JPH0350087A - Speed control device for hydrofoil craft - Google Patents

Abstract

PURPOSE:To feedback-control the speed with good responsiveness along the whole speed region while preventing hunting by providing a resistance characteristic storage means, a gain scheduling means, a feedback control means, and the like. CONSTITUTION:A resistance characteristic storage means 92 is stored with propulsion resistance characteristic data with vessel speed and hydrofoil depth as parameter. A gain scheduling device 93 reads the corresponding propulsion resistance characteristic data on the basis of the speed and hydrofoil depth detected at sensors 50, 58 and determines the gain G of speed feedback control on the basis of the read data and detected speed. The deviation between the set speed set by a speed setter 90 and the detected speed is multiplied by the gain G at a speed control signal generator 96. A control signal thus obtained is outputted to feedback-control the speed through the throttle valve 48a of a gas turbine engine 48 and a propulsion centrifugal pump 45. A burden to a manipulator can be thus lightened.

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a ship speed control device for a hydrofoil boat, and particularly to a ship speed control device for feedback controlling the ship speed so that the ship speed is set by a ship speed setting device. This relates to a control device.

[Prior art]

Recently, a high-speed hydrofoil boat as described in Japanese Patent Publication No. 53-37636 has been put into practical use. The front wing is equipped with a front flap device, the rear wing is equipped with a rear flap device, and the stern section is equipped with a water jet type propulsion device. The front flap device, the rear flap device, and the rudder (
front struts).

By the way, the relationship between the propulsion resistance of the hydrofoil and the thrust of the water jet type propulsion device is as shown in FIG. 8, assuming that the depth of the blade from the water surface is constant. In other words, in the boat running state, the resistance increases according to the boat speed, and when the boat speed starts to shift to wing running around 20 knots, the resistance begins to decrease, and then as the boat shifts to the full wing running state, the resistance decreases. However, after transitioning to wing running, the resistance increases due to an increase in the resistance of the front and rear struts and wings as the ship's speed increases.

On the other hand, if the output of the propulsion engine is constant and the depth of the blades is constant, the thrust of the propulsion device gradually decreases depending on the ship speed due to the characteristics of the centrifugal pump that generates the water jet. Of course, in order to sail at a constant speed, resistance and thrust must be balanced.

During normal wing running, the ship's speed is maintained at about 40 to 45 knots near point P2 in the diagram, but since the gradient of resistance is positive before and after point P2, fluctuations in ship speed are suppressed and a nearly constant ship speed is maintained. You can.

On the other hand, in ports and narrow waterways, it is necessary to fly at a speed of 20 to 30 knots near point Pl in the diagram, but point P
Since the gradient of resistance is negative near point P1, the ship speed tends to decrease in the lower speed range than point P1, and the ship speed tends to increase in the higher speed range than point P1.

Therefore, the operator manually controlled the ship's speed by constantly checking the ship's speed on the speedometer and operating the throttle lever of the propulsion engine.

[Problem to be solved by the invention]

As mentioned above, when navigating in ports or through narrow channels, the operator must constantly manually operate the throttle lever in order to maintain a predetermined ship speed, which places a significant burden on the operator. There are problems such as the need for skill to operate the vehicle.

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

[Means to solve the problem]

A ship speed control device for a hydrofoil boat according to the present invention includes a front wing and a rear wing provided at the bow and stern, respectively, a front flap provided on the front wing, and a rear flap provided on the rear wing. In a hydrofoil boat comprising: a front flap drive means for driving a front flap, a rear flap drive means for driving a rear flap, and a propulsion engine for driving a propulsion means, the blade depth of at least the front wing is A blade depth detection means for detecting, a ship speed detection means for detecting the ship speed, a ship speed setting device for setting the ship speed, and propulsion resistance characteristic data using the ship speed and the blade depth entered in advance as parameters are stored. Resistance characteristic storage means receives detection signals from both of the detection means and receives propulsion resistance characteristic data corresponding to the detected ship speed and blade depth from the resistance characteristic storage means, and stores the propulsion resistance characteristic data and the detected ship speed. a gain scheduling means for determining a gain for ship speed feedback control with predetermined characteristics based on the ship speed setting device; a ship speed setting signal from the ship speed setting device; a ship speed detection signal from the ship speed detecting means; and feedback control means for feedback controlling the boat speed via the throttle valve of the propulsion engine in response to the gain of the propulsion engine.

[Effect]

In the ship speed control device for a hydrofoil boat according to the present invention, propulsion resistance characteristic data with ship speed and blade depth as parameters is input and stored in the resistance characteristic storage means in advance, and the gain scheduling device detects and stores propulsion resistance characteristic data in advance. receives the propulsion resistance characteristic data corresponding to the ship speed and blade depth from the resistance characteristic storage means, and adjusts the gain of ship speed feedback control with predetermined characteristics based on the propulsion 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 detection means, and the gain from the gain scheduling means, and adjusts the ship speed via the throttle valve of the propulsion engine. feedback control.

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

〔Effect of the invention〕

According to the ship speed control device for a hydrofoil boat according to the present invention, the above [
As explained in the section 2.1, "Operation", by providing the resistance characteristic storage means, gain scheduling means, feedback control means, etc., it is possible to set an appropriate gain based on the detected current ship speed and blade depth. This gain can be used to feedback-control the ship speed over the entire ship speed range so that the ship speed is set with good responsiveness while preventing hunting. As a result, the burden on the operator can be significantly reduced, and even less skilled operators can operate the vehicle.

〔Example〕

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

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

As shown in Figures 1 and 2, the hull 10 of the hydrofoil JF
A front strut 12, which also serves as a rudder with an airfoil cross section, is provided at the center of the lower part of the bow of the ship, and its upper end is rotatable around a vertical axis and a horizontal axis in the left-right direction.The lower end of the front strut 12 is An anterior mass 13 is provided, the anterior mass 13
A front flap 14 is provided at the rear edge. During wing running, the front strut 12 is extended vertically downward as shown, and when the boat is at speed, it rotates in the direction of arrow 11 and is raised horizontally forward.

At the lower part of the stern part of the hull 10, a pair of left and right rear struts 20 and 22 having an airfoil cross section are rotatably provided at their upper ends via horizontal pivot pins 21 in the left and right direction. At an intermediate position between 20 and 22, an intermediate strut 23 is rotatably provided at its upper end via a horizontal pivot pin in the left and right direction, and extends between the upper ends of the port rear strut 20 and the starboard rear strut 22. Quality 2
4 is provided, and the rear strut 24 is also fixed to the lower end of the intermediate strut 23. At the rear edge of the rear flap 24, there are four rear flaps 26 to 2, two on the port side and two on the starboard side.
9 is provided. However, normally, the inner rear flaps 26 and 28 and the outer rear flaps 27 and 29 of each side are operated synchronously.

A water jet type propulsion device WJ (see FIG. 4) is provided over the intermediate strut 23 and the bottom of the hull near its upper end. However, it is also possible to provide a propeller type propulsion device instead. During wing running, the rear struts 20 and 22 and the intermediate strut 23 are extended vertically downward as shown, and when the boat is at speed, they rotate in the direction of arrow 25 and are raised horizontally rearward.

To explain the above-mentioned water jet type propulsion device WJ, as shown in FIG.
4 is provided, and the branch duct portion 44L of the Y-shaped duct 44 is
A centrifugal pump 45 is provided at the upper end of each of the centrifugal pumps 44R, and a jet nozzle 47 connected to the discharge port of each centrifugal pump 45 is provided.The left and right pair of centrifugal pumps 45 are driven by a gas turbine engine 48 (see FIG. 6). The drive shaft 46 is interlocked with the drive shaft 46. In this propulsion device WJ, a centrifugal pump 45 is driven by a gas turbine engine 48, and seawater sucked in from a seawater intake port 43 is ejected from a jet nozzle 47 to generate thrust for propulsion.

The jet nozzle 47, the centrifugal pump 45, and the branch duct parts 44L and 44R are fixedly provided on the hull 10, and the Y-shaped duct 44 is fixed at a boat speed when the rear struts 20, 22, and 23 are raised rearward substantially horizontally. The lower end of the branch portion 44a serves as a seawater intake port.

As shown in FIGS. 2 and 5, hydraulic actuators rotate 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~
34, and a hydraulic actuator 31 for rotationally driving the front strut 12 around a vertical axis,
Furthermore, a hydraulic actuator and rear struts 20 and 2 rotate the front strut 12 forward about a horizontal axis.
A hydraulic actuator for rotationally driving the shafts 2 and 23 around the pivot shaft 21 is also provided. However, it is also possible to provide electric actuators in place of the hydraulic actuators 30 to 35 and the like.

Next, with reference to FIG. 3, a description will be given of the movement of the hull during wing running, in which the hull 10 is floated above the water surface by the lifting force of the front mass 13 and the rear mass 24. During wing running, the hull 10 floats above the water surface, but the front and rear wings 13 and 24 and the front and rear struts 12, 20, 22, and 23 are affected by waves, so the hull 10 is suspended vertically. Heaving around, rolling around roll axis 40, pitching around pitch axis 41, and yawing around yaw axis 42. During wing running, the front struts 12 and rear struts 20, 22, and 23 act to suppress rolling and increase the directional stability of wing running. On the other hand, the anterior mass 13, the anterior flap 14, and the posterior mass 24
The rear flaps 26 to 29 act to suppress pitching.

Here, when the front flap 14 is tilted downward, the front mass 13
When the front flap 14 is tilted upward, the lift force of the front flap 14 increases, causing the bow side to move upward, and conversely, when the front flap 14 is tilted upward, the bow side moves downward. This also applies to the rear flaps 26 to 29, and the front flap 14 and rear flaps 26 to 29
By tilting them in the same direction, the altitude of the hull 10 relative to the water surface (that is, the depth of the wing) can be changed. however,
In fact, the height of the hull 10 relative to the water surface is adjusted only via the front flap 14. In addition, the pitch angle (that is, trim) can be controlled via the front flap 14 and the rear flaps 26 to 29, and the front flap 14 and the rear flaps 26 to 29 can be reversed in synchronization with pitching. Pitching can be suppressed by tilting the rear flap 26 on the port side.
・Turn smoothly in the roll direction by rotating the front strut 12 (rudder) around the vertical axis while giving a roll angle by tilting the rear flap 27 and the starboard rear flaps 28 and 29 in opposite directions. Rolling can be suppressed by tilting the port side rear flaps 26 and 27 and the starboard side rear flaps 28 and 29 in opposite directions in synchronization with the rolling.

Next, the attitude control of the hull IO (altitude, wing depth, pitch angle,
Detectors and the like for obtaining various detection signals necessary for pitching, rolling, etc.) and pitching/rolling suppression control will be explained.

As shown in FIG. 2, the bow section includes a pair of ultrasonic bow altitude detectors 50 that detect the distance to the water surface, and a bow lateral accelerometer 51 that detects the horizontal horizontal acceleration of the bow.
Bow vertical accelerometer 52 that detects vertical acceleration of the bow
is provided.

A port vertical accelerometer 53 and a starboard vertical accelerometer 54 for detecting acceleration in the vertical direction are provided on the port and starboard sides of the stern, respectively. In the wheelhouse, there are a pitch gyro 55 that detects pitch angle and a roll gyro 5 that detects roll angle.
6, and a yaw rate gyro 5 that detects the speed of yaw movement.
7 is provided. A ship speed meter 58 for detecting ship speed is provided near the lower end of the front strut 12.

The wheelhouse includes a control unit CU that receives detection signals from the various detection devices described above, and a steering wheel 6 that commands turning.
0 and the depth of the wings 13 and 24 via the front flap 14 (
Depth setting lever 6 for setting the height of the hull relative to the water surface
1, and a throttle lever 49 (
(see Fig. 6) and various other switches and instruments.

Next, an overview of the control system of the hydrofoil JF will be explained.

As shown in the block diagram of the control system in FIG. )(D) is outputted to the front flap servo amplifier 80, and the servo amplifier 80 outputs a drive signal to the front flap actuator 30.

The steering signal WC from the steering wheel 60 (or the steering signal from the course keeping circuit (as shown)) and the signal RD from the roll gyro 56 are supplied to the roll differential amplifier 66, and the difference between the two signals (
A control signal ΔRA obtained by amplifying the rate of change of WC-RD) is output to the port flap servo amplifiers 82 and 83, and a signal obtained by inverting the control signal ΔRA by an inverter 69 is output to the starboard flap servo amplifiers 84 and 85. Drive signals are supplied from the port side flap servo amplifiers 82 and 83 to the flap actuators 32 and 33, respectively. Therefore,
When transitioning to turning navigation and during turning navigation, the hull 1 is rotated to the inside of the turn so that the roll angle is as commanded by the steering signal WC.
The port side rear flaps 26 and 27 and the starboard side rear flaps 28 and 29 are driven in mutually opposite directions so that the 0 rolls. At the same time, the signal RD from the roll gyro 56
is amplified into a 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, the hull 10 rolls in the turning direction according to the steering signal from the steering wheel 60, 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 the passengers and crew.

During the above turning, the signal YD from the yaw rate gyro 57 that is proportional to the turning speed around the yaw axis 42 is amplified by the amplification 575 into a control signal YDA and output to the rudder servo amplifier 81.
The rotation speed of the is controlled. Similarly, the signal LD from the bow lateral accelerometer 51 is converted into the control signal LD by the amplifier 70.
A is amplified and supplied to the rudder servo amplifier 81, where it is used to limit the lateral acceleration of the bow section during turning.

Next, the effect of suppressing pitching and rolling will be explained.

The signal VD from the bow vertical acceleration needle 52 is supplied to the integral amplifier 68, and the signal RRD obtained by squaring the roll angle detected by the roll gyro 56 is supplied from the roll square circuit 67 to the integral amplifier 68. A control signal VRA obtained by integrating and amplifying VD - RRD is supplied to the front flap servo amplifier 80 . That is, although the vertical acceleration of the bow increases in accordance with the pitching of the hull 10, a control signal VRA that cancels out the pitching is supplied to the servo amplifier 80 to control the front flap 14. Further, by supplying the signal RRD to the integrating amplifier 6, the signal VD is corrected by the vertical acceleration variation caused by the roll angle during turning or rolling.

The signal PD from the pitch gyro 55 is supplied to the pitch differential amplifier 65, and the control signal ΔPA, which amplifies the pitch angle change rate, is supplied to the port and starboard flap servo amplifiers 82 to 8.
5, and the control signal ΔPA is inverted by an inverter 62 and supplied to a front flap servo amplifier 80. As a result, when the bow side moves upward due to pitching, control is performed to tilt the front flap 14 upward to lower the bow and tilt the rear flaps 26 to 29 downward to raise the stern, thereby suppressing pitching. Ru.

When the hull 10 rolls, the port rear flaps 26 and 27 and the starboard rear flaps 28 and 29 are driven in mutually opposite directions and in a direction that suppresses rolling via a control signal ΔRA corresponding to the rate of change of the roll angle. rolling is suppressed.

On the other hand, the signal LVD from the port vertical accelerometer 53 is amplified by the amplifier 71 to the control signal LVA and supplied to the port flap servo amplifiers 82 and 83, and the signal RVD from the starboard vertical accelerometer 54 is amplified by the amplifier 73 to the control signal RVA.
Amplified by VA and starboard flap servo amplifier 84/85
supplied to

In this way, 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, thereby suppressing rolling. The control unit CU in Figure 5 actually includes a computer, multiple A/D converters, amplifiers, and multiple D
/A converter etc.

Next, the structure and operation of the ship speed control device SCD incorporated into the control system of the hydrofoil boat will be explained with reference to FIGS. 6 and 7.

This ship speed control device SCD includes a bow altitude detector 50, a ship speed meter 58, a ship speed setter 90, a resistance characteristic data storage bag W92, a gain scheduling device 93, a subtractor 95, and a ship speed control signal. The feedback control device 94 includes a generator 96, a mode changeover switch 91, a normally closed contact 97 that can be opened by the changeover switch 91, and an adder 98.

The bow altitude detector 50 outputs an altitude signal HD representing the distance from a predetermined part of the bow to the sea surface.Since the height from the predetermined part to the front wing 13 is constant, the height signal HD The depth of the wing section 13 is obtained. The ship speed meter 58 is composed of an electromagnetic log and outputs a ship speed signal SD representing the speed of the hydrofoil JF relative to the water.

The resistance characteristic data storage device 92 is composed of, for example, a microcomputer, and its ROM stores propulsion resistance characteristic data Ri(S) (where i=1 .2.3...) are input and stored in advance, and when deep data is input from the gain scheduling device 93, the propulsion resistance characteristic data Ri(S) of the deep depth is output to the gain scheduling device 93. A read control program is also input and stored in the ROM.

The gain scheduling device 93 includes an altitude signal HD
and ship speed signal SD and A/D converts them.
It consists of a D converter, a microcomputer, and a D/A converter that converts the calculated gain to D/A. It calculates the deep depth H using the altitude signal HD, and stores the data of the large depth H as resistance characteristic data. Output to the device 92 and record the deep depth H
Propulsion resistance characteristic data Ri (S) corresponding to is received, and a gain G is calculated with a predetermined characteristic using this propulsion resistance characteristic data Ri (S) and the detected ship speed. For example, when the propulsion resistance characteristic data Ri(S) is a function of the ship speed S, the detected ship speed is SD, and the gain is G, the gain G is determined by, for example, the following equation. However, K is a predetermined proportionality constant.

G(S)=IKXdRi(S)/dsl (1)G
= G (SD) (2) In this way, when the slope of the propulsion resistance characteristic R (S) is large, the gain G is set large, and when the slope is small, the gain G is set small, thereby preventing hunting while responding. You can improve your sexuality. However, when G≦ΔC (a predetermined small value), G=C, (a small predetermined value) is set. This is to prevent zero response or extreme decrease in responsiveness.

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

The subtracter 95 outputs a ship speed difference signal ΔS obtained by subtracting the detected ship speed signal SD from the set ship speed signal SS to the ship speed control signal generator 96.

The ship speed control signal generator 96 performs PI control or PID control on the ship speed difference signal ΔS, generates a ship speed control signal C3 using the gain G signal received from the gain scheduling device 93, and keeps it normally closed. It is output to the adder 97 via the contact 97. Here, the mode changeover switch 91 provided in the wheelhouse is to enable cancellation of the boat speed feedback control mode, and when this changeover switch 91 is switched to the feedback mode release position, the normally closed contact 97 is opened by the solenoid 97a. When the selector switch 91 is switched to the feedback mode setting position, the normally closed contact 97 is kept closed.

A throttle lever 49 provided in the wheelhouse is used to operate the throttle valve 48a of the propulsion gas turbine engine 4, and the operation signal MC3 from this throttle lever 49 and the ship speed control signal C3 are sent to an adder 98. The sum is added and output to the actuator that drives the throttle valve 48a.

By the way, as shown in Fig. 7, near point P1, the gradient of resistance R(S) is negative, so it is difficult to maintain the ship speed S constant, and near point P2, the gradient of resistance R(S) is positive. Ship speed is easy to maintain constant.

However, if the ship speed feedback control mode is selected in the ship speed control device SCD and the desired ship speed S is set in the ship speed setting device 90, the ship speed S becomes the set ship speed as described above. is feedback-controlled to the throttle valve 4.
8a is operated, the ship speed S is maintained at the set ship speed in all ship speed ranges.

In particular, the resistance characteristic data storage device 92, the gain scheduling device 93, etc. are provided to appropriately set the gain G in consideration of the propulsion resistance characteristics corresponding to the blade depth H, so that it is possible to improve responsiveness while preventing hunting. I can do it.

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

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

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and Fig. 1 is a right side view of a hydrofoil, Fig. 2 is a schematic perspective view showing the arrangement of detection equipment, etc. of the hydrofoil, and Fig. 3 is a hydrofoil. FIG. 4 is a perspective view of the propulsion device, etc., FIG. 5 is a block diagram of the main parts of the control system, FIG. 6 is a block diagram of the ship speed control device, and FIG. The propulsion resistance characteristic data and thrust diagram, FIG. 8, is a diagram corresponding to FIG. 7 according to the prior art. JF...Hydrofoil, 13...Front wing, 14...
Front flap, 24... Rear wing, 26-29... Rear flap, 80, 82-85... Flap servo amplifier, 30, 32-35... Actuator,
SCD... Ship speed control device, 50... Bow altitude detector,
58... Ship speed meter, 90... Ship 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 at the bow and stern, respectively, a front flap provided on the front wing, a rear flap provided on the rear wing, and a front flap that drives the front flap. In a hydrofoil boat equipped with a drive means, a rear flap drive means for driving a rear flap, and a propulsion engine for driving a propulsion means, a blade depth detection means for detecting at least the blade depth of a front wing and a ship speed. A ship speed detection means for setting the ship speed, a ship speed setting device for setting the ship speed, a resistance characteristic storage means for storing propulsion resistance characteristic data with parameters of the ship speed and blade depth input in advance, and from both of the above-mentioned detection means. In response to the detection signal, propulsion resistance characteristic data corresponding to the detected ship speed and blade depth is received from the resistance characteristic storage means, and ship speed feedback is performed with predetermined characteristics based on the propulsion resistance characteristic data and the detected ship speed. gain scheduling means for determining a control gain; receiving the ship speed setting signal from the ship speed setting device, the ship speed detection signal from the ship speed detection means, and the gain from the gain scheduling means; 1. A ship speed control device for a hydrofoil boat, comprising: feedback control means for feedback controlling ship speed via a throttle valve.