A head structure for a vehicle and the vehicle
By designing a spherical head and an axial transition section for the vehicle's head structure, the problem of attitude disturbance during the vehicle's oblique entry into the water was solved, and attitude stabilization and motion stability of the vehicle during the oblique entry into the water were achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HARBIN ENG UNIV
- Filing Date
- 2026-05-25
- Publication Date
- 2026-07-07
AI Technical Summary
During the oblique entry of the vehicle into the water, attitude disturbances and instability upon entry due to uneven distribution of hydrodynamic loads and asymmetric evolution of cavitation affect the vehicle's motion stability and safety.
Design a head structure including a spherical head, an axial transition section, and an actuator. By forming a constricted structure before the vehicle enters the water, the hydrodynamic load is guided to be distributed along the normal direction of the curved surface, and the smooth shape is restored after entering the water, thereby reducing pitching moment and disturbance moment and improving attitude stability.
It effectively suppresses the attitude deflection of the vehicle during the oblique water entry process, improves the motion stability and structural safety of the vehicle during the cross-medium water entry stage, and adapts to different application requirements.
Smart Images
Figure CN122343601A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aircraft structure technology, specifically to a head structure and an aircraft for stabilizing the attitude of an aircraft entering the water at an angle. Background Technology
[0002] With the increasing demand for applications such as marine exploration, emergency rescue, material delivery, and cross-domain mobility, vehicles capable of flying in the air and entering water to perform missions are gradually attracting attention. These vehicles typically need to complete a certain distance of flight before entering the water. During the extremely short process of crossing the air-water interface, the fluid medium abruptly changes from air to water, and the loads on the vehicle rapidly shift from aerodynamic loads to hydrodynamic loads. Due to the significant differences between air and water in density, viscosity, and flow characteristics, the vehicle's entry into the water is often accompanied by a highly nonlinear and unsteady multiphase flow process, generating complex and intense hydrodynamic loads that affect the vehicle's motion stability. This stage is a critical phase in the vehicle's cross-medium navigation process. In practical engineering applications, oblique entry into the water at a certain angle is more common. Under oblique water entry conditions, as the vehicle crosses the free liquid surface, the water exhibits a significant asymmetric climbing process along the surface of the vehicle, resulting in an uneven spatial distribution of hydrodynamic loads. On this basis, the cavitation formed during the water entry process also exhibits corresponding asymmetric evolution characteristics. The coupled effects of the above series of effects can easily cause pitch attitude disturbances in the vehicle, thereby causing instability problems during water entry.
[0003] As the entry velocity of a vessel increases and the wind, wave, and current conditions intensify during entry, the vessel will experience more severe impact loads during its oblique entry into the water. This can easily induce instability phenomena such as sudden lurch and ricochet, which will have a severely adverse impact on the structural safety of the vessel and its subsequent underwater motion, and may even affect the successful and stable completion of the entry mission. Therefore, how to suppress the attitude response of the vessel and enhance its motion stability during entry into the water under typical oblique entry conditions has become a key technical problem that urgently needs to be solved in the structural design of this type of vessel. Summary of the Invention
[0004] To address the aforementioned problem of attitude disturbances caused by complex transient hydrodynamic forces and uneven load distribution and transmission during the trans-medium water entry process of a vehicle, this invention proposes a head structure and a vehicle body for attitude stabilization during oblique water entry. This invention improves the hydrodynamic load characteristics experienced by the vehicle body during water surface crossing through comprehensive design of the front shape and its structural form with the main body, thereby reducing the sensitivity of the vehicle body's attitude response during the water entry phase.
[0005] This invention proposes a head structure for stabilizing the attitude of a vehicle entering water at an angle. Specifically, it includes a spherical head, an axial transition section, and two actuators. The spherical head is located at one end of the axial transition section, and the two actuators are symmetrically located on the side of the other end of the axial transition section. A spherical surface is provided on one side of the spherical head, and the center of the spherical surface is collinear with the axis of the axial transition section.
[0006] Furthermore, the diameter of the spherical head is larger than the diameter of the axial transition section.
[0007] Furthermore, a guide structure is provided on the axial transition section.
[0008] A type of aircraft using the aforementioned head structure for stabilizing the attitude of an aircraft entering water at an angle includes a head structure and a main body of the aircraft. The axial transition section of the head structure is telescopically disposed at the head of the main body of the aircraft. An actuator cooperates with the main body of the aircraft to drive the head structure to move.
[0009] Furthermore, the center of the spherical head coincides with the center of mass of the main body of the spherical head.
[0010] Furthermore, the diameter of the spherical head is less than or equal to the diameter of the main body of the aircraft.
[0011] Furthermore, the main body of the vessel has two drive slots on the inner side of its head, and the actuator is disposed in the drive slots.
[0012] Furthermore, a guide groove is provided on the inner side of the head of the main body of the aircraft, and a guide structure is disposed in the guide groove.
[0013] Furthermore, when the vehicle enters the water, the actuator drives the head structure to extend from the head of the vehicle body.
[0014] Furthermore, after the vehicle enters the water, the head structure retracts into the head of the main body of the vehicle, restoring its initial state.
[0015] The beneficial effects of the head structure for enhancing the attitude stabilization of a vehicle entering the water at an angle, as described in this invention, and the vehicle itself, are as follows: (1) The present invention provides a head structure for stabilizing the attitude of a vehicle entering the water at an angle. During the entry of the vehicle into the water, the spherical head at the front end helps to guide the hydrodynamic load of the vehicle to be distributed along the normal direction of the curved surface during the crossing of the water surface, so that the direction of the resultant hydrodynamic force acting on the curved head is directed towards the center of mass or near the center of mass, thereby reducing the pitching moment and thus reducing the attitude deflection caused by the axial load of the head.
[0016] (2) The head structure and the vehicle body described in this invention for stabilizing the attitude of a vehicle entering the water at an angle, actively form a necking structure before the vehicle enters the water via an axial transition section between the spherical head and the main body of the vehicle. During the vehicle's passage through the water surface, the necking structure introduces a circumferentially connected region in the area where the spherical head connects with the main body of the vehicle, allowing the low-pressure region on the lower side of the head to connect with the atmosphere. This suppresses or weakens the formation of a local low-pressure region on the lower side of the head during water entry, thereby reducing the pitch attitude deflection caused by the pitching moment generated by the normal load of the vehicle. By changing the multiphase flow process in the head and lower region during the vehicle's water entry, the characteristics of local unfavorable hydrodynamic loads are mitigated, thereby reducing the disturbance moment caused by unreasonable hydrodynamic distribution and improving the attitude stability of the vehicle during the cross-medium water entry stage. The structural form of this invention has good adaptability in engineering implementation, is easy to configure according to different application requirements, and is conducive to practical application and promotion. Attached Figure Description
[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.
[0018] In the attached diagram: Figure 1 This is a schematic diagram of a head structure for stabilizing the attitude of a vehicle entering water at an angle, as described in this invention. Figure 2 This is a schematic diagram of the structure of the ship described in this invention, which employs a head structure to stabilize the ship's attitude when entering the water at an angle. Figure 3 This is a front view of the aircraft described in this invention; Figure 4 This is a top view of the aircraft described in this invention; Figure 5 This is a schematic diagram of the extended head structure of the aircraft body according to the present invention; Figure 6 This is a front view of the extended head structure of the aircraft body described in this invention; Figure 7 This is a top view of the extended head structure of the aircraft body described in this invention; Figure 8 This is a schematic diagram of the initial flow field state of the vehicle body upon entering the water, as described in this invention. Wherein: 1-spherical head; 2-axial transition section; 3-actuating component. Detailed Implementation
[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features described in the embodiments of the present invention can be combined with each other. The described embodiments are merely some embodiments of the present invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.
[0020] Specific implementation method one: See Figures 1-8 This embodiment describes a head structure for stabilizing the attitude of a vehicle entering water at an angle, specifically comprising a spherical head 1, an axial transition section 2, and two actuators 3. The spherical head 1 is located at one end of the axial transition section 2, and the two actuators 3 are symmetrically arranged on the side of the other end of the axial transition section 2. One side of the spherical head 1 is spherical, and the center of the sphere is collinear with the axis of the axial transition section 2. The diameter of the spherical head 1 is larger than the diameter of the axial transition section 2. A guide structure is provided on the axial transition section 2.
[0021] A type of aircraft using the aforementioned head structure for stabilizing the oblique entry attitude of an aircraft, specifically includes a head structure and a main body of the aircraft. One end of the axial transition section 2 of the head structure is inserted into the interior of the main body of the aircraft to form a telescopic structure, and the other end of the axial transition section 2 is connected to the spherical head 1. In the retracted state, one side of the plane of the spherical head 1 is in contact with the front end of the main body of the aircraft. Two drive grooves and a guide groove are provided on the inner side of the head of the main body of the aircraft. An actuator 3 is disposed in the drive groove, and a guide structure is disposed in the guide groove. The actuator 3 cooperates with the main body of the aircraft to drive the spherical head 1 and the axial transition section 2 to move.
[0022] The spherical head 1 is located at the front end of the vehicle and has a partially spherical curved surface structure, used to guide the surrounding fluid during the initial water entry phase. The center of the spherical head 1 coincides with the center of mass of the vehicle body. The diameter of the spherical head 1 is less than or equal to the diameter of the vehicle body, and its edge encloses the radial boundary of the vehicle body. The outer edge of the head does not exceed the radial boundary of the vehicle body in the axial projection direction, ensuring the continuity of shape and structural compatibility between the spherical head 1 and the vehicle body. In special cases, such as when the center of mass of the vehicle is no longer on its central axis, the curved surface shape of the head is no longer radially symmetrical, but rather an offset spherical shape. This invention alleviates the pitch attitude response of the vehicle caused by hydrodynamic loads on the head surface by changing the geometry of the vehicle head's curved surface.
[0023] An axial transition section 2 is provided between the spherical head 1 and the main body of the vehicle along the axial direction of the vehicle and is located in the connection area between the spherical head 1 and the main body of the vehicle. It is used to adjust the shape transition relationship between the spherical head 1 and the main body of the vehicle at different stages of movement. The axial transition section 2 is used to actively form a necking structure through the actuator 3 before the vehicle enters the water and slams. The outer diameter of the axial transition section 2 is smaller than the outer diameter of the spherical head 1 and the adjacent area of the main body of the vehicle.
[0024] The actuator 3 is used to drive the spherical head 1 to change its axial position relative to the main body of the vehicle before the vehicle enters the water, causing the spherical head 1 to extend forward, so that the axial transition section 2 presents a necked structure with a reduced outer diameter during the water entry phase; after the water entry is completed, the actuator 3 can be deactivated under predetermined conditions, so that the spherical head 1, the axial transition section 2 and the main body of the vehicle gradually return to a continuous and smooth shape transition state, which is conducive to the vehicle entering the subsequent stable underwater movement phase; during the air movement before water entry and the fully underwater movement after water entry, the head structure can change its overall shape so that the overall outer diameter of the vehicle presents a continuous and smooth transition state.
[0025] The actuator 3 can be implemented using a telescopic structure, for example, by releasing a linear motor or driving the actuator to cause relative displacement of the spherical head 1.
[0026] The specific working principle of the head structure for stabilizing the attitude of a vehicle entering water at an angle, as described in this invention, is as follows: During the airborne phase, the spherical head 1, axial transition section 2, and main body of the aircraft exhibit a continuous and smooth transition in axial shape. This reduces aerodynamic drag during flight and ensures the integrity of the structural shape. Figures 2-4 As shown.
[0027] When the vehicle approaches the free surface of the water at a certain small entry angle and a change in medium is about to occur, the actuator 3 is triggered, causing the spherical head 1 to change its predetermined relative position with respect to the main body of the vehicle along the axial direction of the vehicle. This creates a constricted neck structure with a reduced outer diameter between the head 1 and the main body. Figures 5-7 As shown.
[0028] like Figure 8 As shown, when the vehicle comes into contact with the free surface of the water, the spherical head 1 interacts with the water first, and the water flows upward along the head surface. Because the spherical head 1 has a spherical head shape, the hydrodynamic force acting on the head region in the initial stage of water entry is distributed along the normal direction of the curved surface, which suppresses the formation of pitch motion in the distribution of hydrodynamic force on the head region.
[0029] Simultaneously, the axial transition section 2 located between the spherical head 1 and the main body of the vehicle extends forward just before contacting the free liquid surface, forming a constricted structure. Its outer diameter is smaller than that of the adjacent head and main body regions, creating an atmospheric communication area on the water-impacting side of the vehicle's head. This structural design suppresses the formation of a low-pressure zone on the front side of the vehicle upon entering the water.
[0030] As the vehicle further enters the water and completes the entry process, the actuator 3 can be deactivated under predetermined conditions, causing the head 1 and axial transition section 2 to retract into the main body of the vehicle. The vehicle gradually returns to a continuous and smooth shape transition state, which is conducive to the vehicle entering the subsequent stable underwater movement stage.
[0031] In this embodiment, the connection area of the spherical head 1 can also be equipped with an energy-absorbing structure as needed to buffer the local area during the water entry phase. In addition, considering that the vehicle may be subjected to high transient hydrodynamic loads in the early stage of water entry, a fluid release device can also be provided at the spherical head 1 as needed to ventilate the area in front of or around the head in the early stage of water entry, so as to provide auxiliary regulation for the initial contact process between the head and the water, thereby alleviating the local load or improving the transient flow state to a certain extent.
[0032] In summary, the above implementation examples illustrate that the present invention provides a head structure and a vehicle body for stabilizing the attitude of a vehicle entering the water at an angle. During the entry of the vehicle body into the water, the spherical head 1 at the front end helps guide the hydrodynamic load of the vehicle body to be distributed along the normal direction of the curved surface during the crossing of the water surface, so that the direction of the resultant hydrodynamic force acting on the curved head is directed towards the center of mass or near the center of mass, thereby reducing the pitching moment and thus reducing the attitude deflection caused by the axial load of the head.
[0033] This invention discloses a head structure and a vehicle for stabilizing the attitude of a vehicle entering water at an angle. An axial transition section 2, located between the spherical head 1 and the main body of the vehicle, actively forms a necking structure before the vehicle enters the water. During the vehicle's passage through the water surface, the necking structure introduces a circumferentially connected region at the connection area between the spherical head 1 and the main body, allowing the low-pressure region on the lower side of the head to connect with the atmosphere. This suppresses or weakens the formation of a local low-pressure region on the lower side of the head during entry, thereby reducing the pitch attitude deflection caused by the pitching moment resulting from the normal load on the vehicle. By altering the multiphase flow process in the head and lower region during entry, the invention mitigates unfavorable local hydrodynamic load characteristics, thereby reducing the disturbance moment caused by unreasonable hydrodynamic distribution and improving the attitude stability of the vehicle during the cross-medium entry phase. The structural form of this invention has good adaptability in engineering implementation, is easy to configure according to different application requirements, and is beneficial for practical application and promotion.
[0034] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the invention. They can also be reasonable combinations of the features described in the above embodiments. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. A head structure for stabilizing the attitude of a vehicle entering water at an angle, characterized in that: It includes a spherical head (1), an axial transition section (2) and two actuators (3). The spherical head (1) is located at one end of the axial transition section (2), and the two actuators (3) are symmetrically located on the side of the other end of the axial transition section (2). A spherical surface is provided on one side of the spherical head (1), and the center of the spherical surface is collinear with the axis of the axial transition section (2).
2. The head structure for stabilizing the oblique entry attitude of a vehicle into water as described in claim 1, characterized in that: The diameter of the spherical head (1) is greater than the diameter of the axial transition section (2).
3. The head structure for stabilizing the oblique entry attitude of a vehicle into water as described in claim 2, characterized in that: A guide structure is provided on the axial transition section (2).
4. A ship employing the head structure for stabilizing the ship's attitude upon oblique entry into water as described in claim 3, characterized in that: It includes a head structure and a main body of the aircraft. The axial transition section (2) of the head structure is telescopically set at the head of the main body of the aircraft. The actuator (3) cooperates with the main body of the aircraft to drive the head structure to move.
5. The aircraft carrier according to claim 4, characterized in that: The center of the spherical head (1) coincides with the center of mass of the main body of the navigator.
6. The aircraft carrier according to claim 4, characterized in that: The diameter of the spherical head (1) is less than or equal to the diameter of the main body of the aircraft.
7. The aircraft carrier according to claim 4, characterized in that: Two drive slots are provided on the inner side of the head of the main body of the aircraft, and the actuating component (3) is disposed in the drive slots.
8. The aircraft carrier according to claim 4, characterized in that: A guide groove is provided on the inner side of the head of the main body of the aircraft, and a guide structure is disposed in the guide groove.
9. The aircraft carrier according to claim 4, characterized in that: When the vehicle enters the water, the actuator (3) drives the head structure to extend from the head of the vehicle body.
10. The aircraft carrier according to claim 9, characterized in that: After the vehicle enters the water, its head structure retracts into the head of the main body of the vehicle, returning to its initial state.