JPS6320290A - Trim device of small-sized vessel - Google Patents

Abstract

PURPOSE:To automatically set the optimum navigation angle by allowing a calculation part to calculate the angle of a trim tab with which the engine load becomes min and controlling a trim tab driving means so that the trim tab is set at this angle. CONSTITUTION:A variety of standards are adopted for judging the propriety of the navigation angle. The state where the engine load is least is optimum for the reduction of fuel consumption, increase of speed, and securing of the stability in navigation. When it is detected that the acceleration position is not changed, a calculation part CPU13 calculates the angle of a trim tab 22 with which the engine load becomes min, and a trim tab driving means 5 is controlled so that the trim tab 22 is set at this angle. Therefore, the optimum navigation angle can be obtained automatically, and this state is maintained so far as the acceleration position is not changed.

Description

DETAILED DESCRIPTION OF THE INVENTION <Field of Industrial Application> The present invention relates to a trim device for a small boat that automatically sets the cruising angle to an optimum value.

<Conventional technology and its problems> Adjusting the difference in the front and rear drafts to properly set the running angle reduces fuel consumption, speed direction, and stability when running medium-speed gear. This is an important element for ensuring sexual health. However, conventional 1-rim devices are mechanical and can only be adjusted in stages, and the adjustment is generally set at a position that the pilot deems appropriate based on experience and intuition, depending on the speed. In reality, it is quite difficult to set and maintain the optimum state according to the situation.

The present invention has been made in view of these problems and has an object of providing a trim device that can automatically set the trim to the optimum condition.

<Means for Solving the Problems> In order to achieve the above object, the trim device of the present invention includes a trim tab driving means for driving a trim tab provided at the stern to change its angle, and a trim tab driving means for driving a trim tab provided at the stern to change the angle of the trim tab. trim angle detection means for detecting the angle; load detection means for detecting the engine load; and accelerator position detection means for detecting the accelerator position. and an arithmetic unit that outputs a control signal to the trim tab drive means so as to set the trim tab drive means to an angle that minimizes the load on the trim tab drive means.

<Function> There are various views on the criteria for determining the suitability of the running angle, but optimizing the condition where the engine load is the smallest will reduce fuel consumption during sailing, improve speed, and improve sailing stability. It is reasonable from the viewpoint of ensuring the following. The present invention is based on this idea, and when it is detected that the accelerator position has not changed, the calculation section calculates the angle of the trim tab that minimizes the load on the engine, and sets the trim tab to this angle. The trim tab driving means is controlled in this manner. Therefore, the optimal cruising angle is automatically obtained, and this state is maintained as long as the accelerator position at that time does not change.

<Example> Next, examples will be described.

Figure 1 is a block diagram showing the outline of the configuration, in which (1) is a control section, (2) is an accelerator sensor, (3) is a trim sensor, (4) is a load sensor, and (5) is a trim tab drive means. be. The control unit (1) includes an input circuit (11), an A/D conversion circuit (12), a CPU (13) which is the center of the calculation unit,
ROM (14) and RAM (15) used for calculations,
It is equipped with an output circuit (16), etc., and each sensor (2) (
3) The detection result in (4) is input to the control unit (1) through the input circuit (11). In addition, the calculation result is output to the output circuit (1
6), and the trim tab driving means (5) is driven. An electric hydraulic motor is used as the trim tab driving means (5).

FIG. 2 is a diagram showing the overall schematic structure. Hull (21)
Trim tabs (22) are provided on the left and right rear portions of the vehicle. (23) and (24) are links that support the trim tab (22), and a trim sensor (3) is arranged at the base of the link (24). (25) is the trim tab (2
2), and is connected to the electric hydraulic motor (5) via a hydraulic pipe (26), and the electric hydraulic motor (5) is connected to the wire harness (27).
) is connected to the controller (28) installed in the cockpit.
)It is connected to the. The controller (28) is a control section (
1), a control lever for setting the trim angle during manual control, various indicators, an auto trim selection switch, etc. (all not shown).In addition, the cockpit is equipped with an accelerator lever (29 ), a steering handle (30), etc. are provided. The accelerator sensor (2) is of a potentiometer type, for example, and is arranged at the base of the accelerator lever (29). (31) is an engine, and is provided with a load sensor (4).

Next, the control procedure of the first embodiment will be explained with reference to the flowchart shown in FIG. In the first embodiment, the load is detected from the engine rotation speed, and as long as the accelerator position does not change, control is performed based on the idea that when the load is minimum, the rotation speed is maximum. . Therefore, a rotational speed sensor is used as the load sensor (4), and various well-known sensors such as a combination of a rotating pulser and an electromagnetic pickup can be used as the rotational speed sensor.

Figure 3(a) shows the overall procedure, first,
The state of the auto-trim selection switch of the controller (28) is determined, and if the automatic mode is set, it is determined whether the accelerator lever (29) is at a certain position. Automatic mode is based on the assumption that the accelerator lever (29) is not moved, and if the accelerator lever (29)
) is moved, it will automatically switch to manual mode even if the selection switch is in automatic mode.

FIG. 3(b) is a subroutine in automatic mode, 1 to 3.
After the angle of the rim tab (22) is read, the electro-hydraulic motor (5) is driven in the direction of raising the trim tab (22). Then, the RAM of the control unit (1) records the change in the rotation speed of the engine (31) corresponding to the change in the angle of the trim tab (22).
(15), and when the trim tab (22) reaches the highest position, reverse the electro-hydraulic motor (5), this time while lowering the trim tab (22) until it reaches the lowest position.

Changes in the rotational speed corresponding to changes in the angle of the trim tab (22) are stored. This changes the current accelerator lever (2
Since the relationship between the angle of the trim tab (22) and the rotation speed at the position 9) becomes clear, adjust the electric hydraulic motor (
5) to set the trim tab (22) in that position.

The above control is repeated at regular intervals, and when the set position of the accelerator lever (29) changes, the trim tab (22) is driven according to the new position, and the engine (31) is always
The rotation speed of the engine is controlled to be the highest.

FIG. 3(c) is a manual mode subroutine in which the target trim angle and the actual trim angle by the left and right control I-roll levers of the controller (28) are read, and the electric The hydraulic motor (5)=7- is driven and the trim tab (22) is set to the target trim angle.

Next, the control procedure of the second embodiment will be explained with reference to the flowchart shown in FIG. In this second embodiment, the engine load is detected by the operating position of the fuel supply amount adjustment device, and as long as the accelerator position does not change, the fuel supply amount will be the minimum when the load is at the minimum. Control is performed based on this idea. Therefore, when the engine is a diesel engine, a rack position sensor for detecting the rack position for controlling the injection amount is used as the load sensor (4).

As the rack position sensor, in addition to a potentiometer type sensor, a distance sensor such as a proximity sensor or the like can be used as appropriate.

First, the detection results of each sensor are read, and the adjustment flag that is turned on when automatic mode control is required is determined.If it is not turned on, the accelerator lever (29) is pressed in step 1.
It is determined whether or not the position has changed, and if it has, the adjustment flag is turned on again, and then it is determined whether the fuel injection amount increase flag is turned on or off (step 2).

If the injection amount increase flag is off here, step 3
The trim tab (22) is moved by the electric hydraulic motor (5).
) in the direction of 1H by α degrees, wait for a certain period of time T seconds, and observe the change in the fuel injection amount. Then, if the change is within the preset allowable maximum fuel increase amount σ, turn on the optimum flag 1, and if the optimum flag 2 is on, turn off the adjustment flag, finish this adjustment, and return to the start for the next step. Start the next operation.

On the other hand, if the injection amount change after T seconds is greater than the allowable maximum amount σ, or if the optimum flag 2 is off, the injection amount increase flag is turned on, and the process returns to the start and proceeds to the next operation. Since the injection amount increase flag is on this time, we move to step 4 and move the trim tab (22) downward by α degrees using the electric hydraulic motor (5), and after T seconds, change the fuel injection amount by the maximum allowable amount σ. If the change is within 0, the optimum flag 2 is turned on. Here optimal flag 1
If it is on, turn off the adjustment flag and return to the start.

Further, if the injection amount change after T seconds is greater than the allowable maximum amount σ, or if the optimum flag 1 is off, the injection amount increase flag is turned off and the process returns to the start.

In this case, since the injection amount increase flag is off, the procedure moves to step 3 and subsequent steps in which the trim tab (22) is moved in the direction of 1 by α degrees again. In this way, the procedures from Step 3 onwards and from Step 4 onwards are alternately repeated until both optimum flags 1 and 2 are turned on.

In the above explanation, the fact that both optimal flags 1 and 2 are turned on means that the fuel injection amount does not change regardless of whether the trim tab (22) is moved up or down.
It can be considered that the trim tab (22) is set at an angle that provides the lowest fuel injection amount. That is, from now on
Since this is a state in which it is determined that no adjustment is necessary, the adjustment flag is turned off, and as long as the accelerator position does not change, the adjustment flag remains off and this state is maintained.

Note that the maximum allowable fuel increase amount σ is preferably a small value in order to improve control accuracy. However, if it is too small, the width of the dead zone becomes narrow and hunting is likely to occur, so it is desirable to set it to an appropriate value based on experiments or the like.

<Effects of the Invention> As is clear from the description of each embodiment described above, in the 1-rim device for a small boat of the present invention, when the accelerator position is not changed, the calculation unit calculates the load of the engine. The minimum angle of the trim tab is calculated, and the trim tab driving means is controlled to set the trim tab at this angle. Therefore, as long as the accelerator position does not change, the optimal cruising angle according to the accelerator position at that time can be automatically obtained and maintained, reducing fuel consumption during cruising, improving speed, and improving cruising angle. This has the advantage that stability can be easily ensured.

[Brief explanation of drawings]

FIG. 1 is a block diagram schematically showing the configuration of an embodiment of the present invention, FIGS. 2(a) and 2(b) are a plan view and a side view schematically showing the structure of the embodiment, and FIG. a) to Figure 3(c)
) is a flowchart showing the control procedure of the first embodiment, and FIG. 4 is a flowchart 1 showing the control procedure of the second embodiment.
It is. (1)...control unit, (2)...accelerator sensor, (
3) Trim sensor, (4) Load sensor (rotation speed sensor, rack position sensor), (5) Trim tab drive means (electric hydraulic motor), (13) CP
t1. (21)... Hull, (22)... Trim tab, (25)... Hydraulic cylinder, (29)... Accelerator lever 1 (31)... Engine.

Claims (3)

[Claims] (1) Trim tab driving means for driving a trim tab provided at the stern to change its angle; trim angle detecting means for detecting the angle of the trim tab; load detecting means for detecting engine load; and detecting the accelerator position. an arithmetic unit that outputs a control signal to the trim tab drive means to set the trim tab at an angle that minimizes engine load when it is detected that the accelerator position has not changed; A trim device for a small vessel characterized by comprising: (2) A trim device for a small boat according to claim 1, which uses means for detecting engine rotation speed as the load detecting means. (3) The trim device for a small boat according to claim 1, wherein means for detecting the operating position of the fuel supply amount adjusting device is used as the load detecting means.