JPH0354091A - Center of gravity position optimizing device for hydrofoil craft - Google Patents

Abstract

PURPOSE:To improve a ship speed and fuel consumption and to enable a hydrofoil craft to always sail in a minimum propulsion resistance state by providing a characteristic data memory means and a center of gravity position computing and regulating means. CONSTITUTION:A center of gravity optimizing computing device 93 receives characteristic data, responding to ship speed signals SD and front and rear flap angle signals FD and AD from a ship speed meter 58 and front and rear flap angle detectors 90 and 91, from a characteristic data memory device 92 and computes an amount of a center of gravity moving to a position in the longitudinal direction of an optimum center of gravity and a moving direction. A pump control signal generator 94 receives a command signal from the computing device 93 and runs a pump unit 96 through a pump control device 95. As a result, ballast water in front and rear ballast water tanks 97 and 98 is conveyed, and the center of gravity position of a hydrofoil craft JF forms the center gravity position of a center of gravity position specifying line. A front flap 14 and rear flaps 26-29 are controlled by a pitch angle control means so that a pitch angle is adjusted to a set value, and propulsion resistance is minimized.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application] The present invention relates to an apparatus for optimizing the center of gravity M of a hydrofoil, and particularly to an apparatus for optimizing the longitudinal position of the center of gravity so that propulsion resistance is minimized.

(Prior Art) Recently, a high-speed hydrofoil boat as described in Japanese Patent Publication No. 53-37636 has been put into practical use, but this hydrofoil boat has rotating struts at the bow and stern, respectively. The front wing is provided with a front wing and the rear wing, the front wing is provided with a front flap device, the rear wing is provided with a rear flap device, and the stern is provided with a water jet type propulsion device. The front flap device, the rear flap device, and the rudder (
It is designed to control the front struts.

The longitudinal position of the center of gravity (hereinafter referred to as the center of gravity) of the above-mentioned hydrofoil varies greatly for each voyage depending on the number of passengers, the weight of the cargo, and the loading condition. Due to the large amount of fuel consumed, the center of gravity varies considerably during each voyage.

By the way, the above-mentioned control device controls the flap angle of the rear flap so as to suppress fluctuation of the pitch angle depending on the position of the center of gravity and always maintain the pitch angle at approximately a set value (for example, 1 to 2 degrees). It looks like this. Since the propulsion resistance varies greatly depending on the front flap angle and the rear flap angle, the propulsion resistance of a hydrofoil is largely dependent on the position of the center of gravity.

Therefore, the optimal position of the center of gravity where the propulsion resistance is minimized is determined by the ship's speed, payload, loading condition, and sea conditions.

[Problem to be solved by the invention]

Conventional hydrofoil boats do not have any means to adjust the center of gravity to the optimum position where propulsion resistance is minimized, and as mentioned above, they only adjust the rear flap angle so that the pitch angle is approximately at the set value. In addition, since the front flap angle was controlled so that the blade depth was constant, a considerable increase in resistance occurred between the front flap and the rear flap, resulting in a reduction in ship speed and a reduction in propulsion. Deterioration in engine fuel efficiency was unavoidable.

Here, the hydrofoil includes a front flap of a front flap.
Since a front flap angle detector that detects the ν flap angle and a rear flap angle detector that detects the rear flap angle of the rear flap are provided, the detected front flap angle and rear flap angle are used as a reference. It is not impossible for the pilot to estimate the center of gravity position and adjust the center of gravity position of the hydrofoil by moving palast water via the palast water pump, but the center of gravity position may change depending on fuel consumption. Since the position of the center of gravity varies from moment to moment, it is very difficult and cumbersome to adjust the position of the center of gravity manually in this way, and it is almost impossible to carry out.

An object of the present invention is to provide a center-of-gravity position optimization device for a hydrofoil that can optimize the center-of-gravity position so that propulsion resistance is minimized.

[Means to solve the problem]

The apparatus for optimizing the center of gravity position of a hydrofoil boat according to the present invention includes a front wing and a rear wing provided at the bow and the stern, respectively, a front flap provided at the front wing, and a rear wing provided at the rear wing. a flap, a front flap drive means for driving the front flap, a rear flap drive means for driving the rear flap, a pitch angle detection means for detecting a pitch angle, and a pitch angle detection means based on the detected pitch angle from the pitch angle detection means. In a hydrofoil ship equipped with a pitch angle control means for controlling at least the rear flap drive means so that the angle becomes approximately a set value, the pitch angle control means for controlling at least the rear flap drive means is used. a characteristic data storage means in which characteristic data of the longitudinal position of the center of gravity, the total lift of the front and rear wings, and propulsion resistance are input and stored in advance; a ship speed detecting means for detecting the ship speed; and a front section for detecting the front flap angle. The flap angle detection means, the rear flap angle detection means for detecting the rear flap angle, and the characteristic data corresponding to the detected ship speed, the detected front flap angle, and the detected rear flap angle respectively detected by the above three detection means are characterized. Based on the data storage means, calculate the longitudinal position of the center of gravity and the optimum longitudinal position of the center of gravity where the propulsion resistance is minimized;
A center of gravity position calculation means for calculating the amount and direction of movement of the center of gravity from the longitudinal position of the center of gravity to the optimum longitudinal position of the center of gravity;
The center of gravity position adjusting means adjusts the position of the center of gravity in the longitudinal direction based on the amount of movement of the center of gravity and the direction of movement from the center of gravity position calculation means so that it becomes the optimal longitudinal position of the center of gravity.

[Effect]

In the apparatus for optimizing the center of gravity position of a hydrofoil boat according to the present invention, the characteristic data storage means stores the longitudinal position of the center of gravity of the hydrofoil boat, the longitudinal position of the hydrofoil boat, the front and rear flap angles, and the ship speed, the front flap angle, and the rear flap angle. Characteristic data of the total lift and propulsion resistance of the wings are input and stored in advance. The center of gravity position calculation means converts characteristic data corresponding to the detected ship speed from the ship speed detection means, the detected front flap angle from the front flap angle detection means, and the detected rear flap angle from the rear flap angle detection means into characteristic data. The center of gravity longitudinal position and the optimal longitudinal position of the center of gravity where the propulsion resistance is minimized are calculated from the storage means, and the amount and direction of movement of the center of gravity from the longitudinal center of gravity position to the optimum longitudinal position of the center of gravity are calculated. The center of gravity position adjusting means includes means for moving palast water or fuel oil, for example, and adjusts the center of gravity longitudinally to the optimum center of gravity longitudinally based on the amount and movement direction of the center of gravity calculated by the center of gravity position calculating means. Adjust to In this way, when the longitudinal position of the center of gravity is adjusted, the pitch angle control means controls the front flap and the rear flap so that the pitch angle becomes substantially the set value, and as a result, the propulsion resistance is minimized.

〔Effect of the invention〕

According to the hydrofoil center of gravity position optimization device according to the present invention,
As explained above, by providing the characteristic data storage means, the center of gravity position calculation means, the center of gravity position adjustment means, etc., the center of gravity can be adjusted to the optimal longitudinal position where the propulsion resistance is minimized, and the pitch angle can be controlled. Through the control of the front and rear flaps by the means, propulsion resistance can be minimized, thereby improving ship speed and fuel efficiency.

In addition, since the longitudinal position of the center of gravity can be adjusted automatically in real time or at predetermined time intervals, the vessel can always operate in a state where propulsion resistance is minimized.

〔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 IO of the hydrofoil JF
At the center of the lower part of the bow of the ship, a front strut l2 which also serves as a rudder with an airfoil cross section is provided at its upper end so as to be rotatable around a vertical axis and a horizontal axis in the left and right directions. A front wing 13 is provided at the lower end of the front wing l3.
A front flap l4 is provided at the rear edge of the vehicle. When the boat is running, the front strut 12 is extended vertically downward as shown in the figure, and when the boat is running, it is rotated in the direction of arrow l1 and raised horizontally forward. A pair of left and right rear struts 20 and 22 each having an airfoil cross section are rotatably provided at the lower part of the stern part of the hull 1O at their upper ends through 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-right direction, and extends between the lower ends of the port rear strut 20 and starboard rear strut 22. wings 2
4, and the rear wing 24 is also fixed to the lower end of the intermediate strut 23. The rear green part of the rear wing 24 has 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 (not shown) 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. When the boat is running, the rear struts 20 and 22 and the intermediate strut 23 are extended vertically downward as shown in the figure, and when the boat is running, they are rotated in the direction of arrow 25 and raised horizontally rearward.

As shown in FIGS. 2 and 4, hydraulic actuators rotate the front flap l4, 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 strut 20.2 drive the front strut 12 to rotate forward about the 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, referring 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 wings 13 and the rear wings 24. During wing running, the hull 10 rises 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 in the vertical direction. It heaves, rolls around the roll axis 40, pitches around the pitch axis 41, and yawing around the yaw axis 42. During wing flight, the front strut 12
The rear struts 20, 22, and 23 act to suppress rolling and increase the directional stability of wing running. 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 front wing l3
When the front flap 14 is tilted upward, the lift force of the front flap l4 increases and the bow side moves upward, and on the other hand, when the front flap l4 is tilted upward, the bow side moves downward. The same applies to the rear flaps 26 to 29, and the front flap l4 and the rear flaps 26 to 29
By tilting the two in the same direction, the altitude of the hull lO relative to the water surface (that is, the wing depth) 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 l4 and the rear flaps 26 to 29 can be set in opposite directions 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 rear flaps 26 and 27 and the starboard rear flaps 28 and 29 in opposite directions in synchronization with the rolling. Next, a description will be given of detectors and the like for obtaining various detection signals necessary for attitude control of the hull 10 (altitude, wing depth, pitch angle, trim, etc.) and pitching and rolling suppression control. As shown in FIG. 2, the bow section includes a pair of ultrasonic bow altitude detectors 50 for detecting the distance to the water surface, and a bow lateral accelerometer 5l for detecting horizontal left-right 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, a depth setting lever 6l that sets the depth of the blades l3 and 24 (height of the hull relative to the water surface) via the front flap 1°4, and a throttle lever that operates the throttle valve of the gas turbine engine that drives the propulsion device. (not shown) and
Various other switches and instruments are also provided.

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 Figure 4, the bow altitude detection i? The signal HD from s50 and the signal HC from the depth setting lever 6l are output to the depth error amplifier 64, and a control signal ΔHA obtained by amplifying the difference between the two signals (HC-HD) is output to the front flap servo amplifier 80. A drive signal is output from this servo amplifier 80 to the front flap actuator 30.

The steering signal WC from the steering wheel 60 (or the steering signal from the course keeping circuit (not 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 ship's body l is rotated to the inside of the turn so that the roll angle is as commanded by the steering signal WC.
The port rear flaps 26 and 27 and the starboard rear flaps 28 and 29 are driven in opposite directions so that the O 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 8l, and a drive signal is output from the servo amplifier 8l to the front strut turning actuator 31. Therefore, the hull lO rolls in the turning direction in accordance with the steering signal from the steering wheel 60, and the front strut 12 is driven to turn in the turning direction in accordance with 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, a signal YD from the yaw rate gyro 57 that is proportional to the turning speed around the yaw axis 42 is amplified by the amplifier 75 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 8l, which is used to limit the lateral acceleration of the bow when turning. Next, the effect of suppressing pitching and rolling will be explained.

The signal VD from the bow vertical accelerometer 52 is supplied to the integrating amplifier 68, and the signal RRD obtained by squaring the roll angle detected by the roll gyro 56 is supplied from the roll square circuit 67 to the integrating amplifier 68. VD-RRD
A control signal VRA obtained by integrating and amplifying the signals is supplied to the front flap servo amplifier 8o. That is, although the vertical acceleration of the bow increases in accordance with the pitching of the hull lO, 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 68, the signal VD is corrected by the amount of vertical acceleration 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 l4 upward to lower the bow and tilt the rear flaps 26 to 29 downward to raise the stern, thereby suppressing pitching. Ru.

Furthermore, in the pitch differential amplifier 65, the pitch angle of the hull 1o is approximately set to a set value (1
A pitch bias angle control circuit is included for controlling the rear flaps 26-29 so that the pitch angle is 2 degrees. This pitch bias angle control circuit detects a difference between a set pitch angle (for example, l') fixedly set in the control circuit and a detected pitch angle when the wing running mode is commanded by a system not shown. A pitch bias angle signal that brings the pitch angle closer to the set pitch angle is output to the flap servo amplifiers 82 to 85 through a system not shown by integrally controlling the variation of the altitude signal HD.

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 7l into 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 LVA. The signal is amplified and supplied to the starboard flap servo amplifiers 84 and 85.

In this way, for example, when rolling to the port side, the rolling is suppressed by tilting the port rear flaps 26 and 27 downward and the starboard rear flaps 28 and 29 upward. Furthermore, the control unit CU in Fig. 4 is actually A.
/D converters, computers, amplifiers, etc. are under scrutiny.

Next, the center of gravity position optimization device GP incorporated in the control system
The structure and operation of D will be explained based on FIGS. 5 and 6. In the following description, the term "center of gravity position" means the position of the center of gravity in the front-rear direction, and the term "optimal center of gravity position" means the optimal position of the center of gravity in the front-rear direction.

The center of gravity position optimization device GPD includes the ship speedometer 58,
The pitch gyro 55 and the front flap angle detector 90
, a rear flap angle detector 91, a characteristic data storage device 92, a center of gravity position optimization calculation device 93, a pump control signal generator 94, and a pump control device 95 that controls a pump unit 96 for transferring palast water. , bomb unit 96 including valves and front palast water tank 97
A palast water system 100 including a rear palast water tank 98 and a piping system 99, and a display device 101 are provided. The ship speed meter 58 is made of an electromagnetic log and detects the speed of the hydrofoil JF relative to water and outputs a ship stray signal SD.
As described above, the pitch gyro 55 detects the pitch angle of the hull 10 and outputs a pitch angle signal PD.

The front flap angle detector 90 is connected to a linear potentiometer that detects the operating stroke of the output cylinder of the hydraulic actuator 30 that drives the front flange 14 (which is proportional to the tilt angle of the front flap l4). and a front flap angle signal FD representing the tilting angle of the front flap 14.
Output.

The rear flap angle detector 9l is the port rear flap angle detector 9l.
4 sets of hydraulic actuators 32 to 35 that drive the rear flaps 28 and 27 and the starboard rear flaps 28 and 29, respectively. It consists of a linear potentiometer, etc., and outputs a rear flap angle signal AD representing the average tilt angle of the four rear flaps 14. The characteristic data storage device 92 consists of a microcomputer, and its ROM stores the ship speed S, pitch angle θ, front flap angle α, rear flap α, etc. as shown in FIG. The characteristic data of the total lift of the front wing 13, front flap l4, rear wing 24, and rear flaps 26 to 29, propulsion resistance during wing running, center of gravity position, and minimum propulsion resistance line with parameters as parameters are shown in maps and tables. are input and stored in advance.

Here, the characteristic data in Fig. 6 is for the case, for example, when the ship speed S = 40 knots and the pitch angle θF = 1@, and when the pitch angle θ, = l@, the ship speed S is, for example, at intervals of 5 knots ( 6th at 20, 25, 30, 35, 40, 45 knots)
Characteristic data as shown in the figure is stored, and as for pitch angle θ, characteristic data as shown in FIG. 6 is stored at division intervals of the above-mentioned ship speed S, for example, at intervals of 0.5°. Regarding the constant lift line Li (i = 1, 2, 3...), the lift increases as i increases, and the constant propulsion resistance line Ri (i = 1, 2)
, 3...), the resistance increases as i increases. In addition, the minimum propulsion resistance line M is each constant lift line Ll-L6
This is obtained by connecting the points where the propulsion resistance is minimum.

Front flap angle αv0 and rear flap angle α. . The state is the minimum resistance position, and both the front flap 14 and the rear flaps 26 to 29 move downward at an initial setting angle α of less than 1°.・
α. . It is in a tilted position.

In addition to the above-mentioned characteristic data, the ROM of the characteristic data storage device 92 also stores ship speed S, pitch angle θ,
, front flap angle αF, and rear flap angle α. A control program for reading characteristic data corresponding to these data and outputting it to the calculation means 93 when the data is input is also stored.

The center of gravity position optimization calculation device 93 includes detectors 55 and 5.
Signal PD from 8/90/91 - SD/FD/AD
The microcomputer has an A/D converter, a microcomputer, a D/A converter, etc., which A/D converts the data, and the ROM of the microcomputer stores data as shown in FIG. 6 supplied from the characteristic data storage device 92. A subroutine that uses characteristic data to interpolate a constant lift line L passing through a point A determined by the detected front flap angle α, , and the detected rear flap angle αAD, and a constant center of gravity position line GA passing through the point A. A subroutine to find the intersection point B between the constant lift line L and the minimum propulsion resistance line M, a subroutine to find the constant center of gravity line G passing through point B, and a subroutine to find the constant center of gravity line GA on the constant center of gravity line GA. From the current center of gravity position to the constant center of gravity line G.
A subroutine that calculates the center of gravity movement amount GL and movement direction to move the center of gravity of the hydrofoil to the above optimum center of gravity position, and from the front ballast tank 97 to the rear ballast tank 98 based on the center of gravity movement amount GL and movement direction. Alternatively, a control program consisting of a subroutine for calculating the volume and movement direction of the parastowater to be moved in the opposite direction is stored.

That is, in the arithmetic unit 93, the signals SD-PD-FD
-Detected ship speed S511 obtained from AD and pitch angle θ, . , front flap angle αFD and rear flap angle αAD
output the data to the characteristic data storage device 92, and receive characteristic data as shown in FIG. 6 corresponding to these data.
Find the point A determined by the front and rear flap angles αF1αA0, then find the constant lift line L by interpolation, then find the intersection B between the constant lift vAL and the minimum propulsion resistance line M, and then find the point A.
Find the constant center of gravity line GA that passes through GA and the constant center of gravity line G8 that passes through point B, find the amount of movement GL of the center of gravity from point A to point B, and the direction of movement, and then set the constant center of gravity line G. In order to do this, the volume and direction of movement of the palast water to be moved are calculated by calculating the moment of palast water, and the data on the volume and direction of movement of the palast water are D/A.
The converted signal is output to the pump control signal generator 94.

Incidentally, the calculation device 93 outputs digital data such as the current center of gravity position, the optimum center of gravity position, the volume of palust water to be moved, and the direction of movement to the controller of the display device 10l, and these data are sent to the CRT of the display device 101. Displayed by numbers or numbers and diagrams.

The pump control signal generator 94 is composed of an analog circuit including a timer, and receives a command signal from the arithmetic unit 93 and measures the time it takes to operate the pump unit 96 to move the volume of palast water. During this period, a bomb control signal for operating the pump unit 96 in the commanded movement direction is output to the bomb control device 95.

Bomb control device 95 operates pump unit 96 according to the pump control signal.

As a result, the commanded volume of palast water is transferred from the front ballast tank 97 to the rear ballast tank 98 or vice versa in the commanded direction, and the center of gravity of the hydrofoil JF is moved to the constant center of gravity line GI1. The center of gravity is the position of the center of gravity.

When the pitch angle θ changes in accordance with the change in the center of gravity position, the pitch bias angle control circuit in the pitch differential amplifier 65 of the control system shown in FIG. 26 to 29 are controlled, the rear flap angle α becomes the rear flap angle at the position of point B, and the depth error amplifier 64 adjusts the front flap l.
4 is controlled so that the front flap angle α, becomes approximately the front flap angle at the position of point B. Since fuel is consumed during navigation, the center of gravity position changes every moment, so the above-mentioned center of gravity optimization control is automatically executed at predetermined time intervals (for example, 20 minutes), and the center of gravity position changes every predetermined time. The center of gravity will be automatically adjusted to the optimal position.

As explained above, the detected ship speed SAD, the pinch angle θ, , the front flap angle α,D, and the rear flap angle αAD
Using the characteristic data corresponding to the current center of gravity position and the optimum center of gravity position where the propulsion resistance is minimized, the parastwater system 100 is controlled to move the center of gravity position of the hydrofoil JF to the optimum center of gravity position. Therefore, the front flap 14 and the rear flaps 26 to 29 do not cause an increase in resistance due to an inappropriate center of gravity position.

Thereby, it is possible to increase the ship speed S or improve the fuel consumption rate of the propulsion engine. The above-mentioned center of gravity position optimization control makes it possible to achieve a significant reduction in resistance, especially in high-speed ranges.

In the above embodiment, the center of gravity position is adjusted via the parast water system 100, but it is also possible to adjust the center of gravity by controlling the fuel system to move fuel oil from the front tank to the rear tank or vice versa. The center of gravity can be adjusted.

[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 block diagram of the main parts of the control system, FIG. 5 is a block diagram of the gravity center position optimization device, and FIG. 6 is an explanatory diagram of characteristic data. 13...Front wing, l4...Front flap, 24...
Rear wing, 26~29... Rear flap, 30, 32~
35...actuator, 55...pitch gyro, 58...ship speedometer, 65...pitch differential amplifier,
80, 82-85... Flap servo amplifier,
90... Front flap angle detector, 91... Rear flap angle detector, 92... Characteristic data storage device, 9
3. Center of gravity position optimization calculation device, 94. Pump control signal generator, 95. Bomb control device, 96. Bomb unit, 97. Front ballast tank, 98.
・Rear hallast tank, 99・・Piping system, 100・
・Palast water system, GPD... Center of gravity position optimization device.

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. a rear flap drive means for driving the drive means and the rear flap; a pitch angle detection means for detecting a pitch angle; In a hydrofoil ship equipped with a pitch angle control means for controlling the drive means, the longitudinal position of the center of gravity of the hydrofoil ship and the total lift of the front and rear wings are calculated using the ship speed, front flap angle, and rear flap angle as parameters. characteristic data storage means in which characteristic data of and propulsion resistance are input and stored in advance; ship speed detection means for detecting ship speed; front flap angle detection means for detecting a front flap angle; and rear flap angle detection means for detecting a rear flap angle. Flap angle detection means receives characteristic data corresponding to the detected ship speed, detected front flap angle, and detected rear flap angle respectively detected by the above three detection means from the characteristic data storage means, and determines the longitudinal position of the center of gravity and propulsion. a center of gravity position calculating means for calculating an optimum longitudinal position of the center of gravity at which resistance is minimized, and calculating an amount and direction of movement of the center of gravity from the longitudinal position of the center of gravity to an optimum longitudinal position of the center of gravity; A center of gravity position optimization device for a hydrofoil boat, comprising: a center of gravity position adjusting means for adjusting the longitudinal position of the center of gravity to an optimal longitudinal position of the center of gravity based on the amount of movement of the center of gravity and the direction of movement.