DE102017200470B4 - Device and method for controlling an underwater vehicle - Google Patents

Abstract

Device for controlling an underwater vehicle, wherein the underwater vehicle has at least one front hydroplane and at least one rear depth rudder, wherein the underwater vehicle has at least one first ballast tank and at least one first trim tank and at least one second trim tank, wherein the control device comprises means for controlling the at least one the at least one rear depth rudder, the at least one first ballast tank, the at least one first trim tank and the at least one second trim tank, wherein the device is designed to perform a first operating state and to perform a second operating state, wherein the device in the first Operating state automatically performs a method for determining hydrodynamic coefficients and controls the underwater vehicle according to a predetermined price in the second operating state, wherein in the second Betrie In this case, the method for determining hydrodynamic coefficients comprises the following steps: a) flat keel acceleration-free travel at constant depth and at a first first speed and a first first trim position, b) acceleration-free travel with flat keel at constant depth and at the first first speed and a second first trim position, c) acceleration-free trip with even keel at constant depth and at a second first speed and the first first trim position, d) acceleration-free trip with even keel at constant depth and at the second first speed and the second first trim position; e) Acceleration-free, oblique keel ride at constant depth and at a first second speed and a first front depth rudder position and a first trim tank fill; f) Acceleration-free ride with oblique keel at constant depth and at the first second speed and a second front depth rudder position and the first trim tank filling, g) acceleration-free inclined-keel flight at constant depth and at the first second speed and the first front depth rudder position and a second trim tank fill, h) Acceleration-free inclined-keel flight at constant depth and at the first second speed and the second front depth rudder position and the second trim tank fill; i) Acceleration-free, oblique keel at constant depth and at a second second speed and the first front depth rudder position and the first trim tank fill; (j) Acceleration-free, oblique-keel, constant-depth, second-second-speed, second-anterior-depth-steering, and first trim-tank-filling; k) Acceleration-free, oblique-keel, constant-depth, and second i) second speed and the first front depth rudder position and the second trim tank filling; i) acceleration-free travel with diagonal keel at constant depth and at the second second speed and the second front depth rudder position and the second trim tank filling, m) determining hydrodynamic coefficients from those in the preceding Steps determined by measuring steps, wherein the steps a) to I) are carried out in any order, wherein the step m) after the steps a) to I) is performed.

Description

The invention relates to a device and a method for controlling an underwater vehicle, wherein the device is designed for carrying out a method for determining hydrodynamic coefficients of an underwater vehicle.

Currently underwater vehicles, especially submarines, use devices to keep the depth of the submersible constant. All other controls are done manually by the crew, which requires that the team of experience make the proper controls to drive the desired course.

Automation is hardly possible because the exact description of the acting forces is complex and requires precise knowledge of the hydrodynamic coefficients. However, these can theoretically be calculated for the specific case only with knowledge of all parameters, with the knowledge of all parameters is practically never given. In addition, these coefficients may change during use or between operations. For example, in a submersible with a displacement of about 2000 tons, a weight change of 200 kg may already cause a noticeable change in the hydrodynamic coefficients.

In stationary travel of a submarine, in particular, the normal force acting on the boat is equal to zero. This is described by the following equation: $$\begin{array}{l}{Z}_{*}^{\text{'}}+Z_w^{\text{'}}\cdot \text{tan}\left(\alpha \right)+Z_{\left|w\right|}\cdot \left|\text{tan}\left(\alpha \right)\right|+Z_{w\left|w\right|}^{\text{'}}\cdot \text{tan}\left(\alpha \right)\cdot \left|\text{tan}\left(\alpha \right)\right|+Z_{ww}^{\text{'}}\cdot {\text{tan}}^2\left(\alpha \right)+f_x\cdot Z_{\delta s}^{\text{'}}\cdot {\delta }_s+\\ Z_{\delta b}^{\text{'}}+{\delta }_b+\left(f_x\cdot Z_{\delta s_{\eta }}^{\text{'}}\cdot {\delta }_s+Z_{w_{\eta }}^{\text{'}}\cdot \text{tan}\left(\alpha \right)+Z_{w{\left|w\right|}_{\eta }}^{\text{'}}\cdot \text{tan}\left(\alpha \right)\cdot \left|\text{tan}\left(\alpha \right)\right|\right)\cdot \left(\eta \cdot C-1\right)+\frac{W^{\text{'}}-B^{\text{'}}}{u^{\text{'}2}}\cdot \text{cos}\left(\theta \right)\\ \cdot \text{cos}\left(\phi \right)=0\end{array}$$

The same applies to the stationary ride on the boat that the attacking trim moments are equal to zero. This describes the following equation: $$\begin{array}{l}{M}_{*}^{\text{'}}+M_w^{\text{'}}\cdot \text{tan}\left(\alpha \right)+M_{\left|w\right|}\cdot \left|\text{tan}\left(\alpha \right)\right|+M_{w\left|w\right|}^{\text{'}}\cdot \text{tan}\left(\alpha \right)\cdot \left|\text{tan}\left(\alpha \right)\right|+M_{ww}^{\text{'}}\cdot {\text{tan}}^2\left(\alpha \right)+f_x\cdot M_{\delta s}^{\text{'}}\cdot {\delta }_s\\ +M_{\delta b}^{\text{'}}\cdot {\delta }_b+\left(f_x\cdot M_{\delta s_{\eta }}\cdot {\delta }_s+M_{w_{\eta }}\cdot \text{tan}\left(\alpha \right)+M_{w{\left|w\right|}_{\eta }}^{\text{'}}\cdot \text{tan}\left(\alpha \right)\cdot \left|\text{tan}\left(\alpha \right)\right|\right)\cdot \left(\eta \cdot C-1\right)+\\ \frac{x_G^{\text{'}}\cdot W^{\text{'}}-x_B^{\text{'}}\cdot B^{\text{'}}}{u^{\text{'}2}}\cdot \text{cos}\left(\theta \right)\cdot \text{cos}\left(\phi \right)+\frac{x_G^{\text{'}}\cdot W^{\text{'}}-x_B^{\text{'}}\cdot B^{\text{'}}}{u^{\text{'}2}}\cdot \text{sin}\left(\theta \right)=0\end{array}$$

The z-direction is the direction perpendicular to the longitudinal axis of the submarine, with positive values pointing downwards.

The y-direction is the direction transverse to the longitudinal axis of the submarine, with positive values pointing to starboard.

δ_s

der hintere Tiefenruderwinkel,

δ_b

der vordere Tiefenruderwinkel,

α

der Anstellwinkel des Unterseeboots,

β

der Driftwinkel des Unterseeboots,

f_x

ein Faktor für Ruder, bei X-Ruder f_x = 4, bei Kreuzruder f_x = 1,

η

das Verhältnis $\frac{u_c}{u},$

W

das Gewicht des Unterseeboots einschließlich gefluteter Freiräume,

ein dimensionsloser Wert,

B

der Formauftrieb des Unterseeboots,

ein dimensionsloser Wert,

C

der Ursprung des bootsfesten Koordinatensystems,

L

die Länge des Unterseeboots,

ρ

die Dichte des umgebenden Wassers,

g

die Erdbeschleunigung,

U

die Geschwindigkeit des Unterseeboots bei Fahrt durch das Wasser,

u

die Geschwindigkeitskomponente in x-Richtung,

U

die Geschwindigkeit des Unterseeboots bei stationärer Fahrt durch das Wasser für einen frei wählbaren Referenzfahrtzustand,

u_c

die Propulsionsgeschwindigkeit, welche der Geschwindigkeit u entspricht, die das Boot bei der momentanen Propellerdrehzahl bei Vorausfahrt auf ebenem Kiel mit Nullruderlagen erreichen würde, $u_c^{\text{'}}=\frac{u}{\overline{U}}$

ein dimensionsloser Wert,

v

die Geschwindigkeitskomponente in y-Richtung quer zum Unterseeboot,

ein dimensionsloser Wert,

w

die Geschwindigkeitskomponente in z-Richtung normal zum Unterseeboot,

ein dimensionsloser Wert,

Z

die Hydrodynamische Kraft in z-Richtung,

Z _*

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von u²,

ein dimensionsloser Wert,

Z_w

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von dem Produkt u▪w,

ein dimensionsloser Wert,

Z_|w|

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von dem Produkt u ▪ |w|,

ein dimensionsloser Wert,

Z_w|w|

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von $w\cdot \sqrt{v^2+w^2},$

ein dimensionsloser Wert,

Z_ww

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von $\left|w\right|\cdot \sqrt{v^2+w^2},$

ein dimensionsloser Wert,

Z_w|w|η

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von $w\cdot \sqrt{v^2+w^2}\cdot \left(\eta \cdot C-1\right),$

ein dimensionsloser Wert,

Z_δs

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von u² ·δ_s’

ein dimensionsloser Wert,

Z_δb

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von u² · δ_b’

ein dimensionsloser Wert,

Z_δsη

der Koeffizient zur Beschreibung der Normalkraft Z als Funktion von u² · δ_s · (η·C-1),

ein dimensionsloser Wert,

M

das hydrodynamische Drehmoment um die y-Achse, auch Stampfmoment genannt,

M _*

der Koeffizient zur Beschreibung des Stampfmoments M,

ein dimensionsloser Wert,

M_w

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von u·w,

ein dimensionsloser Wert,

M_|w|

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von u · |w|,

ein dimensionsloser Wert,

M_w|w|

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von $w\cdot \sqrt{v^2+w^2},$

ein dimensionsloser Wert,

M_ww

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von $\left|w\right|\cdot \sqrt{v^2+w^2},$

ein dimensionsloser Wert,

M_w|w|η

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von $w\cdot \sqrt{v^2+w^2}\cdot \left(\eta \cdot C-1\right),$

ein dimensionsloser Wert,

M_δs

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von u² · δ_s’

ein dimensionsloser Wert,

M_δb

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von u² · δ_b’

ein dimensionsloser Wert,

M_δsη

der Koeffizient zur Beschreibung des Stampfmoments M als Funktion von u² · δ_s·(η·C-1),

ein dimensionsloser Wert.

Here is:

δ _s

the rear depth rudder angle,

δ _b

the front depth rudder angle,

α

the angle of attack of the submarine,

β

the drift angle of the submarine,

f _x

a factor for rudder, with x-rudder f _x = 4, with rudder f _x = 1,

η

The relationship $\frac{u_c}{u}.$

W

the weight of the submarine including flooded clearances,

a dimensionless value,

B

the form boost of the submarine,

a dimensionless value,

C

the origin of the boat-fixed coordinate system,

L

the length of the submarine,

ρ

the density of the surrounding water,

G

the gravitational acceleration,

U

the speed of the submarine when driving through the water,

u

the velocity component in the x-direction,

U

the speed of the submarine when traveling stationary through the water for a freely selectable reference travel state,

u _c

the propulsion speed, which corresponds to the speed u which the boat would reach at zero rudder at the current propeller speed in advance on an even keel; $u_c^{\text{'}}=\frac{u}{\overline{U}}$

a dimensionless value,

v

the velocity component in the y-direction across the submarine,

a dimensionless value,

w

the velocity component in the z-direction normal to the submarine,

a dimensionless value,

Z

the hydrodynamic force in z-direction,

Z _*

the coefficient for describing the normal force Z as a function of u ² ,

a dimensionless value,

Z _w

the coefficient for describing the normal force Z as a function of the product u▪w,

a dimensionless value,

Z _{| w |}

the coefficient for describing the normal force Z as a function of the product u ▪ | w |

a dimensionless value,

Z _{w | w |}

the coefficient for describing the normal force Z as a function of $w\cdot \sqrt{v^2+w^2}.$

a dimensionless value,

Z _ww

the coefficient for describing the normal force Z as a function of $\left|w\right|\cdot \sqrt{v^2+w^2}.$

a dimensionless value,

Z _{w | w | η}

the coefficient for describing the normal force Z as a function of $w\cdot \sqrt{v^2+w^2}\cdot \left(\eta \cdot C-1\right).$

a dimensionless value,

Z _δs

the coefficient for describing the normal force Z as a function of u ² · δ _s'

a dimensionless value,

Z _δb

the coefficient for describing the normal force Z as a function of u ² · δ _{b '}

a dimensionless value,

Z _δsη

the coefficient for describing the normal force Z as a function of u ² · δ _s · (η · C-1),

a dimensionless value,

M

the hydrodynamic torque about the y-axis, also called pounding torque,

M _*

the coefficient for the description of the ramming torque M,

a dimensionless value,

M _w

the coefficient for describing the ramming moment M as a function of u · w,

a dimensionless value,

M _{| w |}

the coefficient for describing the ramming moment M as a function of u · | w |,

a dimensionless value,

M _{w | w |}

the coefficient for describing the ramming moment M as a function of $w\cdot \sqrt{v^2+w^2}.$

a dimensionless value,

M _ww

the coefficient for describing the ramming moment M as a function of $\left|w\right|\cdot \sqrt{v^2+w^2}.$

a dimensionless value,

M _{w | w | η}

the coefficient for describing the ramming moment M as a function of $w\cdot \sqrt{v^2+w^2}\cdot \left(\eta \cdot C-1\right).$

a dimensionless value,

M _δs

the coefficient for describing the ramming moment M as a function of u ² · δ _s'

a dimensionless value,

M _δb

the coefficient for describing the ramming moment M as a function of u ² · δ _{b '}

a dimensionless value,

M _δsη

the coefficient for describing the ramming moment M as a function of u ² · δ _s · (η · C-1),

a dimensionless value.

These hydrodynamic coefficients can be theoretically calculated or experimentally determined in a model experiment. However, this is extremely complex and can not be performed precisely for the current loading situation of the submarine, so that you have to work with approximate values.

The exact knowledge of these parameters allows a precise prediction of the boat behavior. Thus, maneuvers can be controlled very precisely if these parameters are known exactly. The calculated or model hydrodynamic coefficients are therefore generally too inaccurate for accurate boat behavior prediction. Therefore, the hydrodynamic coefficients are usually verified or corrected by evaluating large-scale execution experiments, but the large-scale implementation tests used today represent only elaborate approximation methods.

Only with this exact knowledge is it possible to control an underwater vehicle in a targeted and precise manner automatically.

From the RU 2 537 080 C1 a ship navigation system is known, the system using hydrodynamic coefficients.

From the DE 196 35 670 A1 a monitoring system for the driving state of a submarine is known.

From Gertler, M .; Hagen, G.R .; Naval Ship Research and Development Center; Standard equations of motion for submarine simulation, June 1967, URL: http://www.dtic.mil/docs/citations/AD0653861 the equations of motion of a submarine are known.

The object of the invention is to provide a device, wherein the device with a method determines the hydrodynamic coefficients on a real submarine and uses them for precise control.

This object is achieved by the device having the features specified in claim 1 and by the method for automatically controlling an underwater vehicle having the features specified in claim 3. Advantageous developments will become apparent from the dependent claims, the following description and the drawings.

The inventive device for controlling an underwater vehicle has at least one front hydroplane and at least one rear depth rudder. The underwater vehicle has at least one first ballast tank and at least one first trim tank and at least one second trim tank. The control device has means for controlling the at least one front depth rudder, the at least one rear depth rudder, the at least one first ballast tank, the at least one first trim tank and the at least one second trim tank. The device is designed to carry out a first operating state and to carry out a second operating state, wherein the device automatically performs a method for determining hydrodynamic coefficients in the first operating state and controls the underwater vehicle according to a predetermined course in the second operating state, wherein in the second operating state the first Operating state specific hydrodynamic coefficients are used.

1. a) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei einer ersten ersten Geschwindigkeit und einer ersten ersten Trimmlage,
2. b) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei der ersten ersten Geschwindigkeit und einer zweiten ersten Trimmlage,
3. c) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei einer zweiten ersten Geschwindigkeit und der ersten ersten Trimmlage,
4. d) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei der zweiten ersten Geschwindigkeit und der zweiten ersten Trimmlage,
5. e) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer ersten zweiten Geschwindigkeit und einer ersten vorderen Tiefenruderlage und einer ersten Trimmtankfüllung,
6. f) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der ersten zweiten Geschwindigkeit und einer zweiten vorderen Tiefenruderlage und der ersten Trimmtankfüllung,
7. g) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der ersten zweiten Geschwindigkeit und der ersten vorderen Tiefenruderlage und einer zweiten Trimmtankfüllung,
8. h) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der ersten zweiten Geschwindigkeit und der zweiten vorderen Tiefenruderlage und der zweiten Trimmtankfüllung,
9. i) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer zweiten zweiten Geschwindigkeit und der ersten vorderen Tiefenruderlage und der ersten Trimmtankfüllung,
10. j) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der zweiten zweiten Geschwindigkeit und der zweiten vorderen Tiefenruderlage und der ersten Trimmtankfüllung,
11. k) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der zweiten zweiten Geschwindigkeit und der ersten vorderen Tiefenruderlage und der zweiten Trimmtankfüllung,
12. l) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der zweiten zweiten Geschwindigkeit und der zweiten vorderen Tiefenruderlage und der zweiten Trimmtankfüllung,
13. m) Ermitteln von hydrodynamischen Koeffizienten aus den in den vorhergehenden Schritten ermittelten Messgrößen,

wobei die Schritte a) bis I) in beliebiger Reihenfolge durchgeführt werden. Der Schritt m) wird nach den Schritten a) bis I) durchgeführt.The method for determining hydrodynamic coefficients comprises the following steps:

1. a) acceleration-free trip with a flat keel at constant depth and at a first first speed and a first first trim position,
2. (b) Acceleration-free smooth-keel ride at constant depth and at the first first speed and a second first trim position;
3. (c) acceleration-free smooth-keel flight at constant depth and at a second first speed and first first trim position;
4. d) acceleration-free travel with a flat keel at constant depth and at the second first speed and the second first trim position,
5. (e) Acceleration-free, oblique keel cruise at a constant depth and at a first second speed and a first front depth rudder position and a first trim tank fill;
6. (f) Acceleration-free inclined-keel flight at constant depth and at the first second speed and at a second front depth rudder position and at the first trim tank fill;
7. (g) Acceleration-free, oblique-keel, constant-depth, first-second-speed, first-anterior-depth-steering, and second-trim-tank-filling;
8. (h) Acceleration-free, oblique keel cruise at constant depth and at the first second speed and the second front depth rudder position and the second trim tank fill;
9. (i) Acceleration-free, oblique-keel, constant-depth, second second-speed, first-front-row thrust and first-trim-tank filling;
10. (j) Acceleration-free inclined-keel flight at constant depth and at the second second speed and the second front depth rudder position and the first trim tank fill;
11. (k) Acceleration-free, oblique-keel, constant-depth, second-second-speed, first-forward-aft, and second trim-tank-fill,
12. l) Acceleration-free inclined-keel flight at constant depth and at the second second speed and the second front depth rudder position and the second trim tank filling,
13. m) determining hydrodynamic coefficients from the measured variables determined in the preceding steps,

wherein steps a) to I) are carried out in any order. The step m) is carried out after the steps a) to I).

Under a plane keel, in particular, a pitching angle θ of the submarine of -1 ° <θ <+ 1 °, preferably - 0.2 ° <θ <+ 0.2 °, particularly preferably - 0.05 ° <θ <+ 0.05 ° to understand. The ramming angle is the angle between the longitudinal axis of the submarine and the projection of the longitudinal axis of the submarine into the plane and thus reflects the inclination in the z-direction.

Under an oblique keel is a particular pitch angle θ of the submarine of | θ | > 0.5 °, preferably of | θ | > 1 °, more preferably of | θ | > 2 ° to understand.

Acceleration-free travel is understood to mean an operating mode in which the boat moves at a constant speed, wherein constant is to be regarded as constant within the scope of the detection accuracy and control accuracy.

Because the ride is done at a constant depth, the vertical forces, so the gravitational or the lift acceleration compensate each other so that there is no up or down.

With an acceleration-free ride, the forces balance out. Thus, no resulting force acts on the submarine. It is therefore true that the sum of all acting forces is zero. Furthermore, the sum of all force changes between two acceleration-free journeys must be zero. By definition, the absolute speed in the horizontal direction is greater than zero when driving. For technical reasons, very low speeds, in particular less than 2 knots, especially smaller than 1 knots, are not advantageous.

In order to meaningfully index the measured values, the various first speeds and second speeds are designated by the index i. So i = 1 for the first first speed and the first second speed and i = 2 for the second first speed and the second second speed.

As a further index, k is used to distinguish the trim and weight states. Thus k = 1 for the first first trim position and the first front depth rudder position and k = 2 for the second first trim position and the second front depth rudder position.

The measured values are evaluated separately for journeys at even keel and at oblique keel separately.

For example, first, the measured values for the trips are evaluated with a flat keel.

durch Berechnung von Ausgleichsgeraden ausgewertet. Die Ausgleichsgeraden ergeben als Grenzwerte für u → ∞ die hinteren Tiefenruderwinkel δ_sn und vorderen Tiefenruderwinkel δ_bn für die sogenannte auftrieb- und momentfreie Fahrt. Es werden hierbei nur die Grenzwerte ausgewertet. $${\delta }_{ski}={\delta }_{sn}-\frac{g\cdot L}{u_{ki}^2}\text{cos}\left({\varphi }_{ki}\right)\frac{\left(x_{CT}^{\text{'}}-x_{\delta b}^{\text{'}}\right)\cdot V_{CTki}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot V_{TTki}^{\text{'}}}{f_x\cdot Z_{\delta s}^{\text{'}}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

$${\delta }_{bki}={\delta }_{bn}+\frac{g\cdot L}{u_{ki}^2}\text{cos}\left({\varphi }_{ki}\right)\frac{\left(x_{CT}^{\text{'}}-x_{\delta s}^{\text{'}}\right)\cdot V_{CTki}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot V_{TTki}^{\text{'}}}{Z_{\delta s}^{\text{'}}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

First, the measured values obtained in steps a) to d) are used as a function of $\frac{1}{u_{ki}^2}$

evaluated by calculation of regression lines. The compensation straight lines provide as limit values for u → ∞ the rear depth rudder angle δ _sn and front rudder angle δ _bn for the so-called buoyancy-free and torque-free ride. Only the limit values are evaluated here. $${\delta }_{ski}={\delta }_{sn}-\frac{G\cdot L}{u_{ki}^2}\text{cos}\left({\phi }_{ki}\right)\frac{\left(x_{CT}^{\text{'}}-x_{\delta b}^{\text{'}}\right)\cdot V_{CTki}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot V_{TTki}^{\text{'}}}{f_x\cdot Z_{\delta s}^{\text{'}}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

$${\delta }_{bki}={\delta }_{bn}+\frac{G\cdot L}{u_{ki}^2}\text{cos}\left({\phi }_{ki}\right)\frac{\left(x_{CT}^{\text{'}}-x_{\delta s}^{\text{'}}\right)\cdot V_{CTki}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot V_{TTki}^{\text{'}}}{Z_{\delta s}^{\text{'}}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

x_CT

die x-Koordinate des Schwerpunkts der Regelzelle,

ein dimensionsloser Wert,

Δx_TT

der positive Abstand des Schwerpunkts vom vorderen zum hinteren Trimmzellenvolumen,

ein dimensionsloser Wert,

x_δs

die x-Koordinate des vorderen Tiefenruders,

ein dimensionsloser Wert,

x_δb

die x-Koordinate des hinteren Tiefenruders,

ein dimensionsloser Wert,

V_CT

das Füllvolumen der Regelzelle,

ein dimensionsloser Wert,

V_TT

die Trimmzellenfüllung, wobei das Trimmmoment M_TT =- ρ · Δx_TT · V_TT ist,

ein dimensionsloser Wert.

Here is:

x _CT

the x-coordinate of the center of gravity of the control cell,

a dimensionless value,

Δx _TT

the positive distance of the center of gravity from the front to the rear trim cell volume,

a dimensionless value,

x _δs

the x coordinate of the front depth rudder,

a dimensionless value,

x _δb

the x-coordinate of the rear depth rudder,

a dimensionless value,

V _CT

the filling volume of the control cell,

a dimensionless value,

V _TT

the trim cell filling, where the trimming moment M _TT = -ρ · Δx _TT · V _TT ,

a dimensionless value.

aufgetragen. Die Steigung dieser Geraden ist nicht relevant, entscheidet ist der für null und somit für $u_{ki}^2$

gegen unendlich extrapolierte Grenzwert. Die x-Koordinaten von Trimm- und Regelzellen und Ruderposition sind aus der Bootsgeometrie bekannt.As already stated, the rudder angles are over $\frac{1}{u_{ki}^2}$

applied. The slope of this line is not relevant, it decides for zero and thus for $u_{ki}^2$

against infinitely extrapolated limit. The x-coordinates of trim and control cells and rudder position are known from boat geometry.

und $$\mathrm{\Delta }{\delta }_{bi}\left(u_i\right)={\delta }_{b2i}\left(u_i\right)-{\delta }_{b1i}\left(u_i\right)$$

werden die Werte $$Z_{\delta si}^{\text{'}}=\frac{g\cdot L}{2}\left(\frac{\text{cos}\left({\varphi }_{ki}\right)}{u_{ki}^2}+\frac{\text{cos}\left({\varphi }_{ki}\right)}{u_{2i}^2}\right)\frac{\left(x_{CT}^{\text{ '}}-x_{\delta b}^{\text{'}}\right)\cdot \mathrm{\Delta }{V}_{CT}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot \mathrm{\Delta }{V}_{TT}^{\text{'}}}{f_x\cdot \mathrm{\Delta }{\delta }_{si}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

und $$Z_{\delta bi}^{\text{'}}=\frac{g\cdot L}{2}\left(\frac{\text{cos}\left({\varphi }_{ki}\right)}{u_{ki}^2}+\frac{\text{cos}\left({\varphi }_{ki}\right)}{u_{2i}^2}\right)\frac{\left(x_{CT}^{\text{ '}}-x_{\delta s}^{\text{'}}\right)\cdot \mathrm{\Delta }{V}_{CT}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot \mathrm{\Delta }{V}_{TT}^{\text{'}}}{f_x\cdot \mathrm{\Delta }{\delta }_{si}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

ermittelt. Die Koeffizienten $Z_{\delta s}^{\text{'}}\text{ und }{Z}_{\delta b}^{\text{'}}$

ergeben sich daraus als Mittelwerte.By subtracting the values determined from the steps a) to d) at different trim and weight states, the rudder angle is measured according to FIG $$\mathrm{\Delta }{\delta }_{si}\left(u_i\right)={\delta }_{s2i}\left(u_i\right)-{\delta }_{s1i}\left(u_i\right)$$

and $$\mathrm{\Delta }{\delta }_{bi}\left(u_i\right)={\delta }_{b2i}\left(u_i\right)-{\delta }_{b1i}\left(u_i\right)$$

become the values $$Z_{\delta si}^{\text{'}}=\frac{G\cdot L}{2}\left(\frac{\text{cos}\left({\phi }_{ki}\right)}{u_{ki}^2}+\frac{\text{cos}\left({\phi }_{ki}\right)}{u_{2i}^2}\right)\frac{\left(x_{CT}^{\text{'}}-x_{\delta b}^{\text{'}}\right)\cdot \mathrm{\Delta }{V}_{CT}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot \mathrm{\Delta }{V}_{TT}^{\text{'}}}{f_x\cdot \mathrm{\Delta }{\delta }_{si}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

and $$Z_{\delta bi}^{\text{'}}=\frac{G\cdot L}{2}\left(\frac{\text{cos}\left({\phi }_{ki}\right)}{u_{ki}^2}+\frac{\text{cos}\left({\phi }_{ki}\right)}{u_{2i}^2}\right)\frac{\left(x_{CT}^{\text{'}}-x_{\delta s}^{\text{'}}\right)\cdot \mathrm{\Delta }{V}_{CT}^{\text{'}}+\mathrm{\Delta }{x}_{TT}^{\text{'}}\cdot \mathrm{\Delta }{V}_{TT}^{\text{'}}}{f_x\cdot \mathrm{\Delta }{\delta }_{si}\cdot \left(x_{\delta s}^{\text{'}}-x_{\delta b}^{\text{'}}\right)}$$

determined. The coefficients $Z_{\delta s}^{\text{'}}\text{and}{Z}_{\delta b}^{\text{'}}$

result from this as mean values.

$$M_{\delta b}^{\text{'}}=-Z_{\delta b}^{\text{'}}\cdot x_{\delta b}^{\text{'}}$$

sowie: $$Z_{\ast }^{\text{'}}=-f_x\cdot Z_{\delta s}^{\text{'}}\cdot {\delta }_{sn}-Z_{\delta b}^{\text{'}}\cdot {\delta }_{bn}$$

$$M_{\ast }^{\text{'}}=-f_x\cdot M_{\delta s}^{\text{'}}\cdot {\delta }_{sn}-Z_{\delta b}^{\text{'}}\cdot {\delta }_{bn}$$

$$V_{CTki}^{\text{'}}=-\frac{u_i^2}{g\cdot L}\cdot \frac{f_x\cdot Z_{\delta s}^{\text{'}}\cdot \left({\delta }_{ski}-{\delta }_{sn}\right)+Z_{\delta b}^{\text{'}}\cdot \left({\delta }_{bki}-{\delta }_{bn}\right)}{\text{cos}\left({\varphi }_{ki}\right)}$$

$$V_{TTki}^{\text{'}}=\frac{1}{\mathrm{\Delta }{x}_{TT}^{\text{'}}}\left(\frac{u_i^2}{g\cdot L}\cdot \frac{f_x\cdot M_{\delta s}^{\text{'}}\cdot \left({\delta }_{ski}-{\delta }_{sn}\right)+M_{\delta b}^{\text{'}}\cdot \left({\delta }_{bki}-{\delta }_{bn}\right)}{\text{cos}\left({\varphi }_{ki}\right)}-x_{CT}^{\text{'}}\cdot V_{CTki}^{\text{'}}\right)$$

This then gives the coefficients for the description of the ramming torque: $$M_{\delta s}^{\text{'}}=-Z_{\delta s}^{\text{'}}\cdot x_{\delta s}^{\text{'}}$$

$$M_{\delta b}^{\text{'}}=-Z_{\delta b}^{\text{'}}\cdot x_{\delta b}^{\text{'}}$$

such as: $$Z_{*}^{\text{'}}=-f_x\cdot Z_{\delta s}^{\text{'}}\cdot {\delta }_{sn}-Z_{\delta b}^{\text{'}}\cdot {\delta }_{bn}$$

$$M_{*}^{\text{'}}=-f_x\cdot M_{\delta s}^{\text{'}}\cdot {\delta }_{sn}-Z_{\delta b}^{\text{'}}\cdot {\delta }_{bn}$$

$$V_{CTki}^{\text{'}}=-\frac{u_i^2}{G\cdot L}\cdot \frac{f_x\cdot Z_{\delta s}^{\text{'}}\cdot \left({\delta }_{ski}-{\delta }_{sn}\right)+Z_{\delta b}^{\text{'}}\cdot \left({\delta }_{bki}-{\delta }_{bn}\right)}{\text{cos}\left({\phi }_{ki}\right)}$$

$$V_{TTki}^{\text{'}}=\frac{1}{\mathrm{\Delta }{x}_{TT}^{\text{'}}}\left(\frac{u_i^2}{G\cdot L}\cdot \frac{f_x\cdot M_{\delta s}^{\text{'}}\cdot \left({\delta }_{ski}-{\delta }_{sn}\right)+M_{\delta b}^{\text{'}}\cdot \left({\delta }_{bki}-{\delta }_{bn}\right)}{\text{cos}\left({\phi }_{ki}\right)}-x_{CT}^{\text{'}}\cdot V_{CTki}^{\text{'}}\right)$$

The filling volumes of the control cell V _CT1 and V _CT2 and the trim cell fillings V _TT1 and V _TT2 for trimming and weight states of the submarine, characterized by the index k = 1 and k = 2, result as mean _values of V _CT1i , V _CT2i , V _TT1i resp V _TT2i values.

die Füllvolumen der Regelzelle V_CT1 und V_CT2 , die Trimmzellenfüllungen v_TT1 und V_TT2 und die Ruderwinkel δ_sn und δ_bn für auftrieb- und momentfreie Fahrt bestimmt.In particular, by evaluating the test series a) the coefficients $Z_{*}^{\text{'}}.Z_{\delta s}^{\text{'}}.Z_{\delta b}^{\text{'}}.M_{*}^{\text{'}}.M_{\delta s}^{\text{'}}\text{and}{M}_{\delta b}^{\text{'}}.$

the filling volumes of the control cell V _CT1 and V _CT2 , the trim cell fillings v _TT1 and V _TT2 and the rudder angles δ _sn and δ _{bn determined} for buoyancy and torque-free ride.

Subsequently, the measured values ascertained in steps e) to I) for the journeys are evaluated with an aft- or pre-loaded statically balanced boat.

$$\left(\begin{array}{cccc}{M}_W^{\text{'}}& M_{W\left|W\right|}^{\text{'}}& M_{\delta s_{\eta }}^{\text{'}}& z_{GB}^{\text{'}}\end{array}\right)\left(\begin{array}{c}\text{tan}\left({\theta }_i\right)\\ \text{tan}\left({\theta }_i\right)\left|\text{tan}\left({\theta }_i\right)\right|\\ f_x\cdot \left({\eta }_i\cdot C-1\right)\cdot {\delta }_{si}\\ -\frac{g\cdot L\cdot V^{\text{'}}}{u_i^2}\cdot \text{sin}\left({\theta }_i\right)\end{array}\right)=\frac{g\cdot L}{u_i^2}.$$

$$\begin{array}{l}\left[\left(x_{CT}^{\text{'}}\cdot V_{CTi}^{\text{'}}+x_{TT}^{\text{'}}\cdot V_{TTi}^{\text{'}}\right)\cdot \text{cos}\left({\theta }_i\right)\cdot \text{cos}\left({\varphi }_i\right)+z_{CT}^{\text{'}}\cdot V_{CTi}^{\text{'}}\cdot \text{sin}\left({\theta }_i\right)\right]-M_{\delta s}^{\text{'}}\cdot f_x\cdot \left({\delta }_{si}-{\delta }_{sn}\right)-M_{\delta b}^{\text{'}}\cdot \\ \left({\delta }_{bi}-{\delta }_{bn}\right)\end{array}$$

Where: $$\begin{array}{l}\left(\begin{array}{ccc}{Z}_W^{\text{'}}& Z_{W\left|W\right|}^{\text{'}}& Z_{\delta s_{\eta }}^{\text{'}}\end{array}\right)\left(\begin{array}{c}\text{tan}\left({\theta }_i\right)\\ \text{tan}\left({\theta }_i\right)\left|\text{tan}\left({\theta }_i\right)\right|\\ f_x\cdot \left({\eta }_i\cdot X-1\right)\cdot {\delta }_{si}\end{array}\right)=\frac{-G\cdot L\cdot V_{CTi}^{\text{'}}}{u_i^2}\cdot \text{cos}\left({\theta }_i\right)\text{cos}\left({\phi }_i\right)-Z_{\delta s}^{\text{'}}\cdot f_x\cdot \left({\delta }_{si}-{\delta }_{sn}\right)-\\ Z_{\delta b}^{\text{'}}\cdot \left({\delta }_{bi}-{\delta }_{bn}\right)\end{array}$$

$$\left(\begin{array}{cccc}{M}_W^{\text{'}}& M_{W\left|W\right|}^{\text{'}}& M_{\delta s_{\eta }}^{\text{'}}& z_{GB}^{\text{'}}\end{array}\right)\left(\begin{array}{c}\text{tan}\left({\theta }_i\right)\\ \text{tan}\left({\theta }_i\right)\left|\text{tan}\left({\theta }_i\right)\right|\\ f_x\cdot \left({\eta }_i\cdot C-1\right)\cdot {\delta }_{si}\\ -\frac{G\cdot L\cdot V^{\text{'}}}{u_i^2}\cdot \text{sin}\left({\theta }_i\right)\end{array}\right)=\frac{G\cdot L}{u_i^2},$$

$$\begin{array}{l}\left[\left(x_{CT}^{\text{'}}\cdot V_{CTi}^{\text{'}}+x_{TT}^{\text{'}}\cdot V_{TTi}^{\text{'}}\right)\cdot \text{cos}\left({\theta }_i\right)\cdot \text{cos}\left({\phi }_i\right)+z_{CT}^{\text{'}}\cdot V_{CTi}^{\text{'}}\cdot \text{sin}\left({\theta }_i\right)\right]-M_{\delta s}^{\text{'}}\cdot f_x\cdot \left({\delta }_{si}-{\delta }_{sn}\right)-M_{\delta b}^{\text{'}}\cdot \\ \left({\delta }_{bi}-{\delta }_{bn}\right)\end{array}$$

z_GB

der Stabilitätshebelarm z_GB = z_Gn - z_B,

ein dimensionsloser Wert,

z_Gn

die z-Komponente des Gewichtsschwerpunkts des Bootes einschließlich gefluteter Freiräume für den Zustand der auftriebs- und momentfreien Fahrt,

z_B

die z-Koordinate des Auftriebsschwerpunkts der Formverdrängung im bootsfesten Koordinatensystem.

Here is:

z _GB

the stability _{lever arm} z _GB = z _Gn - z _B ,

a dimensionless value,

z _Gn

the z-component of the boat's center of gravity, including flooded clearances for the condition of buoyancy and torque-free travel,

eg _B

the z-coordinate of the center of gravity of the displacement in the boat-fixed coordinate system.

The determination takes place from the measured data by means of multilinear regression using the variables already known from a).

und der Stabilitätshebelarm z_GB bestimmt.In particular, here are the coefficients $Z_w^{\text{'}}.Z_{w\left|w\right|}^{\text{'}}.Z_{\delta s_{\eta }}^{\text{'}}.M_w^{\text{'}}.M_{w\left|w\right|}^{\text{'}}{\text{and M}}_{\delta s_{\eta }}^{\text{'}}$

and the stability lever arm z _GB determined.

• n) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei einer dritten ersten Geschwindigkeit und einer ersten ersten Trimmlage,
• o) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei einer dritten ersten Geschwindigkeit und einer zweiten ersten Trimmlage.

In a further embodiment of the method for determining hydrodynamic coefficients, the following steps are carried out in addition to steps a) to d):

• n) acceleration-free travel with a flat keel at constant depth and at a third first speed and a first first trim position,
• o) acceleration-free ride with a flat keel at constant depth and at a third first speed and a second first trim position.

Particular preference is given to using further first speeds, in particular a total of five to eight first speeds, particularly preferably six first speeds.

• p) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer dritten zweiten Geschwindigkeit und einer ersten vorderen Tiefenruderlage und einer ersten Trimmtankfüllung,
• q) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer dritten zweiten Geschwindigkeit und einer zweiten vorderen Tiefenruderlage und einer ersten Trimmtankfüllung,
• r) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer dritten zweiten Geschwindigkeit und einer ersten vorderen Tiefenruderlage und einer zweiten Trimmtankfüllung,
• s) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer dritten zweiten Geschwindigkeit und einer zweiten vorderen Tiefenruderlage und einer zweiten Trimmtankfüllung.

In a further embodiment of the method for determining hydrodynamic coefficients, the following steps are carried out in addition to steps e) to h):

• (p) Acceleration-free, oblique keel cruise at a constant depth and at a third second speed and a first front thruster position and a first trim tank fill;
• (q) Acceleration-free, oblique keel cruise at constant depth and at a third second speed and a second front depth rudder position and a first trim tank fill;
• (r) Acceleration-free, oblique keel cruise at a constant depth and at a third second speed and at a first front depth rudder position and a second trim tank fill;
• s) Acceleration-free cruise with oblique keel at constant depth and at a third second speed and a second front depth rudder position and a second trim tank filling.

Particularly preferably, further second velocities, in particular a total of four to eight second velocities, particularly preferably five second velocities, are used.

In a further embodiment of the method for determining hydrodynamic coefficients, the first velocities are selected from the range from 4 kN to 25 kN, preferably from the range from 5 kN to 20 kN, particularly preferably from the range from 6 kN to 15 kN.

In a further embodiment of the method for determining hydrodynamic coefficients, the second velocities are selected from the range from 4 kN to 25 kN, preferably from the range from 5 kN to 20 kN, particularly preferably from the range from 6 kN to 14 kN.

In a further embodiment of the method for determining hydrodynamic coefficients, an angle of + 15 ° to + 25 °, in particular + 18 ° to + 22 °, is selected as the first front rudder position and that as the second front rudder position an angle of -15 ° up to - 25 °, in particular from - 18 ° to - 22 °.

In a further embodiment of the method for determining hydrodynamic coefficients, the method is carried out such that the diving depth is chosen such that at least 25 m, preferably at least 50 m, more preferably at least the length of the submarine, water above the submarine and at least 25 m , preferably at least 50 meters, most preferably at least the length of the submarine, are water below the submarine.

This method determines the hydrodynamic coefficients in the uninfluenced deep water area.

In a further embodiment of the method for determining hydrodynamic coefficients, the method is carried out such that the immersion depth is selected such that less than 25 m, preferably less than 15 m, water above the submarine and at least 25 m, preferably at least 50 m, most preferably least the length of the submarine are water under the submarine.

This method determines the hydrodynamic coefficients in the near-surface region and is important, for example, for snorkeling. This method is preferably used in addition to the determination in the uninfluenced deep water area.

In a further embodiment of the method for determining hydrodynamic coefficients, the method is carried out in such a way that the immersion depth is selected such that at least 25 m, preferably at least 50 meters, more preferably at least the length of the submarine, water above the submarine, and less than 25 meters, preferably less than 15 meters, of water below the submarine.

This method determines the hydrodynamic coefficients in the baseline area and is important, for example, for submerged cruises in shallow water. This method is preferably used in addition to the determination in the uninfluenced deep water area.

In a further embodiment of the method for determining hydrodynamic coefficients, the speed u of the submarine, the front depth rudder angle δ _s, the rear rudder angle δ _b, the volume change of the trim tanks ΔV _TT and the volume change of the control cell ΔV _CT are detected during the acceleration-free rides.

In a further embodiment of the method for determining hydrodynamic coefficients, the rotational speed n of the screw and the trim angle θ are additionally detected during the acceleration-free travel.

In a further embodiment of the method for determining hydrodynamic coefficients, the roll angle φ and volume change of the ballast tank ΔV _CT are additionally recorded during acceleration-free travel.

In a further embodiment of the method for determining hydrodynamic coefficients, the weight distribution in the submarine is kept constant until the targeted changes during the process. In particular, care is taken to ensure that the crew does not change their position, as this leads to undetectable mass shifts and thus reduces the measurement accuracy of the method.

die Füllvolumen der Regelzelle V_CT1 und V_CT2, die Trimmzellenfüllungen V_TT1 und V_TT2 und die Ruderwinkel δ_sn und δ_bn für auftrieb- und momentfreie Fahrt bestimmt.In a further embodiment of the method for determining hydrodynamic coefficients, in step m) the coefficients $Z_{*}^{\text{'}}.Z_{\delta s}^{\text{'}}.Z_{\delta b}^{\text{'}}.M_{*}^{\text{'}}.M_{\delta s}^{\text{'}}\text{and}{Z}_{\delta b}^{\text{'}}.$

the filling volumes of the control cell V _CT1 and V _CT2 , the trim cell fillings V _TT1 and V _TT2 and the rudder angles δ _sn and δ _{bn determined} for buoyancy and torque-free ride.

In a further embodiment of the method for determining hydrodynamic coefficients, the first first trim layer and the second first trim layer are selected differently by 500 kNm ± 50 kNm.

In a further embodiment of the method for determining hydrodynamic coefficients, in steps e) and I) a first second trim layer and a second second trim layer are selected, wherein the first second trim layer and the second second trim layer are selected differently by 1000 kNm ± 100 kNm ,

und der Stabilitätshebelarm z_GB bestimmt.In a further embodiment of the method for determining hydrodynamic coefficients, in step m) the coefficients $Z_w^{\text{'}}.Z_{w\left|w\right|}^{\text{'}}.Z_{\delta s_{\eta }}^{\text{'}}.M_w^{\text{'}}.M_{w\left|w\right|}^{\text{'}}\text{and}{M}_{\delta s_{\eta }}^{\text{'}}$

and the stability lever arm z _GB determined.

In the case of submarine acceleration-free travel, static forces applied by changing tank fillings are compensated by flow forces at rudder and hull. Since the flow forces in submerged travel increase with the square of the driving speed, while the static forces remain constant, it is possible to determine the flow forces or hydrodynamic coefficients from the compensation of known statically induced weight forces with previously unachieved accuracy. All measuring runs are carried out at different constant speeds and different predetermined trim angles of the boat by appropriate laying of front and rear depth rudder at constant depth. This results in the ability to determine hydrodynamic coefficients depending on the depth of the boat or the distance of the boat to the water surface.

In a further embodiment of the invention, the device is designed to change during operation in the second operating state at a suitable predetermined course in the first operating state.

In another aspect, the invention relates to a method of automatically controlling an underwater vehicle, the method of automatically controlling an underwater vehicle comprising a method of determining hydrodynamic coefficients and a method of calculating the control measures.

1. I) Bestimmung von hydrodynamischen Koeffizienten mittels des Verfahrens zur Bestimmung von hydrodynamischen Koeffizienten,
2. II) Steuerung des Unterwasserfahrzeugs unter Verwendung der in Schritt I) ermittelten hydrodynamischen Koeffizienten.

The automatic control method includes the following steps:

1. I) determination of hydrodynamic coefficients by means of the method for the determination of hydrodynamic coefficients,
2. II) control of the underwater vehicle using the hydrodynamic coefficients determined in step I).

1. a) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei einer ersten ersten Geschwindigkeit und einer ersten ersten Trimmlage,
2. b) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei der ersten ersten Geschwindigkeit und einer zweiten ersten Trimmlage,
3. c) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei einer zweiten ersten Geschwindigkeit und der ersten ersten Trimmlage,
4. d) beschleunigungsfreie Fahrt mit ebenem Kiel bei konstanter Tiefe und bei der zweiten ersten Geschwindigkeit und der zweiten ersten Trimmlage,
5. e) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer ersten zweiten Geschwindigkeit und einer ersten vorderen Tiefenruderlage und einer ersten Trimmtankfüllung,
6. f) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der ersten zweiten Geschwindigkeit und einer zweiten vorderen Tiefenruderlage und der ersten Trimmtankfüllung,
7. g) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der ersten zweiten Geschwindigkeit und der ersten vorderen Tiefenruderlage und einer zweiten Trimmtankfüllung,
8. h) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der ersten zweiten Geschwindigkeit und der zweiten vorderen Tiefenruderlage und der zweiten Trimmtankfüllung,
9. i) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei einer zweiten zweiten Geschwindigkeit und der ersten vorderen Tiefenruderlage und der ersten Trimmtankfüllung,
10. j) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der zweiten zweiten Geschwindigkeit und der zweiten vorderen Tiefenruderlage und der ersten Trimmtankfüllung,
11. k) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der zweiten zweiten Geschwindigkeit und der ersten vorderen Tiefenruderlage und der zweiten Trimmtankfüllung,
12. l) beschleunigungsfreie Fahrt mit schrägem Kiel bei konstanter Tiefe und bei der zweiten zweiten Geschwindigkeit und der zweiten vorderen Tiefenruderlage und der zweiten Trimmtankfüllung,
13. m) Ermitteln von hydrodynamischen Koeffizienten aus den in den vorhergehenden Schritten ermittelten Messgrößen,

wobei die Schritte a) bis I) in beliebiger Reihenfolge durchgeführt werden. Der Schritt m) wird nach den Schritten a) bis I) durchgeführt.The method for determining hydrodynamic comprises the following steps:

1. a) acceleration-free trip with a flat keel at constant depth and at a first first speed and a first first trim position,
2. (b) Acceleration-free smooth-keel ride at constant depth and at the first first speed and a second first trim position;
3. (c) acceleration-free smooth-keel flight at constant depth and at a second first speed and first first trim position;
4. d) acceleration-free travel with a flat keel at constant depth and at the second first speed and the second first trim position,
5. (e) Acceleration-free, oblique keel cruise at a constant depth and at a first second speed and a first front depth rudder position and a first trim tank fill;
6. (f) Acceleration-free inclined-keel flight at constant depth and at the first second speed and at a second front depth rudder position and at the first trim tank fill;
7. (g) Acceleration-free, oblique-keel, constant-depth, first-second-speed, first-anterior-depth-steering, and second-trim-tank-filling;
8. (h) Acceleration-free, oblique keel cruise at constant depth and at the first second speed and the second front depth rudder position and the second trim tank fill;
9. (i) Acceleration-free, oblique-keel, constant-depth, second second-speed, first-front-row thrust and first-trim-tank filling;
10. (j) Acceleration-free inclined-keel flight at constant depth and at the second second speed and the second front depth rudder position and the first trim tank fill;
11. (k) Acceleration-free, oblique-keel, constant-depth, second-second-speed, first-forward-aft, and second trim-tank-fill,
12. l) Acceleration-free inclined-keel flight at constant depth and at the second second speed and the second front depth rudder position and the second trim tank filling,
13. m) determining hydrodynamic coefficients from the measured variables determined in the preceding steps,

wherein steps a) to I) are carried out in any order. The step m) is carried out after the steps a) to I).

The further embodiments of the method for determining hydrodynamic coefficients set out above are corresponding here.

In a further embodiment of the invention, the method checks in step II) whether the control behavior of the underwater vehicle predicted with the hydrodynamic coefficients agrees with the real control behavior of the underwater vehicle.

In a further embodiment of the invention, step I) is carried out again in the event of a deviation in the control behavior.

In a further embodiment of the invention, it is checked in step II) whether step I) can be carried out within a predefined control specification.

In a further embodiment of the invention, a change to step I) can be prevented in step II).

In a further embodiment of the invention, step I) of the method can not be used during the modes of crawl and combat.

• 1 Representation of the vectors and angles at the submarine

In 1 The angles and sizes are shown using the example of a submarine with a rudder.

Claims (8)

Device for controlling an underwater vehicle, wherein the underwater vehicle has at least one front hydroplane and at least one rear depth rudder, wherein the underwater vehicle has at least one first ballast tank and at least one first trim tank and at least one second trim tank, wherein the control device comprises means for controlling the at least one the at least one rear depth rudder, the at least one first ballast tank, the at least one first trim tank and the at least one second trim tank, wherein the device is designed to perform a first operating state and to perform a second operating state, wherein the device in the first Operating state automatically performs a method for determining hydrodynamic coefficients and controls the underwater vehicle according to a predetermined price in the second operating state, wherein in the second Betrie In this case, the hydrodynamic coefficients determined in the first operating state are used, the method for determining hydrodynamic coefficients comprising the following steps: a) acceleration-free trip with a flat keel at constant depth and at a first first speed and a first first trim position, (b) Acceleration-free smooth-keel ride at constant depth and at the first first speed and a second first trim position; (c) acceleration-free smooth-keel flight at constant depth and at a second first speed and first first trim position; d) acceleration-free travel with a flat keel at constant depth and at the second first speed and the second first trim position, (e) Acceleration-free, oblique keel cruise at a constant depth and at a first second speed and a first front depth rudder position and a first trim tank fill; (f) Acceleration-free inclined-keel flight at constant depth and at the first second speed and at a second front depth rudder position and at the first trim tank fill; (g) Acceleration-free, oblique-keel, constant-depth, first-second-speed, first-anterior-depth-steering, and second-trim-tank-filling; (h) Acceleration-free, oblique keel cruise at constant depth and at the first second speed and the second front depth rudder position and the second trim tank fill; (i) Acceleration-free, oblique-keel, constant-depth, second second-speed, first-front-row thrust and first-trim-tank filling; (j) Acceleration-free inclined-keel flight at constant depth and at the second second speed and the second front depth rudder position and the first trim tank fill; (k) Acceleration-free, oblique-keel, constant-depth, second-second-speed, first-forward-aft, and second trim-tank-fill, I) Acceleration-free inclined-keel flight at constant depth and at the second second speed and the second front depth rudder position and the second trim tank filling, m) determining hydrodynamic coefficients from the measured variables determined in the preceding steps, the steps a) to I) being carried out in any order, the step m) being carried out after the steps a) to I). Device after Claim 1 , characterized in that the device is formed during operation in the second operating state to change at a suitable predetermined course in the first operating state. A method of automatically controlling an underwater vehicle, the method of automatically controlling an underwater vehicle comprising a method of determining hydrodynamic coefficients and a method of calculating the control measures, the method comprising the steps of: I) determining hydrodynamic coefficients using the method of determination hydrodynamic coefficient control; II) control of the underwater vehicle using the hydrodynamic coefficients determined in step I), the method for determining hydrodynamic coefficients comprising the following steps: a) flat bottom keel at constant depth and at a first first speed and a first first trim position, b) acceleration-free travel with a flat keel at constant depth and at the first first speed and a second first trim position, c) acceleration-free travel with a flat Ki e) at constant depth and at a second first speed and the first first trim position; d) acceleration-free travel with a flat keel at constant depth and at the second first speed and the second first trim position, e) acceleration-free travel with oblique keel at constant depth and at f) acceleration-free inclined-keel flight at constant depth and at the first second speed and at a second front depth rudder position and the first trim tank fill; g) acceleration-free, oblique keel drive at constant depth and at the first second speed and the first front depth rudder position and a second trim tank fill, h) Acceleration-free oblique keel cruise at constant depth and at the first second speed and the second front depth rudder position and the second trim tank f i) Acceleration-free inclined-keel flight at constant depth and at a second second speed and the first front depth rudder position and the first trim tank fill; j) Acceleration-free cruise with oblique keel at constant depth and at the second second speed and the second front depth rudder position and k) Acceleration-free cruise with oblique keel at constant depth and at the second second speed and the first front depth rudder position and the second trim tank filling, i) Acceleration-free travel with oblique keel at constant depth and at the second second speed and the second forward speed Depth rudder position and the second trim tank filling, m) determining hydrodynamic coefficients from the measured variables determined in the preceding steps, the steps a) to I) being carried out in any order, the step m) after the steps a) to I) is carried out. Method according to Claim 3 , characterized in that the method in step II) checks whether the predicted with the hydrodynamic coefficient control behavior of the underwater vehicle with the real control behavior of the underwater vehicle matches. Method according to Claim 4 , characterized in that in a deviation in the control behavior step I) is performed again. Method according to one of Claims 3 to 5 , characterized in that it is checked in step II), whether within a predetermined control step I) is feasible. Method according to one of Claims 3 to 6 , characterized in that in step II) a change to step I) can be prevented. Method according to one of Claims 3 to 7 , characterized in that the method step I) can not be used during the modes of crawl and combat.

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