JPH0832525B2 - Automatic wing depth control system for hydrofoil - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an automatic blade depth control system for hydrofoil vessels, and in particular, a front flap for predicting an encounter wave that a front strut encounters in the near future during stormy weather. The present invention relates to one in which the wing depth is automatically controlled via.

[Prior Art] Recently, a high-speed hydrofoil as described in Japanese Patent Publication No. 53-37636 has been put to practical use. In this hydrofoil, pivot struts are provided at the bow and stern of the hydrofoil, respectively. Front wing and rear wing are provided, front wing is provided with front flap, rear wing is provided with rear flap respectively, and stern is provided with water jet type propulsion device for various detection. A control device controls the front flap drive device, the rear flap drive device, and the rudder (front strut) based on a detection signal from the device.

When the hydrofoil is running, when the sea level changes relatively slowly and the wavelength of the wave is large, the response delay of the flap drive device (about 50 seconds) and the response delay of the vertical movement of the hull do not become a problem, If the control device is set to the contour mode, the front flap is automatically controlled by the control device so that the set wing depth is set by the wing depth setting lever. However, due to the fact that the ship travels at a high speed of 45 knots, the response delay becomes a problem because the wavelength of the encounter wave becomes smaller in rough seas during rough weather.

That is, in rough seas under stormy weather, simply by automatically controlling the front flap and the rear flap by the control device, phenomena such as the wings breaking the water surface and the top of the encounter wave colliding with the bow of the bow occur.

Therefore, conventionally, in order to enhance weather resistance performance in stormy weather, the operator identifies the peak or valley of the encounter wave and the size of the wave height of about 20 to 30 m ahead by operating the wing depth setting lever,
The front flap was controlled downward in the peak of the meeting wave, and in the valley it was controlled upward depending on the height of the wave.

[Problems to be Solved by the Invention]

As mentioned above, it is not only a great deal of effort to delicately operate the wing depth setting lever by determining the wave condition while gazing at the meeting wave about 20 to 30 m ahead in stormy weather, There is a problem that only a skilled operator can operate the vehicle.

Moreover, there is a problem that even a trained operator sometimes makes a mistake in judgment and cannot obtain sufficient weather resistance.

An object of the present invention is to provide an automatic wing depth control device for hydrofoil vessels, which can automatically control the wing depth by predicting an encounter wave encountered by a near future front strut and controlling the front flap. That is.

[Means for solving the problem]

An automatic wing depth 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 wing provided on the front wing. In a hydrofoil equipped with a flap and a front flap drive means for driving the front flap and a rear flap drive means for driving the rear flap, a wave height detecting means for detecting a distance from a predetermined portion of the bow to the wave front , A spectrum analysis which receives a crest signal from the crest detection means, performs spectrum analysis of a crest signal of a time series during the latest past predetermined time in real time, and calculates and outputs the frequency, amplitude and phase of each wave. The output from the calculation means and the spectrum analysis calculation means is received in real time, and the frequency, the amplitude, and the phase of the time-series wave having a frequency lower than the predetermined frequency are used to calculate the near time after the preset time. To the meteor wave prediction calculation means for predicting and calculating the wave height of the meteor wave that the front strut encounters with And a flap control signal generating means for generating a flap control signal proportional to the wave height of the meeting wave so as to suppress the fluctuation and outputting the flap control signal to the front flap drive means.

[Action]

In the automatic blade depth control device for a hydrofoil according to the present invention, the spectrum analysis calculation means receives the crest signal from the crest detection means and spectrums the crest signals in time series during the latest past predetermined time in real time. The frequency, amplitude, and phase of each wave are analyzed and calculated and output. The encounter wave prediction calculation means receives a signal relating to the frequency, amplitude, and phase of the time-series wave obtained by the spectrum analysis, and currently uses the frequency, amplitude, and phase of the wave lower than the predetermined high frequency. Predicts and calculates the wave height of the encounter wave that the front strut encounters in the near future after a set time. The above set time is
For example, it is determined as the time obtained by adding the response delay time of the front flap drive system and the number of hours of vertical motion response of the hull.

The flap control signal generation means receives a signal relating to the admission wave height from the admission wave prediction calculation means in real time and outputs a flap control signal proportional to the admission wave height so as to suppress fluctuations in the blade depth of the front blade. Generated and output to the front flap drive means.

As a result, when the front strut encounters the above-mentioned encounter wave after the set time, the front flap has already been controlled by the flap control signal and the hull has started to respond in the vertical direction. Fluctuations in wing depth are automatically suppressed. Since the above wing depth automatic control is executed from time to time in real time, fluctuations in wing depth are constantly suppressed, and the weather resistance of hydrofoil ships is dramatically improved, and at the same time the operator is not burdened at all. It does not take.

〔The invention's effect〕

According to the automatic blade depth control device for a hydrofoil according to the present invention, as described in the above [Operation], the wave height detection means, the spectrum analysis calculation means, the encounter wave prediction calculation means, and the flap control signal generation means. By providing and, it becomes possible to automatically control in real time so that the wing depth of the front part will be substantially constant even under rough weather when the hydrofoil ship is winging, thereby improving the weather resistance performance. It is possible to obtain effects such as being able to improve and relieving the burden on the operator.

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

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

Next, the hull motion during wing traveling in which the hull 10 is floated above the water surface by the lift of the front wing 13 and the rear wing 24 to sail will be described with reference to FIG. The hull 10 floats above the surface of the water when the wing is running, but the front and rear wings 13, 24 and the front and rear struts 12, 20, 22, 23 are affected by the waves.
The hull 10 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. In the vicinity of the lower end of the front strut 12, a boat speedometer for detecting the boat speed is provided.

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

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

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

Steering signal WC from steering wheel 60 (or steering signal from course holding circuit (not shown)) and signal RD from roll gyro 56
Is supplied to the roll differential amplifier 66, and the difference between the two signals (WC-R
The control signal ΔRA that amplified the change speed of D) is output to the port flap servo amplifiers 82 and 83, and the control signal ΔRA is inverted.
The signal inverted at 69 is output to the starboard flap servo amplifiers 84 and 85. And port flap servo amplifiers 82 and 83
Supplies drive signals to the flap actuators 32 and 33, respectively. Therefore, at the time of 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 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 of FIG. 4 is actually a computer and a plurality of A / s.
It is composed of D converter, amplifiers, and multiple D / A converters.

Next, the structure and operation of the automatic blade depth control device FDC incorporated in the control system of the hydrofoil will be described with reference to FIGS.

This automatic wing depth control device FDC analyzes the wave height data of the past where the bow section met and predicts the wave height of the near future wave by the response delay time of the response of the servo system and the vertical motion of the ship. 14 and the rear flaps 26 to 29 are automatically controlled so that the blade depth is constant.

This wing depth automatic control device FDC, the bow height detector 50 that detects the distance from a predetermined portion of the bow portion to the sea surface in real time from the bow height detector 50, and the height signal HD as a wave height signal from this detector 50. The spectrum analysis calculation device 90 that receives the received wave, the meeting wave prediction calculation device 91 that receives the output of the spectrum analysis calculation device 90 and predicts the meeting wave that the front strut 12 will meet in the near future, and the meeting wave prediction A flap control signal generator 92 is provided which receives a signal relating to the meeting wave height from the arithmetic unit 91 and outputs flap control signals to the front flap servo amplifier 80 and the port and starboard flap servo amplifiers 82 to 85, respectively.

The bow altitude detector 50 detects the distance to the sea surface by emitting an ultrasonic wave toward the sea surface below and detecting the reflected wave, and outputs the altitude signal HD momentarily. The spectrum analysis calculation device 90 is an existing well-known spectrum analysis calculation device 90 including an A / D converter for A / D converting the altitude signal HD and a microcomputer, and the latest past predetermined time tP (7th By performing spectrum analysis in real time by the fast Fourier transform process on the altitude signal HD between the two), the frequency, amplitude and phase are calculated for all the time series waves included in the altitude signal HD. The spectrum distribution obtained in the process of this spectrum analysis is exemplified as shown in FIG.

The meeting wave prediction calculation device 91 is composed of a microcomputer and a D / A converter, and the spectrum analysis calculation device 90.
After receiving the data of the wave frequency and amplitude and phase of the time series obtained as the operation result predetermined high frequency omega _{H (8}
(Refer to the drawing) The wave height function H (t) including the time t as a parameter is obtained by inverse Fourier transform using the data of the time series wave of lower frequency. However, it is assumed that the wave height function H (t) is calculated with the average sea level L0 calculated separately as the zero level (see FIG. 7). This wave height function H (t) gives a future wave that enters the sensing area 93 of the altitude detector 50 in the range of t> 0. However, the sensing area 93 and the front strut 12 are close to each other and are underwater. Tsubasa JF
Since it sails at a high speed of 45 knots, the above wave height function H
(T) can be given as the future encounter wave that encounters the front strut 12 in the range of t> 0. On the other hand, the time required for the rear struts 20 and 22 to meet the wave that the front strut 12 met is Δt (This is the distance between the front and rear struts / ship speed and is a constant value when the ship speed is constant) Then, the crest function H (t-Δt) is (t-Δt)
In the range of> 0, it gives a future encounter wave where the rear struts 20 and 22 meet.

By the way, assuming that the response delay time of the front flap drive system (servo amplifier 80 and actuator 30) is t1, the response delay time of the vertical motion response of the hull 10 is t2, and tF = (t1 + t2),
Since there is a response delay time tF in the rough sea under stormy weather, even if the wave height is detected and the flap control signal is output immediately, it does not meet in time, and the flap control is always suitable for the near future encounter wave for the response delay time tF. It is necessary to output a signal.

Therefore, the encounter wave prediction calculation device 91 uses the wave height function H
(T) is used to calculate the wave height H _F = H (tF) at t = tF in real time, and H (t−Δt) is used to calculate the wave height H _A = H (tF−Δt) at t = tF in real time. And performs D / A conversion on these signals and outputs them to the flap control signal generator 92 in real time. That is, the wave height H _F is the time t _F
Is the wave height of the meeting wave that the front strut 12 meets in the near future only, and the wave height H _A is the time tF and the rear strut 20 in the near future.
The height of the encounter wave that 22 meets.

The flap control signal generator 92 receives the signal of the wave height H _{F and} the signal of the wave height H _A in real time, and the front flap control signal HFA based on the wave height H _F and the rear flap control signal HAA based on the wave height H _A. And outputs the front flap control signal HFA to the front flap servo amplifier 80 in real time,
Further, the rear flap control signal HAA is output to the rear flap servo amplifiers 82 to 85 in real time. However, the front flap control signal HFA is proportional to the wave height H _F and tilts the front flap 14 downward when H _F > 0, and tilts the front flap 14 upward when H _F <0. It is a signal. Further, the rear flap control signal H _A is proportional to the wave height H _A and when H _A > 0, the rear flaps 26 to 29 are moved downward.
When H _A <0, the signal is such that the rear flaps 26 to 29 are respectively tilted upward.

Therefore, when the front flap 14 is tilted by the control signal HFA and the hull 10 starts to respond, the front strut 12
Encounters a wave height corresponding to this control signal HFA, and at the time when the rear flaps 26 to 29 are tilted by the control signal HAA and the hull 10 starts to respond, the rear strut 20/22 responds to the wave height corresponding to this control signal HAA. Therefore, the wing depth of the front wing 13 and the wing depth of the rear wing 24 are automatically controlled in real time so as to be the set wing depth set by the depth setting lever 61.

As a first modification, in order to simplify the automatic blade depth control device FDC, the calculation of the crest function H (t-Δt) is omitted, and the flap control signals are output to the port-side and starboard-side flap servo amplifiers 82 to 85. It may be omitted.

As a second modified example, as shown in FIGS. 9 to 11, the altitude signal HD from the bow height detector 50 and the bow vertical accelerometer 52 are used.
Advanced signal compensator 94 for receiving signal VD from VD, signal PD from pitch gyro 55 and signal RD from roll gyro 56
Is provided, and the corrected altitude signal HDm is output from the altitude signal correction device 94 to the spectrum analysis calculation device 90.

The altitude signal compensator 94 uses the signals HD / VD / PD / RD for A /
It consists of an A / D converter for D conversion and a microcomputer. As shown in FIG. 10, the altitude signal correction device 94 corrects the altitude signal HDm = altitude signal HD × COS when the pitch angle θ _P of the hull 10 is satisfied.
θ _P, and when the ship's roll angle is θ _R , the corrected altitude signal HDm
= Altitude signal HD × COS θ _R to correct the altitude signal. Further, the altitude signal correction device 94 is a cumulative value ΔHD of the vertical movement amount of the bow portion due to the vertical acceleration of the bow after leaving the port and shifting to wing running.
Is calculated in real time and added to the altitude signal HD (Δ
When HD <0, subtraction is performed) to correct the vertical acceleration. In this case, since the advanced signal correction device 94 outputs a digital signal to the spectrum analysis calculation device 90, the A / D converter of the spectrum analysis calculation device 90 is omitted.

The spectrum analysis calculation device 90, the encounter wave prediction calculation device 91, and the flap control signal generator 92 can be configured independently or together with other devices mainly by a computer. It is the same.

As described above, by correcting the altitude signal HD using the pitch angle θ _P , the roll angle θ _R, and the vertical acceleration, highly accurate wave height data can be obtained, and the accuracy of the blade depth automatic control can be improved.

As described above, according to the automatic blade depth control device FDC, the near future encounter wave is predicted from the latest wave height detection value during the past predetermined time, and it is responded to before the encounter wave. By outputting the flap control signal and controlling the front flap 14 and the rear flaps 26 to 29, the blade depth can be optimally and accurately controlled automatically without the influence of response delay.

[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 the robot, FIG. 4 is a block diagram of a main part of a control system, FIG. 5 is a block diagram of an automatic blade depth control device, and FIG. 6 is an explanatory diagram of a wing running state of a hydrofoil ship. , Fig. 7 is a time chart of the detected wave height and the predicted wave height, Fig. 8 is a spectrum distribution diagram of the wave detected during the latest past predetermined time, and Fig. 9 is an automatic blade depth according to the second modification. Block diagram of main part of control device, 10th
FIG. 11 is an explanatory view of the wave height correction by the pitch angle, and FIG. 11 is an explanatory view of the wave height correction by the roll angle. JF …… hydrofoil, 13 …… front wing, 14 …… front flap,
24… rear wing, 26-29… rear flap, 30 ・ 32-35…
… Flap servo amplifier, 50 …… Bow height detector, 90…
… Spectrum analysis operation device, 91 …… Meeting wave prediction operation device, 92 …… Flap 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 equipped with a rear flap drive means and a rear flap drive means for driving the rear flap, a wave height detection means for detecting a distance from a predetermined portion of the bow to the wave front, and a wave height signal from the wave height detection means. From the spectrum analysis calculation means, the spectrum analysis calculation means that receives and analyzes the spectrum of the wave height signal of the time series during the latest past predetermined time in real time to calculate and output the frequency, amplitude and phase of each wave. Output in real time, and using the frequency, amplitude, and phase of the time-series wave of a frequency lower than the predetermined high frequency, the front strut meets the near future in the near future after the set time from the present. Encounter wave prediction calculation means for predicting and calculating the wave height of the wave, and meeting so as to suppress the fluctuation of the blade depth of the front blade by receiving a signal related to the wave height of the meeting wave in real time from the above-mentioned encounter wave prediction calculation means. An automatic blade depth control device for a hydrofoil ship, comprising: a flap control signal generating means for generating a flap control signal proportional to a wave height and outputting the flap control signal to a front flap driving means.