JPH0338494A - Method and device for controlling hydrofoil craft - Google Patents

Abstract

PURPOSE:To improve the ride comfortableness by driving hydrofoils to let a detected height at a predetermined value, setting the gain of a control system for driving the hydrofoils at the bow and the stern in a direction to offset a detected acceleration changeable, and driving a craft body by the hydrofoils under regulation corresponding to marine conditions. CONSTITUTION:The height of a craft body 1 from a sea surface is detected, and hydrofoils 5 provided at a bow 2, for example, are driven to make it at a predeterminde value, A control system is provided for driving the hydrofoils 5, 9 at the bow 2 and a stern 6 in a direction to offset the vertical acceleration of the craft body 1, and the gain of this control system is regulated at the optimum value corresponding to marine conditions. Under normal conditions with a small wave height and a short wavelength, rough conditions with a heigh wave height and a long wavelength, or medium conditions between them, occurrence of broaching by protrusion of the hydrofoils 5, 9 from the sea surface, or cresting to lose the speed by waves knocking the craft bottom can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a method and apparatus for controlling a hydrofoil boat having wings at the bow and stern during true running.

Prior art A typical prior art is, for example, Japanese Patent Publication No. 55-15348.
has been disclosed. In this prior art, when the hull is running true, there are two modes: a so-called normal mode and a contour mode.
A configuration for switching between two modes is disclosed. Normal mode means that during normal times when the wave height on the sea surface is small and the wavelength is short, the trajectory of the center of gravity of the ship is maintained at a constant altitude regardless of the presence or absence of waves. In other words, changes in the speed of the hydrofoil in the direction of travel are allowed. This is an operation mode in which all other movements, such as velocity and acceleration in the vertical, horizontal, and horizontal directions, are always kept at zero. Contour mode means that during stormy weather with high wave heights and long wavelengths, the height of the ship's hull from the sea surface remains constant.In other words, the ship's speed vector is always approximately parallel to the wave surface, or contour. This is an operating mode in which the aircraft flies with its wings. Note that sea level refers to the surfaces of oceans, lakes, rivers, etc.

Problems to be Solved by the Invention In such prior art, only two modes, normal mode and contour mode, can be switched, and therefore the state is intermediate between normal mode and stormy weather, that is, the wave height is slightly high and the wavelength is low. In normal mode, when is slightly long,
Wings may fly out of the sea, causing broaching; waves may hit the bottom of the ship, slowing it down and causing cresting; or the suction port of the propulsion pump, which injects water to generate propulsion, may be above the sea surface. There is a risk that it will not be possible to obtain propulsion force. Also, in contour mode, the hull tends to move up and down as the waves change height, making the ride less comfortable.

The object of the present invention is to provide a hydrofoil that can run smoothly in accordance with the sea conditions in normal times, in rough weather, and in conditions in between, and that can improve riding comfort. An object of the present invention is to provide a method and device for controlling a ship.

Means for Solving the Problems The present invention provides a method for controlling a hydrofoil boat having wings at the bow and stern, which includes: detecting the altitude of the hull from the sea surface; and controlling the wings so that the detected altitude becomes a predetermined value. The control system detects the vertical acceleration of the ship's hull, and varies the gain of the control system that drives the bow and stern wings in a direction that cancels out the acceleration depending on the detected acceleration.
This is a method of controlling a hydrofoil ship, which is characterized by adjusting the ship's hull to wing travel according to the sea conditions.

The present invention also provides a control device for a hydrofoil boat having wings at the bow and stern, including a first acceleration detecting means provided at the bow and detecting vertical acceleration of the hull, and an amplification factor for the output of the first acceleration detecting means. Variable amplification first
an amplifying means; an altitude detecting means for detecting the altitude of the hull from the sea surface; and an altitude detecting means for detecting the altitude of the ship in a direction that cancels the acceleration and in response to each output of the first amplifying means and the altitude detecting means so that the altitude becomes a predetermined value. means for driving the bow wing; second acceleration detection means provided at the stern for detecting vertical acceleration of the hull; and second acceleration detection means for amplifying the output of the second acceleration detection means with variable amplification.
A control device for a hydrofoil boat, comprising: amplification means; and means for driving a stern wing in a direction that cancels acceleration in response to the output of the second amplification means.

According to the present invention, the altitude of the ship's body from the sea surface is detected, and the wings provided, for example, on the bow of the ship are driven so that the altitude becomes a predetermined value. A control system is installed that drives the bow and stern wings in a direction that cancels out the vertical acceleration of the hull, and the gain of this control system is adjusted to match the sea conditions! & Adjust to appropriate value.

In this way, it is possible to prevent the wing from flying out of the sea surface and causing broaching, even in normal times when the wave height is small and the wavelength is short, during stormy weather when the wave height is high and the wavelength is long, and in conditions in between. It also prevents cresting, where waves hit the bottom of the ship and causes it to stall. It also prevents the suction port of the pump that generates propulsion from being exposed above the sea surface, making it impossible to obtain propulsive force. Furthermore, it is possible to prevent the hull from frequently moving up and down along the sea surface, which would make the ride uncomfortable.

According to the present invention, the first acceleration detection means is provided at the bow, the output thereof is amplified by the first amplification means with a variable amplification degree, the altitude of the hull from the sea surface is detected by the altitude detection means, and the first amplification means In response to the output from the altitude detecting means and the output from the altitude detecting means, the bow wing is driven, thereby controlling in a direction to cancel out the acceleration and so that the altitude becomes a predetermined value. Furthermore, a second acceleration detection means is provided at the stern, and the output of the second acceleration detection means is amplified by a second amplification means with a variable amplification degree, and the output of the second amplification means causes the stern wing to cancel the acceleration. driven in the direction.

In this way, the importance of the lll1j system, which cancels the vertical acceleration of the hull, and the control system, which maintains a constant height of the hull from the sea surface, is optimized to match the sea conditions. I can do it. Therefore, it is possible to operate the aircraft while avoiding broaching and cresting while minimizing the deterioration in ride comfort.

Embodiment FIG. 1 is a simplified perspective view of an embodiment of the present invention.
FIG. 2 is a side view thereof, and FIG. 3 is a bottom view thereof. With reference to these drawings, the bow 2 of the hull 1 of the hydrofoil ship
A forward strut 3 is provided. This forward strut 3 is angularly displaceable about a vertical axis 4 and can thereby be steered, and is sometimes referred to as a strut or rudder. The stem 5 of the bow 2 is provided at the bottom of the forward strut 3.

A pair of aft struts 7.8 are provided at the stern 6 of the hull 1, and a stern wing 9 is provided extending between these aft struts 7.8. A gas turbine water injection propulsion device 10 is provided at the center position between the aft struts 7 and 8, and this drives the hull 1 forward and to the right (Figs. 1 to 3). It is also possible to change the direction of the water and go backwards. Mainly using the forward flaps 13, 14 and the outer flaps 18 to 21, the hull 1 is pitched (pitch)
controlled about the axis Y and the roll axis X, and also used in combination with the forward strut 3,
It is also possible to tilt the hull 1 around its roll axis X during Mi times. Furthermore, the hull 1 is rocking one side (yaw).
) It may also move around the axis Z.

FIG. 4 is an enlarged perspective view showing the vicinity of 15.9.

At the lower part of the forward strut 3, a forward foil 11.12 projects and extends from side to side, and behind the forward foil 11.12, a forward flap 13.
14 is supported. These forward flaps 13
．． 14 are interconnected and operate synchronously, so that it can be said that there is a single flap in the bow 2.

As mentioned above, the aft strut 7.8 is provided at the stern 6 and projects downward. The wing 9 has left and right aft foils 16 extending between these aft struts 7.8.
．． 17, and two pairs of aft flaps 18, 19; 20, 21 supported behind these. The pair of aft flaps 18, 19 arranged aft of the starboard aft foil 16 can be operated synchronously, but it is also possible to operate them individually. The pair of aft flaps 20.21 arranged aft of the port aft foil 17 can also be operated synchronously or individually.

A gas turbine water propulsion device 10 attached to the hull 1 between the aft struts 7.8 has a propulsion pump 22.8 that injects water rearward on the starboard and port sides.
23, and a nozzle 2 having an inlet 24 through which water such as seawater is commonly drawn and supplied to these pumps 22 and 23.
5 and a gas turbine 26 driving the pumps 22 and 23.
．． 27 and the output shaft 28.2 of the turbine 26.27.
From 9, the pump 22.23 via the reducer 30.31
Power is transmitted to drive the pumps 22 and 23.

FIG. 5 is a block diagram showing the structure of an embodiment of the present invention for driving the forward flap 13.14 and the aft flap 18, 1.9; 20, 21. An accelerometer 34 is provided at the bow, which is the front part of the hull 1 . This accelerometer 34 derives an electrical signal proportional to the vertical acceleration of the bow. Accelerometers 35, 36 are provided on the starboard and port sides of the stern 6. These accelerometers 35,36 derive electrical signals that are proportional to the vertical acceleration at the stern.

Further, the bow 2 is provided with altitude detection means 37 for detecting the distance from the sea surface, that is, the altitude.

This altitude detection means 37 derives an electrical signal proportional to the altitude.

The output from the accelerometer 34 provided at the bow 2 is applied to an amplifier circuit 38 whose amplification degree is variable, amplified, and applied to an adder circuit 40 via a line 39.

Specific tll of the amplifier circuit 38 whose amplification degree is variable
The I power is shown in FIG. This amplifier circuit 38 is
A resistor R that can be selectively switched between the operational amplifier port nL41, a resistor Ra connected in series to its input, and the input/output terminal of the operational amplifier circuit 41 by the changeover switch 42.
1-Rn, and the degree of amplification can be made variable depending on the switching mode of this changeover switch 42.

FIG. 7 is an electric circuit diagram showing another specific configuration of the amplifier circuit 38. Although this configuration is similar to the configuration shown in FIG. It can be operated using the adjustment knob 44.

In this way, by changing the resistance value of the variable resistor Rv, the amplification degree of the amplifier circuit 38 can be changed.

FIG. 8 shows the amplifier circuit 38 shown in FIGS. 6 and 7.
2 is a graph showing the input/output characteristics of For example, by changing the switching mode of the changeover switch 42 and selecting the resistors R1 to Rn in FIG. 6, the input/output characteristics can be changed as shown by lines 11 to In in FIG. 8(1). can.

Alternatively, as shown in Figure 7, turn the variable resistor Rv 4.
When the resistance value is changed by the operation 4 and continuously changed, the input/output characteristics change continuously as shown in FIG. 8(2).

The output of the altitude detection means 37 is amplified by an amplifier circuit 46 having a constant amplification degree, and is applied to one input of the altitude error amplification circuit 47. The other input of the altitude error amplification circuit 47 is supplied with an electric signal representing a predetermined altitude from an altitude setting circuit 48 . The altitude error amplification circuit 47 determines the difference between the output of the amplification circuit 46 and the output from the altitude setting circuit 48, and sends a signal representing the difference to the line 49.
is applied to the adder circuit 40 via. The output of the adder circuit 40 is given to a bow flap servo circuit 50 that synchronously drives the forward flaps 13, 14 provided on the bow 2, so that the bow flap servo circuit 50 adjusts the angle corresponding to the output of the adder circuit 40. Only forward flap 1
3.14 is angularly displaced and driven. Altitude error amplification diagram R47
The output representing the difference derived from the line 49 is a signal for keeping the altitude of the hull 1 constant at the value set in the altitude setting circuit 48. The signal derived from the amplifier circuit 38 to the line 39 is a signal for canceling the vertical acceleration of the bow 2 detected by the accelerometer 34. The forward flaps 13 , 14 are thus operated by the bow flap servo circuit 50 as described above in a direction that cancels the vertical acceleration detected by the accelerometer 34 and so that the altitude is the value set in the altitude setting circuit 48 . driven by

A specific electrical configuration of the amplifier circuit 46 is shown in FIG. A resistor R is connected in series to the input terminal of the operational amplifier circuit 52.
bfJC is connected, and the output from the altitude detection means 37 is given. A resistor Rc having a constant resistance value is connected between the input and output terminals of the operational amplifier circuit 52.

The output of a vertical accelerometer 35 installed on the starboard side of ship #1 to detect vertical acceleration is fed to an amplifier circuit 53 with a variable amplification degree, where it is amplified. A starboard flap servo (outer ffl circuit 55 and a starboard flap servo (inner) circuit 56 are provided for driving aft flaps 18, 19, respectively).

The signal derived from the amplifier circuit 53 to this line 54 is
Control signal for canceling the vertical acceleration detected by the accelerometer 35 of the hull 1, whereby the vertical acceleration detected by the accelerometer 35 is at least partially canceled by the aft flap 18.19.

The output of the vertical accelerometer 36 provided on the port side is amplified by being fed to an amplifier circuit 57 with a variable amplification degree, and a port flap servo (inner filter) is sent from a line 58 to drive the aft flap 20, 21 on the port side. circuit 59 and port flap servo (outside) circuit 60. The signal derived from amplifier circuit 57 on line 58 is a control signal for canceling the vertical acceleration detected by accelerometer 36. Therefore, the vertical acceleration detected by the accelerometer 36 is the same as that of the port side flap 20.
21. The amplifier circuits 53 and 57 have the same configuration as the amplifier circuit 38 described above.

The amplification degrees of the amplifier circuits 38, 53, 57 can be adjusted in conjunction by a contour adjustment circuit 61, or alternatively the amplification degrees of these amplifier circuits 38, 53, 57 can be adjusted individually by the operator. It may also be manipulated.

Referring to FIG. 10 (1), in normal times, that is, when the wave height is small and the wavelength is short, accelerometers 34.3 are installed at the bow and stern to improve riding comfort during wing running.
Reference numeral 63 is a control system that puts emphasis on the operation of the control system that cancels the vertical acceleration of the hull 1 using the signal from 5.36 as input, and performs control such that the vertical acceleration of the hull 1 as a whole is reduced. The locus of the center of gravity of 1 is shown. In order to perform such an operation, the amplification degree of the amplifier circuit 38; 53, 57 is set to a large value.

As shown in Figure 10 (2), when the weather is rough, that is, when the wave height is high and the wavelength is long, g5,9
waves may jump out of the sea surface and cause bloating, waves may hit the bottom of the hull 1 and decelerate, resulting in cresting. There is a risk that it will be exposed upwards and that propulsion force will not be obtained. When there is such a risk, the amplifier circuit 38;
By setting the amplification degree of 7 to a small value, it is possible to wing-run so that the center of gravity locus 63 of the ship body 1 follows the sea surface.

In this way, emphasis can be placed on the control of the IDL 11 system that maintains the height of the hull 1 from the sea surface, that is, the altitude, which receives the signal from the altitude detection means 37 provided at the bow 2, constant.

Furthermore, as shown in FIG. 10 (3), in a state intermediate between normal times and rough weather, the center of gravity locus 63 of the hull 1 is at the first
The amplification degree of the amplifier circuit 38; 53, 57 is set to an intermediate value between normal times and stormy weather so as to follow the intermediate trajectory between FIG. 0 (1) and FIG. 10 (2).

In another embodiment of the invention, the altitude detection means 37
However, in other embodiments of the invention, they may be provided at the stern 6, or alternatively, at the bow 2 and stern 6, respectively.

An accelerometer 34 is provided at the bow 2, and an accelerometer 3 is provided at the stern 6.
5.36, it is possible to prevent the hull 1 from pitching. Further, since accelerometers 35 and 36 are provided on the left and right sides, it is also possible to prevent the hull 1 from rolling.

In the above-mentioned embodiment, the amplification circuit 38, 53, 57 with variable amplification degree was used in the control system inputting the signal from the vertical accelerometer 34, 35, 36, but as another embodiment of the present invention, , in order to change the gain of such i1+ control system, the gains of other components may be changed, for example, the servo circuits 50, 55, 56;
The gain of the components included in 9 and 60 may be changed, and other modifications are also possible.

Effects of the Invention As described above, according to the present invention, the hull can be adjusted according to sea conditions.
& By adjusting the value to an appropriate value, you can prevent broaching caused by the wing flying out of the sea surface, or cresting caused by waves hitting the bottom of the ship, and also prevent the suction port of the pump that generates the propulsion from being It is possible to prevent the ship from being exposed to the top and not being able to obtain propulsion, making it possible to run with wings stably, and also preventing the ship from making frequent up and down movements due to the height of the waves. This can prevent the ride from becoming uncomfortable.

[Brief explanation of drawings]

Fig. 1 is a simplified perspective view of a hydrofoil according to an embodiment of the present invention, Fig. 2 is a side view of the hydrofoil, Fig. 3 is a bottom view of the hydrofoil, and Fig. 4 is a wing of the hydrofoil. FIG. 5 is a block diagram showing the configuration of an embodiment of the present invention for driving the forward flap 13, 14 and the aft flaps 18 to 21; FIG. is amplifier circuit 3
FIG. 7 is an electric circuit diagram showing another specific configuration of the amplifier circuit 38, FIG. 8 is a graph showing the input/output characteristics of the amplifier circuit 38, and FIG. 1 is an electric circuit diagram showing a specific configuration of the amplifier circuit 46, and FIG. 10 is a diagram showing a state of a hydrofoil boat according to an embodiment of the present invention during wing running. 1... Hull, 2... Bow, 3... Forward strut, 5.9... Wing, 6... Stern, 7, 8...
aft strut, 10... gas turbine injection water propulsion device, 11.12... forward foil, 13.
14... Forward flap, 16.17... Aft foil, 18, 19; 20, 21... Aft flap, 22.23... Propulsion pump, 26.27...
Gas turbine, 34: 35.36... Vertical accelerometer, 37... Altitude detection means, 38; 53, 57...
・Amplification circuit with variable amplification degree, 40...Addition circuit, 47・
...Altitude error amplification circuit, 48...Altitude setting circuit

Claims (2)

[Claims] (1) A control method for a hydrofoil boat having wings at the bow and stern, which detects the altitude of the hull from the sea surface, drives the wings so that the detected altitude becomes a predetermined value, and calculates the vertical acceleration of the hull. The gain of the control system that drives the bow and stern wings in a direction that cancels out the acceleration is varied depending on the detected acceleration.
A method for controlling a hydrofoil boat, which is characterized by wing-running the hull while adjusting it according to sea conditions. (2) In a control device for a hydrofoil boat having wings at the bow and stern, a first acceleration detection means is provided at the bow and detects vertical acceleration of the hull, and the output of the first acceleration detection means is variable in amplification. The first step to amplify
an amplifying means; an altitude detecting means for detecting the altitude of the hull from the sea surface; and an altitude detecting means for detecting the altitude of the ship in a direction that cancels the acceleration and in response to each output of the first amplifying means and the altitude detecting means so that the altitude becomes a predetermined value. means for driving the bow wing; second acceleration detection means provided at the stern for detecting vertical acceleration of the hull; and second acceleration detection means for amplifying the output of the second acceleration detection means with variable amplification.
A control device for a hydrofoil boat, comprising: amplification means; and means for driving a stern wing in a direction that cancels the acceleration in response to the output of the second amplification means.