JPH0832523B2 - Vessel speed controller for hydrofoil - Google Patents

Description

The present invention relates to a ship speed control device for a hydrofoil, and more particularly to a ship speed feedback control for controlling the ship speed so that the ship speed is set by a ship speed setting device. The present invention relates to a control device.

[Prior art]

Recently, a high-speed hydrofoil ship as described in Japanese Examined Patent Publication No. 53-37636 has been put into practical use. In this underwater ship, the front wing is provided on the bow and the stern through rotating struts, respectively. And the rear wing, the front wing is provided with a front 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 front flap device, the rear flap device, and the rudder (front strut) are controlled by the control device based on the detection signal.

By the way, the relationship between the propulsive resistance of the hydrofoil and the thrust of the water jet propulsion device is as shown in FIG. 8 when the blade depth from the water surface is constant. That is, in the boat running state, the resistance increases according to the boat speed, and when the wing runs at around 20 knots and starts the transition, the resistance begins to decrease, and thereafter the resistance decreases as the boat transitions to the full wing running state. After the transition to wing running, the resistance increases due to the increased resistance of the front and rear struts and wings as the ship speed increases.

On the other hand, when the output of the propulsion engine is constant and the blade depth is constant, the thrust of the propulsion device gradually decreases according to the boat speed due to the characteristics of the centrifugal pump that generates the water jet. Naturally, in order to sail at a constant ship speed, it is necessary for resistance and thrust to be balanced.

During normal wing operation, the ship speed is maintained at around 40 to 45 knots near the point P2 in the figure, but since the resistance gradient is positive before and after the point P2, fluctuations in the ship speed are suppressed and the ship speed is maintained at a substantially constant speed. You can do it.

On the other hand, in the harbor and narrow waterways, the ship speed near point P1 in the figure
It is necessary to run at 20-30 knots, but since the resistance gradient is negative near point P1, the ship speed tends to decrease in the low speed range from point P1 and the ship speed in the high speed range from point P1. Tends to increase.

Therefore, the pilot manually operates the boat speed by operating the throttle lever of the propulsion engine while constantly checking the boat speed with the boat speedometer.

[Problems to be Solved by the Invention]

As described above, when navigating in a harbor or a narrow waterway, the operator must constantly operate the throttle lever manually in order to maintain the prescribed boat speed, which greatly increases the operator's burden. However, there are problems such as requiring skill to operate.

An object of the present invention is to provide a ship speed control device for a hydrofoil ship that can automatically perform feedback control so that the ship speed becomes a set ship speed regardless of the ship speed.

[Means for solving the problem]

A ship speed control device for a hydrofoil according to the present invention includes a front wing and a rear wing provided on a bow and a stern, respectively, and a front flap and a rear flap provided on a rear wing. In a hydrofoil ship including a front flap drive means for driving the front flap and a rear flap drive means for driving the rear flap, and a propulsion engine for driving the propulsion means, at least the wing depth of the front wing is Wing depth detecting means for detecting and ship speed detecting means for detecting ship speed, ship speed setting device for setting ship speed, and propulsion resistance characteristic data having previously input ship speed and wing depth as parameters are stored. The propulsion resistance characteristic data corresponding to the detected ship speed and wing depth by receiving the detection signals from the resistance characteristic storage means and the detection means are received from the resistance characteristic storage means, and the propulsion resistance characteristic data and the detected ship speed are received. To And a gain scheduling means for determining the gain of the ship speed feedback control with a predetermined characteristic, a ship speed setting signal from the ship speed setting device, a ship speed detection signal from the ship speed detecting means, and a gain from the gain scheduling means. In response to the above, the feedback control means for feedback controlling the boat speed via the throttle valve of the propulsion engine is provided.

[Action]

In the ship speed control device for a hydrofoil according to the present invention, propulsion resistance characteristic data having ship speed and blade depth as parameters are stored in advance in the resistance characteristic storage means, and the gain scheduling device is detected. The propelling resistance characteristic data corresponding to the ship speed and the wing depth are received from the resistance characteristic storing means, and the gain of the ship speed feedback control is obtained with a predetermined characteristic based on the propulsive resistance characteristic data and the detected ship speed. decide.

The feedback control means receives the ship speed setting signal from the ship speed setting device, the ship speed detection signal from the ship speed detecting means, and the gain from the gain scheduling means, and receives the ship speed via the throttle valve of the propulsion engine. Feedback control.

As described above, it becomes possible to set an appropriate gain suitable for the detected current ship speed and wing depth by the resistance characteristic storage means and the gain scheduling means, and the feedback control means is used by using the gain. It is possible to feedback control the ship speed with good responsiveness while preventing hunting over the entire ship speed range.

〔The invention's effect〕

According to the ship speed control device for a hydrofoil according to the present invention, as described above in the section [Operation], the resistance characteristic storage means, the gain scheduling means, the feedback control means, etc. are provided, and this is detected. It is possible to set an appropriate gain that is suitable for the current ship speed and wing depth, and use that gain to prevent hunting while maintaining a responsive ship speed throughout the entire ship speed range. The ship speed can be feedback-controlled. As a result, the burden on the operator can be remarkably reduced, and even an unskilled operator can operate the vehicle.

〔Example〕

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

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

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

At the lower part of the stern of the hull 10, a pair of left and right rear struts 20 and 22 are rotatably provided at their upper ends via a horizontal pivot pin 21 in the left and right direction. An intermediate strut 23 is rotatably provided at an intermediate position between the 20 and 22 at its upper end via a horizontal pivot pin in the left-right direction, and extends over the lower ends of the left boat rear strut 20 and the starboard rear strut 22. Rear wing 24 is provided, rear wing
24 is also fixed to the lower end of the intermediate strut 23. At the trailing edge of the rear wing 24, two ports on the port side and two on the starboard side in total 4
A number of rear flaps 26-29 are provided. 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. A water jet type propulsion device WJ (see FIG. 4) is provided over the intermediate strut 23 and the bottom of the hull near the upper end thereof. However, a propeller type propulsion device can be provided instead. 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.

The water jet type propulsion device WJ will be described. As shown in FIG. 4, a Y-shaped duct 44 extending upward from the seawater intake 43 on the lower front surface of the intermediate strut 23 is provided. Centrifugal pumps 45 are provided at the upper ends of the parts 44L and 44R, respectively, and jet nozzles 47 that are connected to the discharge ports of the centrifugal pumps 45 are provided. The pair of left and right centrifugal pumps 45 is a gas turbine engine 48 (see FIG. 6). )
Is linked to a drive shaft 46 that is driven by. In this propulsion unit WJ, a centrifugal pump is used with the gas turbine engine 48.
The propulsion thrust is generated by driving 45 to eject the seawater sucked from the seawater intake 43 from the jet nozzle 47.

The jet nozzle 47, centrifugal pump 45, and branch duct
44L and 44R are fixedly installed on the hull 10 and have rear strut
The bottom end of the branching portion 44a of the Y-shaped duct 44 serves as the seawater intake when the boat 20.22.23 is raised substantially horizontally rearward.

As shown in FIGS. 2 and 5, hydraulic actuators for driving the front flap 14, the port inner rear flap 26, the port outer rear flap 27, the starboard inner rear flap 28, and the starboard outer rear flap 29, respectively. 30.32 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 further rotating the front strut 12 about a horizontal axis forward. Also, a hydraulic actuator for rotating the rear struts 20, 22, 23 about the pivot shaft 21 is also provided.
However, it is possible to provide electric actuators instead of the hydraulic actuators 30 to 35.

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

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

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

As shown in FIG. 2, a pair of ultrasonic type altitude detectors 50 for detecting the distance to the water surface, a bow lateral accelerometer 51 for detecting the horizontal horizontal acceleration of the bow, and 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 rate gyro 57 for detecting the speed of the yaw motion 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.
And a depth setting lever 61 that sets the depth of the wings 13 and 14 (altitude relative to the water surface of the hull) via the front flap 14, and a throttle valve of the gas turbine engine 48 that drives the propulsion device.
A throttle lever 49 (see Fig. 6) for operating 48a,
Other various switches and instruments are provided.

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

Steering signal WC from steering wheel 60 (or steering signal from course holding circuit (not shown)) and signal RD from roll gyro 56
Is supplied to the roll differential amplifier 66, and the difference between the two signals (WC-R
The control signal ΔRA that amplified the change speed of D) is output to the port flap servo amplifiers 82 and 83, and the control signal ΔRA is inverted.
The signal inverted at 69 is output to the starboard flap servo amplifiers 84 and 85. And port flap servo amplifiers 82 and 83
Supplies drive signals to the flap actuators 32 and 33, respectively. Therefore, at the time of 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. Similarly, the signal from the bow lateral accelerometer 51
The LD is amplified by the amplifier 70 into the control signal LDA and supplied to the rudder servo amplifier 81, which is used to limit the lateral acceleration of the bow at the time of turning.

Next, the action of suppressing pitching and rolling will be described.

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

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

When the hull 10 is rolling, the port rear flap 26, via the control signal RA corresponding to the roll angle changing speed,
27 and the starboard rear flaps 28 and 29 are driven in mutually opposite directions and in a direction in which rolling is suppressed, and rolling is suppressed.

On the other hand, the signal LVD from the port vertical accelerometer 53 is
Is amplified by the control signal LVA and supplied to the port side flap servo amplifiers 82 and 83.The signal RVD from the starboard vertical accelerometer 54 is amplified by the amplifier 73 into the control signal RVA and supplied to the starboard side flap servo amplifiers 84 and 85. It Thus
For example, when rolling to the port side, the port rear flaps 26, 27 are tilted downward and the starboard rear flaps 28, 29 are tilted upward to suppress rolling. The control unit CU in FIG. 5 is actually a computer and a plurality of A / s.
It is composed of D converter, amplifiers, and multiple D / A converters.

Next, the configuration and operation of the ship speed control device SCD incorporated in the control system of the hydrofoil ship will be described with reference to FIGS. 6 to 7.

This ship speed control device SCD includes a bow height detector 50, a ship speedometer 58, a ship speed setting device 90, and a resistance characteristic data storage device 92.
A gain scheduling device 93, a feedback control device 94 including a subtractor 95 and a ship speed control signal generator 96.
A mode switch 91, a normally-closed contact 97 that can be opened by the switch 91, and an adder 98.

The bow height detector 50 outputs an altitude signal HD indicating the distance from a predetermined portion of the bow to the sea surface.Because the height from the predetermined portion to the front wing 13 is constant, the altitude signal HD The depth of the wings 13 is obtained. The speedometer 58 consists of an electromagnetic log, which is a ship speed signal SD that indicates the speed of the hydrofoil ship JF against water.
Is output.

The resistance characteristic data storage device 92 comprises, for example, a microcomputer, and its ROM has propulsion resistance characteristic data having ship speed and wing depth as parameters as shown in FIG.
Ri (S) (where i = 1, 2, 3, ...) Is input and stored in advance, and when the blade scheduling data is input from the gain scheduling device 93, the propulsion resistance characteristic data Ri of the blade depth.
A read control program for outputting (S) to the gain scheduling device 93 is also input and stored in the ROM.

The gain scheduling device 93 is an A / D converter that receives the altitude signal HD and the ship speed signal SD and A / D converts them, and a D / A converter that D / A converts the gain determined by the microcomputer and operation. The blade depth H is calculated using the altitude signal HD, the blade depth H data is output to the resistance characteristic data storage device 92, and the propulsion resistance characteristic data Ri (S) corresponding to the blade depth H is calculated. This propulsion resistance characteristic data Ri
The gain G is calculated with a predetermined characteristic using (S) and the detected boat speed. For example, when the propulsion resistance characteristic data Ri (S) is a function of the ship speed S and the detected ship speed is SD and the gain is G, the gain G is determined by the following equation, for example. However,
K is a predetermined proportional constant.

G (S) = | K × dRi (S) / dS | (1) G = G (SD) (2) Thus, when the gradient of the propulsion resistance characteristic R (S) is large, the gain G is increased, and By setting the gain G to be small when the gradient is small, it is possible to improve responsiveness while preventing hunting. However, G ≦ ΔC
When (predetermined minute value), G = C ₀ (smaller predetermined value) is set. This is to prevent the zero response and the extreme decrease in responsiveness.

The ship speed setting device 90 is composed of, for example, a variable resistor volume, and is for setting the ship speed S to be maintained, and outputs a set ship speed signal SS.

The subtractor 95 subtracts the detected ship speed signal SD from the set ship speed signal SS to obtain a ship speed difference signal ΔS, which is a ship speed control signal generator 96.
Output to.

The ship speed control signal generator 96 outputs PI to the ship speed signal ΔS.
The ship speed control signal CS is generated using the signal of the gain G received from the gain scheduling device 93 by performing control or PID control, and is output to the adder 97 via the normally closed contact 97. Here, the mode selector switch 91 provided in the wheelhouse is for releasing the boat speed feedback control mode,
When the selector switch 91 is switched to the feedback mode release position, the normally closed contact 97 is opened by the solenoid 97a, and when the selector switch 91 is switched to the feedback mode setting position, the normally closed contact 97 is held closed.

The throttle lever 49 provided in the steering room is for operating the throttle valve 48a of the propulsion gas turbine engine 48, and the operation signal MCS from this throttle lever 49 and the ship speed control signal CS are added by the adder 98. Being a throttle valve
Output to the actuator that drives 48a.

By the way, as shown in FIG. 7, since the slope of the resistance R (S) is negative near the point P1, it is difficult to keep the ship speed S constant, and the slope of the resistance R (S) is positive near the point P2. It is easy to keep the ship speed constant.

However, when the ship speed feedback control mode is selected in the ship speed control device SCD and the desired ship speed S is set by the ship speed setting device 90, the ship speed S becomes the set ship speed as described above. Feedback controlled by the throttle valve 48a
Is operated, the ship speed S is maintained at the set ship speed in all ship speed ranges.

In particular, since the resistance characteristic data storage device 92 and the gain scheduling device 93 are provided to properly set the gain G in consideration of the propulsion resistance characteristic corresponding to the blade depth H, responsiveness can be improved while preventing hunting. I can.

In addition, since the mode changeover switch 91 and the normally closed contact 97 are provided, the boat speed feedback control mode can be canceled as necessary.

Note that the resistance characteristic data storage device 92, the gain scheduling device 93, the subtractor 95, the ship speed control signal generator 96, etc. may be configured alone or mainly with a computer together with other devices of the control system shown in FIG. I can.

[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. FIG. 4 is a perspective view of a propulsion device and the like, FIG. 5 is a block diagram of a main part of a control system, FIG. 6 is a block diagram of a ship speed control device, and FIG. Propulsion resistance characteristic data and thrust diagram, and FIG. 8 is a diagram corresponding to FIG. 7 according to the prior art. JF …… hydrofoil, 13 …… front wing, 14 …… front flap,
24 …… rear wings, 26 ～ 29 …… rear flaps, 80 ・ 82 ～ 85…
… Flap servo amplifier, 30 ・ 32 to 35 …… Actuator, SCD …… Vessel speed control device, 50 …… Forward altitude detector, 58
...... Vessel speedometer, 90 …… Vessel speed setting device, 92 …… Resistance characteristic data storage device, 93 …… Gain scheduling device, 94 ……
Feedback control device, 95 ... Subtractor, 96 ... Ship speed control signal generator.

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 before driving the front flap. In a hydrofoil ship provided with rear flap drive means for driving the rear flap drive means and rear flap, and a propulsion engine for driving the propulsion means, a blade depth detection means for detecting at least the blade depth of the front blade and a ship speed A ship speed detecting means for detecting the ship speed, a ship speed setting device for setting the ship speed, a resistance characteristic storing means for storing propulsion resistance characteristic data having the previously input ship speed and blade depth as parameters, and both of the above detecting means. In response to the detection signal from the means, the propulsion resistance characteristic data corresponding to the detected ship speed and wing depth is received from the resistance characteristic storage means, and with a predetermined characteristic based on the propulsion resistance characteristic data and the detected ship speed. The gain scheduling means for determining the gain of the ship speed feedback control, the ship speed setting signal from the ship speed setting device, the ship speed detection signal from the ship speed detecting means, and the gain from the gain scheduling means And a feedback control means for feedback-controlling the boat speed via a throttle valve of the engine for marine vessels.