KR800000201B1 - Control system for a hidrofoil craft having forward and aft foils - Google Patents

Abstract

A separate pairs of starboard and port control flaps are provided on the aft. foils, while the forward foils, also provided with flaps, are carried at the lower end of a pivoted strut which acts as a rudder. Craft motions are sensed by gyroscopes and accelerometers which produce ! signals for controlling the flaps to provide smooth riding characteristics and a minimum of acceleration on passengers and crews for all seaway conditions.

Description

Hydrofoil control system with bow and stern wing

1 is a side view showing a hydrofoil of the present invention.

FIG. 2 is a bottom view of the hydrofoil of FIG. 1 showing the positions of auxiliary wings on the bow and stern of the ship and the positions of various sensing devices.

3 is a schematic view showing a hydraulic control system of the present invention.

4 is a perspective view of a hydrofoil showing the relationship between the ship's pitch axis, the roll axis and the yaw axis.

5 is a diagram showing the overall control structure for the hydrofoil of the present invention.

Figures 6A-6C are diagrams detailing the control system for bow and stern auxiliary wing and bow height when these are all assembled laterally.

As is well known, in hydrofoil vessels having submerged wings, the hull of the ship rises from the water surface by a hydrofoil installed on a prop and passing through the water under the hull. When the hull gains sufficient speed while sailing, the hydrofoil lifts and lifts the hull, eliminating the usual resistance created during sailing.

In most cases, hydrofoils are composed of bow and stern wings, each of which has control aids similar to those used in aircraft. Another important factor is the height protruding below the surface, depending on the design, which may be at the stern or the bow. In most hydrofoils, the secondary wing is primarily used to lower or raise the hull and also to control the vessel with respect to its pitch and roll axes. However, these subsidiary wings may be used with the keys to tilt the ship about the ship's roll axis while the ship is turning.

Auxiliary wings are also used to stabilize ships at sea. For example, the pitching and rolling motion of a ship can be minimized by equilibrating the auxiliary wing to it. Conventionally, a vertical gyroscope for detecting the rolling and pitching of a ship is installed on the hydrofoil, where the hydrofoil generates an electrical signal proportional to the overall altitude on the surface and the horizontal and vertical acceleration of the ship. It works with the sensing device. Such electrical signals are used in circuits to control the auxiliary wing so that the vessel can sail smoothly.

Although this one-way type of conventional control system is at least partially effective, it leaves many problems in its responsiveness and smooth navigational capabilities.

It is an object of the present invention to provide a control system for hydrofoils that has been newly improved to have a higher stability and to cruise in stormy weather and to have better response characteristics than conventional control systems.

This control system of the present invention detects the hull motion and continuously controls the hull by a method in which the navigator receives the motion signal and converts the signal into a proper control surface bias motion by performing manual operation. In the hydrofoil of the present invention, the control surface is a trailing edge auxiliary wing and a key in the stern and fore wing. The port and starboard auxiliary wings on the fore wing operate simultaneously and are connected to the same hydraulic actuator. The stern wing has four rear wing blades, two on the port side and two on the starboard side. The automatic control system, or computer, operates according to the detected motion and manual input to supply commands to the control surface servo.

Input to the control system is obtained from manual input commands and sensed hull motion. The manual input consists of a path retention switch that combines or separates a steering signal that provides a hydrofoil depth command and a turning command and an automatic course retention function to bring the hydrofoil to the desired depth.

The sensing device is one or two vertical gyro and radar or ultrasonic devices for detecting pitch angle and roll angle. It is an altitude sensing device that measures the distance between the surface and the athlete, and yaw rate. 측정) It consists of a measuring gyroscope, three vertical accelerometers and one bow lateral accelerometer. As described above, the signals from these sensing devices are combined with the manual input command to keep the hull in the desired direction, while controlling the auxiliary wing to maintain the cruise state.

The most important feature of the present invention is that when the hull is turning, the auxiliary wing of the fore wing first acts to tilt the hydrofoil or rotate the hydrofoil. When the rotor blade is detected, the key can be changed to the correct position, which results in a much wider range of control of the rolling while the hull is turning.

In another aspect, in the control system of the present invention, the altitude of the hydrofoil on the water surface is controlled only by the auxiliary wing of the bow, whereas the control system is configured such that the pitching motion of the hull is controlled by both the bow and the stern. .

A third feature of the present invention is that a double hydraulic and electric control system is provided. Two hydraulic pump systems are installed, one of which is connected to the bow auxiliary wing and the key via a shuttle valve. One of the port and starboard side stern auxiliary wings is connected to one hydraulic system and the other to another hydraulic system so that a partial stern auxiliary effect can be achieved even if one hydraulic system fails. It is. Similarly, a dual roll signal and a double steering signal are generated, where the dual roll angle signal is generated from two independent vertical gyros or from two independent roll signal pickoffs on the same vertical gyro. do. These roll signals and steering signals are delivered to independent induction amplifiers, which control the auxiliary auxiliary wing of the port and starboard, respectively.

A fourth feature of the invention is that an acceleration signal is used which is used to achieve smooth navigation. The lateral acceleration and vertical acceleration signals are generated near the bottom of the bow strut (the upper part of the holding) and transmitted to the keys and the forehead respectively. The bow vertical acceleration signal is transmitted to the electroforming network so that the pseudo acceleration signal generated by this network is combined with the original acceleration signal.

An important last feature of the present invention is the generation of a vertical acceleration signal on both the port and starboard side of the hull. These signals are transmitted to the auxiliary wing control systems of the stern port and the stern starboard, respectively, to facilitate smooth navigation.

Hereinafter, the present invention will be described in more detail with reference to the accompanying drawings.

In particular with reference to FIG. 1, the hydrofoil shown includes a conventional hull 10 equipped with an inboard motor and propellers (not shown) such that the hull may traverse the water surface, as does a conventional drainage line. It is supposed to be. Keys 12 capable of engaging the vertical axis are pivotally connected to the hull to allow the hull to operate in hydrofoil navigation. The key 12 can also be rotated in the direction of the arrow 14, i.e. upward, so that the key touches the water surface when the hull is operated like a conventional drainage line. At the lower end of the key l2 there is a bow 16 having auxiliary wings 18 which are interconnected and act simultaneously. From this point of view it can be said that there is a single bow auxiliary wing device.

At the stern portion of the ship, struts 20 and 22 are pivotally connected to the hull 10 with respect to the shaft 21. In hydrofoil navigation, the struts 20 and 22 are in the position indicated by the solid line in FIG. 1, while the props 20 and 22 are in the hull navigation mode when the vessel is operated in the same manner as the conventional drainage vessel. The direction of arrow 24, i.e., rotates backward, is at the position indicated by the dotted line in FIG. A stern wing 26 is provided between the lower ends of the support posts 20 and 22, and two starboard auxiliary wings 28 and 30 and two port auxiliary wings 32 and 34 are arranged at the rear of the stern wing 26. It is installed. As will be described later, each pair of port auxiliary blades and each pair of port auxiliary wings usually operate simultaneously. However, for dual motion and stability, each of the auxiliary wing of the port and starboard can be equipped with an independent hydraulic actuation system and an independent electric servo system so that the other can operate when one fails.

A gas turbine-water jet propulsion device for supplying forward propulsion to a ship operated in underwater navigation is pivotally connected to the hull 10 about the shaft 21 between the struts 20 and 22. . However, according to the present invention, propellers or other propulsion generating devices may also be used.

When the key 12 and the struts 20 and 22 are lifted up, the ship sails in a hull sailing manner. At this time, assuming that the control system as described above does not work, the lift-holding hydrofoil device makes the ship suitable for the sea surface conditions according to the conditions of the bilge board (board) and skeg (skeg). The props reduce the ringing and increase the directional safety of the ship. The hydrofoil device attenuates the boat's pitching. When the vessel assists in the hull navigation on the highway, if the control auxiliary wing operates, the operation of the automatic control system results in a hydrofoil capable of responding to the marine conditions better than conventional vessels stabilized with gyroscopes.

In the hydrofoil navigation system, the key 12 having the bow 16 and the struts 20 and 22 having the stern 26 are rotated and fixed downwardly at the position shown by the solid line in FIG. To be hydrofoil navigation, the navigator fixes the hydrofoil to the desired depth and advances the throttle in the manner described below. Thus, the ship will accelerate, the hull will split and move forward, and the hull will continue to rise until the ship stabilizes at the commanded hydrofoil depth. If you want to land the ship, just reduce the position of the throttle to reduce the ship's speed. When operated in hydrofoil mode under normal sea-level conditions, the hull does not come into contact with the water, so no impact on the hull occurs. In a wave-like sea level, the hull is subjected to two types of impacts. The first is due to the high trough of the tide, and when subjected to this type of impact, the hull contacts and tide over the trough of the tide without losing hydrofoil lift. The second type of impact is due to the "broaching" phenomenon, in which the hydrofoil winds sideways in the waves' waves. The hydrofoil loses lift until the hydrodynamic flow rate is established again, and the hull may or may not be impacted by the wave surface. The hull is designed to maintain complete waterproof against any of the above-mentioned two types of impacts at any altitude and orientation. If the control system of the present invention to be described below is used, even if vertical movement and acceleration force occur, there is no danger to the crew and passengers.

As shown in FIG. 2, a sensing device for generating an electrical signal indicative of the movement of the ship is installed in the hull. In other words, when the ship is operated in a hydrofoil navigation method, an ultrasonic altitude sensing device 36 is generated in the bow portion that generates an electric signal proportional to the height of the ship on the surface, and the bow signal is an electrical signal proportional to the vertical acceleration. A bow vertical accelerometer 35 is also provided. A transverse accelerometer 38 is generated on the hull at the top of the key 12 that generates an electrical signal proportional to the ship's axial acceleration. A stern starboard vertical accelerometer 40 is provided at the upper end of the starboard strut 20, and a stern port vertical accelerometer 42 is provided at the upper end of the port shore 22. One vertical gyroscope 44 or a pair of vertical gyroscopes is installed on the ship so as to generate a signal proportional to the ship's angle with respect to the pitch axis and the roll axis, preferably near the center of the ship. good. Finally, the yaw rate measurement gyroscope 45 is provided in the bow portion of the ship.

3 shows a hydraulic system for actuating the stern auxiliary and forehead auxiliary wings. This hydraulic system operates the control plane, i.e. the auxiliary wing, with hydraulic pressure from two independent hydraulic devices A and B driven by independent prime movers. The stern outboard auxiliary wing and bow auxiliary wing actuators are driven by unit A in the steady state, while the stern ship auxiliary wing and key actuators are driven by unit B in the normal state. A manual switch-controlled shuttle valve 46 in the steering compartment can switch bow subsidiary actuator 48 from device A to device B in the event of a pressure loss in device A. A similar shuttle valve 49 connected to actuator 50 for key 12 can switch the key actuator from device B to device A when a pressure loss occurs in device B. Shuttle valves 46 and 49, like other devices used for onboard and outboard tail rotors, provide the ship with a safer operating capability compared to the possibility of a single hydraulic system failing.

The stern hydraulic pressure device shown in FIG. 3 includes hydraulic pressure actuators 52 and 54 for each of the stern outboard auxiliary wings 28 and 32. Actuators 52 and 54 are connected to hydraulic device A. Similarly, the stern subsidiary wings 30 and 34 are connected to hydraulic actuators 56 and 58, respectively, which are powered from hydraulic apparatus B. Thus, if either of the two hydraulic devices A or B fails, at least one of the auxiliary wing in the port and right phenomena will continue to operate. Normally the onboard and outboard auxiliary wing on both sides of the ship operates simultaneously, and the double auxiliary wing is used for safety.

The motion of the ship relative to the roll axis, pitch axis and yaw axis is best shown in FIG. All movements about the roll axis 60 are sensed by the vertical gyro 44 and the stern accelerometer 40, 42. This vertical gyroscope 44 produces an output signal proportional to the degree of rolling, while the accelerometers 40 and 42 generate signals that are proportional to the angular acceleration relative to the roll axis. All movements about the pitch axis 62 are also sensed by the vertical gyro 44 and the bow and stern accelerometers 35, 42, 40. Finally, all motion relative to yaw axis 64 is sensed by yaw rate gyro 45 and transverse accelerometer 64.

In the control system of the present invention, the on-surface altitude of the hull is controlled only by the bow auxiliary wing 18. In order to raise the hull from the sea surface, it is necessary to rotate it below the bow auxiliary wing, thereby increasing the lift due to the bow 16 and raising the hull from the surface. Both bow and stern assist blades are used to minimize or eliminate the pitching motion about the pitch axis 62. However, the stern and forehead gains operate in opposite directions to offset all pitching conditions. For example, if the ship's bow is submerged, the bow auxiliary wing 18 will rotate down while the stern wing 28-32 will be rotated upwards, corresponding to the pitching moment due to waves or other causes. Generate direction moments. Correction of motion about the roll axis is only achieved by the stern secondary blades 28-32. However, in this case, the starboard auxiliary wing moves in the opposite direction to the port auxiliary wing to compensate for unnecessary rolling motion. When turning the ship, the stern auxiliary vanes are first positioned at a position that causes the ship to be tilted about the roll axis, and then the key 12 is rotated.

As described above, a more flexible turning movement is achieved, because an accurate roll inclination is obtained before the ship substantially rotates through the key.

5 shows a simplified diagram of the control system of the present invention, which is not intended to be an actual form of the control system but rather a form for easily and simply describing a ship's control scheme. Control in the steering chamber includes a signal on the lead 66 generated from the depth signal generator 68. Moreover, the turning signal on the conducting wire 70 is guide | induced from the steering gear 72 of a steering chamber. As can be seen in the details of the system to be described later, the signal of the steering device may be derived from the steering device itself, or may be derived from the path maintenance circuit. In the latter case, the signal is derived by comparing the ship's actual course with the compass on the compass, and if the two are not the same, an error signal is induced to command the ship's turn to make the actual course the same as the desired course.

As can be seen in FIG. 5, the signal from altitude sensing device 36 proportional to the actual altitude is compared in depth error amplifier 74 with the desired altitude signal on lead 66. If the two signals transmitted to the amplifier 74 are not equal to each other, a signal is generated on the lead wire 76 and transmitted to the bow auxiliary surveillance system 78. This servo system 78 rotates the bow auxiliary wing 18 downward or upward depending on whether the hull is raised or lowered. When the ship is to be swung about its yaw axis, a signal on the conducting wire 70 proportional to the position of the other wheel from the origin is applied to the roll induction amplifier 80, where the roll axis 60 (FIG. 4). Is compared with the signal from the vertical gyro 54 (signal on conductor 82) proportional to the roll angle with respect to the vertical line.

When the turn begins, if the sleep state is good, the signal on lead 82 is zero or approximately zero. The roll induction amplifier compares the signal on the lead wire 82 with the signal on the lead wire 70. If the two signals differ as in the case just described, the amplifier 80 generates an output signal and delivers it to the onboard and outboard port auxiliary rotors 84,86. At the same time, this signal is transmitted to the inboard and outboard starboard auxiliary servos 88 and 90 in reversed form. As a result, one set of stern auxiliary wings rotates down and the other rotates up, causing the ship to tilt about its roll axis. This action continues until the roll angle sensed by the gyro 44 decreases and the other wheel signal on the lead 70 disappears. At the same time, however, a signal on lead 82 proportional to the roll angle is also applied to key servo 92. This signal rotates the key 12 after the ship has started to incline about the roll axis to rotate the hull in the direction to be inclined. In this way, the ship is inclined correctly in response to the signal from the other wheel 72, and the key 12 is then rotated to precisely adjust the ship. As described above, it is possible to achieve a flexible turn with minimal force on passengers and crew in all marine conditions.

In other words, the system is such that the ship has the correct lower angle before the ship turns. For example, if the ship was first turned to the right but the hull was tilted to the left due to ocean conditions, the key would be rotated immediately.

As the ship turns, yaw rate gyro 45 will generate a signal on lead 94 that is proportional to the turn rate for the yaw axis, which is used to limit the turn rate at key servo 92. This situation is likewise applied to the bow lateral accelerometer 38 which generates a signal proportional to the axial acceleration on the conductor 96, ie this signal is applied to the key servo 92 to limit the lateral acceleration. do. In this way, if the ship turns in a direction in which the ship's power is directly hit by strong winds and accompanying waves, the yaw rate gyro 45 and the axial accelerometer 38 detect the propulsion force on the ship to limit the turn rate. Of course, after the desired turn has been made and the other wheel has been rotated back to its center position, ie the origin, the signal on the lead 70 will be lost. As a result, the position of the stern auxiliary wing is inverted and the hull is erected in a position perpendicular to the roller axis. At this time, the output on the lead 82 from the vertical gyro 44 is reduced to zero, the key 12 is returned to the center position and the ship is stabilized again.

The rest of the control action is fundamentally aimed at minimizing or eliminating unnecessary pitching and rolling action. That is, the athlete accelerometer 35 senses the upward and downward acceleration in the athlete, generates an electrical signal for controlling the athlete's auxiliary wing so that the movement about the pitch axis 62 is canceled by the movement of the athlete's auxiliary wing. However, the signal from the bow accelerometer 35 is mixed with the signal proportional to the roll1 signal sqvared derived from the circuit 98 with the bow subsidiary wing 100 after being mixed in the integrated amplifier 100. Delivered to beam 78. This is because when the ship turns and the ship is inclined with respect to the roll axis and the rolling action occurs in an unstable sea state, the rolling action generates a vertical acceleration which must be considered.

A signal proportional to the ship's angle relative to the pitch axis is derived from the vertical gyro 44 and generated on the lead wire 102. This signal is passed to pitch induction amplifier 104, which produces an output signal that varies as a function of pitch angle and the rate of change of pitch angle from the horizontal. Next, the output signal of the pitch induction amplifier 104 is applied to all the auxiliary rotor servos, and is inverted to the bow auxiliary rotor servo 78 to achieve differential control. This signal is used for increased safety, smooth navigation and automatic pitch balance control.

Assuming that the vessel is rolling about the roll axis 60, a signal will be induced on the lead 82 and delivered to the roll induction amplifier 80. In this case, according to the direction in which the ship is inclined, the signal on the conductive line 82 will initially increase in only one direction and then return to the origin, and then increase in the opposite direction and then return to the origin. This phenomenon results in a roll induction amplifier that has a functional relationship with the roll angle and the rate of change of the roll angle. This signal is applied to the stern auxiliary wing port and starboard servo to achieve a differential action that cancels the rolling motion. In other words, a signal in one direction is applied to the port auxiliary wing servo, while a signal in the inverted direction is applied to the starboard auxiliary servo, so that each of the port and starboard auxiliary rotors rotate in the opposite direction to offset the rolling motion. .

The output of the port vertical accelerometer 42 is applied to the inboard and outboard side auxiliary wing servos 84,86 to change the position of the stern port auxiliary wing to balance all vertical accelerations occurring on the port side. Similarly, the output of the starboard vertical accelerometer 40 is applied to the inboard and outboard starboard auxiliary servos 88 and 90 to perform the same action as above to parallel the vertical acceleration generated at the starboard side of the ship.

If a complete control system is shown in FIGS. 6A-6C, each component corresponding to that of FIG. 5 is denoted by the same reference numeral as in FIG. The control auxiliary wings and keys are interconnected via a dashed line 106 and a block 108 marked "vessel motion" to complete the servo system, and the operation of the control aid blades and keys is controlled by sensing devices such as gyros and accelerometers. It has been shown to cause movement to change the output.

The bow vertical accelerometer 35 is connected to the integrated amplifier 100 via an amplification detector 110 and merged with a signal from circuit 98 that is proportional to the roll square as described above. From the integrated amplifier 100 a signal is generated which changes as a function of the ascending speed at the bow strut (i.e. the key 12) and the ascending acceleration at the bow hold. This signal is transmitted via the counting network 112 to the bow subsidiary rotor servo 78 indicated by the dashed line. The operation of the bow auxiliary servo is identical to the operation of the servo for the key 12 and the rest of the auxiliary wing. A detailed operating description of the servo will be described below.

The pitch output from the vertical gyro 44 is delivered to the pitch induction amplifier 104 through the amplification detector 114 to generate an output signal on the lead 116. This signal varies as a function of pitch angle and pitch rate relative to horizontal. This signal is transmitted through the counting network 118 to the bow subsidiary servos 78 and also in reversed form via the counting network 120 to the servos for the auxiliary wings 28-34 at the stern, respectively. As described above, the control action is such that the auxiliary wing 18 on the bow 16 rotates in one direction in response to the pitching motion, and the stern auxiliary wing rotates in the opposite direction, thereby offsetting the pitching motion caused by an uneven ocean condition or the like. To generate moments.

As shown in FIG. 6A, there are two roll outputs from the vertical gyro 44, and these two outputs are used to achieve double safety. One output is passed through the amplification detector 122 to the port induction amplifier 80A and the starboard induction amplifier 80B, and the other roll output is passed through the amplification detector 124 to the same two induction amplifiers 80A and 80B. Is passed on. Alternatively, two independent vertical gyros may be used instead of two roll outputs from one vertical gyro.

Similarly, the steering device 72 is also doubled to show the same output, one of which is transmitted to the filter circuit 128 through the amplification detector 126 and the other is the filter circuit through the amplification detector 130. 132 is passed. The output coming out of filter circuit 128 is delivered to inductive amplifiers 80A and 80B via lead 134. Similarly, the output through the filter circuit 132 is delivered to the same inductive amplifiers 80A and 80B via the leads 136. For a detailed description and function of the roll angles and the amplifiers 80A and 80B that can produce varying output signals as a function of the rate of change of the roll angles, see McGraw Hill Publishing Co., 1960, ASAS Jackson, " See "Analog Computation."

The career maintenance circuit 138, which is adapted to be manually controlled by the navigator, is adapted to generate an output to be delivered to the induction amplifiers 80A and 80B via the amplification detector 140 and the lead 142. In fact, this course maintenance circuit 138 does not operate when the navigator manually controls the steering gear. On the other hand, when you want to keep the ship's course constant in some direction, the course holding circuit is activated so that if the desired course is, for example, east, the course holding circuit compares the course with the compass position and outputs the output. When it occurs, the ship is orbited whenever it departs its desired course. In other words, the output of the path maintenance circuit 38 and the output of the steering device 72 are used alternately.

The output of the port roll induction amplifier 80A is transmitted to the outboard port auxiliary wing servo 86 and the inboard port auxiliary wing servo 84 via the counting network 144. Similarly, the output of the starboard roll induction amplifier 80B is transmitted to the outboard starboard auxiliary rotor 90 and the onboard starboard auxiliary servo 88 through the counting network 146. Of course, the two circuits 80A and 80B are identical in function, and are installed in duplicate for stability. Therefore, if any one of the circuits fails, the vessel can be effectively controlled with only one pair of port or starboard auxiliary wing. Similarly, in the event that either the two steering gears or the two roll signal paths fail, the port and starboard auxiliary wings can continue to effectively control the ship.

Signals from the stern starboard vertical accelerometer 40 are transmitted to the onboard and outboard starboard auxiliary servos 88 and 90 through an amplification detector 148 and a counting network 150. Similarly, the stern port vertical accelerometer 42 is connected to the inboard and outboard port auxiliary rotors 84 and 85 via an amplification detector 152 and a counting network 154. These signals allow for smooth sailing. In other words, the vertical accelerometer on the port side operates to compensate for this vertical acceleration. Similarly, the starboard vertical accelerometer operates the starboard auxiliary wing to cancel starboard acceleration. The stern port and starboard accelerometers are not used for stability, but they are used to detect the port and starboard accelerations to control the auxiliary wing, thus making smooth navigation.

As described above, the altitude sensing device 36 is connected to the depth error amplifier 74 according to the signal on the lead 156 coming from the amplification detector 158 connected to the depth signal generator 68. The altitude sensing device 36 is of an ultrasonic type, and the altitude sensing device 36 is constructed so that the actual altitude signal hardly fluctuates even if the ship sails through the rip and the actual distance between the sea surface and the hull continues to change with the waves. ) Output is filtered or aggregated. The output of the depth error amplifier is delivered to the bow subsidiary servo 78 via the counting network 160 as described above. Therefore, the control of the altitude is made entirely by the player auxiliary wing 18.

The output of the yaw rate gyro 45 is transmitted to the key servo 92 via the amplification detector 162 and the counting network 166. A signal proportional to the bow lateral acceleration is also passed through the distillation detector 168 and the counting network 170 to the key servo. Finally, the output of the amplification detector 122, 124, proportional to the roll angle, is transmitted to the key servo 92 via the counting network 172. As described above, when the other wheel rotates, the stern auxiliary wing begins to operate and the ship is inclined with respect to the roll axis. At this time, the inclination swing is detected in the vertical gyro to generate a roll angle signal, which is a key The control action is made in such a way that it is transmitted to the beam 92. At this time, the key is rotated in the oblique turning direction. After the ship has been turned in the proper direction and the other wheel has returned to its center position, the origin, the stern auxiliary wing returns the vessel to the upright position, the roll output signal is lost and the key returns to its center position, the origin.

A feature of the present invention is that the ship's rolling action not only turns the stern auxiliary wing, but also the key 12, even without turning the other wheel, since the roll output of the gyro 44 is connected to the key servo 92. to be. In this way, if the ship is rolling to the right by wind or waves, the key is operated to adjust the ship to the left or to face the wind and waves to minimize the rolling motion. .

As mentioned above, all secondary wing servos and key servos are identical. Accordingly, only the stern auxiliary wing servo 78 will be described in detail. This stern auxiliary wing servo 78 includes a stern auxiliary wing amplifier 176, which in practice consists of an operational amplifier having four inputs that are passed through a resistor to one of the two inputs. This associative amplifier is preferably of an integrated circuit type with a capacitive feedback path to prevent immediate or sudden response characteristics. In the case of the servo 78, the five inputs that enter the amplifier 176 consist of the signals on the leads 178, 180, 182, 184 and 186. The signal on lead 178 changes as a function of pitch angle and pitch rate from horizontal, and the signal on lead 180 changes as a function of vessel altitude as described above. The signal on lead 182 is derived from the output of amplifying detector 1 14 via the counting network 188 and varies as a function of the actual pitch angle. The signal on lead 184 changes as a function of bow acceleration, while the signal on lead 186 is a reflux signal that is proportional to the actual auxiliary wing position. In other words, the bow assist actuator 48 (see FIG. 3) is connected to the assist vane 18 via a mechanical linkage 190. This mechanical linkage 190 is also connected to the initial position transducer l92, by which the amplitude changes as a function of the angular position of the bow auxiliary wing 18 and the polarity of the auxiliary wing. A signal that changes depending on its own center, i.e., upward or downward from the origin, is generated on the conductive line 194. This signal is transmitted to the servo amplifier 176 through the reflux detector 196 and the counting network 198. This device, of course, consists of a conventional servo system in which the output signal from the servo amplifier 176 actuates the bow auxiliary servo servo valve on the actuator 48 to change the position of the auxiliary wing 18. . When the position of the auxiliary wing 18 changes, the network 198 generates a reflux signal that persists until the combined input signal on the other input leads 178-184 on which the control action is initiated disappears.

For example, suppose it is necessary to increase the altitude of the vessel on the surface, at which time a signal of one polarity (eg, a positive pole) will be transmitted to the input of the amplifier 176 via the lead 180. This signal causes the auxiliary vane 18 to rotate downward, thereby generating a negative signal on the conductive wire 186 to extinguish the positive signal on the conductive wire l80. As the actual altitude increases, the error signal on the lead 180 will decrease, thereby rotating the auxiliary wing 18 in the opposite direction and reducing the reflux signal on the lead 186, eventually reaching the center position. The ship is then brought to a new normal state to reach the desired altitude. Of course, although it is assumed here that no other signal is transmitted to the input of the servo amplifier 176, in practice, a plurality of signals will be simultaneously applied from several inputs, depending on factors such as bow acceleration and pitch angle. Some of these are added and some of them are subtracted. When these factors are combined at the input of the amplifier 176, it will be possible to achieve the slope of the bow's auxiliary wing effectively, as desired, while compensating for various error signals directed to the system.

Claims (1)

As shown in the drawings and described above in the text, an independent port and starboard auxiliary wing device on at least one of the fore and aft wing, a key device connected to the fore and aft wing, and pivoting the ship A command signal generator for responsive to the roll axis in response to the operation of the independent auxiliary wing device, the reaction device being configured to incline the ship in a desired turning direction in response to the command signal. A control system for a hydrofoil with stern and bow, consisting of a combination of a device for detecting an inclined turning of a ship and a device for turning the ship in a desired turning direction by operating a key device coupled to the sensing device. .

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