JPH0829745B2 - Optimal attitude search device for hydrofoil - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a device for searching for an optimal attitude of a hydrofoil, and more particularly to an altitude of a hull with respect to the water surface (that is,
The present invention relates to a search device for searching the wing depth).

[Prior art]

Recently, a high-speed hydrofoil ship as described in Japanese Examined Patent Publication No. 53-37636 has been put into practical use, but in this hydrofoil ship, the front part is provided at the bow and the stern via rotary struts, respectively. A wing and a rear wing are provided, the front wing is provided with the flap device, the rear wing is provided with a rear flap device, and the stern 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.

By the way, since the resistance varies according to the wing depth, that is, the height of the hull with respect to the water surface during the wing running of the hydrofoil, it is possible to set the wing depth so that the maximum ship side can be obtained after transitioning from boat running to wing running. desirable. However, the wing depth cannot be set uniformly because the sea conditions and the weight of cargo and crew are not constant.

Therefore, in the past, after shifting to wing running, the operator operated the depth setting lever to adjust the flap angle of the front flap, and the increase / decrease in ship speed (visible from the speedometer) due to the adjustment was determined. The blade depth (that is, the bow height) at which the maximum ship speed was obtained was set by trial and error by relying on experience and intuition by repeating the operation several times.

On the other hand, since the resistance also fluctuates depending on the trim of the hull, it is desirable to set the trim so that the maximum ship speed can be obtained through the front flap device and the rear flap device, but the trim should be set to about 1 °. A control to hold is adopted.

[Problems to be Solved by the Invention]

As described above, in the method in which the operator adjusts the wing depth by trial and error based on his experience and intuition, it takes about 2 minutes before the effect on the ship speed appears after adjusting the wing depth. The optimum wing depth cannot be known unless it is repeated, so it takes about 10 to 20 minutes and fuel consumption deteriorates during that time, and the optimum wing depth cannot be accurately determined. There are problems such as not being able to carry out without it.

Therefore, in order to automate this, a perturbation signal (normal wave signal) is applied to the front flap drive device and the rear flap drive device.
It is conceivable to adopt a perturbation search method in which the fluctuation of the ship speed is detected by adding the above, and the optimum wing depth that maximizes the ship speed is searched.

However, the perturbation period of the perturbation signal needs to be set sufficiently longer than the time constant of the vertical motion response of the hull to reduce the response delay, but in this case, it takes a long time to search and it is not practical. is there. In addition, since disturbances such as waves are added to the detected ship speed signal and the altitude signal corresponding to the wing depth, there is a problem that it is necessary to remove noise from the ship speed signal and the altitude signal.

An object of the present invention is to provide an optimum attitude search device for a hydrofoil ship that employs a perturbation search technique that enables a highly accurate search in a short time.

[Means for solving the problem]

The optimum attitude search device for a hydrofoil according to the present invention comprises a front wing and a rear wing respectively provided on a bow and a stern, and a front flap and a rear flap provided on the front wing. The device, the front flap drive means for driving the front flap and the rear flap drive means for driving the rear flap, the ship speed detection means for detecting the ship speed and outputting a ship speed signal, and the altitude of the hull with respect to the water surface. In a hydrofoil vessel equipped with altitude detection means for detecting and outputting an altitude signal, a short-period perturbation signal close to the time constant of the vertical motion response of the hull is supplied to the front flap drive means and the rear flap drive means. A perturbation signal generating means for outputting a synchronization pulse having the same cycle as the perturbation signal and the ship speed signal and the synchronization pulse are provided, and a plurality of cycle unit ship speed signals obtained by dividing the ship speed signal for each synchronization pulse are added. average An average altitude obtained by adding and averaging a plurality of cycle-unit altitude signals obtained by dividing the altitude signal into each synchronization pulse by receiving the above-mentioned altitude signal and the synchronization pulse An altitude signal averaging means that outputs a signal, and a ship that receives the average ship speed signal and calculates the harmonic component thereof, corrects a predetermined phase delay of the ship speed with respect to the altitude, and calculates the amplitude and phase of the ship speed. A speed-harmonic analyzing means, a high-harmonic analyzing means for calculating the harmonic component by receiving the average altitude signal and calculating the amplitude and phase of the altitude, and an amplitude and phase of the ship speed and an amplitude and phase of the altitude. , Calculate the phase difference between the above two phases, determine the increase / decrease direction in which the altitude should be increased / decreased to increase ship speed based on the phase difference, and calculate the amount of increase / decrease in altitude using a predetermined calculation formula based on the amplitude of altitude. It is provided with a comparison and determination means for determining.

[Action]

In the optimal attitude search device for a hydrofoil according to the present invention, when the hydrofoil is winging, when a perturbation signal is supplied from the perturbation signal generator to the front flap drive means and the rear flap drive means, Both flap devices operate in the same direction in synchronism, and the hull perturbs up and down without pitching. The ship speed signal averaging means adds and averages a plurality of cycle unit ship speed signals obtained by dividing the ship speed signal for each synchronization pulse having the same period as the perturbation signal to obtain an average ship speed signal from which noise is removed. Output. At the same time, the altitude signal averaging means adds and averages a plurality of period unit altitude signals obtained by dividing the altitude signal for each synchronization pulse, and outputs a noise-free average altitude signal.

The ship speed harmonic analysis means calculates the harmonic component by, for example, performing a fast Fourier transform on the average ship speed signal, and further applies a predetermined phase delay correction of the ship speed with respect to the altitude to the amplitude of the ship speed. Calculate the phase and. Similarly, the altitude harmonic analysis means processes the average altitude signal in the same manner as above to calculate the harmonic component thereof and the amplitude and phase of the altitude.

The comparison / determination means calculates the phase difference between the ship speed and the altitude, determines the increase / decrease direction in which the altitude should be increased / decreased to increase the ship speed based on the phase difference, and uses a predetermined calculation formula based on the amplitude of the altitude. Determine the amount of increase or decrease in altitude. For example, when the phase difference between the ship speed and the altitude is -90 ° to 90 °, it is determined that the altitude should be increased in the same phase, and when the phase difference is 90 ° to 270 °, the altitude should be decreased as the opposite phase. To determine.

Here, since the period of the perturbation signal is a small value close to the time constant of the vertical motion response of the hull, it is possible to obtain the ship speed signal and the altitude signal over a plurality of cycles for the averaging process in a short time, and in a short time. The result of the comparison / determination means can be obtained. On the other hand, since the period of the perturbation signal is small as described above, a phase delay occurs in the ship speed with respect to the altitude, but a predetermined phase delay correction is performed to correct the above phase delay in the ship speed harmonization analysis means. is there.

In ship speed signal averaging means and altitude signal averaging means,
Noise is surely removed by adding and averaging a plurality of cycle unit ship speed signals and cycle unit altitude signals.

The altitude increasing / decreasing direction and the amount of increase / decrease determined by the comparing / determining means may be directly supplied to the front flap driving means and the rear flap driving means automatically, or may be supplied to a display device or the like near the operator. It may be displayed and used as information for the operator.

〔The invention's effect〕

According to the optimum attitude search device for a hydrofoil according to the present invention,
As described above, by providing the perturbation signal generator, the ship speed signal averaging means and the ship speed harmony analysis means, the altitude signal averaging means and the altitude harmony analysis means, the comparison determination means,
It is possible to automatically obtain the direction of increase and decrease that should increase or decrease the altitude to increase the ship speed and the amount of increase or decrease in altitude, and to accurately obtain those in a short time, thereby optimizing the altitude accurately in a short time. Therefore, it is possible to improve the boat speed and the fuel consumption.

〔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 strap 12 is rotatably mounted around the axis.
A front wing 13 is provided at the lower end of the front wing, 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 bow of the hull 10, a pair of left and right rear struts 20.22 are provided rotatably at their upper ends via horizontal pivot pins 21 in the left and right direction. An intermediate strut 23 is provided at an intermediate position between 20 and 22 so as to be rotatable at its upper end via a horizontal pivot pin in the left-right direction, and a rear portion is provided across the lower ends of the port rear strut 20 and the starboard rear strut 22. Wings 24 are provided, and the rear wings 24 are also fixed to the lower ends of the intermediate struts 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, a hydraulic actuator 30 for rotationally driving the front flap 14, the port inside rear flap 26, the port outside rear flap 27, the starboard inside rear flap 28, and the starboard outside flap 29, respectively. 32 to 34 are provided, a hydraulic actuator 31 for rotating the front strut 12 about a vertical axis is provided, and a hydraulic actuator for rotating the front strut 12 about a horizontal axis forward is provided. A hydraulic actuator for rotating the rear struts 20, 22, 23 about the pivot shaft 21 is also provided. However,
It is also 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. This is the rear flap 26-29
Is the same for the front flap 14 and the rear flap
By tilting 26-29 in the same direction, the hull against the water surface
You can change the altitude of 10 (that is, the wing depth). 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 (ladder) around the vertical axis, it is possible to smoothly swivel in the roll direction, and the rear flaps 26,276 on the port side and the rear flaps 28,29 on the starboard side are mutually reversed in synchronization with rolling. Rolling can be suppressed by tilting in the 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.

A port vertical accelerometer 53 and a starboard vertical accelerometer 54, which detect vertical acceleration, are provided on the port and starboard sides of the stern, respectively. In the wheelhouse, a pitch gyro 55 that detects the pitch angle, a roll gyro 56 that detects the roll angle,
A yaw gyro 57 for detecting the speed of the yaw movement is provided. 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 are output to the depth error amplifier 64, and under both signals (HC-
The control signal ΔHA which is obtained by amplifying (HD) is output to the front flap servo amplifier 80, and the drive signal is output from the arbo 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 the transition to the turning navigation and during the turning navigation, the port rear flaps 26 and 27 and the starboard rear flaps 28 and 28 are controlled so that the roll angle is instructed by the steering signal WC and the hull 10 rolls inside the turning. And 29 are driven in 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 turns smoothly and only a small inertial force acts on passengers and 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. At the same time, 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 action of suppressing pitching and rolling will be described.

The signal VD from the bow vertical accelerometer 52 is supplied to the integrating amplifier 68, and the 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. A control signal VRA obtained by combining and amplifying VDB and RRD is supplied to the front flap servo amplifier 80. That is, although the vertical acceleration of the bow increases in accordance with the pitching of the hull 10, a control signal VRA that cancels the pitching is supplied to the servo amplifier 80 and the front flap 1
4 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.

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 shown in FIG. 4 is actually composed of a computer and amplifiers.

Next, the optimum attitude search device SA incorporated in the control system of the hydrofoil will be described with reference to FIGS.

First, the optimum designated search device SA is designed to reduce the hull altitude (the bow altitude), that is, the wing depth, at which the maximum ship speed can be obtained when the boat running state is changed to the wing running state or in the wing running state. It is for searching in the meantime.

Referring to FIG. 5, the perturbation signal generator 90 generates a short-period perturbation signal SS (sine wave signal) close to the time constant of the vertical motion response of the hull 10 (for example, about 10 seconds), and the perturbation signal is generated. The SS is supplied to the front flap servo amplifier 80 and the port and starboard flap servo amplifiers 82 to 85, and the perturbation signal generator 90 is supplied.
The synchronizing pulse generator 90a outputs a synchronizing pulse PS having the same period as the period of the perturbation signal and being synchronized, to the ship speed averaging device 92 and the altitude averaging device 94, respectively.

When the perturbation signal SS is supplied to the flap servo amplifiers 80, 82 to 85 and the front flap 14 and the rear flaps 26 to 29 are synchronously and perturbatively driven, the bow height is perturbatively increased or decreased, and this bow As the altitude increases and decreases, the ship speed perturbs with a phase delay (see Fig. 6).

The vessel speed averaging device 92 receives the vessel speed signal VD from the vessel speedometer 58 and the synchronization pulse PS, and divides the vessel speed signal VD for each synchronization pulse PS as shown in FIGS. 6 and 7. An average ship speed signal VS from which noise is removed is output by adding and averaging the obtained cycle unit ship speed signals VD1, VD2, VD3 (see FIG. 8).

The altitude averaging unit 94 receives the altitude signal HD from the bow altitude detector 50 and the synchronization pulse PS, and adds a plurality of cycle unit altitude signals obtained by dividing the altitude signal HD for each synchronization pulse PS in the same manner as above. The average altitude signal HS from which noise is removed by averaging is output (see FIG. 9). In FIGS. 6 to 9, the ship speed and altitude actually include a bias amount corresponding to the time average value. However, for simplification of description, the bias amount is not included and the variation amount is not included. Only shown.

The ship speed harmonization analyzer 93 receives the average ship speed signal VS from the ship speed averaging device 92, calculates the harmonic component VSH of the average ship speed signal VS by the fast Fourier transform process, and calculates its amplitude A and phase θ _V.
And ask.

As a result, the average ship speed harmonic component VHS is obtained using the angular frequency ω corresponding to the cycle of the synchronizing pulse PS as in the following equation.

VSH = A sin (ωt−θ _V ) (1) By the way, in order to shorten the search time, the period of the perturbation signal SS was set to a small value close to the time constant of the vertical motion response of the hull 10. The response delay Δθ of the ship speed due to the mass of the hull 10 with respect to the vertical movement does not appear in the ship speed signal VD. Therefore, this response delay Δθ is experimentally obtained, and is input from the phase delay correction signal input device 91 to the ship speed analyzer 93 or is input and stored in advance, and in the ship speed harmonization analyzer 93, The average ship speed harmonic component VSH is corrected by the above phase delay as shown in the following equation.

_{VSH m = A sin (ωt-} θ V -Δθ) (2) (2) fixes the average ship speed harmonic components obtained as equation
A signal representing the amplitude A and the phase (θ _V + Δθ) of VSH _m is output to the bow height increase / decrease amount calculation device 96.

The altitude harmonic analyzer 95 receives the average altitude signal HS from the altitude averaging unit 94, performs fast Fourier transform processing to calculate the harmonic component HSH of the average altitude signal HS, and outputs its amplitude B and phase θ _H.
And ask. As a result, the average height harmonic component HSH is obtained by the following equation.

HSH = B sin (ωt−θ _H ) (3) A signal representing the amplitude B and the phase θ _H of the average altitude harmonic component HSH is output to the bow altitude increase / decrease calculation device 96.

The bow altitude increase / decrease calculation device 96 calculates the ship speed phase (θ _V + Δ
θ) and the altitude phase θ _H are compared, and the phase difference between them is -90
When the angle is between 90 ° and 90 °, it is roughly in phase (the ship speed increases as the altitude increases), so it is determined that the altitude should be increased, and the phase difference is other than -90 ° to 90 ° (that is, 90
In the case of (° -270 °), it is judged that the altitude should be decreased because it is roughly in the opposite phase (the ship speed decreases as the altitude increases) (see Figs. 10 and 11).

Further, the bow altitude increase / decrease calculation device 96 calculates the altitude increase amount ΔH in the in-phase and the altitude decrease amount ΔH in the opposite phase, and as shown in FIG. 11, the correlation between the bow altitude H and the ship speed V is obtained. In the vicinity of the maximum ship speed on the curve, the increase / decrease in the ship speed V is very small with respect to the increase / decrease in the altitude H, so that the amplitude A of the ship speed V is very small and below a predetermined value K (for example, K = 0.05 knot). When A ≦ K, it is determined that the increase / decrease in altitude H is unnecessary (ΔH = 0) because the ship speed V is near the maximum value, and when A> K, the altitude H For example, ΔH = 0.5B (where B is the amplitude of the altitude H) when the phase is the same, and ΔH = −0.5B when the phase is opposite. Thereafter, the bow altitude increase / decrease calculation device 96 outputs a signal corresponding to "ΔH = 0" when A≤K, a signal corresponding to "ΔH = 0.5B" when in phase, and "ΔH = 0.5" when in reverse phase. A signal corresponding to "B" is output to the bow altitude output device 97.

The bow altitude output device 97 is a CRT display device provided in the steering room, and “ΔH = 0” or “ΔH = 0.5B” or “ΔH = −0.5B” is displayed on the CRT display.
Therefore, the operator can increase or decrease the blade depth by ΔH via the depth setting lever 91 when the search result is not ΔH = 0. Since the search for each time as described above is completed in about 1 minute, by executing this search and the depth increasing / decreasing operation 3 to 4 times, A ≦ K and the maximum ship speed is obtained.

Although the bow altitude increase / decrease calculation device 96 determines the increase / decrease direction of the altitude H and the increase / decrease amount ΔH, it receives the signal HC from the depth setting lever and sets the next altitude setting amount (HC +
ΔH) may also be calculated and output, or the signal of the altitude set value (HC + ΔH) may be automatically supplied to the depth error amplifier 64 as a signal from the depth setting lever 61. .

Incidentally, in the above embodiment, the search device for searching the bow height at which the maximum ship speed is obtained has been described, but in order to search for the pitch angle (or trim) at which the maximum ship speed is obtained,
As shown in FIG. 5, a pitch angle averaging device 98, a pitch angle harmonization analyzer 99, and a pitch angle increasing / decreasing calculator 100 are provided.
However, since the basic technical idea of search is the same as that described above, detailed description will be omitted.

[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 a control system, FIG. 5 is a block diagram of an optimum attitude search device, FIG. 6 is a time chart of perturbation signals and ship speed signals, Fig. 7 shows the time chart of the cycle unit ship speed signal, Fig. 8 shows the time chart of the average ship speed signal, Fig. 9 shows the time chart of the average altitude signal, and Fig. 10 shows the average altitude harmonic component and the average ship speed harmonic component. A time chart, FIG. 11 is a diagram showing the relationship between bow height and ship speed. JF …… hydrofoil, 13 …… front wing, 14 …… front flap,
24… rear wing, 26-29… rear flap, 30 ・ 32-35…
… Actuator, 50 …… Forward altitude detector, 58 …… Vessel speedometer, 80 ・ 82 to 85 …… Flap servo amplifier, 90 …… Perturbation signal generator, 90a …… Periodic pulse generator, 92 …… Vessel speed Additive averaging device, 93 …… Ship speed harmony analyzer, 94 …… Altitude averaging device, 95 …… Altitude harmony analyzer, 96 …… Ship altitude increase / decrease calculation device.

Claims (1)

[Claims] 1. A front wing and a rear wing provided on a bow and a stern respectively, a front flap provided on the front wing and a rear flap provided on a rear wing, and a front portion for driving the flap. Rear flap drive means for driving the flap drive means and rear flap, ship speed detection means for detecting the ship speed and outputting a ship speed signal, and altitude detection means for detecting the altitude of the hull relative to the water surface and outputting an altitude signal In a hydrofoil ship equipped with, a short-period perturbation signal close to the time constant of the vertical motion response of the hull is supplied to the front flap drive means and the rear flap drive means, and a synchronous pulse with the same period as the perturbation signal is output. A ship speed that provides a perturbation signal generating means, the ship speed signal and a synchronization pulse, and outputs an average ship speed signal obtained by adding and averaging a plurality of cycle unit ship speed signals obtained by dividing the ship speed signal for each synchronization pulse. Belief Averaging means, an altitude signal averaging means for receiving the altitude signal and the synchronization pulse, and outputting an average altitude signal obtained by adding and averaging a plurality of cycle unit altitude signals obtained by dividing the altitude signal for each synchronization pulse, A ship speed harmonization analysis means for receiving the average ship speed signal, calculating a harmonic component thereof, and correcting a predetermined phase delay of the ship speed with respect to the altitude to calculate the amplitude and phase of the ship speed, and the average altitude signal And receives the harmonic component to calculate the harmonic component and to calculate the amplitude and phase of the altitude, and the amplitude and phase of the ship speed and the amplitude and phase of the altitude,
The phase difference between the above two phases is calculated, and based on the phase difference, the increase / decrease direction in which the altitude should be increased / decreased to increase the ship speed is determined, and based on the amplitude of the altitude, the increase / decrease amount of altitude is determined by a predetermined calculation An optimum attitude search device for a hydrofoil ship, comprising: