EP1897799B1 - Device for dynamic stabilisation of an underwater vehicle - Google Patents

Abstract

The method involves mounting a wing (7-c) and/or a control surface freely rotating around an axle transversal to a roll axis (5a) of a submarine engine. Archimedes thrust torque on the wing is utilized such that volume of the wing or the control surface respectively, is arranged behind or front of a rotation axis. A ballast (90) is mounted on the roll axis, and a hydrodynamic force is generated to bring the wing and or the control surface towards a reference angular position of the engine corresponding to a reduced roll. Independent claims are also included for the following: (1) a sub marine engine comprising a body (2) a utilization of a wing or a control surface on a submarine engine.

Description

The invention particularly relates to a roll stabilization system of a moving underwater vehicle.

It is known that machines, autonomous, remote control or towed, are used in submarine applications.

In the case of a static or slow-moving vehicle, the respective positions of the center of gravity, the center of volume (point of application of the buoyancy force) and the possible axis of rotation (for example case of 'a towed vehicle), are often such that the machine is naturally positioned in zero roll position when immersed, the restoring torque thus created to the vertical position is generally sufficient to ensure the stability of the machine.

On the other hand, in the case of a machine having a preferential direction of displacement named hereinafter "gear axis" and moving rather quickly (a few knots with more than 10 knots) according to this axis, the hydrodynamic effects on the machine can override the static stabilization forces described above, and thereby cause the machine to become unstable.

Stabilization solutions exist, which consist, for example, in equipping the machine with a tilt sensor and in piloting the guide / orientation means (actuators, control surfaces, wings, etc.) so as to actively enslave this roll. .

• Nécessité de munir l'engin d'une source de courant (interne ou externe),
• Nécessité d'équiper l'engin d'un capteur d'inclinaison,
• Nécessité de disposer des actionneurs motorisés sur l'engin,
• Nécessité de créer une boucle d'asservissement,
• Consommation des actionneurs, souvent électriques,.

These systems have the following drawbacks:

• Need to equip the machine with a current source (internal or external),
• Need to equip the machine with a tilt sensor,
• Need to have motorized actuators on the machine,
• Need to create a servo loop,
• Consumption of actuators, often electric.

An object of the invention is to provide a solution to all or some of these disadvantages.

• de capteur d'inclinaison en roulis, par rapport à une position angulaire de référence, telle la verticale de l'endroit, et qui correspond à un roulis sensiblement nul,
• et de source mécanique d'asservissement en roulis.

Another goal is to propose the use of a ballast that can serve both:

• of inclination sensor in roll, with respect to a reference angular position, such as the vertical of the place, and which corresponds to a substantially zero roll,
• and mechanical source of roll control.

• on monte au moins une aile (dans ce qui suit, on pourra lire, à la place, « gouverne ») libre de rotation autour d'un axe transversal à un axe de roulis de l'engin suivant lequel on le fait avancer sensiblement dans ladite direction, l'engin présentant, par rapport à son axe de roulis, une position angulaire de référence correspondant à un roulis sensiblement nul (c'est-à-dire limité à quelques degrés),
• on leste cette aile devant, respectivement derrière, son axe de rotation, et/ou on utilise le couple de la poussée d'Archimède sur cette aile, en situant l'essentiel de son volume derrière, respectivement devant, l'axe de rotation par rapport à la direction d'avance, de telle façon que lorsque l'engin, donc cette aile s'incline autour de l'axe de roulis, le couple créé par le lest et/ou ladite poussée d'Archimède tend à faire pivoter l'aile autour de son axe de rotation, le bord d'attaque s'orientant alors naturellement vers le bas, respectivement le haut, provoquant une incidence à piquer, respectivement à cabrer, sur l'aile, laquelle génère une force hydrodynamique qui tend à ramener cette aile vers ladite position angulaire de référence de l'engin correspondant à un roulis réduit, alors que l'engin se déplace.

According to one aspect, this invention thus defines a method for controlling the immersion of a submarine traveling craft, in which:

• we mount at least one wing (in what follows, we can read, instead, "governs") free of rotation about an axis transverse to a roll axis of the machine according to which it is advanced substantially in said direction, the machine having, with respect to its roll axis, a reference angular position corresponding to a substantially zero roll (that is to say limited to a few degrees),
• this wing is weighted in front, respectively behind, its axis of rotation, and / or the torque of the Archimedes thrust on this wing is used, by locating the bulk of its volume behind, respectively in front of, the axis of rotation by relative to the direction of advance, so that when the machine, so this wing tilts around the roll axis, the torque created by the ballast and / or said buoyancy push tends to rotate the wing around its axis of rotation, the leading edge then naturally orienting downwards, respectively the top, causing an incidence to stitch, respectively to pitch, on the wing, which generates a hydrodynamic force which tends to bring this wing to said reference angular position of the machine corresponding to a reduced roll, while the machine moves.

According to another aspect of this method, it is proposed to link functionally, by control means, said wing (and / or thus said rudder) free to a ballast itself free to rotate about an axis parallel to the plane containing the roll axis and the yaw axis, so that when the machine tilts around the roll axis, the relative angular displacement between the ballast and the body of the machine generates an action on the control means which causes the wing to pivot about its axis of rotation. The direction of the coupling between the displacement of the ballast and that of the wing is then such that the incidence it takes generates a torque tending to bring it back to said reference angular position of the machine corresponding to a reduced roll, gear being of course on the move.

It is thus possible to envisage mounting a ballast pivoting around the roll axis, its movement coming to actuate said wing, or to modify the force, or even the orientation of the thrust of a thruster, so as to bring the machine close to his roll is zero.

This control principle can be applied to one (or more) wing mounted free of rotation on its axis, disposed under the machine, and weighted in front of its axis so that, when the machine tilts on its axis of roll (The low wing rises), the torque created by this ballast rotates the wing about its axis, the leading edge then naturally moving downwards, causing an incidence to sting on the wing.

This effect can also be obtained by using the torque of the Archimedes thrust on the wing, the volume being disposed mainly behind the axis of rotation.

The same result can still be obtained by placing the free wing upright and placing the ballast and / or the volume opposite to what is described above.

If it seems natural to design the craft so that, when stopped, the forces of gravity and Archimedes contribute to maintain it in a vertical position and at the place, the device does not exclude a craft that does not would find its vertical position and at the place that dynamically, that is to say, when the machine is moving forward, its stopping position then being unspecified.

The principle of the wing controlled by a ballast may also be used to generate forces: the free wing being for example placed in the lower position, it can be equipped with one or more other wings, motorized (or other actuators) ), intended to control the machine and arranged in the opposite half-space. In this case, it is possible to deliberately attempt to destabilize the craft by causing a couple of rolls. Under the effect of this rolling action, when the machine advances, the reaction of the lower wing is to rotate to create a torque opposing the torque of the actuators, and therefore a force along the lateral axis of the craft. The machine then stabilizes in a position close to the vertical, with a slight heel, and the wing provides a lateral force capable of modifying the trajectory of the craft: although not controlled, and free of rotation on its axis , the wing can participate in steering the craft.

According to such an aspect and to generalize, the invention also relates to the production of an underwater vehicle comprising, as known per se for example in US- 2005-0268835-A1 , a body where the roll axis of the vehicle is located, and orientation means driven by actuators, to control the craft, but here with the particularity that the ballast will then be designed, mounted on the machine and located with respect to its wing and / or its "associated" rudder so that, the machine advancing along its axis of movement, driven by the actuators, the ballast, under the effect of a rolling, will make pivoting the wing (the rudder) to create a torque opposing the torque of the orientation means, and therefore a force along an axis transverse to the axis of movement of the machine.

This is particularly interesting for driving moving machines whose aim is to minimize consumption, and to make stability robust.

As understood, a machine according to the invention may, immersed and in motion, stabilize the position of one or more towed objects, to which it will be bound for that, in a specific application.

• la figure 1 est une vue en perspective avec arrachement d'un dispositif de contrôle conforme à l'invention, lorsque l'engin gite à tribord,
• les figures 2 et 3 sont deux vues en perspective du système de commande d'ailes soumises à des « actionneurs »,
• les figures 4 et 5 sont deux vues en perspective, avec arrachement, du système à « actionneurs »,
• la figure 6 montre de l'arrière de l'engin, en traction latérale à tribord,
• la figure 7 montre l'aile libre de la fig.6, suivant son axe, depuis le centre de l'engin,
• les figures 8,9 montrent l'inclinaison possible des axe de rotation et bord d'attaque d'aile, montrent de côté la ligne d'application des forces hydrodynamiques, localisent le centre de poussée hydrodynamique,
• la fig.10 montre une solution à une seule aile (libre),
• la fig.11, une solution à aile creuse pivotante et à gouverne arrière soumise à l'effet direct d'un lest,
• la fig.12, une solution à aile portant une gouverne arrière soumise à l'effet direct d'un lest,
• la fig.13 est un schéma de dessus de l'aile à gouverne de la fig.12,
• la fig.14 montre une solution à aile librement pivotante, à aileron arrière et soumise à l'effet indirect d'un lest,
• les figs.15,16 schématisent une vue en coupe selon XV-XV (par l'arrière), à gîte nulle (fig.15) et engin incliné (fig.16),
• et les figs.17,18,19 sont trois schémas de dessus de l'aile à gouverne de la fig.14, à gîte nulle (fig.17) et avec gîte (fig.18 puis 19).

Other features and advantages of the present invention will become apparent from the following description relating to various embodiments, including a preferred mode. In the associated illustrations:

• the figure 1 is a perspective view cut away from a control device according to the invention, when the machine is starboard,
• the Figures 2 and 3 are two perspective views of the wing control system subjected to "actuators",
• the Figures 4 and 5 are two views in perspective, with tear, of the system with "actuators",
• the figure 6 shows the rear of the machine, in lateral traction to starboard,
• the figure 7 shows the free wing of the fig.6 , along its axis, from the center of the machine,
• the figures 8 , 9 show the possible inclination of the axis of rotation and wing leading edge, show the side of application of the hydrodynamic forces, locate the hydrodynamic thrust center,
• the fig.10 shows a solution with only one wing (free),
• the fig.11 a pivoted hollow wing and rear rudder solution subjected to the direct effect of a ballast,
• the fig.12 a wing solution carrying a rear rudder subjected to the direct effect of a ballast,
• the fig.13 is a top diagram of the steering wing of the fig.12 ,
• the fig.14 shows a solution with a freely swiveling wing, a rear wing and subjected to the indirect effect of a ballast,
• the figs.15,16 schematise a section view according to XV-XV (from the back), with zero fig.15 ) and inclined craft ( fig.16 )
• and the figs.17,18,19 are three diagrams from above the steering wing of the fig.14 , with zero lodging ( fig.17 ) and with gîte ( fig.18 then 19).

Figure 1 , a submerged underwater vehicle 1 according to the invention is used here to support and correctly position a towed underwater object, in particular a towed linear acoustic antenna 3.

The vehicle 1 comprises a hollow central body 5, and several wings rising around it, here three in number 7a, 7b, 7c ,.

The body 5 has a longitudinal axis 5a corresponding to the axis of roll of the machine.

This body comprises a fixed central portion 9 and an outer concentric shell 11 between which there is a possible relative rotation, about the axis 5a, of so that the wings can thus rotate around this axis, with the hull.

The wings, which extend along a transverse axis (here radial) to the axis 5a, are mounted individually pivotally about a pivot extending along their respective transverse axis of rotation, 13a, 13b, 13c.

For this, each wing is fixed towards its root, such as 17c for the wing 7c, to a pivot shaft (shaft 15c extending here radially, along the axis 13c, for the wing 7c).

For the explanation concerning the wings, consider the wing 7b, the assembly of the other wings being widely common: the radial shaft 15b passes through the outer shell 11 under which it is connected to a transverse leg 19 provided with a nipple or pin 21 which slides in the peripheral groove 23 of a ring 25 ( Figures 1 to 3 ).

In offset along the axis 5a relative to the groove, the ring 25 is traversed by two diametrically opposed holes 29 in each of which moves a finger 31 ( Figures 2 and 3 ).

As shown also figure 4 or 5 the finger 31 is an element of a radial eccentric device 33 driven by an angle gear 35 controlled by the output shaft 37 of an electric motor 39.

For wing 7c this command does not exist. She is therefore "free".

The shaft 37 is controlled by a geared motor which drives in rotation an axial screw 41 on which meshes the gear wheel with radial axis 43, thus defining the angle gear 35 ( figure 5 ).

The toothed wheel 43 is mounted on a radial shaft 45 which drives it in rotation.

The shaft 45 is provided with an end eccentric, figure 3 .

The assembly is identical for the wing 7a, with the ring 49 ( figure 4 ).

Two engines (see figs.4,5 39,39 ') and two actuator devices 29, 29', 31, 31 ', 37, 43, 39, 39' ... associated with the circular rings 25, 49, drive the wings 7a, 7b.

The rotating rings 25, 49, and therefore the wings 7a, 7b, are shifted coaxially along the axis 5a.

As for the free wing 7c, its radial shaft 15c through the shell 11 being held axially in, to rotate relative to it, and if necessary with it, around the roll axis 5a. Another solution: the axis is fixed on the hull and the pivot is made in the wing.

The angular orientation, with respect to this axis, of each wing can thus be adapted, either freely under the action of the outside and the ballast (wing 7c), or in a manner controlled by said motorized means (wings 7a, 7b ) here so called "actuators". Other actuators could be provided (cylinders ...).

The ballast 90 is mounted on the machine and located relative to the wing 7c, so that, the machine advancing along the roll axis 5a, a roll inclination of the wing will cause a couple tending to make pivoting this wing about its axis 13c, its leading edge 70c naturally oriented to cause an impact on the wing which will bring it back to said reference angular position of the machine thus corresponding to a reduced roll.

In the example of the figure 1 and in advance in the water, without steering imposed on the flanges 7a, 7b nor significant roll imposed, the flange 7c will be located substantially lower upright position and the two flanges 7a, 7b will naturally be placed in the upper position (above from the body).

If it is then desired to control the depth, it will act on the actuators of the two upper wings 7a, 7b that will be rotated about their axis of rotation, so that the machine 1 will apply a resultant vertical force for example on the upstream and downstream sections 3a, 3b of the towed object to which it has been connected (it is assumed of course that the assembly will advance).

For a lateral control (horizontal plane), the same two upper wings 7a, 7b will be controlled to rotate in the same direction.

The depth control will preferably be a local control using a pressure signal, as described in US-2005-0268835-A1 .

For a connection with the sections of towed objects (mechanical connection, electrical, signal flow ...), the fixed central portion 9 of the body 5 is provided with first and second connection ends 53, 55.

Figs 1 , 8-10 , the free wing 7c is located under the body and the ballast 90,900, carried here by this wing, is located in front of the pivot 13c (see front end denoted AVT).

Thus, when the machine takes roll, the lower wing 7c tends to rise and the mass of its ballast tends to prick. The wing takes a negative impact producing a downward force, thus reducing the roll.

Fig.6 , the weighted free wing 7c is always shown at the bottom, and the starboard roll is due to the thrust of the high wings 7b, 7c, that the lower wing compensates only when the inclination is sufficient, as explained here. -Dessous.

Fig.7 , the ballast 90 requires the wing to plunge as soon as it is sufficiently spaced from its angular reference position corresponding to a "zero roll", which rectifies the craft.

As illustrated figs.8 , 9 , the hydrodynamic thrust center CPD, materialized at 117, is preferably located behind the pivot axis 13c, for this wing 7c (see sides before AVT and rear ARR). Thus, one will ensure in a natural way the overall stability of the machine 1.

At equilibrium, the hydrodynamic force is such that it produces a roll torque opposite the torque created by the other wings, here 7a, 7b. This force also creates a rotational torque on the wing. The weight is in turn located in front of the axis 13c and produces a torque of rotation of the wing on its axis, which, in equilibrium, is opposed to that of the hydrodynamic force.

The fig.8 shows the line 111 of application of the hydrodynamic forces (thrust line) and locates in 113 the hydrodynamic thrust center (static, CPS). The center of thrust is situated on this line, at a position such that the surfaces on the root side and on the free end side of the wing are substantially equal. The equilibrium is reached when the torque of the weight is substantially equal to that of the hydrodynamic force, around the axis of the wing. The machine leans so until all these forces are balanced.

• la recherche d'un bras de levier maximum pour le lest,
• favoriser un bord d'attaque 70c incliné vers l'arrière par rapport à la verticale (voir angle A figs.8,9), pour limiter l'accrochage d'algues où de lignes.

The choice to place the ballast here at the base of the wing, close to the body 5 ( figs.1 , 8 , 10 in particular) has been guided in particular by two considerations:

• the search for a maximum lever for the ballast,
• favor a leading edge 70c inclined backwards with respect to the vertical (see angle A figs.8 , 9 ), to limit the attachment of algae or lines.

Fig.8 , the axis of rotation 13c is assumed vertical or at least perpendicular to the roll axis 5a.

As shown figs.9,10 , it may be preferred to incline this axis 13c rearward so that, behind their point of intersection, the two axes 5a-13c form between them an acute angle β '; β if we consider the perpendicular to the axis 5a, see fig.9 .

This inclination of the axis 13c by an angle other than 90 ° may allow the equilibrium angle of the wing at rest to be proportional to the heel of the craft and / or the damping by dynamic effect is even more effective.

Tilting the axis 13c rearward and straightening the leading edge 70c of the wing, can promote the damping of the oscillations when the machine produces lateral forces.

A leading edge 70c less inclined relative to the vertical than is the axis of rotation of the wing (that is A <β, or A '> β' if we look with respect to the axis 5 (a) must be favorable in this situation.

About 15 to 25 ° of wing inclination and wings axes inclined between 15 and 35 ° are possible.

Such an inclination of the axis of rotation of the free wing may encourage placing the ballast at the end of the wing, closer to its free end 700c, as fig.9 where the ballast is schematized 900 and is just behind its leading edge. We take advantage of the effect of keel ballast that produces a natural stabilizing torque, which can ensure the machine a vertical position even when stopped.

The free wing can be favorably made of composite material incorporating a foam. Thus, besides the mass which exerts a couple to stitch on the wing, the buoyancy of the foam produces the same effect by buoyancy.

The Figures 10 to 19 show other possible embodiments, particularly in connection with the fact that the foregoing is applicable to a solution to rudder alone and / or wing provided with a rudder.

So, fig.10 , the machine comprises only a wing 7c1 weighted at the front, for example 90 ', and mounted free around its axis 13'c pivoting relative to the central body 5' of the machine (roll axis 5 'a). It may include some or all of the foregoing considerations. The body 5 'of the machine 10 may be monobloc.

Figure 11 , the ballast 910 is mounted on the wing 7c2, which pivots freely about its axis of rotation 13c2 which intersects the axis of roll 5a which may be that of the body of the vehicle concerned, here not shown.

On the wing, which can be hollow, the ballast 910 is mounted free of rotation about an axis 910a passing through the leading edges 911 and 913 of the wing.

The ballast 910 is here placed towards the root of the wing, which carries a pivot shaft 13c2 axis. The ballast could be closer to the free end of the wing, or placed outside, for example beyond the wingtip.

At the rear (ARR), the wing carries the rudder 915 which is here pivotally mounted about an axis 915a parallel to the axis 13c2, along the trailing edge 913.

If the wing 7c2 was fixed, mounted rigidly on the body of the machine, the pivoting rudder 915 would advantageously be placed closer to the free end 700c.

The ballast 920 and the rudder 915 are functionally interconnected by a control 917, such as a flexible cable or linkage, so that the pivoting of the ballast about its axis 910a, following a rolling action, acts on the 915 steering, or on the wing if it is itself pivotally mounted, to bring the machine to its reference angular position in roll and / or to participate in its orientation, when it advances (AVT) substantially parallel to the axis 5a, at a possible angle of skidding.

Figure 12 , the ballast 920 has a direct effect on a rudder 921 pivotally mounted on and with respect to a wing 7c3 mounted on a machine body 50 with roll axis 5a.

The wing 7c3 can be fixedly mounted on the body 50.

It can also be mounted along the axis 13c2, under the control of actuating means, such as the aforementioned actuators of the wing 7a or 7b. We will then have a wing 7c3 motorized steering wheel or fin 921 enslaved in roll by the ballast 920 operably linked to this rudder by the control 923.

The command 923 can be one of those mentioned above.

The ballast 920 is inside the body 50, to rotate freely along an angular sector, around the axis 920a parallel to the plane 925 containing the axis 5a and the yaw axis 5c, this characteristic being applicable to the case of figures 11 or 14 .

Figure 13 , where the wing 7c3 is assumed to be immobile, if a list on the port side intervenes, while the apparatus 100 is advancing, a rotation of the fin 921 occurs, under the effect of the ballast 920, creating a lift and leading to roll limitation.

The figures 14 and following showing an indirect effect solution where a heel around the roll axis causes a rotation of rudder inducing a rotation, by variation of incidence, the wing bearing this rudder and a decrease in the heel.

Figure 14 the ballast 930 is placed in the body 51 of the craft 110.

The ballast 930, which could be outside the body (similarly for the solution fig.12 ), pivots around an axis 930a parallel to 5a.

In case of roll, a control of the aforementioned type, 931, transmits the effect of the ballast on the rear rudder 933. This rudder is pivotable relative to and behind the wing 7c4 which is free of rotation on and with respect to the body 51, about the axis 13c2 which intersects the roll axis 5a and passes through its root edges and free end.

The axis 933a of the rudder 933 also intersects the axis 5a, but is not necessarily parallel to the axis 13c2.

The pivoting shaft of the rudder along the axis 933a is carried by rods 935a, 935b fixed to the wing and extending behind its trailing edge 937.

The wing 7c4 is here supposed to rotate freely about its axis 13c2, without being even subjected to the direct effect of any ballast.

Figures 15 and 16 , the control 931 may comprise a cable, or for example a flexible rod 939 sliding in a sheath 941 and connecting on one side the control surface 933 ( fig.14 ) and, on the other hand, via a pivot or a ball joint 943, the ballast 930 which is pivotally mounted about its axis.

Suppose, as illustrated figure 15 , that the general equilibrium of the craft 110 is such that, if it advances substantially along the roll axis 5a of the figure 14 , it is naturally placed with the free wing 7c4 vertical and directed downwards, directional force exerted.

The figure 16 shows what happens if the gear is lodged and that, therefore, the axis 13c2 of the wing 7c4 tilts with respect to the vertical: when the gear list to port, the cable 939 is pulled. On the other hand, it is pushed if the gear is pitched to starboard, with the aforementioned effects.

Figure 17 , the machine advances in its position of the figure 15 . Cable 939 and wing 7c4 are in the neutral position. In the absence of skidding, the wing and the rear rudder 933 can be oriented along the axis 5a of roll.

Figure 19 , in the case of heeling on the port side, the ballast drives the rudder 933 in rotation, because of the force generated by the roll. This causes rotation of the wing 7c4. The main force F generated then straightens the machine.

Finally, remember that the orientation of the wings, fixed or pivoting, 7c, 7c1 ... 7c4 will not necessarily be down when the vehicle concerned advance, their angular position at rest can be nominally any, as well as the number of wings and / or control surfaces on the machine.

As mentioned above, an underwater vehicle equipped with a thruster, such as a motor for driving at least one propeller, could be controlled at least partially by one of the ballast systems presented here. .

Claims (18)

1. A method of controlling the underwater navigation of an underwater vehicle moving in one direction, in which case at least one pivoting fin (7c, 7c2, 7c4..) and/or control surface (915, 933) is mounted about an axis (13c, 915a, 933a) transverse to a roll axis (5a) of the vehicle along which it is made to advance substantially in said direction, the vehicle assuming, relative to its roll axis, a reference angular position corresponding to a substantially zero roll,
   characterized in that:

   - said pivoting fin (7c, 7c2, 7c4..) and/or control surface (915, 933) is mounted so as to be free to rotate about said transverse axis (13c, 915a, 933a), and

   - said fin (7c, 7c2, 7c4..) and/or control surface (915, 933) is ballasted respectively in front of or behind its axis of rotation, and/or the torque of Archimedes' principle on said fin or control surface is utilized by locating the bulk of its volume respectively behind or in front of the axis of rotation relative to the forward direction, in such a way that when the vehicle tilts about the roll axis (5a), the torque generated by the ballast and/or Archimedes' principle leads to pivoting of the fin and/or control surface about its axis of rotation (13c, 915a, 933a), the leading edge, then naturally orienting itself respectively downwards or upwards, giving rise to a diving angle or an ascending angle respectively, which tends to return said fin and/or control surface to said reference angular position of the vehicle.
2. A method of controlling the underwater navigation of an underwater vehicle moving in one direction and assuming, relative to its roll axis, a reference angular position corresponding to a substantially zero roll, in which case at least one pivoting fin (7c, 7c2, 7c4..) and/or control surface (915, 933) is mounted about an axis, which is transverse to a roll axis of the vehicle along which it is made to advance in said direction, characterized in that:

   - said pivoting fin (7c, 7c2, 7c4..) and/or control surface (915, 933) is mounted so as to be free to rotate about said transverse axis (13c, 915a, 933a), and

   - said fin and/or control surface is functionally linked, by control means, to a ballast (90, 900, 910, 920, 930) which is free to rotate about an axis parallel to the plane containing the roll axis (5a) and yaw axis, in such a way that when the vehicle tilts about the roll axis, the relative angular displacement between the ballast and the body of the vehicle generates an action on the control means which causes the fin (7c, 7c2, 7c4..) or control surface (915, 933) to pivot about its axis of rotation (13c, 915a, 933a), the direction of the coupling between the displacement of the ballast and that of the fin or control surface being such that the angle thus adopted by the fin or control surface generates a torque tending to return it to said reference angular position of the vehicle.
3. A method according to Claim 1 or 2, characterized in that the ballast is located either (920, 930) well away from the fin or control surface, or (910) is mounted on the fin so as to pivot about an axis passing substantially through the leading and trailing edges of the fin or control surface.
4. A method according to one of the preceding claims, characterized in that:

   - the ballast (90, 90', 900, 910) is located on the fin ((7c, 7c2),

   - said fin is connected, so as to be free to pivot about said axis of rotation (13c), to a body (5) provided in the form of the body of the vehicle,

   - said body is equipped with a number of other fins (7a, 7b), each mounted so as to pivot relative to the body about an axis of rotation transverse to said roll axis (5c), under the action of driving means controlled by an actuator (19, 31, 39...), and

   - when the vehicle has been set in motion under water, it is substantially stabilized in roll through the intermediary of said ballasted fin (7c), and/or said fin is involved in its steering, the fin orienting itself naturally, following the list induced by the roll rotation torque generated by the other fins under the action of said actuators.
5. An underwater vehicle comprising:

   - a body (5, 50, 51) having a direction of travel coinciding substantially with the roll axis (5c) of the vehicle and assuming, relative to said roll axis, a reference angular position corresponding to a substantially zero roll,

   - at least one fin (7c, 7c2, 7c4..) which is mounted so as to pivot relative to the body about an axis transverse to the roll axis or which, when mounted in a fixed position on the body, is provided with a control surface (915, 933) mounted so as to pivot relative to said fin about an axis which is transverse to the roll axis,

   characterized in that it also includes a ballast which is fixed on to the fin (7c, 7c2, 7c4..) or control surface (915, 933), or to which said fin or control surface is functionally linked, in such a way that, when the vehicle is moving forwards along its axis of travel, a roll tilt of the vehicle gives rise to a torque generated by the ballast producing a change in the angle of incidence of said fin or control surface which, via a hydrodynamic force, tends to return the vehicle to said reference angular position.
6. An underwater vehicle according to Claim 5 and/or suited to implementation of the method according to one of Claims 1 to 4, characterized in that it comprises:

   - orientation means (7a, 7b..), controlled by actuators (39, 39'), for steering the vehicle,

   in such a way that, when the vehicle is moving forward along its axis of travel, steered by the actuators, the ballast, under the effect of the grip of a roll, causes the fin and/or control surface to pivot until it generates a torque opposing the torque of the orientation means (7a, 7b), and thus a force along an axis transverse to the axis of travel of the vehicle, the vehicle then stabilizing in a position close to the vertical position, and the fin and/or control surface supplying a lateral force capable of modifying the path of the vehicle.
7. A vehicle according to Claim 5 or 6, characterized in that:

   - the fin is mounted in a fixed position relative to the body and is provided with a control surface (915, 933) which is mounted so as to pivot relative to said fin about said axis transverse to the roll axis,

   - and the ballast is functionally linked to the fin or control surface.
8. A vehicle according to Claim 5 or 6, characterized in that:

   - it includes orientation means (7a, 7b..), controlled by actuators (39, 39'), for steering the vehicle, and

   - the fin (7c, 7c1, 7c2, 7c3, 7c4..) is mounted so as pivot relative to the body about an axis which is transverse to the roll axis.
9. A vehicle according to Claim 5 or 6, characterized in that:

   - it includes orientation means (7a, 7b..), controlled by actuators (39, 39'), for steering the vehicle, and

   - the fin (7c, 7c1, 7c2, 7c3, 7c4..) is mounted so as to pivot relative to the body about an axis transverse to the roll axis and is provided with a control surface (915, 933) mounted so as to pivot relative to said fin about an axis which is transverse to the roll axis.
10. A vehicle according to Claim 5 or 6, characterized in that:

    - it includes orientation means (7a, 7b..), controlled by actuators (39, 39'), for steering the vehicle, and

    - the fin ((7c2, 7c3..) is mounted in a fixed position relative to the body and is provided with a control surface (915, 933) mounted so as to pivot relative to said fin about an axis transverse to the roll axis.
11. A vehicle according to one of Claims 5, 6, characterized in that, for steering the vehicle and/or striving towards stabilization in roll:

    - said fin (7c, 7c2, 7c4..) linked to the ballast is mounted so as to be free to rotate relative to the body, and

    - the orientation means comprise a number of other fins (7a, 7b) controlled by said actuators and mounted so as to pivot relative to the body, each one pivoting about an axis which is transverse to the roll axis.
12. A vehicle according to one of Claims 5 to 11, characterized in that the pivoting axis (13c, 13c2) of the fin or control surface provided with the ballast or functionally linked to said ballast extends at an angle other than 90° relative to the roll axis (5a) of the body (5, 51...) and/or is inclined forwards in direction of said roll axis.
13. A vehicle according to Claim 12, characterized in that:

    - the ballast (90, 900) is disposed on the fin and displaced forwards or backwards relative to the pivoting axis (13c) of said fin, and

    - the leading edge (70c) of said fin ((7c, 7c1) is at a greater angle (angle A') relative to the roll axis (5a) than is the pivoting axis (13c, 15c) of said fin (angle ß').
14. A vehicle according to one of Claims 5 to 12, characterized in that the ballast (90, 900) is disposed on the fin and displaced in a forward or backward position relative to the pivoting axis (13c) of said fin, and said fin (7c, 7c1) incorporates a foam, the buoyancy of which increases, through Archimedes' principle, the action exerted upon it by the ballast (90, 90', 900).
15. A vehicle according to one of Claims 5 to 14, characterized in that it includes first and second connecting ferrules (53, 55) for attaching to sections of towed objects.
16. Use of an underwater vehicle, provided with at least one fin or control surface, comprising a body and having a direction of travel which coincides substantially with the roll axis, the fin or control surface being mounted so as to pivot transverse to said axis of travel, characterized in that said fin or control surface is utilized by activating it via a ballast (90, 90', 900, 910, 920, 930) which is simultaneously used as roll tilt sensor and as mechanical source for roll servo-control.
17. Use of a vehicle according to Claim 16, which is travelling under water, for stabilizing the position of one or more towed objects, to which it is attached.
18. Use of a vehicle according to Claim 17, in which the towed object is an acoustic linear antenna.

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