JPH0832528B2 - Center of gravity position optimization device for hydrofoil ships - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an apparatus for optimizing the center of gravity of a hydrofoil, and more particularly to an apparatus for optimizing the position of the center of gravity in the front-rear direction so that propulsion resistance is minimized.

[Prior art]

Recently, a high-speed hydrofoil ship as described in Japanese Patent Publication No. 53-37636 has been put to practical use. In this hydrofoil ship, a forward part is provided at each of a bow part and a stern part through a rotary strut. A wing and a rear wing are provided, a front wing is provided with a front flap device, a rear wing is provided with a rear flap device, and a stern portion is provided with a water jet type propulsion device,
The control device controls the front flap device, the rear flap device and the rudder (front strut) based on detection signals from various detection devices.

The center of gravity position of the hydrofoil above and below the center of gravity (hereinafter referred to as the center of gravity position) varies greatly for each voyage depending on the number of passengers, the weight of the load and the loading condition, and fuel consumption due to the high speed of 45 knots. The position of the center of gravity changes considerably during each voyage due to the large amount.

By the way, the control device controls the flap angle of the rear flap so as to suppress the pitch angle from varying in accordance with the position of the center of gravity and always maintain the pitch angle at a substantially set value (for example, 1 to 2 °). It is like this. Since the propulsion resistance varies greatly depending on the front flap angle and the rear flap angle, the propulsion resistance of the hydrofoil depends largely on the position of the center of gravity.

Therefore, the optimum position of the center of gravity that minimizes the propulsion resistance is determined by the ship speed, the load amount, the loading condition, and the sea condition.

[Problems to be Solved by the Invention]

Conventional hydrofoil ships do not have any means for adjusting the center of gravity to the optimum position of center of gravity that minimizes propulsion resistance.As mentioned above, the rear flap angle is adjusted so that the pitch angle is almost the set value. It was configured to control the front flap angle so that the blade depth is constant,
A considerable increase in resistance occurred between the front flap and the rear flap, and it was unavoidable that the ship speed decreased and the fuel efficiency of the propulsion engine deteriorated.

Here, since the hydrofoil ship is provided with a front flap angle detector for detecting the front flap angle of the front flap and a rear flap angle detector for detecting the rear flap angle of the rear flap, It is also possible for the operator to adjust the center of gravity of the hydrofoil by estimating the center of gravity by referring to the detected front flap angle and rear flap angle and moving the ballast water via the ballast water pump. It is not impossible, but the position of the center of gravity fluctuates every moment as fuel is consumed, and thus it is very difficult and troublesome to adjust the position of the center of gravity in such a manual operation.

An object of the present invention is to provide an apparatus for optimizing the center of gravity of a hydrofoil ship, which can optimize the center of gravity position so as to minimize the propulsion resistance.

[Means for solving the problem]

A center-of-gravity position optimization apparatus for a hydrofoil according to the present invention includes a front wing and a rear wing respectively provided on a bow and a stern, and the flap provided on the front wing and the rear flap provided on the rear wing. A front flap driving means for driving the front flap and a rear flap driving means for driving the rear flap, a pitch angle detecting means for detecting a pitch angle, and a pitch angle based on the detected pitch angle from the pitch angle detecting means. In a hydrofoil vessel provided with at least a pitch angle control means for controlling the rear flap drive means so that is substantially the set value, the center of gravity of the hydrofoil vessel is set with the ship speed, the front flap angle and the rear flap angle as parameters. Characteristic data storage means for inputting and storing characteristic data of front-rear direction position, total lift of front and rear wings, and propulsion resistance in advance, ship speed detection means for detecting ship speed, and front flap angle detection Front flap angle detection means and rear flap angle detection means for detecting the rear flap angle, and characteristics corresponding to the detected ship speed, the detected front flap angle, and the detected rear flap angle respectively detected by the three detection means. By receiving the data from the characteristic data storage means, the center-of-gravity front-back direction position and the optimum center-of-gravity front-back direction position where the propulsion resistance is minimized are calculated, and the center-of-gravity front-back direction position and the center-of-gravity front-back direction position are moved to determine the center-of-gravity movement amount and the moving direction. A center of gravity position calculating means for calculating, and a center of gravity position adjusting means for adjusting the center of gravity front and rear direction position to the optimum center of gravity front and rear direction position based on the center of gravity movement amount and moving direction from the center of gravity position calculation means. Is.

[Action]

In the center-of-gravity position optimizing device for a hydrofoil according to the present invention, the characteristic data storage means uses the ship speed, the front flap angle, and the rear flap angle as parameters, and the center-of-gravity front-rear direction position and front-rear portion of the hydrofoil ship. Characteristic data of the total lift of the wing and the propulsion resistance are input and stored in advance. The center-of-gravity position calculation means uses characteristic data corresponding to the detected ship speed from the ship speed detection means, the detected front flap angle from the front flap angle detection means, and the detected rear flap angle from the rear flap angle detection means as characteristic data. The center-of-gravity front-back direction position and the optimum center-of-gravity front-back direction position that minimize the propulsion resistance are calculated from the storage means, and the center-of-gravity front-back direction position and the center-of-gravity center front-back direction position are calculated and the center-of-gravity movement amount and moving direction are calculated. The center of gravity position adjusting means is
For example, it comprises a means for moving ballast water and fuel oil, and adjusts the center-of-gravity front-back direction position to be the optimum center-of-gravity front-back direction position based on the center-of-gravity movement amount calculated by the center-of-gravity position calculation means and the moving direction.

In this way, when the position of the center of gravity in the front-back direction is adjusted, the front flap and the rear flap are controlled by the pitch angle control means so that the pitch angle becomes approximately the set value, and as a result, the propulsion resistance is minimized.

〔The invention's effect〕

According to the apparatus for optimizing the position of the center of gravity of a hydrofoil according to the present invention, as described above, by providing the characteristic data storage means, the center of gravity position calculating means, the center of gravity position adjusting means, etc. The propulsion resistance can be minimized by adjusting the position of the center of gravity in the front-back direction to minimize the resistance and controlling the front flap and the rear flap by the pitch angle control means, thereby improving the ship speed and improving fuel efficiency. Can be realized.

In addition, the adjustment of the position of the center of gravity in the front-rear direction can be automatically performed in real time or at predetermined time intervals, so that it is possible to operate in a state where the propulsive resistance is always minimized.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

The present embodiment is an example in which the present invention is applied to a hydrofoil ship commonly called a jet foil.

As shown in Fig. 1 and Fig. 2, a front strut 12 which doubles as a ladder of the airfoil cross section is provided at the upper center of the hull 10 of the hydrofoil JF around the vertical axis and in the horizontal direction. The front strut 12 is rotatably provided around the axis.
A front wing 13 is provided at the lower end of the front wing, the front wing 13 is provided, and a front flap 14 is provided at the trailing edge of the front wing 13. The front strut 12 is extended vertically downward as shown in the drawing when the wing is running, and is rotated horizontally in the direction of the arrow 11 and is raised horizontally forward when the boat is running.

At the lower part of the stern of the hull 10, a pair of left and right aerofoil-shaped rear struts 20 and 22 are provided at the upper end thereof so as to be rotatable via horizontal horizontal pivot pins 21. At an intermediate position between 20 and 22, an intermediate strut 23 is provided at the upper end thereof so as to be rotatable via a horizontal pivot pin in the left-right direction, and a rear strut extends over the lower end portions of the port-side rear strut 20 and the starboard rear strut 22. A wing 24 is provided, and the rear wing 24 is also fixed to the lower end of the intermediate strut 23.
A rear edge of the rear wing 24 is provided with four rear flaps 26 to 29 in total, two on the port side and two on the starboard side. However, in the normal case, the inner rear flaps 26 and 28 and the outer rear flaps 27 and 29 of each port are operated in synchronization. Intermediate strut 23
A water jet type propulsion device (not shown) is provided over the hull bottom near its upper end. However,
Instead, a propeller type propulsion device can be provided. When the wing runs, the rear struts 20 and 22 and the intermediate struts 23 are extended vertically downward as shown in the figure, and are turned horizontally in the direction of the arrow 25 when the boat is running.

As shown in FIGS. 2 and 4, hydraulic actuators for rotationally driving the front flap 14, the port inner rear flap 26, the port outer rear flap 27, the starboard inner rear flap 28, and the starboard outer rear flap 29, respectively. Hydraulic actuator 31 for rotating front strut 12 about a vertical axis is provided, and hydraulic actuator for further rotating front strut 12 forward about a horizontal axis. A hydraulic actuator for rotating the rear struts 20, 22, 23 about the pivot 21 is also provided.
However, it is possible to provide electric actuators instead of the hydraulic actuators 30 to 35.

Next, the hull motion during wing traveling in which the hull 10 is floated above the water surface by the lift of the front wing 13 and the rear wing 24 to sail will be described with reference to FIG. The hull 10 floats above the surface of the water when the wing is running, but the front and rear wings 13, 24 and the front and rear struts 12, 20, 22, 23 are affected by the waves.
The hull 10 is heaved vertically, rolled about a roll axis 40, pitched about a pitch axis 41, and yawed about a yaw axis 42. During wing running, the front struts 12 and the rear struts 20, 22, 23 act to suppress rolling and increase the directional stability of the wing. On the other hand, the front wing 13, the front flap 14, the rear wing 24, and the rear flaps 26 to 29 act to suppress pitching.

Here, when the front flap 14 is tilted downward, the lift of the front wing 13 and the front flap 14 is increased, and the bow side moves upward. Conversely, when the front flap 14 is tilted upward, the bow side moves downward. The same is true for the rear flaps 26 to 29. By tilting the front flap 14 and the rear flaps 26 to 29 in the same direction, the altitude of the hull 10 with respect to the water surface (that is,
Wing depth) can be changed. However, in reality, the altitude of the hull 10 with respect to the water surface is adjusted only through the front flap 14. In addition, the pitch angle (that is, trim) can be controlled through the front flap 14 and the rear flaps 26 to 29, and the front flap 14 and the rear flaps 26 to 29 are mutually reversed in synchronization with pitching. Pitching can be suppressed by tilting the front strut 12 with the roll angle provided by tilting the port rear flaps 26 and 27 and the starboard rear flaps 28 and 29 in opposite directions. By rotating the (rudder) around the vertical axis, it is possible to smoothly turn in the roll direction, and the rear flaps 26, 27 on the port side and the rear flaps 28, 29 on the starboard side are mutually synchronized in synchronization with rolling. Rolling can be suppressed by tilting in the opposite direction.

Next, the attitude control of the hull 10 (altitude, wing depth, pitch angle,
(Trim etc.) and a detector for obtaining various detection signals necessary for pitching and rolling suppression control and the like will be described.

As shown in FIG. 2, on the bow portion, a pair of ultrasonic type bow height detectors 50 for detecting the distance to the water surface, a bow lateral accelerometer 51 for detecting horizontal and lateral acceleration of the bow, A bow vertical accelerometer 52 for detecting the vertical acceleration of the bow is provided.

On the port side and starboard side of the stern part, an underboard port accelerometer 53 and a starboard vertical accelerometer 54 for detecting vertical acceleration are provided, respectively. A pitch gyro 55 for detecting a pitch angle, a roll gyro 56 for detecting a roll angle, and a yaw rate gyro 57 for detecting a yaw motion speed are provided in the steering room. A speedometer 58 for detecting the ship speed is provided near the lower end of the front strut 12.

In the steering room, there are a control unit CU that receives detection signals from the above-mentioned various detection devices, and a steering wheel 60 that commands turning.
A depth setting lever 61 for setting the depth (altitude relative to the water surface of the hull) of the wings 13 and 24 via the front flap 14, and a throttle lever (not shown) for operating a throttle valve of a gas turbine engine that drives the propulsion device. ) And various other switches and instruments.

Next, an outline of the control system of the hydrofoil JF will be described.

As shown in the block diagram of the control system in FIG. 4, the signal HD from the bow height detector 50 and the signal from the depth setting lever 61
HC and HC are output to the depth error amplifier 64 and the difference (HC−
A control signal ΔHA obtained by amplifying HD) is output to the front flap servo amplifier 80, and a drive signal is output from the servo amplifier 80 to the front flap actuator 30.

Steering signal WC from steering wheel 60 (or steering signal from course holding circuit (not shown)) and signal RD from roll gyro 56
Is supplied to the roll differential amplifier 66, and the difference between the two signals (WC-R
The control signal ΔRA that amplified the change speed of D) is output to the port flap servo amplifiers 82 and 83, and the control signal ΔRA is inverted.
The signal inverted at 69 is output to the starboard flap servo amplifiers 84 and 85. And port flap servo amplifiers 82 and 83
Supplies drive signals to the flap actuators 32 and 33, respectively. Therefore, at the time of transition to the turning navigation and during the turning navigation, the port rear flaps 26 and 27 and the starboard rear flaps 28 and 27 are adjusted so that the roll angle is commanded by the steering signal WC and the hull 10 rolls inward. 29 and 29 are driven in mutually opposite directions. At the same time, the signal RD from the roll gyro 56 is amplified to the control signal RDA by the amplifier 74 and supplied to the rudder servo amplifier 81, and the servo amplifier 81 outputs a drive signal to the front strut turning actuator 31. Therefore, in accordance with the steering signal from the steering wheel 60, the hull 10
Rolls in the turning direction, and the front strut 12 is driven to turn in the turning direction according to the roll angle. Therefore, the hull 10 smoothly turns, and only a small inertial force acts on the passenger and the crew.

During the turning, a signal YD proportional to the turning speed around the yaw axis 42 from the yaw rate gyro 57 is controlled by the amplifier 75.
The signal is amplified by the YDA and output to the rudder servo amplifier 81. The control signal YDA controls the turning speed of the front strut 12. Similarly, the signal from the bow lateral accelerometer 51
The LD is amplified by the amplifier 70 into the control signal LDA and supplied to the rudder servo amplifier 81, which is used to limit the lateral acceleration of the bow at the time of turning.

Next, the operation of controlling pitching and rolling will be described.

A signal VD from the bow vertical accelerometer 52 is supplied to the integrating amplifier 68, and a signal RRD obtained by squaring the roll angle detected by the roll gyro 56 is supplied from the roll squaring circuit 67 to the integrating amplifier 68. The control signal VRA obtained by combining and amplifying VD and RRD is supplied to the front flap servo amplifier 80. That is, the vertical acceleration of the bow increases in accordance with the pitching of the hull 10, but a control signal VRA that cancels the pitching is supplied to the servo amplifier 80 and the front flap 14
Is controlled. Further, by supplying the signal RRD to the integrating amplifier 68, the signal VD is corrected by the vertical acceleration generated by the roll angle at the time of turning or rolling.

The signal PD from the pitch gyro 55 is a pitch differential amplifier 65
Control signal Δ which is supplied to the
The PA is supplied to the port and starboard flap servo amplifiers 82 to 85, and the control signal ΔPA is inverted by the inverter 62 and supplied to the front flap servo amplifier 80. Accordingly, when the bow side moves upward due to pitching, the front flap 14 is tilted upward to lower the bow part and the rear flaps 26 to
It is controlled to tilt 29 downward and raise the stern,
Pitching is suppressed.

Further, in the pitch differential amplifier 65, the pitch angle of the hull 10 is approximately set value (1 ° to 2 °) in the wing running mode based on the detected pitch angle given by the signal PD from the pitch gyro 55.
Pitch bias angle control circuit for controlling the rear flaps 26-29 is included. This pitch bias angle control circuit is a deviation between a detected pitch angle and a set pitch angle (for example, 1 °) fixedly set in the control circuit in a blade running mode commanded by a system not shown. Also, a pitch bias angle signal for making the pitch angle close to the set pitch angle is output to the flap servo amplifiers 82-85 by a system (not shown) by integrally controlling the fluctuation of the altitude signal HD.

When the hull 10 is rolling, the port rear flap 26 is controlled via a control signal ΔRA corresponding to the change speed of the roll angle.
-27 and starboard rear flaps 28 and 29 are driven in mutually opposite directions and in a direction that suppresses rolling, and rolling is suppressed.

On the other hand, the signal LVD from the port vertical accelerometer 53 is
Is amplified by the control signal LVA and supplied to the port side flap servo amplifiers 82 and 83.The signal RVD from the starboard vertical accelerometer 54 is amplified by the amplifier 73 into the control signal RVA and supplied to the starboard side flap servo amplifiers 84 and 85. It Thus
For example, when rolling to the port side, the port rear flaps 26, 27 are tilted downward and the starboard rear flaps 28, 29 are tilted upward to suppress rolling. The control unit CU in FIG. 4 is actually composed of A / D converters, a computer, amplifiers and the like.

Next, the center of gravity position optimization device GP incorporated in the above control system
The structure and operation of D will be described with reference to FIGS. 5 and 6. In the following description, the position of the center of gravity means the position in the front-rear direction of the center of gravity, and the optimum position of the center of gravity means the position in the front-rear direction of the center of gravity.

The center-of-gravity position optimizing device GPD is the ship speedometer 58, the pitch gyro 55, a front flap angle detector 90, a rear flap angle detector 91, a characteristic data storage device 92, and a center of gravity position optimization. Arithmetic device 93 and pump control signal generator 94
And a pump control device 95 for controlling the pump unit 96 for transferring ballast water, and a pump unit 96 including valves.
And a ballast water system 10 including a front ballast water tank 97, a rear ballast water tank 98, and a piping system 99.
0 and the display device 101 are provided.

The ship speedometer 58 is composed of an electromagnetic log and detects the speed of the hydrofoil ship JF against water, and outputs a ship speed signal SD.The pitch gyro 55 indicates the pitch angle of the hull 10 as described above. It detects and outputs the pitch angle signal PD.

The front flap angle detector 90 is a linear potentiometer that detects the operating stroke of the output rod of the hydraulic actuator 30 that drives the front flap 14 (which is proportional to the tilt angle of the front flap 14). A front flap angle signal FD indicating the tilt angle of the partial flap 14 is output.

The rear flap angle detector 91 is provided on the port rear flap 26
.4 sets of four hydraulic actuators 32 to 35, which drive 27 and starboard rear flaps 28 and 29 respectively, for detecting the working stroke of each output rod (which is proportional to the tilt angle of the rear flaps 26 to 29) It is composed of a linear potentiometer and the like, and outputs a rear flap angle signal AD representing the average tilt angle of the four rear flaps 14.

The characteristic data storage device 92 is composed of a microcomputer, and the ROM thereof has a ship speed S, a pitch angle θ _P , a front flap angle α _F and a rear flap α _A as shown in FIG.
And the characteristic data of the total lift of the front wing 13, front flap 14, rear wing 24, rear flaps 26-29, and the wing running propulsion resistance, the center of gravity position, and the minimum propulsion resistance line as parameters. Are input and stored in advance.

Here, the characteristic data in FIG. 6 is, for example, when the ship speed S = 40 knots and the pitch angle θ _P = 1 °, and when the pitch angle θ _P = 1 °, the ship speed S is, for example, 5 knot intervals. Characteristic data as shown in FIG. 6 is stored at (20, 25, 30, 35, 40, 45 knots), and the pitch angle θ _P is, for example, 0.
Characteristic data as shown in FIG. 6 is stored at intervals of 5 ° at the above-mentioned division of the ship speed S. Lifting constant line Li (i = 1,
For 2, 3, ...), the lift increases as i increases, and for the constant resistance line Ri (i = 1, 2, 3, ...), the resistance increases as i increases. To do. The minimum propulsion resistance line M is obtained by connecting points on the constant lift lines L1 to L6 where the propulsion resistance is minimum.

The state of the rear flap angle α _A0 at each front flap α _F0 is
It has a minimum resistance, and the front flap 14 is also the rear flap.
26-29 are also tilted downward by an initial setting angle α _F0 · α _{A0 of} 1 ° or less.

In the ROM of the characteristic data storage device 92, in addition to the above characteristic data, data of the boat speed S, the pitch angle θ _P , the front flap angle α _F, and the rear flap angle α _A are input from the arithmetic device 93. Also stored is a control program for reading characteristic data corresponding to these and outputting them to the arithmetic means 93.

The center-of-gravity position optimizing arithmetic device 93 includes detectors 55.58.
It is composed of an A / D converter for A / D converting signals PD / SD / FD / AD from 90/91, a microcomputer and a D / A converter, and the microcomputer's ROM has a characteristic data storage device. Subroutine for obtaining a constant lift line L passing through the point A determined by the front detection flap angle α _FD and the rear detection flap angle α _AD using characteristic data supplied from 92 as shown in FIG. And a line of constant center of gravity G _A that passes through point _A
, A subroutine for obtaining the intersection B between the constant lift line L and the minimum propulsion resistance line M, and a point B
A sub-routine for interpolating the constant center of gravity position line G _B passing through and the center of gravity of the hydrofoil ship from the current center of gravity position on the constant center of gravity position line G _A to the optimum center of gravity position on the constant center of gravity position line G _B. A subroutine for obtaining the movement amount GL and the movement direction,
A control program consisting of a subroutine for calculating the volume and moving direction of the ballast water to be moved from the front ballast tank 97 to the rear ballast tank 98 or vice versa based on the center of gravity moving amount GL and the moving direction is stored. There is.

That is, in the arithmetic unit 93, the data of the detected ship speed S _SD , the pitch angle θ _PD , the front flap angle α _FD and the rear flap angle α _AD obtained from the signals SD, PD, FD and _AD are stored as characteristic data. The sixth output corresponding to these data is output to the device 92.
By receiving characteristic data as shown in the figure, the point A determined by the front and rear flap angles α _FD and α _AD is obtained, then the constant lift line L is obtained by interpolation, then the constant lift line L and the minimum propulsion resistance line M
Then, a constant center-of-gravity position line G _A passing through the point _A and a constant center-of-gravity position line G _B passing through the point B are calculated, and the center-of-gravity shift amount GL and the moving direction from the point A to the point B are calculated. Next, the center of gravity position constant line G _B
Calculates the volume and moving direction of the ballast water to be moved by calculating the moment of the ballast water to obtain the center of gravity position of the ballast water, and generates the pump control signal by D / A converting the data of the ballast water volume and moving direction. Bowl 9
Output to 4.

The arithmetic unit 93 outputs digital data such as the current position of the center of gravity, the optimum position of the center of gravity, the volume of the ballast water to be moved, and the moving direction to the controller of the display device 101, and these data are displayed on the CRT of the display device 101. It is displayed as numbers or figures and figures.

The pump control signal generator 94 is composed of an analog circuit including a timer, and receives the command signal from the arithmetic unit 93 to move the ballast water of the above-mentioned volume to operate the pump unit 96 while measuring the time. During this period, a pump control signal for operating the pump unit 96 in the instructed movement direction is output to the pump control device 95. The pump controller 95 operates the pump unit 96 according to the pump control signal.

As a result, the ballast water of the commanded volume is transferred in the commanded direction from the front ballast tank 97 to the rear ballast tank 98 or vice versa, and the center of gravity position of the hydrofoil JF is set to the center of gravity position constant line G. _{It is} the center of gravity of _B.

When the pitch angle θ _P fluctuates according to the fluctuation of the position of the center of gravity, the rear flaps are arranged so that the pitch angle θ _P approaches the set pitch angle by the pitch bias angle control circuit in the pitch differential amplifier 65 of the control system of FIG. Since 26 to 29 are controlled, the rear flap angle α _A becomes the rear flap angle at the position of the point B, and the front flap 14 is controlled by the depth error amplifier 64 so that the front flap angle α _F is approximately at the position of the point B. It becomes the front flap angle. In addition, since fuel is consumed during navigation, the center of gravity position fluctuates every moment, so the center of gravity position optimization control is automatically executed at predetermined time intervals (for example, 20 minutes),
The position of the center of gravity is automatically adjusted to the optimum position of the center of gravity every predetermined time.

As described above, using the characteristic data corresponding to the detected ship speed S _SD , pitch angle θ _PD , front flap angle α _FD, and rear flap angle α _AD , the current center of gravity position and propulsion resistance are minimized. Then, the ballast water system 100 is controlled to move the center of gravity of the hydrofoil JF to the optimum center of gravity, and therefore, the front flap 14 and the rear flaps 26 to 29 are set at an inappropriate center of gravity. As a result, the resistance is not increased.

As a result, the ship speed S can be increased or the fuel consumption rate of the propulsion engine can be improved. By the control of the position of the center of gravity, the resistance can be remarkably reduced especially in the high speed range.

In the above embodiment, the position of the center of gravity is adjusted via the ballast water system 100, but the center of gravity can also be adjusted by controlling the fuel system to move the fuel oil from the front tank to the rear tank or vice versa. The position can be adjusted.

[Brief description of drawings]

The drawings show an embodiment of the present invention. FIG. 1 is a right side view of a hydrofoil, FIG. 2 is a schematic perspective view showing the arrangement of detection equipment of the hydrofoil, and FIG. 3 is a hydrofoil. 4 is a schematic perspective view for explaining the axis of motion of FIG. 4, FIG. 4 is a block diagram of a main part of the control system, FIG. 5 is a block diagram of the center-of-gravity position optimizing device, and FIG. 6 is an explanatory diagram of characteristic data. 13 …… front wing, 14 …… front flap, 24 …… rear wing, 26
〜29 …… Rear flap, 30 ・ 32〜35 …… Actuator, 55 …… Pitch gyro, 58 …… Speedometer, 65 …… Pitch differential amplifier, 80 ・ 82 ～ 85 …… Flap servo amplifier,
90 …… front flap angle detector, 91 …… rear flap angle detector, 92 …… characteristic data storage device, 93 …… center of gravity position optimization arithmetic device, 94 …… pump control signal generator, 95 …… pump Control device, 96 ... Pump unit, 97 ... Front ballast tank, 98 ... Rear ballast tank, 99 ... Piping system,
100: Ballast water system, GPD: Center of gravity position optimization device.

Claims (1)

[Claims] 1. A front wing and a rear wing respectively provided on a bow and a stern, a flap provided on the front wing and a rear flap provided on the rear wing, and a front part for driving the front flap. Rear flap drive means for driving the flap drive means and the rear flap, pitch angle detection means for detecting the pitch angle, and at least the rear portion so that the pitch angle becomes approximately a set value based on the detected pitch angle from the pitch angle detection means. In a hydrofoil ship equipped with a pitch angle control means for controlling the flap drive means, using the ship speed, the front flap angle and the rear flap angle as parameters, the center of gravity of the hydrofoil ship and the total of the front and rear wings. Characteristic data storage means for inputting and storing characteristic data of lift and propulsion resistance in advance, ship speed detecting means for detecting ship speed, front flap angle detecting means for detecting front flap angle, and The rear flap angle detecting means for detecting the rear flap angle and the characteristic data corresponding to the detected ship speed, the front detecting flap angle, and the rear detecting flap angle respectively detected by the three detecting means are received from the characteristic data storing means. Center-of-gravity front-back direction position and the optimum center-of-gravity front-back direction position where the propulsion resistance is minimized, and a center-of-gravity position calculating means for calculating the center-of-gravity moving amount and the moving direction from the center-of-gravity front-back direction position to the optimum center-of-gravity front-back direction position, A center-of-gravity position adjusting means for adjusting the center-of-gravity front-rear direction position to an optimum center-of-gravity front-rear direction position based on the center-of-gravity position shift amount and the moving direction from the center-of-gravity position calculation means. Center of gravity position optimization device.