KR102589097B1 - method of controlling thrust vectoring system of unmanned underwater vehicle - Google Patents

Abstract

A drive assembly as a main propeller including a main drive unit and a propulsion propeller that rotates by the rotational driving force of the main drive unit to generate propulsion force; A pair is provided around the main drive assembly, and each rear end is connected at a position that is symmetrical to each other about the central axis of the main drive when viewed from above and deviates by the same height from the central axis of the main drive when viewed from the side, and each front end A propulsion direction control assembly as a linear actuator that is connected to the rear mount portion of the additional unmanned submersible and controls the propulsion direction by varying the angle of the central axis of the main drive unit with respect to the unmanned submersible hull as each length varies; A control method of a thrust deflection system of a two-link structure, which is fixed so that rotation around the roll direction, which is the direction of the central axis of the main drive unit, is not performed, and the length of a pair of propulsion direction control assemblies are complementaryly changed to control the roll. To change left and right directions centered on the yaw direction, which is perpendicular to the direction and up and down, and to change up and down directions centered on the pitch direction, which is perpendicular to the roll direction and is left and right by changing the length of the pair of propulsion direction control assemblies together. A method of controlling the thrust vectoring system of an unmanned underwater vehicle is disclosed.

Description

{method of controlling thrust vectoring system of unmanned underwater vehicle}

The present invention relates to a method of controlling propulsion of an unmanned underwater vehicle, and more specifically, to a method of controlling a thrust deflection system that controls the direction of propulsion by varying the angle of the main drive unit in an unmanned underwater vehicle.

Unmanned Underwater Vehicle is an underwater unmanned system developed to perform underwater reconnaissance and surveillance, mine search and removal, marine environmental data collection, and anti-submarine warfare missions.

In particular, recent unmanned submarines are designed to move away from the remote control method of the past, recognizing and avoiding obstacles, moving in the direction that requires the least amount of energy, and performing missions under the sea on their own for several months.

And such unmanned submarines are equipped with a thruster to generate propulsion, and the thrusters of an unmanned submarine generally consist of a thruster that allows for speed and a rudder that can control direction.

Figure 1 shows a conventional unmanned underwater vehicle with a rudder composed of four protruding control panels.

However, this prior art: First, from the perspective of energy efficiency, the propulsion system of the prior art controls the path of the unmanned underwater vehicle based on the fluid resistance received by the four control panels, which is caused by the protruding control panel while the unmanned underwater vehicle is operating. It is inefficient from an energy perspective because it is operated with additional fluid resistance.

Second, in terms of maintenance/management in the prior art, there is a high possibility that the protruding control panel will be damaged by impact. Damage to the control panel reduces the control performance of the unmanned underwater vehicle. Additionally, due to the protruding shape of the rudder/driver, it takes up a larger space than the body. Therefore, because the volume of storage cases stored in ships and boats on which unmanned underwater vehicles are mounted/operated increases, there are many difficulties in storing unmanned underwater vehicles in objects with space constraints.

To solve this problem, the rudder can be folded and a structure can be formed that folds the rudder into a space smaller than the body of the submersible. However, even when such a foldable rudder is provided, not only does it have a complicated structure for folding, but direction control is not easy, and the problem of controlling the rudder depending on the resistance force received during propulsion remains.

To solve this rudder problem, a thrust vectoring system is being developed in relation to unmanned underwater vehicles. The thrust deflection system is adopted and used in missiles and aircraft in the form of a thrust deflection nozzle, and is mainly adopted and used for military purposes as it enables rapid maneuver. In Korea Registered Patent No. 10-1334566, Korea Registered Patent 10-2364606, etc., it is used for unmanned systems. A thrust deflection system that changes the angle of the main driving part of a submersible or the direction of the central axis of the propulsion device screw (propulsion propeller) is disclosed.

Hereinafter, an example of the configuration of a propulsion device as such a thrust vectoring system will be looked at through FIGS. 2 to 4. In the following description, the front will be considered the side in the direction of travel of the unmanned underwater vehicle, and the rear will be considered the side opposite to the direction of travel of the unmanned underwater vehicle.

Figure 2 is a bottom view showing the overall structure of an example of an unmanned submarine propulsion device, and Figure 3 is a diagram showing the structure of the main drive assembly 100 in the unmanned submarine propulsion device according to this example, and Figure 4 is a diagram showing the structure of the propulsion direction control assembly 200 in the propulsion device of an unmanned submarine according to this example.

As shown in Figures 2 to 4, the propulsion device of the unmanned submarine is mounted on the rear of the main body of the unmanned submarine and is provided to generate propulsion, and includes a main drive assembly 100, a propulsion direction control assembly 200, and a frame. Includes an assembly 20 and a connection unit 30.

The main drive assembly 100 includes a main drive unit 110 that generates a rotational driving force, and a propulsion propeller 10 that rotates by the rotational driving force of the main drive unit 110 to generate propulsion force.

The main driving assembly 100 further includes a fixing part 120 connected to the front of the main driving part 110 so that the main driving part 110 can adjust the angle, and the main driving part 110 is connected to the fixing part 120. It is rotatable by a first rotation axis in the left-right direction and a second rotation axis in the up-down direction.

For this purpose, here, a first joint part 130 is provided between the main driving part 110 and the fixing part 120, and the front end of the main driving part 110 is connected to the first joint part 130 by a second rotation axis. A first joint connection part 111 is rotatably connected, and at the rear end of the fixing part 120, a second joint connection part 121 is rotatably connected to the first joint part 130 by a first rotation axis. is provided.

A pair of propulsion direction control assemblies 200 are provided around the main drive assembly 100 in a form that is symmetrical to each other with respect to the central axis of the main drive unit when viewed from above or below.

In this pair of propulsion direction control assemblies 200, each rear end is connected to the main drive unit 110, and the lengths are varied compensatoryly to vary the angle of the main drive unit 110 with respect to the fuselage of the unmanned underwater vehicle. It plays a role in controlling the direction of propulsion.

The propulsion direction control assembly 200 has a rear end connected to the main drive unit 110, and has a third rotation axis perpendicular to an imaginary extension line from the connection point with the main drive unit 110 to the center point of the main drive unit 110. It includes a linear moving part 220 rotatably connected to the linear moving part 220 and a linear driving part 210 providing driving force for the linear stroke of the linear moving part 220.

Each of the pair of propulsion direction control assemblies 200 is formed so that the linear moving part 220 can perform a linear stroke by the driving force of the linear driving part 210. That is, each propulsion direction control assembly 200 is formed so that its length can be adjusted.

A mount 21 is provided in front of the main drive assembly 100 and fixes the front end of the main drive assembly 100.

The linear drive unit 210 is rotatably connected to the mount 21 at its front end by a fourth rotation axis parallel to the above-described third rotation axis and a fifth rotation axis perpendicular to the fourth rotation axis. For this purpose, a second joint portion 25 is provided between the linear drive portion 210 and the mount 21. The front end of the linear drive unit 210 is provided with a third joint connection unit 211 rotatably connected to the second joint unit 25 by a fourth rotation axis, and the mount 21 is provided with a second joint unit 25. A fourth joint connection portion 24 is provided that is rotatably connected by a fifth rotation axis.

The connection unit 30 is provided to surround the main drive unit 110, and is a component that connects the rear end of the propulsion direction control assembly 200 and the main drive unit 110, and surrounds the main drive unit 110. A pair of connection brackets 31 coupled to each other in a shape, each protruding outward from the pair of connection brackets 31, and the rear end of the propulsion direction control assembly 200, that is, the linear moving part 220. ) includes a connecting member 32 connected to the rear end by a third rotation axis. The rear end of the linear moving part 220 is provided with a fifth joint connection part 221 that is rotatably connected to the connecting member 32 by a third rotation axis.

However, the thrust vectoring system of the previously proposed unmanned submarine was developed mainly for the mechanical structure in the mechanical development stage, and the method for actually operating this system was not sufficiently developed, causing many inconveniences. In order to operate an unmanned submarine with an actual thrust vectoring system, the development of a thrust vectoring system control method is essential.

Republic of Korea Patent No. 10-1334566 Republic of Korea Patent No. 10-2364606

The present invention was made to solve the limitations of the thrust vectoring system control method of the prior art described above, and its purpose is to provide a control method for rapid and precise direction control of the thrust vectoring system of an unmanned underwater vehicle.

The thrust vectoring system control method of the present invention to achieve the above purpose is

A driving assembly as a main propeller including a main driving part that generates a rotational driving force, and a propulsion propeller that rotates by the rotational driving force of the main driving part and generates propulsive force; and a pair are provided around the main drive assembly, the rear ends of which are connected to each other at a position that is symmetrical to each other about the central axis of the main drive unit when viewed from above and deviates by the same height from the central axis of the main drive unit when viewed from the side, respectively. A propulsion direction control assembly as a linear actuator, the front end of which is connected to the rear base of the unmanned submersible, and which controls the propulsion direction by varying the angle of the central axis of the main drive unit with respect to the unmanned submersible hull as each length is varied. As a control method for a thrust vectoring system of a two-link structure,

It is fixed so as not to rotate around the roll direction, which is the direction of the propulsion propeller axis (main drive central axis), and the length of the pair of propulsion direction control assemblies is changed complementary to the yaw perpendicular to the roll direction and in the vertical direction. The left and right direction is changed based on the direction, and the length of the pair of propulsion direction control assemblies are changed together to change the up and down direction centered on the pitch direction, which is perpendicular to the roll direction and is left and right.

What is desired in the control method of the present invention is to change the direction of the unmanned underwater vehicle, but the elements that can be controlled primarily or directly are the self-length changes (ΔL1, ΔL2) of Link 1 and Link 2 corresponding to the propulsion direction control assembly, which change the pitch direction. Given the required angle (pitch angle, altitude) change Θ (theta) of the main thruster centered on the center and the required angle (yaw angle, azimuth) change Ψ (psi) of the main thruster centered on the yaw direction, these angles can be calculated using the following relationship: It can be obtained by converting.

(Equation 1)

(Equation 2)

At this time, m ₁ and m ₂ are the distance between the main thrusters of link 1 and link 2 in the plane including link 1 and link 2 seen when looking from rear to front in the direction of the central axis with the central axis of the roll direction as the origin. It can be obtained through the binding position coordinates.

That is, m ₁ is the separation distance in the downward (-y) direction from the origin of the link 1 and link 2 connection positions, and m ₂ is the same separation distance in the left and right directions from the origin of each link 1 and link 2 combination position. it means. At this time, the separation distance in the left and right directions is the same because it has a left-right symmetrical structure based on the central axis of the roll direction.

When controlling an unmanned underwater vehicle, the target position and direction are determined, and when the current position and heading direction of the unmanned submarine are detected, the difference between this target direction and the current direction of the unmanned underwater vehicle is also detected, and the direction in the propulsion direction of the unmanned underwater vehicle is also detected. The change and the required angle change of the main thruster of the thrust vectoring system for this change are determined.

At this time, the desired angle change of the main thruster is ultimately achieved by a change in the length of the thrust direction control assembly that constitutes the thrust vectoring system.

According to the present invention, when operating an unmanned underwater vehicle with a thrust vectoring system equipped with a two-link structure, when the yaw angle and pitch angle for direction change are given, the thrust vectoring system is promoted to quickly implement these angles in real time and accurately implement them. The direction control assembly can perform its own length change operation, thereby enabling rapid and precise direction control of the thrust vectoring system of the unmanned underwater vehicle.

1 is a perspective view showing an example of a conventional unmanned underwater vehicle with a rudder and a partial enlarged view of a portion thereof;
Figure 2 is a bottom view showing an example of the thrust vectoring system of an unmanned underwater vehicle;
Figure 3 is a perspective view showing the main thruster portion of Figure 2;
Figure 4 is a perspective view showing the propulsion direction control assembly of Figure 2;
Figure 5 is a conceptual illustration showing the concept of roll direction, yaw direction, pitch direction and rotation around these directions in the unmanned underwater vehicle and the thrust vectoring system provided therein related to the present invention;
Figure 6a is a perspective view and a rear view showing the combined state of the propulsion direction control assembly and the main thruster of the thrust vectoring system related to the present invention;
Figure 6b is a perspective view showing the installation form of various components provided at the rear of the thrust vectoring system related to the present invention and located in the submersible for controlling the links;
Figure 7 is a conceptual illustration for explaining the relationship between the pitch angle (altitude) centered on the pitch direction and the change in length of the propulsion direction control assembly;
Figure 8 is a conceptual illustration for explaining the relationship between the yaw angle (azimuth) centered on the yaw direction and the change in length of the propulsion direction control assembly;
Figure 9 is an exemplary flow chart showing the process of one embodiment of the method of the present invention.

Hereinafter, specific embodiments of the present invention will be described with reference to the attached drawings.

First, Figure 5 shows an example of an unmanned underwater vehicle and its thrust vectoring system having a configuration to which the method of the present invention can be applied.

The thrust vectoring system shown here has most of the basic elements in common with the conventional thrust vectoring system of Figures 2 to 4. Although there is no major difference, there is no fixed part to which the front of the main thruster is connected, but here again, the angle of the main thruster is adjusted. It is possible to freely adjust the angle.

The direction of the central axis of the main propulsion machine is the same as the direction of the rotation axis of the propulsion propeller, and here, it is in the same direction as the longitudinal central axis of the unmanned underwater vehicle's hull. This state can be referred to as the original position or initial position of each element of this thrust deflection system.

Here, this central axis direction can be referred to as the roll direction of the thrust deflection system.

And when looking at the unmanned underwater vehicle parallel to the roll direction from rear to front, the arrow direction from right to left in the plane perpendicular to the roll direction is the pitch direction, and the arrow direction from downward to upward is the yaw direction. This happens. Set the point where the roll direction axis, pitch direction axis, and yaw direction axis meet as the origin. Place the end of one rod at the origin. If you rotate the rod extended in the roll direction clockwise while looking in the direction of the pitch arrow, the rod will move in the roll direction. The angle formed can be called the altitude or pitch angle, and if you rotate this bar extending in the roll direction clockwise while looking in the direction of the yaw arrow, the angle formed by the bar with the roll direction can be called the azimuth or yaw angle.

Figure 6a shows a rear view and a perspective view of one embodiment of the thrust vectoring system for the present invention for reference together. In the perspective view of Figure 6a, Link1 and Link2 correspond to the propulsion direction control assembly and are equipped with their own actuators (Link1/Link2 actuators) to adjust their length. The main actuator in the perspective view represents the main driving unit and may be made of an electric motor, etc., which rotates a propulsion propeller (not shown) to propel the unmanned submarine.

As seen from the rear view of Figure 6a, in this thrust vectoring system, a pair of Link1 and Link2 are provided, located at specific positions around the main drive unit, as seen from above (when viewed from the top). They are symmetrical to each other based on the central axis of the main driving unit corresponding to the origin of and are spaced apart from the central axis by the same distance (m ₂ ) on the left and right, and are the same distance from the central axis of the main driving unit when viewed from the _side (when viewed from the side view). Each rear end is connected at a position spaced downward by as much as possible. The front end of each Link 1 and Link 2 passes through the mount part that forms the rear end of the unmanned submarine hull and is connected to the inside of the hull.

To explain again by changing the expression, in the present invention, in the plane including link 1 and link 2 seen in the rear view of Figure 6a viewed from rear to front in the direction of the central axis with the central axis of the roll direction as the origin, link 1 and The connection position with the main thruster or main drive unit of Link 2 can be said to be a distance of m ₁ from the origin in the downward (-y) direction and a distance of m ₂ from the origin in the left and right directions, respectively.

Link 1 and Link 2 control the direction of propulsion by varying the angle of the central axis of the main drive unit with respect to the unmanned submarine hull as each length is varied by its own actuator, and its own actuator is a kind of linear It can be called an actuator.

Referring to Figure 6b, in one exemplary thrust vectoring system related to the present invention, Link 1 and Link 2 may be formed by having two types of linear actuator assemblies and two types of link shafts. And, one linear actuator assembly may be composed of an actuator assembly, a potentiometer assembly, a lead screw, and a drive nut shaft assembly. Here, the actuator assembly is an assembly that includes a drive motor, the potentiometer assembly is a sensor assembly for calculating the straight-line movement distance of the drive nut shaft by sensing the rotation of the lead screw, and the lead screw and drive nut shaft assembly measures the rotation of the drive motor in a straight line. It is made through movement and can be an assembly connected to a link axis.

In this thrust deflection system configuration, looking at the rotational variation in each direction shown in Figure 5, first, rotation around the roll direction, which is the direction of the propeller axis (main drive central axis), is fixed so as not to occur. This is because rotation in the roll direction is not necessary because the propeller itself has no effect due to rotational variation.

Next, with reference to Figure 7, we will look at angle adjustment centered on the pitch direction, and look at the relationship between the pitch angle and the length change amount of link 1, delta L1, and the length change amount of link 2, delta L2.

In addition, here, the angle adjustment of the pitch direction center and the angle adjustment of the yaw direction center are each performed within a limited range of about -10° to 10°. Angle adjustment within this range is sufficient to quickly change direction at a large angle of the unmanned submarine hull, and therefore there is no problem with maneuverability, so this limitation can be considered realistic in the operation of the unmanned submarine. In addition, this limitation can be viewed as a range in which the yaw angle change and pitch angle change of the thrust vectoring system do not have a significant effect on each other, and the required angle conversion of the thrust vectoring system and the self-length conversion of Link 1 and Link 2 can be achieved through relatively simple relationships. This can provide the advantage of allowing quick processing in the application program.

In the present invention, the angle (altitude, pitch angle) of up and down direction change centered on the pitch direction or the attitude in the pitch direction moves depending on the average value of the length change amount of link 1 ΔL1 and the length change amount of link 2 ΔL2. Specifically, it is determined by the relational expression below.

(Equation 3)

(Equation 4)

(Equation 5)

This relational expression can be derived with reference to FIG. 7 and geometric calculations. Since the two angles that form a right angle by adding one angle in common have the same angle, Equation 3 is obtained, Equation 4 is obtained by the definition of the trigonometric tangent, and the pitch angle can be obtained as in Equation 5 by tangent inversion. there is.

In FIG. 7, a gray line starting from the origin and having a circular end indicates the amount of change in length from the original position of the end of the link coupled around the main drive unit, and specifically represents the amount of change in the average length of Link 1 and Link 2. When changing only the pitch angle, link 1 and link 2 have the same length change amount, but in this system, the pitch angle and yaw angle are coupled and controlled at the same time, so in this case, the two link change amounts may be input differently.

Next, with reference to Figure 8, we will look at the angle adjustment centered on the yaw direction, and look at the relationship between the yaw angle and the length change ΔL1 of link 1 and the length change ΔL2 of link 2.

The yaw direction attitude of the main drive unit or main propeller moves depending on the difference (ΔL2-ΔL1) in the length change of link 1 and link 2 when the lengths of link 1 and link 2 change complementary.

(Equation 6)

(Equation 7)

(Equation 8)

These relationships can be derived with reference to FIG. 8 and geometric calculations.

Since the corresponding angles in similar shapes are the same, Equation 6 can be obtained, Equation 7 can be obtained by defining the trigonometric tangent, and the pitch angle can be obtained by tangent inversion as in Equation 8.

In Figure 8, the two gray line segments with circular ends can be viewed as representing link 1 and link 2, and therefore, the circles can be viewed as representing the ends of the links connected around the main driving unit. These two gray lines are parallel to the vertical axis (y-axis) in the drawing and represent the amount of change in the lengths of link 1 and link 2 from the horizontal axis (x-axis) (from the original position), respectively. When changing only the yaw angle, they are the same size but in opposite directions. Although it has a change in length, this system controls the pitch angle and yaw angle by coupling them at the same time, so when the yaw angle and pitch angle are controlled together, the change in length of the two links will be input differently.

Next, the relationship between the length change amount compared to the initial length (displacement) of Link 1 and Link 2 can be derived.

In other words, using Equation 4 and Equation 7 above, the same relational expressions as Equation 1 and Equation 2 can be obtained.

(Equation 1)

(Equation 2)

Ultimately, through Equation 4 and Equation 7, the change in length of each link can be calculated according to the pitch angle or pitch direction attitude of the main drive unit and the yaw angle or yaw direction attitude, and through this, the desired pitch can be determined. If the angle and yaw angle changes are given, the required length change of Link 1 and Link 2 is obtained accordingly, and in order to create this length change compared to the initial length (displacement) of Link 1 and Link 2, the own length is adjusted through the actuator of Link 1 and Link 2. It will be controlled.

Looking at the process and steps of an embodiment of the control method of the present invention with reference to Figure 9,

First, when controlling the unmanned underwater vehicle, the target direction is determined (S10), and the current direction of the unmanned underwater vehicle is detected (S20). Then, the difference between this target direction and the current direction of the unmanned underwater vehicle is detected (S30), and the change in direction in the propulsion direction of the unmanned underwater vehicle and the required angle change of the main thruster of the thrust vectoring system for this are determined (S40).

At this time, the desired angle change of the main thruster is ultimately achieved by a change in the length of the propulsion direction control assembly constituting the thrust vectoring system, so using Equation 1 and Equation 2, the own length of the propulsion direction control assembly of the thrust vectoring system The amount of change is derived and broadcast to change the length of the propulsion direction control assembly (S50).

However, since there is no crew in an unmanned submarine, each step of this control method is performed by a mission computer mounted on the unmanned submarine itself and an actuator connected to the mission computer.

Looking again at the executor and execution details of each step, determining the goal or target direction for the unmanned underwater vehicle can be made by a commander who remotely controls the unmanned underwater vehicle from a distance from the unmanned submarine. In some cases, the target itself may be determined in advance by the navigation plan entered into the mission computer before the unmanned submarine departs without remote control.

For unmanned operation according to this operation plan, the unmanned submarine is equipped with map information, related destination and navigation route information, navigation sensor, GPS, digital compass, IMU, DVL, depth sensor, etc., and the navigation sensor is used to operate the unmanned submarine. It is equipped with and runs Kalman filter-based navigation algorithm software to accurately estimate navigation conditions such as position and attitude.

Currently, the direction of the unmanned underwater vehicle in terms of the map plane can be calculated by the change in position during the previous short period of time that can be confirmed by GPS, etc., and the direction in terms of depth, such as diving and surfacing, can be calculated based on the pressure-based depth meter ( It can be calculated based on the change in water depth over a short period of time that can be confirmed by a depth gauge, etc.

In addition, the difference between the target or target direction, including depth, and the current direction of the unmanned underwater vehicle can be periodically calculated and determined by checking the current location of the unmanned underwater vehicle and the target location in the operation plan at a fixed time period.

Once the difference between the target location and the current map plane location and water depth of the unmanned underwater vehicle is confirmed, the pitch angle, yaw angle, and angle duration of the corresponding thrust vectoring system are calculated to propel the unmanned underwater vehicle toward the target.

The calculation of the pitch angle and yaw angle of the thrust vectoring system to navigate toward the target may be done by a remote person in charge, such as a command center, distant from the unmanned submarine, or by a computer at a remote location, or automatically by the mission computer of the unmanned submarine. may be calculated. Of course, the application program for automatic calculation will be provided in advance on the mission computer for use by the operating system. The unmanned underwater vehicle changes or maintains the yaw and pitch angle changes only when changing direction, and when the direction correction is complete, the thrust vectoring system roll direction will remain the same as the hull direction and operate in normal mode.

The yaw angle and pitch angle can be maintained for a certain period of time until direction correction is completely achieved, and the maintenance time can also be calculated using a pre-entered constant relational equation. However, if it is greatly influenced by external environmental factors, the direction of the unmanned underwater vehicle can be checked and calculated at regular intervals to change the yaw angle and pitch angle.

The yaw angle and pitch angle calculated in the above process are transmitted to the mission computer of the unmanned submarine, and according to the inventive control method discussed above, the pitch angle or pitch direction attitude of the main drive unit and the yaw angle or yaw direction attitude are adjusted. Accordingly, the change in length of each link can be calculated. This calculation can usually be done automatically by the unmanned submarine's mission computer, and an application program for automatic calculation will also be provided in advance.

If the required pitch angle and yaw angle changes are automatically calculated, these values are transmitted to the actuators of Link 1 and Link 2, and the actuators adjust their own lengths of Link 1 and Link 2 to create length changes, and the unmanned underwater vehicle changes the propulsion direction accordingly. I do it.

In the above, the present invention has been examined through limited embodiments, and the fact that the present invention can be embodied in other specific forms in addition to the above-described embodiments without departing from the spirit or scope thereof is known to those skilled in the art. It is self-evident. Therefore, the above-described embodiments are to be regarded as illustrative and not restrictive, and thus the present invention is not limited to the above description but may be modified within the scope of the appended claims and their equivalents.

10: propulsion propeller 20: frame assembly
21: Mount 24: Fourth joint connection part
25: second joint part 30: connection unit
31: connection bracket 32: connection member
100: main driving assembly 110: main driving part
111: first joint connection part 120: fixed part
121: 2nd joint connection part 130: 1st joint part
200: Propulsion direction control assembly 210: Linear drive unit
211: Third joint connection 220: Linear moving part
221: Fifth joint connection part

Claims (4)

delete A driving assembly as a main propeller including a main driving part that generates a rotational driving force, and a propulsion propeller that rotates by the rotational driving force of the main driving part and generates propulsive force; and a pair are provided around the main drive assembly, the rear ends of which are connected to each other at a position that is symmetrical to each other about the central axis of the main drive unit when viewed from above and deviates by the same height from the central axis of the main drive unit when viewed from the side, respectively. A propulsion direction control assembly as a linear actuator, the front end of which is connected to the rear mount portion of the unmanned submersible, and which controls the propulsion direction by varying the angle of the central axis of the main drive unit with respect to the unmanned submersible hull as each length is varied. As a control method for a thrust vectoring system of a two-link structure,
It is fixed so as not to rotate around the roll direction, which is the direction of the propulsion propeller axis (main drive central axis), and the length of the pair of propulsion direction control assemblies is changed complementary to the yaw perpendicular to the roll direction and in the vertical direction. The left and right direction is changed based on the direction, and the length of the pair of propulsion direction control assemblies are changed together to change the up and down direction centered on the pitch direction, which is perpendicular to the roll direction and is left and right,
The left and right direction changes centered on the yaw direction and the up and down direction changes centered on the pitch direction of the thrust vectoring system are,
A step in which the required angle (pitch angle, altitude) change Θ (theta) of the main thruster centered on the pitch direction and the required angle (yaw angle, azimuth) change Ψ (psai) of the main thruster centered on the yaw direction are given,
Characterized by converting theta and PSI using Equation 1 and Equation 2 below to derive the length change amount (ΔL1, ΔL2) of the propulsion direction control assembly and changing the length of the propulsion direction control assembly. A method of controlling the thrust vectoring system of an unmanned submarine.
(Equation 1)
(Equation 2)
At this time, m1 and m2 are, respectively, in the plane including link 1 and link 2 seen when looking from rear to front in the direction of the central axis with the central axis of the roll direction as the origin, and at the origin of the link 1 and link 2 coupling positions. The separation distance in the downward (-y) direction and the same separation distance in the left and right directions from the origin of each link 1 and link 2 connection position. delete As a control method for the thrust vectoring system of a two-link structure of an unmanned underwater vehicle,
Step of determining the target direction of the unmanned underwater vehicle (S10),
Step of detecting the current direction of the unmanned underwater vehicle (S20),
Detecting the difference between the target direction and the current orientation of the unmanned underwater vehicle (S30),
Step (S40) of determining the angle change values of the pitch angle and yaw angle required for the main thruster of the unmanned underwater vehicle thrust vectoring system to change the current orientation of the unmanned underwater vehicle to the target direction,
Using the angle change values of the necessary pitch angle and yaw angle, the self-length change amount of the propulsion direction control assembly of the thrust vectoring system is derived by the thrust vectoring system control method of the unmanned underwater vehicle in Paragraph 2, and the self-length of the propulsion direction control assembly is changed. This is done by providing a step (S50),
In the step (S50) of changing the self-length of the propulsion direction control assembly, the mission computer in the unmanned underwater vehicle derives the self-length change amount of the propulsion direction control assembly of the thrust vectoring system by a built-in application program and uses the derived self-length change information. A method of controlling the thrust vectoring system of an unmanned underwater vehicle, wherein the thrust vectoring system changes its own length by transmitting it to the actuator of the thrust direction control assembly of the thrust vectoring system.