Dual-degree-of-freedom stern rudder for ultra-high-speed underwater vehicles

Abstract

The present invention discloses a double-degree-of-freedom stern rudder steering gear suitable for an ultra-high-speed underwater vehicle, comprising a first hydraulic cylinder and a second hydraulic cylinder, wherein the movable end of the first hydraulic cylinder is fixedly connected to a first shift fork, and the movable end of the second hydraulic cylinder is fixedly connected to a second shift fork, and U-shaped grooves are arranged in the first shift fork and the second shift fork, and further comprising a mounting seat, wherein a first ball head and a second ball head are connected to the mounting seat, the first ball head is perpendicular to the second ball head, the first ball head is movably connected in the U-shaped groove of the first shift fork, and the second ball head is movably connected in the U-shaped groove of the second shift fork, and a rudder blade is also connected to the mounting seat; through the linear output of a piston rod in the hydraulic cylinder, the shift fork connected thereto is pushed and pulled to control the rotation of the ball head, and finally accurate two-way control of the swept-back support of the rudder blade and the flipping of the rudder surface is realized, so as to meet the different requirements of the supercavitation vehicle for stability and controllability under different navigation speeds, and lay a foundation for further research on the supercavitation vehicle.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle balance control equipment, and in particular relates to a double-degree-of-freedom stern rudder steering gear suitable for an ultra-high-speed underwater vehicle. Background Art

[0002] Compared with traditional fully wetted underwater vehicles, supercavitating vehicles have a very small wetted area, and most of the rest of the area is covered by cavitation. This new flow pattern greatly reduces navigation resistance and has achieved breakthrough progress in navigation speed. It has important strategic significance and military value.

[0003] Compared with conventional underwater vehicles, most or all of underwater supercavitating vehicles are wrapped in supercavitation, and the flow field around them is more complex, and the dynamic characteristics are very different. As an important control component of the vehicle, the stern rudder must have a large difference in layout and working mode under the two flow modes of supercavitation and traditional full wetting.

[0004] The hydrodynamic action point of the shell of a conventional fully wetted underwater vehicle is relatively forward, and the stability is poor. A larger stabilizing surface is required to ensure the balance and controllability of the trajectory. Therefore, the stern rudder must also be a stabilizing surface while serving as a control surface. At this time, the rudder blade needs to have a larger wetted area to meet the stability and controllability of the vehicle. For supercavitating vehicles, there are both low-speed fully wetted navigation states and high-speed supercavitating navigation states during navigation. When it is sailing in a low-speed fully wetted state, it is the same as the navigation requirements of conventional fully wetted vehicles, and it is necessary to be equipped with a larger rudder blade to provide a rudder force that can simultaneously meet the balance and controllability of the trajectory. When it is sailing in a high-speed supercavitating state, its hydroplaning force action point acts on the rear half of the navigation body, and the stability is higher. No larger rudder blade is required to maintain the stable navigation of the vehicle. At this time, the stern rudder only needs to be used as a control surface to provide the rudder force required to meet the maneuverability of the vehicle. And because the navigation speed is extremely high, a slight rudder force will cause a large disturbance to the navigation, so only a smaller rudder blade wetted area is required at this stage. And when sailing in a high-speed supercavitation state, if the rudder blade layout of the traditional fully wetted aircraft is still used, the rudder blade resistance will become the main resistance of the aircraft. If the rudder blade is too large, the drag coefficient will be too large, which will restrict the navigation speed of the aircraft and reduce the maneuverability of the aircraft. At the same time, the rudder blade interacts with the cavitation and affects the fluid dynamic characteristics of the aircraft. The existence of the rudder blade will affect the flow and distribution characteristics of the gas in the cavitation, change the shape and size of the main cavitation, further affect the position coupling relationship of the bubble body, and then affect the force characteristics of the aircraft. Summary of the invention

[0005] The purpose of the present invention is to provide a dual-degree-of-freedom stern rudder steering gear suitable for an ultra-high-speed underwater vehicle, which can meet the different requirements of the supercavitating vehicle for stability and controllability under different navigation speeds.

[0006] The technical solution adopted by the present invention is a dual-degree-of-freedom stern rudder steering gear suitable for an ultra-high-speed underwater vehicle, including a first hydraulic cylinder and a second hydraulic cylinder, the movable end of the first hydraulic cylinder is fixedly connected to a first fork, the movable end of the second hydraulic cylinder is fixedly connected to the second fork, U-shaped grooves are provided in the first fork and the second fork, and also includes a mounting seat, a first ball head and a second ball head are connected to the mounting seat, the first ball head is perpendicular to the second ball head, the first ball head is movably connected in the U-shaped groove of the first fork, the second ball head is movably connected in the U-shaped groove of the second fork, and the mounting seat is also connected to a rudder piece.

[0007] The present invention is also characterized in that:

[0008] The mounting seat includes a cylindrical upper end cover and a lower end cover, which are connected by screws to form a cylinder, the bottom surface of the cylinder is connected to a first ball head, the side surface of the cylinder is connected to a second ball head, the side surface of the cylinder is movably connected to a fixed bracket for fixing the servo, and the cylinder is also fixedly connected to the rudder blade.

[0009] A hemispherical groove is provided in the middle of one side where the upper end cover and the lower end cover are connected to each other, and a bracket groove is also provided on one side where the upper end cover and the lower end cover are connected to each other. The bracket groove is communicated with the hemispherical groove. A third ball head is connected between the hemispherical grooves of the upper end cover and the lower end cover, and the fixed bracket passes through the bracket groove to connect the third ball head.

[0010] There is a very small gap between the bracket slot and the fixed bracket.

[0011] The first hydraulic cylinder and the second hydraulic cylinder both include a cylinder body, both ends of the cylinder body are respectively connected to the cylinder end covers, the cylinder body is movably connected to the piston, the first hydraulic cylinder is also provided with an oil inlet and an oil outlet, the oil inlet and the oil outlet are separated on both sides of the piston, both sides of the piston are respectively connected to one end of a piston rod, and the other end of each piston rod passes through the opposite cylinder end cover as a movable end.

[0012] A first sealing ring is also connected between the cylinder body and each oil cylinder end cover.

[0013] A second sealing ring is connected between the cylinder body and the piston.

[0014] The oil inlet on the cylinder body is connected to the oil inlet pipe, and the oil outlet on the cylinder body is connected to the oil outlet pipe.

[0015] The beneficial effects of the present invention are:

[0016] 1. The dual-degree-of-freedom stern rudder servo of the present invention can realize two rudder blade motion states of swept support and rudder surface flipping through a set of servos, and at the same time meet the different control requirements of ultra-high-speed underwater vehicles in low-speed full-wet state and high-speed supercavitation navigation state;

[0017] 2. The double-degree-of-freedom stern rudder steering gear of the present invention adopts a ball head structure in a hydraulic system, which is more compact and smaller in size than a gear rack structure, and occupies less space in the aircraft, so that it can be arranged in a small space of the aircraft, and can also save space for the aircraft;

[0018] 3. The dual-degree-of-freedom stern rudder steering gear of the present invention adopts a hydraulic system and does not require special waterproofing treatment, and has greater reliability and safety during navigation. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a diagram of the supercavitating vehicle with the rudder blades propped up in a low-speed, fully wetted state;

[0020] Figure 2 This is a diagram of the swept-back state of the rudder blades of a supercavitating vehicle in a high-speed supercavitating state;

[0021] Figure 3 The present invention is a schematic diagram of a double-degree-of-freedom stern rudder steering gear structure applicable to a supercavitation vehicle;

[0022] Figure 4 It is a schematic diagram of the structure of the mounting seat in the steering gear of the present invention;

[0023] Figure 5 It is a schematic diagram of the structure of the shift fork used in the steering gear of the present invention;

[0024] Figure 6 This is a schematic diagram of the steering gear control support operation of the present invention;

[0025] Figure 7 This is a schematic diagram of the servo control sweep operation of the present invention;

[0026] Figure 8 The figure is a schematic diagram of the operation of controlling the rudder surface to flip by the steering gear of the present invention.

[0027] In the figure, 1. the first hydraulic cylinder, 2. the cylinder body, 3. the cylinder end cover, 4. the piston, 5. the first fork, 6. the fixed bracket, 7. the rudder blade, 8. the mounting seat, 9. the second fork, 10. the second hydraulic cylinder, 11. the piston rod, 12. the hemispherical groove, 13. the bracket groove, 14. the lower end cover, 15. the first ball head, 16. the second ball head, 17. the upper end cover, 18. the cavitator, 19. the third ball head, 20. the second sealing ring, 21. the first sealing ring, 22. the oil inlet pipe, 23. the oil outlet, 24. the oil inlet, 25. the oil outlet pipe, 26. the aircraft cone section, 27. the aircraft column section, 28. the tail nozzle, 29. the supercavitation. DETAILED DESCRIPTION

[0028] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments.

[0029] When a supercavitating vehicle is traveling at a low speed and in a fully wetted state, its fluid dynamics point of action is relatively forward, and its stability is poor. It needs to be equipped with a larger rudder blade, that is, it needs to have a larger rudder blade wetted area to provide rudder force to ensure a stable and controllable trajectory. Figure 1 When sailing in a high-speed supercavitation state, the fluid dynamics point is far back, and the aircraft has better stability. At this time, only a small rudder blade wetted area is needed to maintain the stable navigation of the aircraft. At the same time, for high-speed supercavitation aircraft, supercavitation 29 is formed, and a small rudder blade wetted area can avoid excessive rudder blade resistance to restrict the navigation speed of the aircraft, and at the same time reduce the influence of the rudder blade on the fluid dynamic characteristics of the aircraft, as shown in the attached figure. Figure 2 As shown; based on this, the present invention proposes a dual-degree-of-freedom stern rudder actuator suitable for a supercavitation vehicle, which can meet the different requirements of the supercavitation vehicle for stability and controllability under different navigation speeds.

[0030] like Figure 1 , Figure 2 The figure shows a complete supercavitation vehicle appearance structure, including a cavitator 18, a vehicle cone section 26, a vehicle column section 27, and a tail nozzle 28. The vehicle cone section 26 and the vehicle column section 27 are internally connected to a steering gear, and a rudder blade 7 is connected to the steering gear.

[0031] The present invention is applicable to a dual-degree-of-freedom stern rudder steering gear of an ultra-high-speed underwater vehicle, such as Figure 3 As shown, a hydraulic system is used, including two hydraulic cylinders, which push and pull the fork through the piston rod to control the rotation in two directions around the central ball head, respectively, to achieve two degrees of freedom of movement. The hydraulic cylinder is an actuator in the system, which pushes and pulls the fork to make the ball head rotate in the fork, and then the steering gear drives the rudder blade to rotate to the required angle. The ball head is located in the mounting seat and is a "joint" device. The fork is a connecting device, and the fixed bracket fixes the entire steering gear.

[0032] The present invention is suitable for a double-degree-of-freedom stern rudder steering gear of an ultra-high-speed underwater vehicle, specifically comprising a first hydraulic cylinder 1 and a second hydraulic cylinder 10, wherein the movable end of the first hydraulic cylinder 1 is fixedly connected to a first fork 5, and the movable end of the second hydraulic cylinder 10 is fixedly connected to a second fork 9, and U-shaped grooves are provided in the first fork 5 and the second fork 9, and further comprising a mounting seat 8, wherein a first ball head 15 and a second ball head 16 are connected to the mounting seat 8, wherein the first ball head 15 is perpendicular to the second ball head 16, the first ball head 15 is movably connected in the U-shaped groove of the first fork 5, and the first ball head 15 and the first fork 5 form a "joint" device, the second ball head 16 is movably connected in the U-shaped groove of the second fork 9, and the second ball head 16 and the second fork 9 form a second "joint" device, and a rudder blade 7 is also connected to the mounting seat 8, and the mounting seat is adjusted and rotated through the two "joint" devices, and the rudder blade 7 is driven to rotate at the same time, so as to realize the support and sweep of the rudder blade 7.

[0033] like Figure 4 As shown, the mounting seat 8 includes a cylindrical upper end cover 17 and a lower end cover 14, and the upper end cover 17 and the lower end cover 14 are connected by screws to form a cylinder, the bottom surface of the cylinder is connected to the first ball head 15, and the side surface of the cylinder is connected to the second ball head 16, the first ball head 15 and the second ball head 16 are perpendicular to each other, and the rotation of the two ball heads is controlled by a shift fork to achieve control of two degrees of freedom, the side surface of the cylinder is movably connected to a fixed bracket 6 for fixing the servo, and the cylinder is also fixedly connected to the rudder blade 7. In order to facilitate the installation and control of the rudder blade 7, the rudder blade 7 is arranged on the other bottom surface of the cylinder, that is, on the same line as the first ball head 15.

[0034] A hemispherical groove 12 is provided in the middle of one side where the upper end cover 17 and the lower end cover 14 are connected to each other, and a bracket groove 13 is also provided on one side where the upper end cover 17 and the lower end cover 14 are connected to each other. The bracket groove 13 is communicated with the hemispherical groove 12. A third ball head 19 is placed tangentially between the hemispherical grooves 12 of the upper end cover 17 and the lower end cover 14. The fixed bracket 6 passes through the bracket groove 13 and is connected to the third ball head 19. The fixed bracket 6 can be used to fix the servo in the aircraft. On the other hand, it can serve as a supporting structure for the rotation of the mounting seat 8. The fixed bracket 6 is connected to the center of the third ball head 19 as the center origin of rotation.

[0035] The first ball head 15, the second ball head 16, the third ball head 19, the first fork 5, and the second fork 9 are made of rail steel material and are carburized, thereby avoiding strength problems that may be caused by line contact and having high reliability.

[0036] There is a very small gap between the bracket groove 13 and the fixing bracket 6 , and the rudder blade 7 can be restrained from tilting sideways by the very small gap.

[0037] The first hydraulic cylinder 1 and the second hydraulic cylinder 10 both include a cylinder body 2, both ends of the cylinder body 2 are respectively connected to the cylinder end covers 3, a piston 4 is movably connected inside the cylinder body 2, an oil inlet 24 and an oil outlet 23 are also provided on the first hydraulic cylinder 1, the oil inlet 24 and the oil outlet 23 are located on both sides of the piston 4, both sides of the piston 4 are respectively connected to one end of a piston rod 11, the other end of each piston rod 11 passes through the relative cylinder end cover 3 as a movable end, the movable end of the piston rod 11 of the first hydraulic cylinder 1 is connected to the first fork 5, the movable end of the piston rod 11 of the second hydraulic cylinder 10 is connected to the second fork 9, the fork makes a linear motion along the direction of the piston rod 11, when the piston is acted upon by the pressure of the hydraulic oil, it moves left and right in the cylinder to realize a linear output of push and pull.

[0038] like Figure 5As shown, U-shaped grooves are provided in the first fork 5 and the second fork 9, and the first ball head 15 and the second ball head 16 can rotate in the U-shaped grooves, thereby driving the mounting seat 8 to rotate and completing the movement of the rudder 7. The U-shaped groove is used because the contact part between the ball head and the U-shaped groove becomes a linear contact during movement, and the thickening of the root can improve the stress condition and avoid the situation where the fork is easy to break.

[0039] A first sealing ring 21 is also connected between the cylinder body 2 and each cylinder end cover 3 , and a second sealing ring 20 is connected between the cylinder body 2 and the piston 4 . The first sealing ring 21 and the second sealing ring 20 are used to precisely control the hydraulic pressure, thereby precisely controlling the movement of the piston rod 11 .

[0040] The oil inlet 24 on the cylinder body 2 is connected to the oil inlet pipe 22, and the oil outlet 23 on the cylinder body 2 is connected to the oil outlet pipe 25. The oil volume in the two parts of the cylinder body 2 is controlled by an external oil inlet device or an oil pumping device, and then the piston 4 realizes linear movement under the action of the pressure difference on both sides.

[0041] The working process of a dual-degree-of-freedom stern rudder servo suitable for an ultra-high-speed underwater vehicle of the present invention is divided into two working processes: sweeping and supporting and rudder surface flipping, which are specifically:

[0042] The sweeping and raising working process is as follows:

[0043] The second hydraulic cylinder 10 is fixed, and the piston rod 11 in the first hydraulic cylinder 1 is fixedly connected to the first fork 5. The piston 4 is acted upon by the pressure of the hydraulic oil and moves left and right in the first hydraulic cylinder 1, pushing and pulling the first fork 5, thereby realizing the linear output of the first fork 5. The first ball head 15 performs a single-degree-of-freedom rotational motion around the x-axis in the U-shaped groove of the first fork 5, and the upper end cover 17 and the lower end cover 14 of the mounting seat 8 perform a single-degree-of-freedom rotation around the x-axis. The second ball head 16 fixedly connected to the end cover also performs a single-degree-of-freedom rotation around the x-axis in the groove of the second fork 9. At the same time, the rudder surface is fixedly constrained to flip by the second hydraulic cylinder 10, and the extremely small gap between the upper end cover 17, the lower end cover 14 and the fixed bracket 6 constrains the lateral tilt of the rudder blade, thereby completing the support and sweep of the rudder blade 7. Figure 6 The figure shows the supported state. Figure 7 The figure shows the swept state. When the supercavitating vehicle is sailing in a low-speed fully wetted state, the vehicle stability is poor, and the rudder blades need to have a larger wetted area to provide a rudder force that meets the requirements of stability and controllability. At this time, the rudder blades need to be in a propped-up state. When sailing in a high-speed supercavitating state, the vehicle stability is better, and a smaller rudder blade wetted area is required. While meeting the requirements of balance and controllability, the rudder blades should avoid excessive resistance that restricts the navigation speed of the vehicle and reduce the influence of the rudder blades on the fluid dynamic characteristics of the vehicle. At this time, the rudder blades need to be in a swept state.

[0044] The working process of rudder flipping is:

[0045] The first hydraulic cylinder 1 is fixed, the piston rod 11 in the second hydraulic cylinder 10 is fixedly connected to the second fork 9, and the piston 4 is acted upon by the pressure of the hydraulic oil to move up and down in the second hydraulic cylinder 10, pushing and pulling the second fork 9, thereby realizing the linear output of the second fork 9. The second ball head 16 performs a single degree of freedom rotational motion around the y-axis in the U-shaped groove of the second fork 9, and the upper end cover 17 and the lower end cover 14 of the mounting seat 8 perform a single degree of freedom rotation around the y-axis. The first ball head 15 fixedly connected to the end cover also performs a single degree of freedom rotation around the y-axis in the U-shaped groove of the first fork 5. At the same time, the first hydraulic cylinder 1 is used to fix and constrain the support and sweep of the rudder blade, and the extremely small gap between the upper end cover 17 and the lower end cover 14 of the mounting seat and the fixed bracket 6 constrains the lateral tilt of the rudder blade, thereby completing the flipping of the rudder surface. Figure 8 It is in the 0° rudder angle state.

[0046] Through the above method, the present invention provides a dual-degree-of-freedom stern rudder servo suitable for ultra-high-speed underwater vehicles, specifically, through the linear output of the piston rod in the hydraulic cylinder, the fork connected thereto is pushed and pulled to realize the rotation of the ball head, and finally realizes the precise bidirectional control of the sweeping support of the rudder blade and the flipping of the rudder surface. The present invention provides a method for the balance control of the supercavitation vehicle in two navigation states, and lays a foundation for further research on the supercavitation vehicle.

Claims

1. A dual-degree-of-freedom stern rudder servo suitable for ultra-high-speed underwater vehicles, characterized in that: The invention comprises a first hydraulic cylinder (1) and a second hydraulic cylinder (10), wherein the movable end of the first hydraulic cylinder (1) is fixedly connected to a first shift fork (5), and the movable end of the second hydraulic cylinder (10) is fixedly connected to a second shift fork (9), and the first shift fork (5) and the second shift fork (9) are both provided with U-shaped grooves. The invention also comprises a mounting seat (8), and the mounting seat (8) is connected to a first ball head (15) and a second ball head (16), the first ball head (15) is perpendicular to the second ball head (16), the first ball head (15) is movably connected to the U-shaped groove of the first shift fork (5), and the second ball head (16) is movably connected to the U-shaped groove of the second shift fork (9), and the mounting seat (8) is also connected to a rudder plate (7); The mounting seat (8) comprises a cylindrical upper end cover (17) and a lower end cover (14); the upper end cover (17) and the lower end cover (14) are connected by screws to form a cylinder; the bottom surface of the cylinder is connected to a first ball head (15); the side surface of the cylinder is connected to a second ball head (16); the side surface of the cylinder is movably connected to a fixing bracket (6) for fixing the steering gear; and the cylinder is also fixedly connected to a steering blade (7); A hemispherical groove (12) is provided in the middle of one side where the upper end cover (17) and the lower end cover (14) are connected to each other, and a bracket groove (13) is also provided on one side where the upper end cover (17) and the lower end cover (14) are connected to each other, the bracket groove (13) is communicated with the hemispherical groove (12), a third ball head (19) is connected between the hemispherical grooves (12) of the upper end cover (17) and the lower end cover (14), and the fixed bracket (6) passes through the bracket groove (13) and is connected to the third ball head (19); There is a very small gap between the bracket groove (13) and the fixed bracket (6); The first hydraulic cylinder (1) and the second hydraulic cylinder (10) both comprise a cylinder body (2), the two ends of the cylinder body (2) are respectively connected to a cylinder end cover (3), a piston (4) is movably connected inside the cylinder body (2), an oil inlet (24) and an oil outlet (23) are also provided on the first hydraulic cylinder (1), the oil inlet (24) and the oil outlet (23) are located on both sides of the piston (4), the two sides of the piston (4) are respectively connected to one end of a piston rod (11), and the other end of each piston rod (11) passes through the opposite cylinder end cover (3) as a movable end; A first sealing ring (21) is also connected between the cylinder body (2) and each of the cylinder end covers (3); A second sealing ring (20) is connected between the cylinder body (2) and the piston (4); The oil inlet (24) on the cylinder body (2) is connected to an oil inlet pipe (22), and the oil outlet (23) on the cylinder body (2) is connected to an oil outlet pipe (25).

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