CN113859492A - Underwater vehicle based on air cabin control floating and diving - Google Patents
Underwater vehicle based on air cabin control floating and diving Download PDFInfo
- Publication number
- CN113859492A CN113859492A CN202111140322.2A CN202111140322A CN113859492A CN 113859492 A CN113859492 A CN 113859492A CN 202111140322 A CN202111140322 A CN 202111140322A CN 113859492 A CN113859492 A CN 113859492A
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- Prior art keywords
- air
- propulsion device
- underwater vehicle
- connecting rod
- propeller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
- B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
- B63G8/08—Propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
- B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
- B63G8/14—Control of attitude or depth
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
- B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
- B63G8/14—Control of attitude or depth
- B63G8/16—Control of attitude or depth by direct use of propellers or jets
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Toys (AREA)
Abstract
The invention discloses an underwater vehicle for controlling floating and diving based on an air chamber, which comprises a main chamber body, wherein a left screw propeller propulsion device, a right screw propeller propulsion device and a tail screw propeller propulsion device are respectively arranged on the main chamber body, the main chamber body comprises a shell, a sealed chamber, an air hole I, an air chamber unit and a guide rail, the air hole I is arranged on the shell, the sealed chamber is arranged in the shell, the air chamber unit which controls buoyancy distribution through position movement is arranged on the guide rail, and the air hole I is communicated with the air chamber unit. The guide rail in the main cabin body is matched with the four independently controllable air cabin units, so that the buoyancy distribution is adjusted more flexibly, and the adaptation degree of the aircraft under different water conditions is increased; the appearance of the aircraft is streamlined, the resistance is reduced, the aircraft can freely move in water, and the actions of floating, diving, steering, rolling, hovering and the like are flexibly finished; the buoyancy supplies source air, so that the cleaning and the high efficiency are realized; the rotating device consists of double rotating shafts and can rotate flexibly.
Description
Technical Field
The invention belongs to an underwater vehicle, and particularly relates to an underwater vehicle for controlling floating and diving based on an air cabin.
Background
The ocean resource exploitation is an important part of the ocean strong strategy, the problems are more and more complicated along with the deep development and utilization degree of ocean resources, and the ocean information acquisition and information exploitation by only manpower are obviously impractical. Under the large background, underwater vehicles are increasingly becoming important tools for developing oceans, and the application field of the underwater vehicles is also continuously expanding.
Conventional aircraft typically calculate the center of gravity and center of buoyancy position prior to entering the water, and then balance the aircraft in motion based on the calculated center of gravity and center of buoyancy position. However, this approach does not allow the vehicle to adapt well to different water conditions, and imbalances can easily occur in low current or high wave water conditions, which greatly limits the proper operation of the vehicle.
Therefore, a better buoyancy adjustment mode needs to be developed, so that the floating state of the aircraft can be adjusted in time under different water conditions, and the working adaptability of the aircraft is improved; meanwhile, the development of the buoyancy adjustment mode of the aircraft should follow the principles of flexible and timely adjustment, simple design and low cost.
Disclosure of Invention
The purpose of the invention is as follows: in order to overcome the defects in the prior art, the invention aims to provide the underwater vehicle based on the air tank control floating and submerging, which is flexible to adjust, good in water condition adaptability and stable in operation.
The technical scheme is as follows: the invention relates to an underwater vehicle for controlling floating and diving based on an air chamber, which comprises a main chamber body, wherein a left screw propeller propulsion device, a right screw propeller propulsion device and a tail screw propeller propulsion device are respectively arranged on the main chamber body, the main chamber body comprises a shell, a sealed chamber, an air hole I, an air chamber unit and a guide rail, the air hole I is arranged on the shell, the sealed chamber is arranged in the shell, the air chamber unit which controls buoyancy distribution through position movement is arranged on the guide rail, and the air hole I is communicated with the air chamber unit.
Further, the air chamber unit comprises an air hole II, a fixed shaft, a piston cover, a bracket and a pulley, the air hole II is connected with the air hole I through an air pipe and extends to the water surface, the piston cover slides up and down along the fixed shaft to suck and extrude air so as to adjust the buoyancy, and the bracket is respectively connected with the fixed shaft and the pulley. The buoyancy adjustment is carried out on the air cabin unit through the piston cover, so that the buoyancy can be flexibly utilized, the adaptability of the aircraft under different water conditions is improved, and the aircraft can stably work. The pulleys can flexibly move on the guide rails, an air chamber is arranged at the front, the back, the left and the right of the guide rails at the beginning, and when the aircraft generates buoyancy unbalance in complex water conditions, the four air chambers can independently move to perform buoyancy compensation.
Furthermore, a control system and a storage battery are arranged in the sealed cabin, and the control system is connected with the left propeller propulsion device, the right propeller propulsion device, the tail propeller propulsion device and the air cabin unit. The control system is a single chip microcomputer, software is used for programming, control over external equipment is achieved through pins of the single chip microcomputer, the aircraft has the functions of signal receiving, processing and sending, and information which is simply processed is sent to another upper computer which is manually controlled and used for receiving data. The control system controls the brackets to be independent control, can independently move any bracket, can also independently analyze buoyancy distribution according to real-time water conditions, and can move the four brackets to an optimal point by one key. When the buoyancy of the aircraft is simply unbalanced, the internal air cabin unit can be moved through remote control, and the buoyancy distribution can be actively adjusted. When the buoyancy is unbalanced, the sensing system of the bow can automatically analyze the buoyancy distribution, and one key enables the four air tank units to move to the optimal point.
Further, the guide rail is annular, and the guide rail is used for the slip of pulley.
Furthermore, the left propeller propulsion device and the right propeller propulsion device have the same structure and are used for pushing the main cabin body to rotate. The left propeller propelling device comprises a first blade, a first propeller shaft, a first protective cover, a first connecting rod, a first motor, a first protective cover and a second connecting rod, wherein the first blade is connected with the first motor through the first propeller shaft, the first protective cover is connected with the first propeller shaft through the first connecting rod, one end of the protective cover is connected with the main cabin body, the other end of the protective cover is connected with the first motor, and the protective cover is connected with the main cabin body through the second connecting rod. In order to ensure that the left screw propeller propelling device and the right screw propeller propelling device on the left and right of the main cabin body can have enough structural strength when being used for carrying out direction adjustment in a propelling mode, the three connecting rods all penetrate through the first protective cover, and therefore a stable triangular structure is formed. On the other hand, the protective cover enables power generated by the propeller to be focused and converged, and the power utilization rate of the first blade is increased.
Furthermore, a rotating device is arranged in the first protective cover, the rotating device can flexibly control thrust, the direction of the aircraft can be conveniently controlled, work such as environment survey, monitoring and the like can be achieved in different water condition environments, energy consumption is low, and movement is flexible. The rotating device comprises a motor connector, a first linkage rod, a transverse rotating shaft, a second linkage rod, a longitudinal rotating shaft and a third connecting rod, the motor connector is connected with the first linkage rod, the transverse rotating shaft is respectively connected with the first linkage rod and the second linkage rod, the longitudinal rotating shaft is respectively connected with the second linkage rod and the third connecting rod, and the third connecting rod is connected with the second connecting rod. The first linkage rod is L-shaped.
Further, the tail propeller propelling device comprises a second blade, a second propeller shaft, a second protection cover, a fourth connecting rod and a second motor, wherein the second blade is connected with the second motor through the second propeller shaft, and the second protection cover is connected with the second propeller shaft through the fourth connecting rod.
The working principle is as follows: when the aircraft is in longitudinal floating and diving motion, the propulsion directions of the left propeller propulsion device and the right propeller propulsion device are longitudinal; when the aircraft dives, the left propeller propulsion device and the right propeller propulsion device exert downward thrust from the initial positions. When the aircraft floats upwards, the left propeller propulsion device and the right propeller propulsion device longitudinally rotate 180 degrees from the initial position through the longitudinal rotating shaft, so that upward thrust is exerted. When the aircraft is in the process of transverse direction changing movement, the left propeller propulsion device and the right propeller propulsion device rotate to the horizontal direction through the longitudinal rotating shaft, and then the thrust direction is changed through the left-right 45-degree swing of the transverse rotating shaft, so that the aircraft finishes direction changing. When the aircraft needs power compensation for floating and diving, the left propeller propulsion device and the right propeller propulsion device can longitudinally rotate through the rotating device to change the thrust direction and provide longitudinal thrust for the aircraft.
Has the advantages that: compared with the prior art, the invention has the following remarkable characteristics: the guide rail in the main cabin body is matched with the four independently controllable air cabin units, so that the buoyancy distribution is adjusted more flexibly, and the adaptation degree of the aircraft under different water conditions is increased; the appearance of the aircraft is streamlined, the resistance is reduced, the aircraft can freely move in water, and the actions of floating, diving, steering, rolling, hovering and the like are flexibly finished; the buoyancy supplies source air, so that the cleaning and the high efficiency are realized; the rotating device consists of double rotating shafts and can rotate flexibly.
Drawings
FIG. 1 is a schematic structural view of the present invention;
fig. 2 is a sectional view of the main hull 1 according to the invention;
fig. 3 is a perspective view of the main hull 1 according to the invention;
FIG. 4 is a cross-sectional view of the air compartment unit 14 of the present invention;
fig. 5 is a schematic view of the construction of the left propeller propulsion device 2 according to the invention;
FIG. 6 is a schematic view of a first operating condition of the rotating device 28 of the present invention;
FIG. 7 is a schematic view of a second operating condition of the rotating device 28 of the present invention
Fig. 8 is a schematic view of the structure of the tail rotor propulsion device 4 according to the invention.
Detailed Description
The directions shown in the drawings of the specification are up, down, left and right.
As shown in fig. 1, a left propeller propulsion device 2 and a right propeller propulsion device 3 are respectively arranged at the left side and the right side of a main cabin body 1 of an underwater vehicle, and a tail propeller propulsion device 4 is arranged at the tail part of the main cabin body. The left and right screw propellers 2, 3, with the aid of the turning device 28, can provide thrust upwards or downwards and thrust in the 45 degree range to the left and right of the horizontal longitudinal axis. On the basis, the left propeller propulsion device 2 and the right propeller propulsion device 3 on the left and the right of the main cabin body 1 can enable the aircraft to freely turn, and can also perform upward or downward power compensation when the aircraft moves in a floating mode.
Referring to fig. 2 to 4, the main cabin 1 includes a housing 11, a sealed cabin 12, an air hole one 13, an air cabin unit 14 and a guide rail 15. An annular guide rail 15 is laid on the bottom of the space between the housing 11 and the capsule 12, and the air capsule unit 14 is flexibly movable on the annular guide rail 15. An air hole I13 is fixedly arranged on the shell 11, and the sealed cabin 12 is arranged in the shell 11. The air chamber unit 14 includes a second air hole 141, a fixed shaft 142, a piston cover 143, a bracket 144, and a pulley 145, and the second air hole 141 is connected to the first air hole 13 through an air pipe and extends to the water surface. The piston cover 143 slides up and down along the fixed shaft 142 to suck and extrude gas, thereby adjusting the magnitude of buoyancy, and the bracket 144 is fixedly connected with the pulley 145 and is hollow-connected with the fixed shaft 14.
A control system and a storage battery are arranged in the sealed cabin 12, and the control system is connected with the left screw propeller propulsion device 2, the right screw propeller propulsion device 3, the tail screw propeller propulsion device 4 and the air cabin unit 14. The control system is a single chip microcomputer, the software is used for programming, after a program is written by the programming software, the program is downloaded to the single chip microcomputer, the control of external equipment is realized through a pin of the single chip microcomputer, the aircraft has the functions of signal receiving, signal processing and signal sending, and information which is simply processed is sent to another upper computer which is manually controlled and used for receiving data for an operator to refer to. The control system controls the carriages 144 as independent controls that can move either carriage 144 individually. Initially, there are air tank units 14 at the front, back, left and right of the guide rail 15, when the aircraft has buoyancy imbalance in complex water conditions, the four air tank units 14 can independently move along the guide rail 15 to perform buoyancy distribution control, the control system can autonomously analyze buoyancy distribution, and one key enables the four air tanks to move to an optimal point.
As shown in fig. 5, the left propeller propulsion device 2 and the right propeller propulsion device 3 have the same structure, and the left propeller propulsion device 2 and the right propeller propulsion device 3 are used for driving the main cabin 1 to rotate. The left propeller propulsion device 2 comprises a first blade 21, a first propeller shaft 22, a first circular protective cover 23, a first connecting rod 24, a first motor 25, a protective cover 26 and a second connecting rod 27, wherein the first blade 21 is connected with the first motor 25 through the first propeller shaft 22 and a reducer, and the first protective cover 23 is fixedly connected with the first propeller shaft 22 through the first three connecting rods 24 to form a stable triangular structure, so that the left propeller propulsion device 2 and the right propeller propulsion device 3 on the left and right of the main cabin body 1 can have sufficient structural strength when being propelled to adjust the direction. In addition, the protective cover enables power generated by the propeller to be focused and converged, and the power utilization rate of the first blade 21 is increased. One end of the protective shell 26 is fixedly connected with the main cabin body 1, the other end of the protective shell is rotatably connected with the first motor 25, and the protective shell 26 is fixedly connected with the main cabin body 1 through a second connecting rod 27.
Referring to fig. 6 to 7, a rotating device 28 is disposed in the first protecting cover 23, and the rotating device 28 includes a motor connector 281, a first L-shaped linkage rod 282, a transverse rotating shaft 283, a second linkage rod 284, a longitudinal rotating shaft 285 and a third connecting rod 286. The motor connector 281 is fixedly connected with the first linkage rod 282, the transverse rotating shaft 283 is respectively and rotatably connected with the first L-shaped linkage rod 282 and the second L-shaped linkage rod 284, the longitudinal rotating shaft 285 is respectively and rotatably connected with the second L-shaped linkage rod 284 and the third connecting rod 286, and the third connecting rod 286 is fixedly connected with the second connecting rod 27. As shown in fig. 6, in an initial state, when the aircraft is in a longitudinal floating and diving motion process, the directions of the left propeller propulsion device 2 and the right propeller propulsion device 3 on the left and right of the main cabin body 1 are also longitudinal; when the aircraft dives, a left propeller propulsion device 2 and a right propeller propulsion device 3 on the left and right of a main cabin body 1 exert a downward thrust from an initial position; when the vehicle is floating, the left and right screw propellers 2, 3 are rotated longitudinally through 180 ° from the initial position by means of the longitudinal rotation axis 285, exerting an upward thrust. When the aircraft is in the process of transverse direction changing movement, the left propeller propulsion device 2 and the right propeller propulsion device 3 rotate to the horizontal direction through the longitudinal rotating shaft 285, and as shown in fig. 7, the thrust direction is changed through swinging of the transverse rotating shaft 283 at 45 degrees left and right, so that the aircraft can change the direction.
As shown in fig. 8, the tail rotor propulsion unit 4 includes a second blade 41, a second shaft 42, a second circular protection cover 43, a fourth connection rod 44 and a second motor 45, the second blade 41 is connected to the second motor 45 through the second shaft 42, the second shaft 42 drives the second blade 41 to rotate through the second motor 45, and the second protection cover 43 is connected to the second shaft 42 through the three fourth connection rods 44. Since the tail rotor propulsion device 4 does not need to be rotated here, and the strength of the left and right rotor propulsion devices 2, 3 is not so high, the fourth connecting rod 44 does not need to penetrate the second circular protective cover 43.
Claims (10)
1. The utility model provides an underwater vehicle based on air chamber control is floated and is hidden which characterized in that: including the main cabin body (1), set up left screw propeller advancing device (2), right screw propeller advancing device (3) and tail screw propeller advancing device (4) on the main cabin body (1) respectively, the main cabin body (1) includes shell (11), sealed cabin (12), gas pocket (13), gas chamber unit (14) and guide rail (15), set up gas pocket (13) on shell (11), sealed cabin (12) set up in shell (11), set up gas chamber unit (14) through position removal in order to control buoyancy distribution on guide rail (15), gas pocket (13) and gas chamber unit (14) looks UNICOM.
2. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 1, wherein: the air chamber unit (14) comprises a second air hole (141), a fixing shaft (142), a piston cover (143), a bracket (144) and a pulley (145), the second air hole (141) is connected with the first air hole (13) through an air pipe, the piston cover (143) slides up and down along the fixing shaft (142) to suck and extrude air, and the bracket (144) is connected with the fixing shaft (142) and the pulley (145) respectively.
3. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 1, wherein: a control system and a storage battery are arranged in the sealed cabin (12), and the control system is connected with the left propeller propulsion device (2), the right propeller propulsion device (3), the tail propeller propulsion device (4) and the air cabin unit (14).
4. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 3, wherein: the control system is a single chip microcomputer, software is used for programming, control over external equipment is achieved through pins of the single chip microcomputer, the aircraft has the functions of signal receiving, processing and sending, and information which is simply processed is sent to another upper computer which is manually controlled and used for receiving data.
5. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 1, wherein: the guide rail (15) is annular.
6. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 1, wherein: the left propeller propulsion device (2) and the right propeller propulsion device (3) are identical in structure, and the left propeller propulsion device (2) and the right propeller propulsion device (3) are used for pushing the main cabin body (1) to rotate.
7. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 6, wherein: left screw propeller advancing device (2) include paddle one (21), oar axle one (22), safety cover one (23), connecting rod one (24), motor one (25), protective housing (26) and connecting rod two (27), paddle one (21) link to each other through oar axle one (22) and motor one (25), safety cover one (23) link to each other with oar axle one (22) through connecting rod one (14), the one end of protective housing (26) links to each other with the main cabin body (1), and the other end links to each other with motor one (25), protective housing (26) link to each other with the main cabin body (1) through connecting rod two (27).
8. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 7, wherein: set up rotating device (28) in safety cover (23), rotating device (28) include motor connector (281), gangbar (282), horizontal axis of rotation (283), gangbar two (284), longitudinal axis of rotation (285) and connecting rod three (286), motor connector (281) link to each other with gangbar (282), horizontal axis of rotation (283) link to each other with gangbar (282), gangbar two (284) respectively, longitudinal axis of rotation (285) link to each other with gangbar two (284), connecting rod three (286) respectively, connecting rod three (286) link to each other with connecting rod two (24).
9. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 8, wherein: the first linkage rod (282) is L-shaped.
10. The underwater vehicle for controlling floating and diving based on the air tank as claimed in claim 1, wherein: the tail propeller propulsion device (4) comprises a second blade (41), a second propeller shaft (42), a second protection cover (43), a fourth connecting rod (44) and a second motor (45), the second blade (41) is connected with the second motor (45) through the second propeller shaft (42), and the second protection cover (43) is connected with the second propeller shaft (42) through the fourth connecting rod (44).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111140322.2A CN113859492A (en) | 2021-09-27 | 2021-09-27 | Underwater vehicle based on air cabin control floating and diving |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111140322.2A CN113859492A (en) | 2021-09-27 | 2021-09-27 | Underwater vehicle based on air cabin control floating and diving |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113859492A true CN113859492A (en) | 2021-12-31 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111140322.2A Pending CN113859492A (en) | 2021-09-27 | 2021-09-27 | Underwater vehicle based on air cabin control floating and diving |
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| CN (1) | CN113859492A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118004392A (en) * | 2024-04-09 | 2024-05-10 | 崂山国家实验室 | Buoyancy adjusting device suitable for submersible and implementation method |
-
2021
- 2021-09-27 CN CN202111140322.2A patent/CN113859492A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118004392A (en) * | 2024-04-09 | 2024-05-10 | 崂山国家实验室 | Buoyancy adjusting device suitable for submersible and implementation method |
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