. The presenter 65 may also announce the actual acceleration inside the ship.

[0075] For example, as shown in Fig. 14, the presenter 65 may display the target acceleration and the actual acceleration on a graph on the display screen with the acceleration on the vertical axis. Fig. 14 is a schematic diagram showing another presentation example of the presenter 65. With this configuration, it is possible to visually and easily grasp the amount by which the actual acceleration is sufficient or insufficient relative to the target acceleration.

[0076] For example, as shown in Fig. 15, the presenter 65 may present an acceleration deviation as acceleration-related information. Fig. 15 is a schematic diagram showing another example of presentation by the presenter 65. In Fig. 15, this indicates that the actual acceleration is 0.10 kt / sec lower than the target acceleration. This configuration allows the user to quickly determine whether the actual acceleration is insufficient due to takeoff, and to quantitatively grasp the amount of acceleration sufficiency or insufficiency.

[0077] For example, if the actual acceleration is lower than the target acceleration, the indicator 65 may present the user with an alert as acceleration-related information. The indicator 65 may display the alert on a display or sound a buzzer, for example. This configuration allows the user to quickly determine whether the actual acceleration is insufficient for takeoff.

[0078] For example, in the presentation example shown in Fig. 6, the presenter 65 may display only point P defined by the actual ship speed a and the actual acceleration b, without displaying curve C. For example, in the presentation example shown in Fig. 6, the presenter 65 may display only curve C, and display the actual ship speed and actual acceleration as numerical values.

[0079] The target acceleration does not have to be the minimum acceleration required for the hydrofoil vessel 100 to take off from the water. For example, the target acceleration may be an acceleration that is a predetermined amount greater than the minimum acceleration required for the hydrofoil vessel 100 to take off from the water. The target acceleration does not have to change depending on the vessel speed. In other words, the target acceleration may be a constant value.

[0080] The flowcharts are merely examples. Steps in the flowcharts may be changed, replaced, added, omitted, etc. as appropriate. The order of steps in the flowcharts may also be changed, and serial processing may be performed in parallel.

[0081] The functions performed by the components described herein may be implemented in circuitry or processing circuitry, including general-purpose processors, application-specific processors, integrated circuits, ASICs (Application Specific Integrated Circuits), a Central Processing Unit (CPU), conventional circuits, and / or combinations thereof, programmed to perform the described functions. A processor includes transistors and other circuits and is considered a circuit or processing circuit. A processor may also be a programmable processor that executes a program stored in a memory.

[0082] In this specification, a circuit, unit, or means is hardware that is programmed to realize or performs the described functions, which may be any hardware disclosed herein or any hardware known to be programmed to realize or perform the described functions.

[0083] If the hardware is a processor considered to be a type of circuitry, the circuit, means, or unit is a combination of hardware and software used to configure the hardware and / or processor.

[0084] [Aspects] The above-described embodiments are specific examples of the following aspects.

[0085] (Mode 1) The takeoff assistance system 6, 206 is a takeoff assistance system 6, 206 that assists the hydrofoil vessel 100 in taking off from water, and is equipped with an acceleration acquirer 62 that acquires the longitudinal acceleration of the hydrofoil vessel 100 relative to the ground or water when transitioning from a boat-propelled state to a foil-propelled state, and a presenter 65 that presents the acceleration acquired by the acceleration acquirer 62 or information related to the acceleration to the user.

[0086] According to this configuration, the indicator 65 displays the actual acceleration or acceleration-related information to the user, allowing the user to determine whether the acceleration required for takeoff is occurring. As a result, the user does not need to determine whether the acceleration is appropriate based on the boat speed and experience, and the takeoff of the hydrofoil boat 100 is assisted.

[0087] (Aspect 2) In the takeoff assistance system 6 according to aspect 1, the presenter 65 further presents a target acceleration of the acceleration.

[0088] With this configuration, the user can easily determine whether the acceleration required for takeoff is occurring.

[0089] (Aspect 3) The takeoff assistance system 6 described in aspect 1 or aspect 2 further includes a vessel speed acquisition device 61 that acquires the longitudinal vessel speed of the hydrofoil vessel 100 relative to the ground or relative to the water, and the target acceleration changes depending on the vessel speed.

[0090] According to this configuration, the acceleration can be optimized according to the boat speed, thereby reducing fuel consumption.

[0091] (Aspect 4) In the takeoff assistance system 6 according to any one of aspects 1 to 3, the presenter 65 displays a curve C that indicates the relationship between the boat speed and the target acceleration.

[0092] With this configuration, the user can easily visually determine whether the acceleration required for takeoff is occurring.

[0093] (Aspect 5) In the takeoff assistance system 6 according to any one of aspects 1 to 4, the presenter 65 further displays the boat speed and the acceleration acquired by the boat speed acquirer 61.

[0094] With this configuration, the user can easily visually determine whether the acceleration required for takeoff is occurring.

[0095] (Aspect 6) In the takeoff assistance system 6 according to any one of aspects 1 to 5, when the acceleration is lower than the target acceleration, the presenter 65 presents an alert to the user as information relating to the acceleration.

[0096] This configuration allows the user to quickly determine whether the actual acceleration is insufficient due to takeoff.

[0097] (Aspect 7) In the takeoff assistance system 6 according to any one of aspects 1 to 6, the presenter 65 presents, as the information relating to the acceleration, a deviation between the acceleration and a target acceleration.

[0098] With this configuration, the user can quickly determine whether the actual acceleration is insufficient due to taking off from water, and can quantitatively grasp the amount of actual acceleration that is sufficient or insufficient.

[0099] (Aspect 8) In the takeoff assistance system 206 described in any one of aspects 1 to 7, the presenter 265 presents, as information regarding the acceleration, a target output of the engine 12 or a target rotational speed of the engine 12 that brings the acceleration closer to a target acceleration of the acceleration.

[0100] According to this configuration, specific control details of the engine 12 are presented, improving convenience for the user.

[0101] (Aspect 9) The takeoff assistance system 306 is a takeoff assistance system 306 that assists the hydrofoil vessel 100 in taking off from water, and is equipped with an acceleration acquirer 62 that detects the longitudinal acceleration of the hydrofoil vessel 100 relative to the ground or water when transitioning from a boat-propelled state to a foil-propelled state, and a controller 64a that controls the output of the engine 12 so that the acceleration approaches a target acceleration for the acceleration.

[0102] According to this configuration, the hydrofoil vessel 100 takes off automatically without user intervention, reducing the effort required of the user.

[0103] 100 Hydrofoil vessel 6, 206, 306 Takeoff assistance system 61 Ship speed acquirer 62 Acceleration acquirer 64a Controller 65, 265 Presenter

Claims

1. A take-off assistance system that assists a hydrofoil vessel in taking off from the water, comprising: an acceleration acquirer that acquires the longitudinal acceleration of the hydrofoil vessel relative to the ground or water when transitioning from a boat-propelled state to a foil-propelled state; and a presenter that presents to a user the acceleration acquired by the acceleration acquirer or information related to the acceleration.

2. A water takeoff assistance system according to claim 1, wherein the presenter further presents a target acceleration of the acceleration.

3. A takeoff assistance system as claimed in claim 2, further comprising a vessel speed acquisition device for acquiring the longitudinal vessel speed of the hydrofoil vessel relative to the ground or water, wherein the target acceleration changes according to the vessel speed.

4. A launching assistance system according to claim 3, wherein the presenter displays a curve representing the relationship between the target acceleration and the vessel speed.

5. A launch assistance system according to claim 4, wherein the presenter further displays the boat speed and acceleration acquired by the boat speed acquisition device.

6. A water launch assistance system as described in claim 3, wherein, when the acceleration is lower than the target acceleration, the presenter presents an alert to the user as information regarding the acceleration.

7. A takeoff assistance system as described in claim 3, wherein the presenter presents the deviation between the target acceleration and the acceleration as information regarding the acceleration.

8. A takeoff assistance system as described in claim 3, wherein the presenter presents, as information regarding the acceleration, a target engine output or a target engine rotation speed that will cause the acceleration to approach a target acceleration for the acceleration.

9. A take-off assistance system that assists a hydrofoil vessel in taking off from the water, comprising: an acceleration acquirer that detects the longitudinal acceleration of the hydrofoil vessel relative to the ground or water when transitioning from a boat-propelled state to a foil-propelled state; and a controller that controls the engine output so that the acceleration approaches a target acceleration.

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