CN111506985B - Design method of AUV (autonomous underwater vehicle) zero-attack-angle passive buoyancy regulating system - Google Patents
Design method of AUV (autonomous underwater vehicle) zero-attack-angle passive buoyancy regulating system Download PDFInfo
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Abstract
The invention provides a design method of an AUV zero attack angle passive buoyancy adjusting system for solving the problems of buoyancy and attack angle in the AUV navigation process of large diving depth and long navigation range, wherein the buoyancy adjusting system comprises an oil pressure compensator, an air pressure compensator and winglets; during specific design, the oil pressure compensator and the air pressure compensator are subjected to optimized combined design according to different working characteristics of the oil pressure compensator and the air pressure compensator, the number of the air pressure compensator and the oil pressure compensator and the corresponding initial pressure and volume are finally determined, and buoyancy difference caused by mismatching of AUV and seawater compression ratio is passively compensated, namely, the air bag and the oil bag are driven by the pressure applied to the AUV at different depths; in addition, the attack angle and the position of the winglet are analyzed and calculated to passively adjust the navigation attack angle of the AUV, and the force and the moment generated by the winglet are acted on the force and the moment generated by the AUV, so that the AUV is ensured to navigate at the zero attack angle at low speed. Finally, neutral buoyancy sailing at a zero attack angle is realized, and the method has important research significance and application value for reducing the driving power consumption of the AUV, improving the sailing range and realizing long-sailing range deep sea scientific investigation, resource detection and marine military strategy.
Description
Technical Field
The invention relates to the technical field of underwater robots, in particular to a design method of an AUV (autonomous underwater vehicle) zero-attack-angle passive buoyancy regulating system.
Background
When the long-range AUV is at different working water depths, buoyancy can be changed to a certain extent, especially, the net buoyancy of the body tends to be increased along with the increase of the water depth, generally, the AUV has a small attack angle in the depth-fixed navigation process, the body is used as a lifting surface to overcome the net buoyancy, but great resistance can be brought at the same time, and researches show that the navigation resistance of the AUV can be increased by using a certain navigation attack angle, so that the energy consumption is increased, the range is reduced, and therefore, the overcoming of the navigation attack angle is one of key factors for reducing the energy consumption and improving the range.
Most of the buoyancy regulating systems used today are active buoyancy regulating systems, for example, the american submersible "ALVIN" uses an adjustable ballast tank type buoyancy regulating device; the long-range URASHIMA AUV developed in Japan adopts a variable volume buoyancy regulating device; the invention patent with the publication number of CN104670439B discloses a buoyancy adjusting method of an AUV, which realizes buoyancy adjustment by changing the size of buoyancy by changing the amount of seawater sucked and discharged; in addition, in order to ensure that the aircraft can maintain the safety communication between neutral buoyancy and the water surface at different depths, a buoyancy adjusting system consisting of an oil pressure buoyancy adjusting system and a pneumatic buoyancy compensating system is designed by Shenyang automation research institute of Chinese academy of sciences in 2019. Therefore, the existing active buoyancy adjusting mode carries out buoyancy feedback through a sensor and then drives a corresponding adjusting part through a motor to carry out buoyancy compensation, although the active buoyancy adjusting mode has the advantages of fast dynamic response and high control precision, the active buoyancy adjusting mode needs to be driven continuously or frequently in the zero-attack-angle neutral buoyancy adjusting process, so that the energy of a system can be consumed, and a certain problem exists in the aspect of long-range application.
Internationally, the automatic Long Range adopts a passive buoyancy regulating system, which consists of an oil pressure compensator and an air pressure compensator, and is verified to be capable of realizing buoyancy regulation of the AUV without any moving part, however, in the scheme, the buoyancy compensator does not consider the optimal design of adapting to the environment and the specific application scene, and in practical application, particularly in the Long-Range AUV sailing process, the compression ratio of the AUV and seawater may be unmatched, which causes a certain buoyancy difference and causes a certain influence on buoyancy regulation.
Disclosure of Invention
The invention provides a design method of an AUV zero attack angle passive buoyancy regulating system for solving the problems of buoyancy and attack angle in the process of AUV navigation with large diving depth and long navigation range.
The invention is realized by adopting the following technical scheme that the design method of the AUV zero attack angle passive buoyancy regulating system comprises an air pressure compensator, an oil pressure compensator and winglets, wherein the air pressure compensator and the oil pressure compensator are arranged at the position of a floating center in an AUV carrier, and the winglets are arranged on an AUV body; the passive buoyancy regulating system is designed in the following way:
A. design atmospheric pressure compensator and oil pressure compensator to confirm atmospheric pressure compensator and oil pressure compensator's corresponding number and corresponding initial pressure and volume, specifically include:
a1, constructing a mathematical model of the buoyancy change of the AUV at different depths;
a2, establishing a mathematical model of the buoyancy adjusting process of the oil pressure compensator;
a3, establishing a mathematical model in the buoyancy adjustment process of the air pressure compensator;
a4, based on the mathematical model established by A1-A3, carrying out optimization combination design on the air pressure compensator and the oil pressure compensator, and finally obtaining the corresponding number of the air pressure compensator and the oil pressure compensator and the corresponding initial pressure and volume;
B. the attack angle and the position of the winglet are designed based on the AUV model, so that the force and the moment generated by the winglet are applied to the force and the moment generated by the AUV, and the navigation of the AUV at a zero attack angle is ensured.
Further, in the step B, when designing the winglet, the following method is specifically adopted:
(1) AUV-based forward speed u, pitch angle theta and horizontal rudder angle deltasDetermining a longitudinal force X, a vertical force Z and a pitching moment M generated by the AUV;
(2) the longitudinal force L, the vertical force D and the moment M generated by the wingletωActing on the forces and moments generated by the AUV, we obtain:
X-L sinθ+D cosθ＝0 (11)
Z+L cosθ+D sinθ＝0 (12)
M+Mω-Lxwcosθ-Dxwsinθ＝0 (13)
wherein x iswThe position of the winglet on the AUV;
further, it is possible to obtain:
then there are:
thereby obtaining the angle of attack alpha and the position x of the wingletw。
Further, in the step a1, based on the main factors causing the change of the seawater density, a mathematical model of buoyancy change is established, and the relationship between the change of the AUV buoyancy and the temperature, salinity and depth is obtained:
ΔB＝ρ0gV0Δt(αω-αv)+ρ0gV0ΔP(βω-βv)-ρ0gV0(αωαvΔt2-βωβvΔP2)+709ΔSgV0
wherein, betaωExpressing the volumetric compressibility of seawater, betavRepresenting the overall compressibility factor, alpha, equivalent under pressureωDenotes the coefficient of thermal expansion, alpha, of seawatervIndicating equivalent bulk thermal expansionThe coefficient, S, represents salinity.
Further, in the step a4, when performing the optimal combination design, the following method is specifically adopted:
(1) designing a multi-objective optimization model
Wherein k is the space allowed by the buoyancy adjusting mechanism, m is the number of oil pressure compensators, n is the number of air pressure compensators, and i and j respectively represent the ith and the j th oil pressure compensators and the air pressure compensators;
then there are:
Fi oil＝ρLiquid for treating urinary tract infectiongΔVi oil＝ρLiquid for treating urinary tract infectiongη(p(h)-pi0 oil)Vi0 oil,i＝0,1...m
Fj Qi＝ρLiquid for treating urinary tract infectiongΔVj Qi＝ρLiquid for treating urinary tract infectiong(Vj0 gas-Pj0 gasVj0 gas/P(h)),j＝0,1...n
(2) Setting an optimization target: under the constraint condition, making the multi-target function F (X) be [ f1(x), f2(x)]TThe value of (d) is minimal;
(3) and performing combined optimization design to obtain an optimal air bag oil bag volume quantity combination scheme.
Further, when the combined optimization design is performed, optimization is performed based on an intelligent queue optimization method, specifically:
(1) assume that the set of one solution in the feasible domain is:
C＝(C1,…,Cl,…CL)；
feasible solution ClFor a set of vectors under constraints
Wherein the content of the first and second substances,
(2) firstly, initializing an oil bag, an air bag volume and a quantity feasible solution set C, determining the variation quantity t and a sampling interval, and calculating the probability of each feasible solution as an updating direction, wherein the feasible solution refers to a volume and quantity combination scheme of an oil pressure compensator and an air pressure compensator;
(3) selecting an updating direction in the group of solutions by adopting a roulette method, wherein each feasible solution reduces or expands the sampling interval of each independent variable according to whether an iteration stopping condition is met or not;
(4) forming t groups of feasible solutions according to the sampling interval, wherein each feasible solution refers to the optimal solution in the t groups of feasible solutions, namely finding f (C)1),…,f(Ct) Updating the combined scheme of the volume and the quantity of the air pressure compensator and the oil pressure compensator corresponding to the medium optimal value to the optimal direction until the iteration times meet the requirement or the change range of the optimal value is smaller than a certain minimum value within a certain number of times;
(5) and finally, taking the optimal air bag and oil bag volume quantity combination scheme in the current solution set as a final solution.
Compared with the prior art, the invention has the advantages and positive effects that:
the scheme combines the combined optimization design of the air bag oil bag and the winglet, and solves the problems of buoyancy and attack angle in the AUV navigation process with large diving depth and long navigation range; the air pressure compensator and the oil pressure compensator are optimally combined according to different working characteristics of the air pressure compensator and the oil pressure compensator, so that the buoyancy difference caused by mismatching of the compression ratios of the AUV and the seawater can be passively compensated, namely, the air bag and the oil bag are driven by the pressure applied to the AUV at different depths in a corresponding way; the winglet of the AUV is designed and fixed on the AUV body in advance to passively adjust the navigation attack angle of the AUV, the attack angle and the position of the winglet are calculated based on the AUV model, and the force and the moment generated by the winglet are applied to the force and the moment generated by the AUV, so that the AUV navigates at a zero attack angle at a low speed. Based on the design of the adjusting system, zero energy consumption can be really achieved, neutral buoyancy sailing at a zero attack angle is realized, and the adjusting system has important research significance and application value for reducing the driving power consumption of the submersible vehicle and realizing long-range deep sea scientific investigation, resource detection and marine military strategy.
Drawings
FIG. 1 is a schematic diagram of AUV coordinate system and winglet force analysis according to an embodiment of the invention;
FIG. 2 is a schematic view of a curve of buoyancy variation with depth in different buoyancy adjustment modes according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a process of queue intelligent energy optimization according to an embodiment of the present invention.
Detailed Description
In order to make the above objects, features and advantages of the present invention more clearly understood, the present invention will be further described with reference to the accompanying drawings and examples. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.
Generally, in order to balance the forces during the course of a depthkeeping navigation, the AUV needs to have a downward attack angle at the bow part, and uses the body as a lifting surface to balance other forces, but this also brings about a large resistance and increases the energy consumption. The scheme provides a design method of a passive buoyancy regulating system, wherein the passive buoyancy regulating system comprises an air pressure compensator, an oil pressure compensator and a winglet; during specific design, the oil pressure compensator and the air pressure compensator are subjected to optimized combined design according to different working characteristics of the oil pressure compensator and the air pressure compensator, the number of the air pressure compensator and the oil pressure compensator and the corresponding initial pressure and volume are finally determined, and buoyancy difference caused by mismatching of AUV and seawater compression ratio is passively compensated, namely, the air bag and the oil bag are driven by the pressure applied to the AUV at different depths; in addition, winglets are added on the aircraft, the attack angle and the position of the winglets are determined based on the AUV model, the force and the moment generated by the winglets are acted on the AUV, and finally the neutral buoyancy and zero attack angle navigation of the AUV are realized. The design principle of the present invention will be described in detail with reference to specific technical solutions.
A design method of an AUV zero-attack-angle passive buoyancy regulating system specifically comprises the following steps:
1. near neutral buoyancy adjustment based on optimal combination of air pressure compensator and oil pressure compensator
(1) Basic design principle:
three buoyancy balance compensators are carried at the position of the floating center in the long-range AUV carrier, and the three buoyancy balance compensators are respectively: oil pressure compensator and atmospheric pressure compensator (low pressure gas compensator, high-pressure gas compensator), the compression condition of three kinds of compensators under the different degree of depth of this scheme utilization is different, makes it mutually support the buoyancy change of compensation AUV under different working depth to make AUV reach nearly neutral buoyancy.
As shown in fig. 2, the 4 curves in the figure are schematic diagrams of buoyancy changes with depth without adjustment, low pressure compensation, low pressure + oil pressure + high pressure compensation, respectively, from top to bottom. Typically, the AUV provides 11N positive buoyancy at the surface to ensure safety, and the passive buoyancy adjustment system designed in this solution aims to maintain a net buoyancy between 0 and 10N (for safety reasons, current designs of AUVs do not provide negative buoyancy). The air pressure compensator can be compressed quickly under pressure, so that the buoyancy is reduced quickly; the oil pressure compensator compensates the low compressibility of the AUV faster than the seawater and acts slower than the air pressure compensator, so that the static buoyancy of the AUV can be maintained within an allowable range under the combined action of the air pressure compensator and the oil pressure compensator; by optimizing the combination of the two, the AUV can maintain approximately neutral buoyancy.
(2) Designing the air pressure compensator and the oil pressure compensator to determine the corresponding number, the corresponding initial pressure and the corresponding volume, wherein the process is as follows:
1) and constructing a mathematical model of buoyancy change of the AUV at different depths
The temperature, salinity and depth of seawater can be changed when the AUV sails, meanwhile, the volume of the AUV can also be changed along with the change of the depth, and the buoyancy change caused by the change of the density of the seawater is inconsistent with the buoyancy change caused by the change of the volume of the AUV, so that the buoyancy of the AUV is greatly changed to influence the sailing performance of the AUV. The main factors causing the change of the seawater density comprise temperature, salinity and pressure, a mathematical model of buoyancy change is established, and the relation between the AUV buoyancy change and the temperature, the salinity and the depth is obtained:
ΔB＝ρ0gV0Δt(αω-αv)+ρ0gV0ΔP(βω-βv)-ρ0gV0(αωαvΔt2-βωβvΔP2)+709ΔSgV0
wherein beta isωExpressing the volumetric compressibility of seawater, betavRepresenting the overall compressibility factor, alpha, equivalent under pressureωDenotes the coefficient of thermal expansion, alpha, of seawatervRepresents the equivalent overall coefficient of thermal expansion and S represents salinity.
2) Establishing a mathematical model of the buoyancy adjusting process of the oil pressure compensator
Obtaining an oil pressure compensator buoyancy system adjusting model:
ΔVoil＝ηΔp(h)V0＝η(p(h)-p0)V0
Where eta is the liquid compressibility, h is the AUV submergence depth, V0For the initial volume of the oil pressure compensator, Δ P is the difference between the pressure at different depths and the initial pressure, P0The initial pressure of the oil pressure compensator is P, which is the pressure at different depths and changes along with the change of the depths.
The buoyancy change model of the oil pressure compensator can be obtained according to the Archimedes buoyancy law:
Foil＝ρLiquid for treating urinary tract infectiongΔVOil＝ρLiquid for treating urinary tract infectiongηΔp(h)V0
Where ρ isLiquid for treating urinary tract infectionIs the density of the seawater at the current depth.
3) Establishing a mathematical model of the buoyancy adjusting process of the air pressure compensator:
the method for obtaining the buoyancy system adjustment model of the air pressure compensator according to the Boyle's law of gas comprises the following steps:
ΔVqi (Qi)＝V0-P0V0/P(h)
Wherein h is the submergence depth of AUV, V0Is the initial volume of the pressure compensator, P0For the initial pressure of the air pressure compensator, P is the pressure at different depths, which varies with the depth.
The buoyancy change model of the air pressure compensator is obtained according to the Archimedes buoyancy law:
Fqi (Qi)＝ρLiquid for treating urinary tract infectiongΔVQi (Qi)＝ρLiquid for treating urinary tract infectiong(V0-P0V0/P(h))
In the formula, ρLiquid for treating urinary tract infectionIs the density of the seawater at the current depth.
4) Optimal design of air pressure compensator and oil pressure compensator
According to the above analysis, the factors affecting the passive buoyancy adjustment are mainly: the number of the air pressure compensators and the oil pressure compensators and the corresponding initial pressure and volume have the final effect that the occupied space is minimum under the condition of ensuring the AUV neutral buoyancy; accordingly, the following multi-objective optimization model is designed:
k is the space allowed by the buoyancy regulating mechanism.
In the above formula, m oil pressure compensators and n air pressure compensators are provided, i and j are the ith and the jth oil pressure compensator and the air pressure compensator, V, respectivelyi0 oil、Pi0 oil、Fi oilRespectively the initial volume, initial pressure and generated buoyancy of the ith oil pocket, Vj0 gas、Pi0 gas、Fj QiThe initial volume, initial pressure and generated buoyancy of the jth air bag, and if delta B is the change of buoyancy borne by the AUV under different depths, the delta B is the change of the buoyancy borne by the AUV;
Fi oil＝ρLiquid for treating urinary tract infectiongΔVi oil＝ρLiquid for treating urinary tract infectiongη(p(h)-pi0 oil)Vi0 oil,i＝0,1...m
Fj Qi＝ρLiquid for treating urinary tract infectiongΔVj Qi＝ρLiquid for treating urinary tract infectiong(Vj0 gas-Pj0 gasVj0 gas/P(h)),j＝0,1...n
Setting an optimization target: under constraints, the multi-objective function f (x) ═ f1(x), f2(x)]TThe value of (d) is minimal;
in this embodiment, in the specific optimization process, as shown in fig. 3, a queue intelligent optimization method is used for optimization, specifically:
assume that a set of solutions in a feasible domain is C ═ C (C)1,…,Cl,…CL) Wherein the feasible solution ClFor a set of vectors under constraints
Wherein, the first and the second end of the pipe are connected with each other,
firstly, initializing an oil sac and an air sac volume and quantity feasible solution set C, and determining variation quantity t and sampling interval;
calculating the probability of each feasible solution (the volume and quantity combination scheme of the hydraulic pressure compensator) as an updating direction;
selecting the updating direction in the group of solutions by adopting a roulette method;
fourthly, each feasible solution reduces or expands the sampling interval of each independent variable according to whether the iteration stopping condition is met or not;
forming t groups of feasible solutions according to sampling intervals;
sixthly, each feasible solution refers to the optimal solution in the t groups of feasible solutions, namely f (C) is found1),…,f(Ct) Updating the hydraulic compensator volume and quantity combination scheme of the air pressure compensator corresponding to the medium optimal value to the optimal direction;
seventhly, until the iteration times meet the requirements or the change range of the optimal value is smaller than a certain minimum value within a certain number of times;
and finally, taking the optimal air bag oil capsule volume and quantity combination scheme in the current solution set as a final solution.
The scheme optimizes and combines the air pressure compensator and the oil pressure compensator according to different working characteristics of the air pressure compensator and the oil pressure compensator, so that the occupied space is minimum under the condition of ensuring the AUV neutral buoyancy, the buoyancy at the working depth required by a task is adjusted to be approximately neutral, the drag reduction of a navigation body is realized, the power consumption is reduced, and the endurance is prolonged.
2. Zero angle of attack neutral buoyancy adjustment design based on winglets
Because in actual depthkeeping navigation, especially in low-speed navigation, the AUV can produce certain navigation angle of attack to realize the balance of power to need to press certain horizontal rudder angle to realize the balance of moment, this has increased navigation resistance on the one hand, and then has increased the energy consumption, and on the other hand has reduced the effective control range of rudder piece. Therefore, the scheme solves the problems by designing and adding the winglets, the force and the moment generated by the winglets at certain attack angles and positions can offset the residual force and the moment of other parts of the AUV, so that the angles and the positions of the winglets are reversely pushed out, the attack angles in the sailing process are reduced, more energy sources can be saved, and the effective control range of the horizontal rudder can be increased.
(1) Description of design principle:
assuming that the AUV is neutral buoyancy, the AUV is subject to propeller thrust XNModeling is as follows:
wherein the content of the first and second substances,
is the volume drag coefficient;
volume of AUV; rho is water density;
to achieve the balance of AUV forces and moments, a dynamic equation is established relative to the AUV, and the transformation between coordinates of the ground coordinate system and coordinates of the body coordinate system is shown in equation (2), where θ is the pitch angle of the AUV
The forces and moments generated by the winglet are applied to the AUV, although the winglet will affect the movement of the water stream around the AUV body, thereby generating new forces and moments, assuming that this effect is small and can be neglected without causing a large loss of accuracy.
Forces and moments X, Z and M generated by the AUV body and L, D and M generated by the wingletωAs shown in fig. 1, the forces and moments generated by the AUV body are shown in equations (3, 4, 5):
wherein, X'qq，X′ωq，X′uu，
X′ωω，Z′q，Z′ω|q|，Z′0，Z′ω，Z′ω|ω|，
M′q|q|，M′q，M′|ω|q，M′0，M′ω，M′ω|ω|，
Equal hydrodynamic parameters of the AUV; b is buoyancy of full drainage; mg is gravity; l is AUV length; x is the number ofG，zG，xB，zBAUV center and floating center positions; u, ω, p, q are the velocity and angular velocity of the AUV; theta is an AUV pitch angle; deltasIs a horizontal rudder angle.
Lift, drag and moment (L, D and M) generated by wingletsω) Formula for calculation such asThe following:
ARthe area of the winglet, the lift coefficient, the drag coefficient and the moment coefficient (C)Lω，CDω，CMω) Calculated from the geometry of the winglet according to empirical equations, due to CLωAnd CDωItem is asymmetric, this embodiment is for CLωThe coefficients are corrected. The original equation is given in (9), and the modified equation is given in (10).
The equation calculates the span, root tip chord, quarter chord slope and angle of attack (α) for a given airfoil and tip section, resulting in lift, drag and moment coefficients for the described control surface.
(2) Analysis according to the above principles illustrates that at a given forward velocity (u), pitch angle (θ) and horizontal rudder angle (δ)s) In the case of (3), the force and moment applied to the AUV can be obtained. Solving an equation under the constraint of depth-keeping navigation to obtain a pitch angle (theta) and a horizontal rudder angle (delta)s) And propeller motor thrust (X)N) Where ω is 0 and u is a constant;
X-L sinθ+D cosθ＝0 (11)
Z+L cosθ+D sinθ＝0 (12)
M+Mω-Lxwcosθ-Dxwsinθ＝0 (13)
wherein xwFor the position of the winglet on the AUV, the sum can be:
substituting the relevant parameters to calculate the attack angle alpha and the position x of the wingletw。
The winglet of the AUV is designed and fixed on the AUV body in advance, the navigation attack angle of the AUV is passively adjusted, the winglet attack angle and the winglet position are calculated based on the AUV model, and the force and the moment generated by the winglet are applied to the force and the moment generated by the AUV, so that the AUV can navigate at the constant depth at the zero attack angle at low speed.
In summary, the passive buoyancy adjusting system composed of the air pressure compensator, the oil pressure compensator and the winglets is designed in the scheme, the winglets of the AUV are designed and fixed on the AUV body in advance, the sailing attack angle of the AUV is passively adjusted, the winglet attack angle and the winglet position are calculated based on the AUV model, force and moment generated by the winglets are applied to the AUV, and the zero attack angle sailing of the AUV is guaranteed. The adjustment mode really achieves zero energy consumption, neutral buoyancy sailing with a zero attack angle is achieved, and the adjustment mode has important research significance and application value for reducing the driving power consumption of the submersible vehicle and achieving long-range deep sea scientific investigation, resource detection and marine military strategy.
The above description is only a preferred embodiment of the present invention, and not intended to limit the present invention in other forms, and any person skilled in the art may apply the above modifications or changes to the equivalent embodiments with equivalent changes, without departing from the technical spirit of the present invention, and any simple modification, equivalent change and change made to the above embodiments according to the technical spirit of the present invention still belong to the protection scope of the technical spirit of the present invention.
Claims (4)
1. A design method of an AUV (autonomous underwater vehicle) zero-attack-angle passive buoyancy regulating system is characterized in that the passive buoyancy regulating system comprises an air pressure compensator, an oil pressure compensator and winglets, wherein the air pressure compensator and the oil pressure compensator are arranged at the position of a floating center inside an AUV carrier, and the winglets are arranged on an AUV body; the passive buoyancy regulating system is designed in the following way:
A. design atmospheric pressure compensator and oil pressure compensator to confirm atmospheric pressure compensator and oil pressure compensator's corresponding number and corresponding initial pressure and volume, specifically include:
a1, constructing a mathematical model of the buoyancy change of the AUV at different depths;
a2, establishing a mathematical model of the buoyancy adjusting process of the oil pressure compensator;
a3, establishing a mathematical model in the buoyancy adjustment process of the air pressure compensator;
a4, based on the mathematical model established by A1-A3, carrying out optimization combination design on the air pressure compensator and the oil pressure compensator, and finally obtaining the corresponding number of the air pressure compensator and the oil pressure compensator and the corresponding initial pressure and volume;
B. the attack angle and the position of the winglet are designed based on the AUV model, so that the force and the moment generated by the winglet counteract the residual force and the moment of other parts of the AUV, and the AUV is ensured to sail at the fixed depth at the zero attack angle.
2. The design method of the AUV zero-angle-of-attack passive buoyancy regulating system according to claim 1, wherein: in the step B, when designing the winglet, the following method is specifically adopted:
(1) AUV-based forward speed u, pitch angle theta and horizontal rudder angle deltasDetermining a longitudinal force X, a vertical force Z and a pitching moment M generated by the AUV;
(2) the longitudinal force L, the vertical force D and the moment M generated by the wingletωActing on the forces and moments generated by the AUV, we obtain:
X-L sinθ+D cosθ＝0 (11)
Z+L cosθ+D sinθ＝0 (12)
M+Mω-Lxwcosθ-Dxwsinθ＝0 (13)
wherein x iswThe position of the winglet on the AUV;
further, it is possible to obtain:
then there are:
thereby obtaining the angle of attack alpha and the position x of the wingletw。
3. The design method of the AUV zero-angle-of-attack passive buoyancy regulating system according to claim 1, wherein: in A1, based on the main factors causing the change of seawater density, a mathematical model of buoyancy change is established to obtain the relationship between AUV buoyancy change and temperature, salinity and depth:
ΔB＝ρ0gV0Δt(αω-αv)+ρ0gV0ΔP(βω-βv)-ρ0gV0(αωαvΔt2-βωβvΔP2)+709ΔSgV0
wherein, betaωExpressing the volumetric compressibility of seawater, betavRepresenting the overall compressibility factor, alpha, equivalent under pressureωDenotes the coefficient of thermal expansion, alpha, of seawatervRepresents the equivalent overall coefficient of thermal expansion and S represents salinity.
4. The design method of the AUV zero-angle-of-attack passive buoyancy regulating system according to claim 3, wherein: in the step a4, when performing the optimal combination design, the following method is specifically adopted:
(1) designing a multi-objective optimization model
Wherein k is the space allowed by the buoyancy regulating mechanism, m is the number of oil pressure compensators, n is the number of air pressure compensators, i and j respectively represent the ith and the jth oil pressure compensators and the air pressure compensators, and Vi0 oil、Pi0 oil、Fi oilRespectively the initial volume, initial pressure and generated buoyancy of the ith oil pocket, Vj0 gas、Pi0 gas、Fj QiThe initial volume, the initial pressure and the generated buoyancy of the jth air bag, and delta B is the change of the buoyancy borne by the AUV at different depths;
then there are:
Fi oil＝ρLiquid for treating urinary tract infectiongΔVi oil＝ρLiquid for treating urinary tract infectiongη(p(h)-pi0 oil)Vi0 oil,i＝0,1...m
Fj Qi＝ρLiquid for treating urinary tract infectiongΔVj Qi＝ρLiquid for treating urinary tract infectiong(Vj0 gas-Pj0 gasVj0 gas/P(h)),j＝0,1...n
(2) Setting an optimization target: under the constraint condition, making the multi-target function F (X) be [ f1(x), f2(x)]TThe value of (d) is minimal;
(3) and performing combined optimization design to obtain an optimal airbag oil sac volume quantity combined scheme.
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