DE1266659B - Control system for an underwater hydrofoil vehicle - Google Patents

Description

Control system for an underwater hydrofoil vehicle The invention relates to a control system for an underwater hydrofoil vehicle with a front and a rear wing and with a device for generating a propellant gas that from two nozzles, which are arranged symmetrically to the central longitudinal axis of the vehicle, exits and each generates a thrust that drives the propulsion and control of the Vehicle is used when a hydrofoil vehicle is used in its design the intended normal speed is accelerated, it acts after the initial Displacement voyage with submerged hull as a planing boat before the hull through the Buoyancy of the wing is lifted out of the water. Varies in the displacement drive the glide ratio of essentially an infinite value to an order of magnitude at 20. The glide ratio drops to about 3 on plane, and on the wing glide ratios are from 2 to 10 depending on the wing position, i.e. H. Supercavitation or subcavitation achieved.

In a buoyancy system in which the buoyancy is related is obtained with an increase in road resistance, the maximum work output becomes obtained for a given thrust by adjusting the thrust direction in such a way that that part of the lift is supplied directly by the thrust. The application of the Equations for equilibrium of motion show that the most favorable thrust vector angle is a function of reversing the system's glide ratio.

In known control systems, side steering is generally used maintained by a submerged rudder, the effect of which is a function of the Control surface and the dynamic pressure of the inflowing medium. As well as in aerodynamic systems, the rudder effect is lower in watercraft Speed and low density of the medium are very low. For the underwater wing vehicle this corresponds to the effect of displacement travel at low speed and the effect in the cavity e.g. B. behind a strut in supercavitation.

In other words, a submerged rudder is similar to an aerodynamic one Control surface, from hydrodynamic forces, d. H. on the density and relative speed dependent on the flow medium in order to generate directional forces. So is the case with the minor Speed a rudder relatively ineffective. Furthermore, at the speeds those working under supercavitation conditions when a vehicle is operated Hydrofoils occur, a rudder which is behind an underwater hydrofoil support strut is arranged, its effect because of its location in that by the underwater hydrofoil formed cavity. A steering effect can only be achieved by placing the rudder outside of the cavity can be obtained. However, this would be an additional strut with a require a corresponding increase in resistance.

It is in view of the underlying object of the invention the above-mentioned wide range of slip ratios and ineffectiveness the hydrodynamic control surfaces at both ends of the speed range To create a new and improved tax system which, by changing the Shear vector, a change in the vertical and transverse forces required for the control effect causes some of the buoyancy to be added by the thrust of the nozzles will.

According to the invention this is achieved in that the nozzles in the front half of the vehicle so inclined forward and upward in its thrust direction are arranged so that their resulting thrust vector is in its normal or zero position, the line connecting the points of application of the forces acting on the wings before the center of gravity of these forces (hydrodynamic force center) intersects and that the direction of the thrust jet of each nozzle compared to the normal or zero position is variable, with reference to the vertical axis of the vehicle the direction of the thrust jet of the nozzle of one or the other side of the vehicle with respect to the vehicle transverse axis the direction of the thrust jets of the nozzles on both sides of the vehicle in the same direction of rotation and with respect to the longitudinal axis of the vehicle, the direction of the Thrust jet each of the nozzles on both sides of the vehicle in opposite directions of rotation is changeable.

The drive and the control by means of jet nozzles are in hydrofoil vehicles known. It is also known in hydrofoil vehicles, the thrust of the jet nozzles to use to obtain a buoyancy component. It is also common knowledge to generate a control effect by deflecting the nozzle jet. However, it prevails In the case of hydrofoil flight, force and equilibrium conditions that are known per se are, but with the help of the invention in a particularly simple and effective manner be taken into account by providing a control system according to the invention which the transfer of control forces similar to the control of an airplane to the watercraft enables.

The invention thus creates a new one at high speeds and improved control system for an underwater hydrofoil vehicle provided by that the control forces by deflecting the thrust vector of the main propulsion system be generated.

The invention provides a nozzle system, which the disadvantages of the earlier Control devices eliminated and this is advantageous when in the normal position of the Fluid jet, e.g. B. the gas jet of a turbo nozzle or a turbo blower motor or a water pump jet at an angle of approximately 10 ° with the horizontal forms.

The following applies to the arrangement of the shear vector: The axial component a given thrust vector creates the same acceleration energy at each Place of a rigid body. However, if they are at a perpendicular distance from that Center of gravity of the forces influencing the movement of the boat, d. H. the hydrodynamic Center of forces, there is a moment in the tilting direction around a transverse axis, the counteracted by changing the distribution of the lift of the wings must become.

The vertical component of the shear vector has a similar effect, if this is axially at a distance from the center of gravity. At theoretically cheapest Adjustment the thrust vector goes through the center of gravity, so that no moments occur around one of the axes going through the center of gravity.

The arrangement of the transverse component of the shear vector controls the Lateral control of the curve radius and the sequence of the maneuver. When the transverse force component attacks behind the center of gravity, it must act outwards from the center of rotation, to generate the desired moment that triggers the curve movement. This works then counteract the centripetal force caused by the hydrodynamic counteraction of the wings is generated, resulting in a larger curve radius. As the transverse component also acts above the center of gravity, becomes an undesirable heeling moment generated in the sense of a lateral inclination to the outside. If the shear force component is before attacks the center of gravity, it must act on the inside of the curve, whereby it acts in the same direction as the centripetal force and reduces the curve radius. Since the transverse component again acts above the center of gravity, it is generated they now have a heeling moment, which is exerted by the centrifugal force Counteracts moment.

Preferably, each of the nozzles consists of a rigid body connected over an arc of less than 90 ° backwards and downwards Arch part and one telescopically displaceable in this arch part along its arch path Nozzle tube with the nozzle opening at the free end. The nozzle pipes can thereby Via a lever mechanism actuated by cams with a control element for alternating opposite shift be connected.

The nozzle mouths can also be the free ends of the fuselage be rigidly connected, arched parts running backwards and downwards and each with a transverse nozzle opening opening at a greater angle to the longitudinal axis of the vehicle cooperate, the application of the transverse nozzle openings being variable. The transverse nozzles can branch off from the nozzle arch part and each can be acted upon Main nozzle and the associated cross nozzle by a common swivel slide be inversely proportionally changeable.

To "control" around the vehicle's transverse axis and around the vehicle's longitudinal axis, a guide flap pivotable about its horizontal transverse axis can be arranged in each thrust nozzle opening, the guide flaps preferably being connected to a control element by a mechanical linkage in the sense of an optionally uniform and / or counter-rotating swivel actuation . The guide flaps can be pivoted into a position in which they completely close off the nozzle orifice: The invention is explained in more detail below with reference to the drawings and exemplary embodiments. In the drawings, F i g. 1 is an oblique view of an underwater hydrofoil vehicle incorporating a control system according to the invention, FIG. 2 shows a plan view of the vehicle according to FIG. 1, with parts broken away for greater clarity, FIG. 3 is a side view, with parts also broken away for greater clarity, FIG. 4 is a partial sectional view taken along line 4-4 in FIG. 3, fig. 5 is a schematic perspective view of the vehicle according to the invention, showing the control mechanism for the lateral steering of the underwater hydrofoil vehicle, FIG. 6 one of the F i g. Fig. 5 is similar view schematically showing the tilt and roll control mechanism of the control system; F i g. 7 is a partial plan view of the mechanism of FIG. 6, fig. 8 a schematic side view of the underwater hydrofoil vehicle with a plan of forces, FIG. 9 is a schematic plan view of a modified embodiment of this invention, FIG. 10 shows a partial horizontal section through the embodiment according to FIG. 9, fig. 11 is a view taken in the direction of line 11-11 in FIG. 10 and FIG. 12 an oblique view of the actuating body which is used in the nozzle system according to FIG. 10 is used. The control system 10 is arranged in an underwater hydrofoil vehicle 11 having a hull 12 having front and rear underwater hydrofoils 13 and 14 , respectively, which lift the hull at a predetermined speed by means of their buoyancy above the waterline. The control system 10 includes two jet nozzles 16 and 17 which protrude from the front part of the fuselage on both sides.

In both hydrodynamic and aerodynamic types of jet propulsion systems, pivotable nozzles 16 and 17 and / or movable vertical and horizontal guide flap-like wings are arranged at the nozzle entrance for direction control and for generating an additional lifting force.

A turbo compressor or turbo fan 20 is approximately axially in the fuselage 12, with a suction port 21 near the stern 22 of the boat and with a pressure line 23 which is the connection between the outlet 24 of the machine 20 and a distribution chamber 25 forms in the region of the bow 26 of the fuselage 12 is arranged transversely to this. The distribution chamber 25 has opposite outlets 27 and 28, which are connected to the jet nozzles 16 and 17, respectively, through which the gases escape, thereby exerting a predetermined thrust on the fuselage and variable thrust direction and with an axial, a vertical and a transverse direction Exercise component.

The correct thrust angle O for the maximum power can, as follows, on the basis of FIG. 8 explained, can be determined. The thrust vector can attack at any point. The equations of the equilibrium of motion for wing lift are For the vertical forces: Lr -f- Lf + Tsin ƒ = W. (1) For the horizontal forces: Tcos o = Dr -I- D f -I- Da, (2) Lr Xr -f- Tcos o ht = Lf Xf + Tsin o Xt -f- Da ha, (3) where W = vehicle weight, T = nozzle thrust, L, = rear wing lift, Lf = front wing lift, Dr = rear wing and strut resistance, Df = front wing and strut resistance, Da = aerodynamic resistance, Xr = moment arm for Lr at the force center, Xf = moment arm for Lf at the force center, 91 Xt = moment arm for Tsk o at the force center , ht = moment arm for T.os o at the force center and ha = moment arm for Da is at the force center.

The forces generated by the wing and strut resistances point essentially in the direction of the hydronic center of forces or away from it. They therefore do not generate any moment around the transverse axis. With a thrust at an angle of attack O against the horizontal, the equations of equilibrium of the vertical and perpendicular forces can be simplified according to the formulas (1), (2), such as: Ltotal T Tsin o = W, (1 a) Tcos o = Dtotal (2 a) and in summary: Assuming that for the changes in lift in connection with the thrust angle remains constant, equation (4) can be written in the form: whereby The minimum thrust required for a given weight can be determined by taking the total derivative of with reference to O equals zero. This results in an expression of the form a sin O = cos O, from which it can be seen that is. Even if is not constant, but is a linear function in the area under consideration, the optimal outflow angle at minimum thrust is a function of the ratio of drag to lift. When determining the position of the thrust vector - as already said in the introduction to the description - the effect of the individual thrust components must be taken into account.

If the thrust acts on the hull in front of the center of gravity, the transverse component must be against the center of the curve in order to generate a lateral steering effect act, counteracting the centrifugal force and making the curve radius smaller will. When this force is applied above the center of gravity, it is generated they have a heeling moment, which is the moment exerted by centrifugal force reduced.

Therefore, the most favorable arrangement for the thrust vector is above and in front of the center of gravity, the thrust between two or more nozzles in such a way is distributed so that a heeling moment can be generated.

As best shown in Figs. 2, 3 and 4, each nozzle 16 and 17 is provided with a nozzle tube 30 with an outlet 32 which is pivotable against an arcuate fixed part 31 which is connected to the distribution chamber 25 at the outlets 27 and 28. The nozzle pipe 30 can be rotated about a vertical axis 33 and is telescopically displaceable against the fixed arched part 31 in order to deflect the thrust in a plane parallel to the line 4-4 in FIG. 3 reach.

The curved part 31 preferably contains two stationary guide surfaces 34 and 36 which are bent around the pivot point 33 and cooperate with corresponding guide surfaces 37 and 38 in the nozzle tube 30 in order to support the direction of the flow through the nozzles 16 and 17. The nozzle pipe 30 is rotatable relative to the curved part 31 by the nozzle deflection angle 39 and is sealed by sealing surfaces 41 which are arranged between the movable nozzle pipe 30 and the fixed curved part 31 (FIG. 4).

It is preferably one by the operator of the vehicle from the cockpit 42 in the vicinity of the machine 20 remote controls for moving the Nozzle pipes 30 are provided opposite the fixed curved parts 31. How best in Fig. 5, the remote control 45 includes a pulley 46, which is rotatably supported on a control shaft 47 having a control wheel 49, which can be operated by the guide. The pulley 46 is on the shaft 47 freely rotatable, which is reciprocable in bearings 51 which, for. B. at the bottom of the front deck 52 of the vehicle are attached. The pulley 46 is means of a rope 57 rotatable by actuating a foot pedal control 53 which has a cross bar includes, which is pivotable about a vertical axis 54, and foot pedals 56 having.

A rope 57 runs over sheaves 58 and around the sheave 46. This is, as explained below, connected by follower rollers 59 and 61 with two opposing push-pull rods 62 and 63, respectively, which lie on levers 64 and 65, about vertical ones To rotate shafts 66 and 67, which contain the vertical axes 33. The shafts 66 and 67 are connected to opposite lever arms 68 and 69, each of which is connected to a movable nozzle tube 30 of the nozzles 16 and 17, respectively, in order to pivot them about the vertical axes of rotation 33 against the fixed arch part 31, thereby the lateral Change the angle of the nozzle deflection of the side control nozzles.

The pulley 46 contains a cam guide groove 60 in which the follower rollers Roll off 59 and 61. The guide groove 60 closes a circular portion on one Side of its transverse axis and an elliptical part on the other side of the Transverse axis. In this way, when the pulley 46 runs through the foot pedals 56 is rotated, which is a roller in the circular part of the slot 60 and the others in the elliptical part of the slot 60. The moves in an appealing way Rod with the role following the circular part does not, while the other Rod, the role of which runs in the elliptical slot, is attracted to the with it associated nozzle to pivot outwardly away from the fuselage. One turn of the pulley 46 in the opposite direction swings the nozzle back to its normal backward direction directed position, while turning the opposite nozzle outwards is pivoted. With this arrangement, the nozzles adjust the lateral direction of the thrust relative to the fuselage for the purpose of steering around the vertical axis.

The shaft 47, which is connected to the steering wheel 48, is in the bearings 51 (FIG. 7) for actuating the nozzles 16 and 17 for control about the transverse axis movable back and forth. As best shown in FIG. 6 and 7 too can be seen a device 70, the linear reciprocating motion of the shaft 47 into a rotation of the shaft 71, which a rotatable baffle 72 in the vicinity the outlet opening 32 of each of the nozzle tubes 30 carries. The device 70 includes Means 73 for transmitting the axial movement of the shaft 47 in a simultaneous and rotation of the transverse shafts 74 and 75 in the same direction; which in turn each have a flap 72 via rack and pinion 76 and 77, rotate a horizontal shaft 78 which is via a belt 79 the shaft 71 and thus the flap 72 relative to the nozzle outlet 32 rotates to either open or close this or a vertical thrust jet deflection to adjust. In this way, the inclination of the thrust forces through the device 70 controlled to the bow 26 of the hull 12 by sliding the shaft 47 against the Push bow 26 downwards or move it upwards by pulling shaft 47.

The control around the longitudinal axis of the vehicle is also carried out by means of of the flaps 72 and the device 70 to the flaps 72 for generating heeling forces to use. To this end, the device 70 includes a connection 80 which responsive to rotation of shaft 47 to shafts 74 and 75 and hence the flaps 72 on the nozzles on both sides about their axes of rotation 71 in opposite directions to turn.

Therefore, when the steering wheel 48 is pushed or pulled axially, it rotates the shaft 47 both flaps 72 together up or down to the longitudinal inclination of the trunk and to control the lifting force. However, if the steering wheel is in a predetermined Is rotated in the axial position, the flaps are rotated in opposite directions, about the heel, d. H. to counteract the lateral inclination of the fuselage.

Referring to FIG. 9-11, a modified embodiment of the invention is shown which includes additional nozzles on each jet nozzle 16 ' and 17' which extend laterally outwardly from the fuselage 12 ', which is similar to the first embodiment 12. Each nozzle 16 'and 17' has separate transverse nozzle openings 81 and 82 and axial thrust openings 83 and 84 Controlled swivel slide 86, which is pivotable about an axis 87 for the purpose of changing the exit cross-section and thus the thrust of the nozzles. F i g. 12 shows such a swivel slide. The axial thrust nozzles 83 and 84 are provided with guide flaps 88 which can be pivoted about a horizontal axis of rotation to close and open or to deflect the jet of the thrust nozzles 83 and 84. The flaps 88 can be controlled by a device similar to the previously described device in the first embodiment, whereas the pivoting slides 86 can be controlled by a device similar to the device 45 of the first embodiment.

The flaps 88 of this second embodiment are like that Flaps 72 of the first embodiment suitable for preventing the ingress of foreign matter; z. B. water, in the nozzles 16 and 17 or 83 and 84 to prevent, when the vehicle 12 dips its hull into the water in rough seas.

The nozzles 16 'and 17' are connected to outlets 27 'and 28' of the distribution chamber 25 'in connection, which exhaust gases from a turbo compressor, turbo fan or a water pump, similar to the engine 20 of the first embodiment. In all other parts, the two embodiments are the same.

Claims (7)

Claims: 1. Control system for an underwater hydrofoil vehicle with a front and a rear wing and with a device for generating a propellant gas that comes from two nozzles, which are symmetrical to the central longitudinal axis of the vehicle are arranged, exits and each generates a thrust that the propulsion and the control of the vehicle is used, jd a d u r c h e k e n nz e i c h n e t that the nozzles (10) in the front half of the vehicle (12) in their direction of thrust are arranged inclined forward and upward in such a way that their resulting thrust vector (n in its normal or zero position is the line connecting the points of application the forces acting on the wings before the center of gravity of these forces (hydrodynamic Center of forces) and that the direction of the thrust jet is opposite to each nozzle the normal or zero position is variable, with reference to the vertical axis of the vehicle the direction of the thrust jet from the nozzle on one or the other side of the vehicle, in relation to the transverse axis of the vehicle, the direction of the thrust jets of the nozzles of both Vehicle sides in the same direction of rotation and with respect to the vehicle's longitudinal axis the direction of the thrust jet of each of the nozzles on both sides of the vehicle in opposite directions Direction of rotation is changeable. 2. Control system according to claim 1, characterized in that that each of the nozzles (10) consists of a rigidly connected to the fuselage (12), via a Arch of less than 90 ° backwards and downwards arched part (31) and one in this curved part (31) along its curved path telescopically displaceable nozzle tube (30), at the free end of which the nozzle orifice is located. 3. Tax system according to Claim 2, characterized in that the nozzle tubes (30) via a cam (59, 60) actuated lever end (62 to 64, 67, 68, 71, 72) with a control member (56) are connected for alternating opposite displacement. 4. Control system according to claim 1, characterized in that the nozzle orifices (83, 84) are the free ends of the hull (12 ') rigidly connected to the back and downward extending arcuate parts (16', 17 ') and each with an in A transverse nozzle opening (81, 82) opening out at a greater angle to the longitudinal axis of the vehicle interacts, with the application of the transverse nozzle openings (81, 82) being variable. 5. Control system according to claim 4, characterized in that that the transverse nozzles branch off from the nozzle arch part (16 ', 17') and the application each main nozzle (83, 84) and the associated transverse nozzle (81, 82) by a common one Swivel slide (86) can be changed in inverse proportion. 6. Tax system according to one of the preceding claims, characterized in that in each thrust nozzle mouth a guide flap (72, 88) pivotable about the horizontal transverse axis (71, 89) thereof is. 7. Control system according to claim 6, characterized in that the guide flaps (72, 88) are connected to a control member (48) by a mechanical linkage in the sense of an optionally uniform and / or counter-rotating swivel actuation. B. Control system according to claim 6 or 7, characterized in that the guide flaps (72, 88) can be pivoted into a position in which they completely close the nozzle mouth. Considered publications: German Patent Nos. 94 913,125192, 834 205, 845 319, 852 817, 860152; German Auslegeschrift No. 1092 802; Belgian Patent No. 509 515; French Patent Nos. 976 328, 1263 422; U.S. Patent Nos. 1,716,400, 2,980,047, 3,149,600 ; Motorboat & Yachting magazine, 1958, p. 189.