JPH07156881A - Manually propelling boat having auxiliary driving source - Google Patents

Abstract

PURPOSE:To provide a manually propelling boat having an auxiliary driving source by which a planing condition not less than water separating speed can be realized and a manually propelling feeling is not spoiled. CONSTITUTION:A manually driving system to drive a propelling machine in rotation by manual operation and an auxiliary driving system to drive the propelling machine in rotation by an auxiliary driving source, are arranged in parallel with each other, and a manually propelling boat having the auxiliary driving source is constituted so as to assist main driving force of the manually driving system by auxiliary driving force of the auxiliary driving system. In this case, the boat has a planing detecting means (to detect boat speed) 37 to detect the occurrence of a planing condition where the great part of a boat body floats from a water surface, an assist ratio control means (controller) 30 to control so that an assist ratio (auxiliary driving force/main driving force) in a non-planing area before the occurrence of the planing condition becomes larger than an assist raion in a planing area and an auxiliary driving source control means (controller) 30 to control an auxiliary driving motor 11 so that the auxiliary driving force becomes a value according to the assist ratio.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention provides a driving system by human power and an auxiliary driving system by an auxiliary driving source such as an electric motor in parallel, and a driving force by human power (hereinafter referred to as main driving force) by the auxiliary driving source. The present invention relates to a human power propulsion boat with an auxiliary drive source that is assisted by a driving force. For details, planing boat,
The present invention relates to a human-powered propulsion boat for sailing in a gliding state (planing state) in which most of the hull floats above the water surface, such as a hydrofoil boat or a hovercraft.

[0002]

2. Description of the Related Art Conventionally, there has been provided a human-powered propulsion boat in which a drive shaft is rotationally driven by a human power through a crank pedal, and a propulsion device such as a screw is rotated by the driving power to obtain a propulsive power. Further, in this type of human-powered propulsion boat, there is one for the purpose of sailing in a so-called planing state in which the ship glides at a speed higher than the water separation speed (including wing traveling).

However, in the case of the above-mentioned human power propulsion boat, it is extremely difficult to realize the above-mentioned planing state because the resistance due to water is extremely large as compared with the running resistance in a bicycle or the like. Therefore, it is conceivable to supplement the main driving force in the human-powered boat with an auxiliary driving force of an auxiliary driving source such as an electric motor. When controlling the auxiliary driving force by this auxiliary driving source, for example
It is conceivable to adopt motor drive force control in a bicycle with an electric motor, which is proposed in Japanese Patent Laid-Open No. 76590 and Japanese Patent Laid-Open No. 2-7449. That is, the auxiliary driving force of the electric motor is increased in proportion to the main driving force to reduce the burden of human power.

[0004]

When the main driving force is assisted by the above-mentioned auxiliary driving force, an important problem is how to set the assist ratio. If the assist ratio that can realize the water separation speed for generating the above-mentioned planing state is simply set, the assist ratio has to be set to a considerably large value. In such a case, the auxiliary driving force especially in the planing state is required. It becomes too large and the sense that it is propelled by human power is lost, and the original purpose of the human powered propulsion boat cannot be achieved. That is, the running resistance becomes maximum near the water separation speed and a so-called hump phenomenon appears, but when the water separation speed is exceeded, the above running resistance sharply decreases. Therefore,
It is considered that depending on how the assist ratio is set, the planing state can be realized, but thereafter the auxiliary driving force becomes excessive.

The present invention has been made in view of the above circumstances, and provides a human-powered propulsion boat with an auxiliary drive source that can realize a planing state at a water separation speed or higher and that does not impair the feeling of human-powered propulsion. Is intended.

[0006]

According to a first aspect of the present invention, a human power drive system for rotationally driving a propulsion machine by human power and an auxiliary drive system for rotationally driving a propulsion machine by an auxiliary drive source are provided in parallel to each other. In a human-powered propulsion boat with an auxiliary drive source configured to assist the main drive force of the drive system with the auxiliary drive force of the auxiliary drive system, a sliding detection means for detecting the occurrence of a sliding state in which most of the hull floats above the water surface. An assist ratio control means for controlling the assist ratio (auxiliary driving force / main driving force) in the non-sliding region before the occurrence of the sliding condition to be larger than the assist ratio in the sliding region, and the auxiliary driving force having a value corresponding to the assist ratio. And an auxiliary drive source control means for controlling the auxiliary drive source.

In the present invention, there are various modes for setting the assist ratio in the non-sliding region to be larger than the assist ratio in the sliding region. For example, as in the invention of claim 2, the boat speed changes from the stationary speed to the sliding start speed ( The assist ratio is controlled so as to approach the water separation speed), the assist ratio is controlled so that the auxiliary driving force is substantially constant in the sliding region as in the invention of claim 3, or as in the invention of claim 4. A method of controlling the assist ratio to zero in the gliding region can be adopted.

In the present invention, the sliding state is specifically detected by the following method. For example, the sliding start speed or the crank pedal rotation speed at the start of sliding is obtained in advance by experiments, and when the boat speed or the crank pedal rotation speed becomes the sliding start speed or the sliding start rotation speed, the sliding state is set. You can adopt the method that you consider to be.

[0009]

According to the human-powered propulsion boat with the auxiliary drive source according to the present invention, the assist ratio in the non-sliding region is controlled to be larger than the assist ratio in the sliding region. For example, in the invention of claim 2, the assist ratio is controlled to be larger as the boat speed approaches the gliding start speed. Therefore, until the occurrence of the planing state in which the resistance becomes large, the assisting force is further increased to overcome the hump phenomenon and the planing state can be realized.

On the other hand, in the planing state, the assist ratio becomes small. For example, in the invention of claim 3, the assist ratio is controlled so that the auxiliary driving force is substantially constant, and in the invention of claim 4, the assist ratio is zero. Become. Therefore, since the auxiliary driving force is reduced after the above planing state is realized, the sense of human power propulsion is not impaired.

[0011]

Embodiments of the present invention will be described below with reference to the accompanying drawings. 1 to 10 are views for explaining a manpowered propulsion boat with a motor (auxiliary drive source) according to an embodiment of the present invention. FIG. 1 is a side view of the propulsion boat of the present embodiment, and FIG. 5 is a plan view of the propulsion boat, FIG. 3 is a schematic diagram of human power and a motor drive system, FIG. 4 is a block configuration diagram of human power and a motor drive system, and FIG.
Is a block diagram of the controller, FIG. 6 is an operation explanation diagram,
7 and 8 are flowcharts for explaining the operation,
9 and 10 are operation explanatory diagrams.

1 to 4, reference numeral 1 denotes a human-powered hydrofoil of this embodiment, which is a pair of left and right hulls (floating body).
2a and 2b are connected by a pair of front and rear cross frames 3a and 3b, and a saddle 5 is mounted on a center frame 4 which connects the front and rear cross frames 3a and 3b to each other, and the saddle 5 is mounted downward from the rear portion of the center frame 4. It has a structure in which the propulsion device 6 is disposed over the entire length. Also, the left and right hulls 2a and 2b described above.
A rear blade 25 and a front blade 26 are disposed below the front blade 26, and a guide plate 27 is disposed in front of the front blade 26. This human-powered hydrofoil boat 1 uses the hull 2a,
Most of 2b is submerged in water (see water surface position a), and when the speed exceeds the takeoff speed, the above-mentioned front and rear wings 2
Only 6,25 submerged (see water surface b)
Then, run. In this specification, this wing traveling state is also referred to as a sliding state or a planing state.

The propulsion device 6 is a crank pedal mechanism 1
0, a motor 11, and a propulsion unit 12. The crank pedal mechanism 10 is provided with a crank case 13 fixed to the lower rear end of the center frame 4, and a crank shaft 14 is inserted through the crank case 13 in the width direction so as to be rotatable by a bearing (not shown). It is supported. A crank arm 15 is fixed to the left and right ends of the crank shaft 14 with a phase angle of 180 degrees, and a pedal 16 is rotatably attached to the tip of each crank arm 15.

The main driving force (torque) for rotationally driving the crankshaft 14 by the pedaling force input to the pedal 16 is transmitted from the crankshaft 14 through the planetary gear type gearbox 17 to the large gear 1
8 is transmitted to the drive shaft 21 of the propulsion unit 12 from the resultant shaft 19 via the bevel gear 20 and rotationally drives the screw 22 via the bevel gear 22a. In this way, a human-powered drive system for rotationally driving the screw 22 by the main driving force of human power is constructed.

The motor 11 has a built-in planetary gear type speed reducer, and is inserted into the crankcase 13 from above and bolted to the crankcase 13. The output shaft of the motor 11 is connected to an output gear 24 via a clutch 23, and the output bevel gear 24 meshes with the large bevel gear 18. It should be noted that the clutch 23 is for turning off when the motor is not assisting to avoid driving the motor side by the main driving force.

The driving force of the motor 11 is transmitted to the driving shaft 21 via the clutch 23, the output gear 24, the resultant shaft 19, and the bevel gear 20, and rotationally drives the screw 22. In this way, an auxiliary drive system that rotationally drives the screw 22 by the auxiliary drive force from the motor 1 is configured.

The planetary gear type speed increaser 17 includes a sun gear 17a pivotally supported by the crankshaft 14, and a planetary gear 17b pivotally supported by an arm fixed to the crankshaft 14 and rolling on the sun gear 17a. , A ring gear 17c fixed to the large gear 18 and meshing with the planet gear 17b, and a main driving force detecting arm 17d fixed to the sun gear 17a.

The main driving force detecting arm 17d constitutes a part of the main driving force detecting means 36 (see FIG. 4) for detecting the main driving force. That is, a reaction force corresponding to the main driving force acts on the sun gear 17a, and the reaction force causes the detection arm 17d to rotate by an angle corresponding to the driving force. Therefore, the main driving force detecting means 36 detects the main driving force by detecting the rotation angle of the detection arm 17d with a potentiometer (not shown).

A rechargeable battery 29 such as a lead battery and a controller 30 are provided at the rear of the center frame 4, and a solar battery 28 is provided between the rear parts of the left and right hulls 2a and 2b. It is installed across the board. The main driving force F detected by the potentiometer is input to the controller 30, and the controller 30 controls the motor current based on the main driving force F and the boat speed S from the boat speed detecting means 37 to assist the motor 11. Control the driving force T _M. The boat speed detecting means 37 is configured to detect the boat speed by detecting the rotation of the large gear 18 of the crank pedal mechanism 10.

As shown in FIG. 5, the controller 30 corresponds to the CPU 31 which outputs a command value i of the auxiliary driving force T _M of the motor 11 based on the main driving force F and the boat speed S, and the command value i. A gate circuit 32 that outputs a gate signal g that changes the duty ratio and a switching circuit 33 that drives the motor 11 according to the gate signal g are provided. In addition, 34 is a memory and 35 is a shunt for current detection.

The CPU 31 has a main driving force increase / decrease detection function 31a, a maximum value detection function 31b, and an auxiliary driving force calculation function 3
1c, output control function 31d, and auxiliary stop determination function 31
The auxiliary driving force T _M in the next one cycle is determined by using the measured value of the main driving force F in the previous cycle, and the command value i for outputting this to the motor 11 is output. Is configured to.

The auxiliary driving force T _M is determined by the relationship between the main driving force F and the assist ratio α or K. Here, the assist ratio α is controlled according to the change of the main driving force in one cycle of the crankshaft, and the astos ratio K is controlled according to the change of the boat speed S. Therefore, the astos ratio of the present embodiment changes according to the change of the boat speed and also according to the change of the angular position (main driving force) of the crankshaft.

Looking at the relationship between the assist ratio α and the change in the main driving force F in one cycle of the crankshaft 14, the assist ratio α is as shown in FIG. Main driving force F _min from T _M1 / F _max
The assist ratio α2 = T _M2 / F _max is controlled so as to be large.

On the other hand, looking at the relationship between the assist ratio K and the change in the boat speed S, as shown in FIG. 9, the assist ratio K1 is lower in the non-sliding region lower than the gliding start speed (water separation speed) So.
Is controlled so as to increase from the stationary state to the sliding start speed, and in the sliding region, the assist ratio K2 is controlled so that the auxiliary driving force T _M (K2 × F2) becomes substantially constant.

The auxiliary driving force control by the CPU 31 will be described in more detail. As shown in FIG. 6, the main driving force increase / decrease detection function 31a has a difference in measured values of the main driving force F detected by the potentiometer at each time dt, that is, a previously detected measured value (previous value) F (t- dt) and the next detected measurement value (next value) F (t), the sign of the difference is obtained, and the flag is output. Therefore, the sign of this difference becomes + while the measured value of the main driving force F increases, and it becomes − when it decreases, and becomes 0 if there is no change in the difference, so the flag is as shown in FIG. When the difference between 0 and + changes
It changes from + to +, and when the difference changes from 0 to −, it changes from + to −.

The maximum value detecting function 31b stores the main driving force F obtained immediately before the flag shown in FIG. 6 changes from + to − as a maximum value. The circle mark in the column for rewriting the maximum value of the main driving force in FIG. 6 indicates the timing at which the maximum value is obtained and the memory is rewritten.

Auxiliary driving force (T _M ) calculation function 31c
Calculates the auxiliary driving force T _M generated in the motor 11 in the next one cycle by using the obtained maximum value F _M of the main driving force F. For example, the assist ratio α proportional to the maximum value F _M
The auxiliary driving force T _M is calculated according to 1, and this auxiliary driving force T _M
Is set to a constant value within the next cycle. In this way, as shown in FIG. 8, the assist ratio is α at the maximum time.
The value gradually increases from 1 to α2 at the minimum, and as a result, the auxiliary driving force increases as the main driving force decreases,
Smooth sailing. Note Determination of the auxiliary driving force T _M is not limited to the above method, for example may be obtained auxiliary driving force T _M with a predetermined constant relation.

The output control function 31d outputs a command value i for causing the motor 11 to continuously generate the constant auxiliary drive force T _M obtained by the auxiliary drive force calculation function 31c for the next one cycle.

In the auxiliary stop determination function 31e, the main driving force F is the main driving force reference value F. Find the period t
If this period (clocking period) t is equal to or longer than the preset longest limit t _M, it is determined that the crankshaft 14 is stopped and the motor 11 is stopped.
Stop the assistance by. That is, the motor auxiliary driving force T _M
To 0.

The gate circuit 32 outputs the gate signal g from the CPU 31 for changing the duty ratio. In this case, when the command value i is to increase the auxiliary driving force T _M , the gate signal g is output. Increases the duty ratio.

The switching circuit 33 is provided with forward rotation transistors 33a and 33b for causing the motor 11 to rotate in the forward direction by passing a current in the a direction, and for rotating the motor 11 in the reverse direction by passing a current in the b direction. It is composed of reverse rotation transistors 33c and 33d. Note that these transistors are, for example, MOS-FETs.

Next, the operation will be described with reference to FIGS.
With CPU31 sets the flag to + first sets the main driving force reference value F _O, the maximum limit t _M respectively, and initializes the main driving force maximum value F _M, performs other initialization process (step 100 103).

When the measurement of the main driving force is started and the measurement cycle is reached, the main driving force F is detected by the auxiliary stop determination function 31e.
(Next value) is compared with the reference value F _O (steps 104 to 1)
06), if F> F _O , the counter for timekeeping is reset to 0 (step 107), and if F <F _{O, the} counter continues counting (step 108). If the count value of this counter (corresponding to the measurement period t) is larger than the longest limit t _M (t> t _M ) (step 109), it is determined that the crankshaft 14 is stopped and the assist by the motor 11 is stopped. (Step 110), control ends (Step 11)
1).

If the count value (t) is smaller than the longest limit t _M (t <t _M ), the main driving force increase / decrease detection function 31a finds the difference between the main driving force measured values over time dt (step 11).
2) If this difference is increasing, it is determined that this difference is positive (step 113), and it is checked whether it matches the flag set in step 100 (step 114). In this case, since they match, the process returns to step 105. If the flags do not match, the flag is rewritten to be positive (step 115) and the process returns to step 105.

If the pedal effort measurement value is decreasing, the difference in the pedal effort during the measurement cycle dt is negative (steps 112 and 11).
6) It is checked whether or not it matches the immediately preceding flag stored in the memory (step 117). If they match, the process proceeds to step 120. If they do not match, the flag in FIG.
Since this means that the flag has changed from − to −, the flag is rewritten to minus (step 118), and the main driving force F immediately before this is set to the maximum value. Then, the maximum value of the memory is rewritten with this new maximum value (step 119), and step 1
Go to 20.

Then, as shown in FIG. 8 (a), in step 120, the number of revolutions of the crankshaft is compared with a reference value to determine whether the boat speed S is a non-sliding region equal to or lower than the gliding start velocity So or a gliding region equal to or higher than the gliding start velocity So. Make a decision. Crankshaft rotation speed <
Reference value, that is, in the case of non-sliding area, assist ratio K1 ×
The auxiliary driving force T _M is obtained from the main driving force F1 and step 1
Return to 05. Here, the assist ratio K1 is a function of the boat speed S, and is controlled to be larger as the boat speed S approaches the gliding start speed So.

On the other hand, if it is determined in step 120 that the crankshaft rotational speed is greater than the reference value, that is, the sliding region, the auxiliary driving force T is calculated from the assist ratio K2 × the main driving force F2, and the process returns to step 105. Here, the above assist ratio K2
Is a function of the boat speed S, and is controlled to be smaller as the boat speed S increases.

As described above, according to the human powered propulsion hydrofoil with motor according to the present embodiment, the assist ratio α for one rotation of the crankshaft is controlled so that it increases as the main driving force decreases. Since the driving force is determined, the proportion of the auxiliary driving force increases as the main driving force decreases, and the reduction of the main driving force is reliably compensated. As a result, it is possible to suppress a reduction in braking due to a decrease in both the main driving force and the auxiliary driving force, and it is possible to smoothly run.

Further, in the present embodiment, since the assist ratio is controlled by keeping the auxiliary driving force constant at the maximum value of the main driving force, the fluctuation range of the motor output becomes small and the motor output is reduced accordingly. The maximum output of is also small, and the problems of increasing the motor capacity and the control device can be avoided.

Further, in the present embodiment, in the non-sliding region where the boat speed S is equal to or lower than the gliding start speed So, the assist ratio K is controlled so as to increase with the increase of the boat speed S, so that the auxiliary driving force is determined. The greater the running resistance, the more assistance can be provided, and the hump state in which the maximum running resistance occurs can be reliably exceeded, and the planing state, which was extremely difficult with conventional boats, can be realized.

On the other hand, in the gliding region where the running resistance sharply decreases, the assist ratio K is controlled so that the auxiliary driving force is substantially constant, and the auxiliary driving force is determined. Therefore, the running speed increases. As a result, the burden on human power increases, and a sufficient human power propulsion feeling can be obtained.

In the above embodiment, in the gliding region, the assist driving force is kept substantially constant by controlling the assist ratio K2 to be small as the main driving force and the boat speed increase. The ratio K2 does not necessarily need to be controlled in this way, and the point is to control it to be smaller than the assist ratio K1 for non-sliding.

Further, in the above-mentioned embodiment, the assist ratio is automatically changed by judging whether or not it is in the gliding region based on the crankshaft rotation speed. However, as shown in FIG. 8B, the assist ratio is manually changed. May be changed.
For example, when the driver switches the button or lever to the position 1 indicating the non-sliding area, the assist ratio is set to K1 to obtain the auxiliary driving force (steps 125 and 126), and the sliding area is indicated as 2, or 3 When the position is switched to ..., The auxiliary driving force is obtained as K2, K3 ... In the case of this example, the driver changes the auxiliary driving force by his / her own will, which makes it possible to further satisfy the human power propulsion sensation.

In the above embodiment, the case where the auxiliary drive source is the motor has been described. However, the drive source is not limited to the motor, and other drive sources such as an internal combustion engine can be adopted. Is. Further, in the above-mentioned embodiment, the case of a hydrofoil is described, but the scope of application of the present invention is not limited to this, and the point is that it is any human-powered boat intended for running in a gliding state. Is also applicable.

[0045]

As described above, according to the human powered propulsion boat with the auxiliary drive source according to the present invention, the assist ratio in the non-sliding region is controlled to be larger than the assist ratio in the sliding region. In the invention of item 2, since the assist ratio is controlled to be increased as the boat speed approaches the gliding start speed, a larger auxiliary driving force can be assisted until the planing state occurs, and maximum sailing resistance occurs. It is possible to overcome the hump state and achieve the planing state.

On the other hand, in the planing state (sliding area), the assist ratio becomes small. Particularly, in the invention of claim 3, the assist ratio is controlled so that the auxiliary driving force becomes substantially constant,
Further, according to the invention of claim 4, since the assist ratio is set to zero, the auxiliary driving force is reduced after the planing state is realized, and there is an effect that it is possible to avoid an impediment to the feeling of human power propulsion.

[Brief description of drawings]

FIG. 1 is a side view of a human-powered hydrofoil craft with a motor according to an embodiment of the present invention.

FIG. 2 is a plan view of the propulsion boat according to the embodiment.

FIG. 3 is a schematic configuration diagram of a drive system of the propulsion boat of the embodiment.

FIG. 4 is a block diagram of a drive system of the propulsion watercraft of the above embodiment.

FIG. 5 is a block configuration diagram of a controller of the above-described propulsion boat of the embodiment.

FIG. 6 is an operation explanatory view of the propulsion boat according to the embodiment.

FIG. 7 is a flow chart of the propulsion boat according to the embodiment.

FIG. 8 is a flow chart of the propulsion boat of the above embodiment.

FIG. 9 is an operation explanatory view of the propulsion boat according to the embodiment.

FIG. 10 is an operation explanatory view of the propulsion boat according to the embodiment.

[Explanation of symbols]

1 Man-powered hydrofoil 11 Motor (auxiliary drive source) 22 Screw (propulsion machine) 31c Assist ratio control means (auxiliary drive force calculation function) 31d Output control function (auxiliary drive source control means) 37 Boat speed detection means (sliding detection) Means) F main driving force T _M auxiliary driving force

Claims (4)

[Claims] 1. A human power drive system for rotationally driving a propulsion machine by human power and an auxiliary drive system for rotationally driving a propulsion machine by an auxiliary drive source are provided in parallel, and a main driving force by the human power drive system is generated by the auxiliary drive system. In a human-powered boat with an auxiliary drive source that is assisted by an auxiliary drive force, a sliding detection means that detects the occurrence of a sliding state in which most of the hull floats above the water surface, and an assist ratio in the non-sliding area before the sliding state occurs. Assist ratio control means for controlling (auxiliary driving force / main driving force) to be larger than the assist ratio in the sliding area, and an auxiliary driving source for controlling the auxiliary driving source so that the auxiliary driving force has a value according to the assist ratio. A human-powered propulsion boat with an auxiliary drive source, characterized by comprising: 2. The assist ratio control means according to claim 1, wherein the assist ratio is controlled to increase as the boat speed approaches a gliding start speed (water separation speed) from a stationary speed. Human powered propulsion boat with auxiliary drive source. 3. The auxiliary drive according to claim 1 or 2, wherein the assist ratio control means is configured to control the assist ratio so that the auxiliary drive force is substantially constant in a sliding region. Human powered propulsion boat with source. 4. The manpowered propulsion boat with auxiliary drive source according to claim 1, wherein the assist ratio control means is configured to control the assist ratio to zero in a gliding region.