An emergency self-balancing device for underwater vehicle and underwater vehicle
By designing an emergency self-balancing device on the underwater vehicle, and using current to control the melting of the traction wire and the operation of the solenoid valve, the problem of single buoyancy adjustment was solved. This enabled balance restoration and safe arrival at the water surface after misoperation, reducing operation and maintenance costs and improving maneuverability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- TIANJIN UNIV
- Filing Date
- 2022-12-29
- Publication Date
- 2026-08-04
AI Technical Summary
Existing underwater vehicles have limited buoyancy control and adjustment functions and lack emergency buoyancy balance adjustment functions, resulting in high operation and maintenance costs and the inability to continue operations after human error, especially in remote sea areas where rescue missions are extremely difficult.
Design an emergency self-balancing device comprising a base frame, electrode terminals, traction wires, an emergency buoyancy adjustment shell, a solenoid valve, and a counterweight. The device controls the melting of the traction wires and the operation of the solenoid valve through a current path to achieve buoyancy adjustment and balance restoration.
In the event of human error or detachment of the counterweight, the self-balancing device can restore the underwater vehicle to its balance, ensuring its safe arrival at the surface or continued operation, reducing maintenance costs and improving maneuverability.
Smart Images
Figure CN116142432B_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of underwater vehicle technology, and particularly relates to an emergency self-balancing device for underwater vehicles and an underwater vehicle. Background Technology
[0002] The invention disclosed in 2020, titled "A 7000-meter-class deep-sea underwater glider" (application publication number CN112124538A), is a 7000-meter-class deep-sea underwater glider including a stern submerged section, a buoyancy adjustment section, an attitude adjustment section, and an antenna. This technology addresses the needs of high-depth, high-density oceanographic observation. However, currently, the aforementioned deep-sea underwater glider uses a single buoyancy adjustment device as its driving force, limiting its maneuverability. It cannot perform operations such as constant-depth navigation or short-duration high-speed cruise. In addition, for general underwater vehicles, if human error causes the underwater vehicle to enter emergency mode (i.e., the emergency load is detached from the vehicle), the underwater vehicle will float to the surface due to the large positive buoyancy. Since the buoyancy of the vehicle is greater than the weight, the underwater vehicle cannot continue to dive and can only continue to operate after the personnel "rescue" it. If the underwater vehicle goes to a distant sea area to operate, the "rescue" mission will obviously generate huge economic and time costs. Summary of the Invention
[0003] To address the problems existing in the prior art, this invention provides an emergency self-balancing device for underwater vehicles, as well as an underwater vehicle, which solves the problems of limited buoyancy control and adjustment functions, lack of emergency buoyancy balance adjustment functions, and high operation and maintenance costs of current underwater vehicles.
[0004] This invention is implemented as follows: an emergency self-balancing device for underwater vehicles, characterized in that it includes a base frame, electrode terminals, a first traction wire, an emergency buoyancy adjustment housing, a solenoid valve, a second traction wire, and a counterweight; the electrode terminals are disposed on the base frame; the first traction wire and the two electrode terminals on the base frame form a first current path that causes the first traction wire to melt upon energization; the emergency buoyancy adjustment housing is connected to the base frame via the first traction wire, and the interior of the emergency buoyancy adjustment housing is provided with a buoyancy adjustment sealing cavity; the solenoid valve is installed on the emergency buoyancy adjustment housing, the solenoid valve is connected to the buoyancy adjustment sealing cavity, and the solenoid valve is connected to a non-load-bearing lead; the second traction wire and the two electrode terminals form a second current path that causes the second traction wire to melt upon energization via a non-load-bearing lead; the counterweight is connected to the emergency buoyancy adjustment housing via the second traction wire.
[0005] In the above technical solution, preferably, the electrode terminals include a first anode terminal, a second anode terminal, and a cathode terminal, wherein the first anode terminal, the first pull wire, and the cathode terminal are connected to form the first current path; and the second anode terminal, the non-load-bearing wire, the second pull wire, and the cathode terminal are connected to form the second current path.
[0006] In the above technical solution, preferably, the emergency buoyancy adjustment shell is a cylindrical structure, the interior of the emergency buoyancy adjustment shell forms an annular buoyancy adjustment sealing cavity, the inner side of the annular buoyancy adjustment sealing cavity forms a cylindrical central groove with an open lower end, and the counterweight is a cylindrical structure fitted into the central groove.
[0007] In the above technical solution, preferably, the solenoid valve is installed in the buoyancy adjustment sealing cavity, and the side wall of the emergency buoyancy adjustment housing is provided with an orifice communicating with the solenoid valve.
[0008] In the above technical solution, preferably, a watertight cable connector is installed on the upper part of the emergency buoyancy adjustment housing, and the non-load-bearing lead connected to the solenoid valve is led out from the watertight cable connector to the outside of the emergency buoyancy adjustment housing.
[0009] In the above technical solution, preferably, a sealing plug is installed on the upper part of the emergency buoyancy adjustment shell.
[0010] In the above technical solution, preferably, the emergency buoyancy adjustment shell is equipped with a vacuum check valve, which is used to create a vacuum in the buoyancy adjustment sealing cavity.
[0011] The advantages and effects of this invention application are: 1. The self-balancing device proposed in this application for a deep-sea underwater vehicle that enters emergency mode due to human error can restore the underwater vehicle's balance and operational capability when the emergency load detaches from the vehicle due to human error, causing an imbalance in buoyancy. At the same time, the self-balancing device can still be used as a secondary emergency load detachment from the vehicle, allowing the underwater vehicle to safely reach the surface.
[0012] 2. In the design of this self-balancing device, it is fully considered that the net weight of the object and the mass of the water are the same, and the center of gravity of the water and the center of gravity of the object are both on the geometric axis of the buoyancy adjustment sealing cavity. In this way, the water entering the buoyancy adjustment sealing cavity can replace the object, so that the underwater vehicle can be restored to a balanced state.
[0013] 3. The emergency self-balancing device of the deep-sea underwater vehicle of the present invention has four working modes: a) When the body first enters the emergency mode, the counterweight detaches from the body; b) The self-balancing device is activated, allowing the body to regain its operational capability after entering the emergency mode; c) When the body re-enters the emergency mode, the self-balancing device detaches from the body; d) When the body first enters the emergency mode, the weight fails to detach from the body, and the self-balancing device detaches from the body. This device fully ensures the safety of the underwater vehicle and avoids the problem of the underwater vehicle being unable to surface due to the failure of the weight to detach from the body.
[0014] Another object of the present invention is to provide an underwater vehicle comprising a bow assembly, a midships pressure tank assembly and a stern assembly connected in sequence, characterized in that the aforementioned emergency self-balancing device is installed in the stern assembly.
[0015] In the above technical solution, preferably, the bow assembly is equipped with a bow buoyancy compensation module, and the stern assembly is equipped with a stern buoyancy compensation module. The bow and stern buoyancy compensation modules contain compressible liquid. As the underwater vehicle's diving depth increases, the compressible liquid is compressed, reducing its volume. This compensates for changes in buoyancy caused by variations in seawater density, thereby further reducing the underwater vehicle's energy consumption. Attached Figure Description
[0016] Figure 1 This is a schematic diagram of the emergency self-balancing device in this invention; Figure 2 This is a cross-sectional view of the emergency self-balancing device in this invention; Figure 3 This is a schematic diagram of the underwater vehicle in this invention; Figure 4 This is a schematic diagram of the bow assembly in this invention; Figure 5 This is a schematic diagram of the midship pressure hull assembly in this invention; Figure 6 This is a schematic diagram of the stern assembly in this invention. Detailed Implementation
[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.
[0018] To address the problems of limited buoyancy control and adjustment functions, lack of emergency buoyancy balance adjustment capabilities, and high maintenance costs in current underwater vehicles, this invention provides an emergency self-balancing device and an underwater vehicle. This device enables the underwater vehicle to have autonomous emergency buoyancy adjustment capabilities, improving its maneuverability, and also provides autonomous adjustment capabilities after surfacing. For further explanation of the structure of this invention, a detailed description is provided below in conjunction with the accompanying drawings: Example 1 Please see Figure 1 and Figure 2 An emergency self-balancing device for underwater vehicles includes a base frame, electrode terminals, a first traction wire, an emergency buoyancy adjustment shell, a solenoid valve, a second traction wire, and a counterweight.
[0019] The base frame includes a support plate 4-1 and a fixing plate 4-2. The support plate is a flat plastic plate. The fixing plate is fixed to the support plate by screws. The fixing plate consists of an upper plastic fixing plate and a lower plastic fixing plate connected by screws. The fixing plate is the connecting component of this device when it is mounted on the underwater vehicle.
[0020] The electrode terminals are mounted on the base frame. The electrode terminals include a first anode terminal 4-3, a second anode terminal 4-4, and a cathode terminal 4-5. In this embodiment, specifically, the first anode terminal, the second anode terminal, and the cathode terminal are fixed to the support plate of the base frame. The first anode terminal, the second anode terminal, and the cathode terminal are fixed to the support plate by their own threads.
[0021] The first pull wire 4-6 forms a first current path with the two electrode terminals on the base frame and the seawater. When the first current path is energized, the first pull wire will electrolytically melt and break. In this embodiment, specifically, the first anode terminal, the first pull wire, the seawater, and the cathode terminal are connected to form the first current path. The first pull wire is a stainless steel wire, with both ends connected to the first anode terminal and the emergency buoyancy adjustment housing by a knot. After the first pull wire is energized in the first current path, an electrolytic reaction occurs in the seawater, subsequently melting and breaking.
[0022] The emergency buoyancy adjustment shell 4-7 is connected to the base frame via a first pull wire. Specifically, the upper part of the emergency buoyancy adjustment shell has a plastic upper end plate 4-8 fixed to it with screws, and the lower end of the first pull wire is connected to the upper end plate by a knot. The emergency buoyancy adjustment shell has an internal buoyancy adjustment sealing cavity. In this embodiment, the emergency buoyancy adjustment shell has a cylindrical structure, and its interior forms an annular buoyancy adjustment sealing cavity. The inner side of the annular buoyancy adjustment sealing cavity forms a cylindrical central groove with an open lower end. It is formed by welding the upper and lower shells together, with two circumferential welds. A sealing plug 4-9 is installed on the upper part of the emergency buoyancy adjustment shell. The sealing plug is tightened to the upper end of the emergency buoyancy adjustment shell by threads to ensure the sealing of the buoyancy adjustment sealing cavity.
[0023] The emergency buoyancy adjustment housing is equipped with a vacuum check valve 4-10, which is used to create a vacuum within the buoyancy adjustment sealed chamber. The vacuum check valve is screwed onto the emergency buoyancy adjustment housing to obtain a vacuum environment within the buoyancy adjustment sealed chamber.
[0024] Solenoid valve 4-11 is installed in the emergency buoyancy adjustment housing. The solenoid valve is connected to the buoyancy adjustment sealing cavity and is connected to a non-load-bearing lead. Specifically, in this embodiment, the solenoid valve is installed in the buoyancy adjustment sealing cavity, and the side wall of the emergency buoyancy adjustment housing has an opening for communication with the solenoid valve. The solenoid valve can operate in both vacuum and normal pressure water. The valve port opens when powered on and closes when powered off. A watertight cable connector 4-12 is installed on the upper part of the emergency buoyancy adjustment housing. The non-load-bearing lead 4-13, which is connected to the solenoid valve, is led out from the watertight cable connector to the outside of the emergency buoyancy adjustment housing. The watertight cable connector is screwed onto the upper end of the emergency buoyancy adjustment housing, and the O-ring on the connector ensures a tight seal. The non-load-bearing lead is the power supply and control circuit of the solenoid valve. "Non-load-bearing" means that it has basic conductor function but no tensile strength. After the first tensile conductor melts, the non-load-bearing lead will break under gravity, ensuring that the corresponding component detaches.
[0025] The second pull wire 4-14 forms a second current path with the two electrode terminals and seawater via the non-load-bearing wire 4-15. When energized, the second pull wire undergoes an electrolytic reaction in the seawater, subsequently melting. Specifically, in this embodiment, the second anode terminal, the non-load-bearing wire, the second pull wire, and the cathode terminal are connected to form the second current path. That is, a third anode terminal 4-16 is threaded onto the upper end plate, and the third anode terminal is electrically connected to the second anode terminal via the non-load-bearing wire. The second pull wire is also connected to the third anode terminal.
[0026] The counterweight 4-17 is connected to the emergency buoyancy adjustment shell via a second pull wire. The counterweight is a cylindrical structure fitted into a central groove. The two ends of the second pull wire are connected to the third anode terminal and the counterweight respectively by knots.
[0027] In this device, energizing the second current path can cause the second pulling wire to melt, allowing the counterweight to detach from the device; activating the solenoid valve can fill the buoyancy adjustment sealed cavity with water or create a vacuum, changing the device's own weight; energizing the first current path can cause the first pulling wire to melt, allowing the emergency buoyancy adjustment shell and any counterweights that fail to detach successfully to detach as a whole. These three methods enable targeted buoyancy compensation for underwater vehicles equipped with this device in various situations, thus playing an emergency self-balancing role.
[0028] Example 2 Please see Figure 3 An underwater vehicle includes a bow assembly 1, a midships pressure hull assembly 2, and a stern assembly 3 connected in sequence.
[0029] Please see Figure 4 The bow assembly includes a bow forehull 1-1, a bow buoyancy compensation module 1-2, a bow reinforcing ring 1-3, a bow afthull 1-4, and a bow connector 1-5. The bow forehull and afthull are made of ABS shells. The bow reinforcing ring secures the bow forehull and afthull together with circumferentially distributed screws. The bow buoyancy compensation module is fastened to the annular reinforcing rib of the bow forehull with four circumferentially distributed screws. The bow buoyancy compensation module contains a silicone oil compressible liquid, and the module body is made of PE plastic. As the diving depth increases, the compressible liquid is compressed, reducing its volume and thus compensating for changes in buoyancy caused by variations in seawater density. The bow connector is fastened to the front end of the pressure tank of the midships pressure tank assembly with screws, used for connecting and securing the onboard sensors.
[0030] Please see Figure 5 The midships pressure tank assembly includes a pressure tank body 2-1, a power module 2-2, a pitch attitude adjustment module 2-3, a control module 2-4, a buoyancy adjustment module 2-5, and a navigation and communication module 2-6. The pressure tank body is a pressure-bearing structural component, providing a dry, atmospheric pressure working environment for the power module, control module, etc. The power module provides energy to the underwater vehicle and can adjust the vehicle's center of gravity position through position changes, thereby adjusting the vehicle's pitch attitude. The pitch attitude adjustment module is the execution module for adjusting the position of the power module. The control module controls the operation of the underwater vehicle and processes and stores sensor-collected information. The buoyancy adjustment module adjusts the buoyancy of the underwater vehicle to achieve ascent and descent, and can also adjust the underwater vehicle's pitch attitude. The navigation and communication module achieves the underwater vehicle's positioning and real-time information interaction with the operator through signal transmission and reception.
[0031] Please see Figure 6 The stern assembly includes a forward stern shell 3-1 and a rear stern shell 3-2, both of which are ABS shells. It also includes a connecting piece 3-3, a circumferential reinforcing ring 3-4, a cross-shaped rudder module 3-5, a tail buoyancy compensation module 3-6, a propeller 3-7, and the emergency self-balancing device 4 described in Embodiment 1. The forward and rear stern shells are fastened together by circumferential screws via a circumferential fixing ring. There are four identical connecting pieces, which are fixed to the annular fixing ring and the rear of the pressure hull by screws. The cross-shaped rudder module controls the pitch and heading of the underwater vehicle by adjusting the swing angles of the horizontal and vertical rudders.
[0032] The stern buoyancy compensation module is fixedly connected to the stern shell via circumferential screws to compensate for changes in buoyancy caused by variations in seawater density during the submersion and ascent of the underwater vehicle. The thruster is mounted at the very end of the stern assembly to provide forward thrust to the underwater vehicle. An emergency self-balancing device is secured to the rear of the pressure hull with screws.
[0033] The process of an underwater vehicle diving to the target depth: After activating the diving mode, the control module sends a signal to control the attitude adjustment module to adjust the attitude, and then controls the buoyancy adjustment module to reduce the overall buoyancy of the underwater vehicle, thereby achieving diving; Depth-keeping cruise process: After diving to the target depth, the control module controls the onboard sensors to measure and save signals, and at the same time controls the attitude adjustment module and the rudder to ensure the navigation attitude and heading, so that the underwater vehicle is always within the target depth range and in a horizontal navigation state. At this time, the control module controls the thrusters and the rudder to enable the underwater vehicle to perform depth-keeping cruise operation. Ascent Process: After the depth-fixed exploration cruise operation is completed, the control module sends a command to control the attitude adjustment module to adjust the attitude and control the buoyancy adjustment module to increase the overall buoyancy of the underwater vehicle, thereby achieving ascent. After reaching the water surface, it communicates with the land-based main control station.
[0034] The first working state of this emergency self-balancing device is: the emergency self-balancing device enables the underwater vehicle to self-balance after the emergency mode is triggered by human error, and restores its ability to operate again.
[0035] In the event that the underwater vehicle enters emergency mode due to human error, the control module controls the power module to energize the second anode and cathode terminals. At this time, the second traction wire will undergo electrolytic melting. After electrolytic melting, the counterweight will detach from the underwater vehicle body. Since the underwater vehicle is in a positive buoyancy state, it will return to the surface. When the staff confirms that the underwater vehicle meets the conditions for reoperation, the control module controls the power module to energize the solenoid valve through the non-load-bearing lead and watertight cable connector. The valve will open, and under the action of vacuum suction, the buoyancy adjustment sealing cavity will be filled with water. The weight of the injected water will equivalently replace the weight of the counterweight, so that the underwater vehicle continues to maintain a balanced state (ignoring the slight influence of the solenoid valve and the air extraction check valve on the balance). After the operator detects that the underwater vehicle's attitude is balanced, the power module can be de-energized.
[0036] The second working state of this emergency self-balancing device is as follows: When the counterweight of the underwater vehicle fails to detach from the body due to a malfunction, the emergency buoyancy adjustment shell in which the counterweight is installed in the emergency self-balancing device detaches from the body to ensure the safety of the underwater vehicle.
[0037] After the underwater vehicle enters emergency mode, the control module controls the power module to energize the second anode and cathode terminals. At this time, the second traction wire will undergo electrolytic melting. After electrolytic melting, the counterweight should detach from the underwater vehicle body. If the counterweight does not detach from the body, the underwater vehicle will be in a very dangerous state. If this happens, the operator controls the power module to energize the first anode and cathode terminals. At this time, the first traction wire will undergo electrolysis. Under the action of gravity, the non-load-bearing wires and non-load-bearing leads will be pulled off one after another. At this time, the emergency buoyancy adjustment shell and its internal components, counterweight, etc., will all detach from the underwater vehicle body. At this time, the underwater vehicle will float to the surface under the action of positive buoyancy.
[0038] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. An emergency self-balancing device for an underwater vehicle, characterized by, include: Base frame; Electrode terminals, wherein the electrode terminals are disposed on the base frame; The first traction wire forms a first current path with the two electrode terminals on the base frame, which causes the first traction wire to melt when energized. An emergency buoyancy adjustment shell is provided, which is connected to the base frame via the first traction wire, and the interior of the emergency buoyancy adjustment shell is provided with a buoyancy adjustment sealing cavity; A solenoid valve is installed in the emergency buoyancy adjustment housing, and the solenoid valve is connected to the buoyancy adjustment sealing cavity. The solenoid valve is connected to a non-load-bearing lead. The second pull wire forms a second current path with the two electrode terminals through a non-load-bearing wire, which causes the second pull wire to melt when energized. A counterweight, which is connected to the emergency buoyancy adjustment shell via the second traction wire; The electrode terminals include a first anode terminal, a second anode terminal, and a cathode terminal. The first anode terminal, a first pull wire, and the cathode terminal are connected to form the first current path; the second anode terminal, a non-load-bearing wire, a second pull wire, and the cathode terminal are connected to form the second current path. In the event that the underwater vehicle enters emergency mode due to human error, the control module controls the power module to energize the second anode and cathode terminals. At this time, the second traction wire will undergo electrolytic melting. After electrolytic melting, the counterweight will detach from the underwater vehicle body. Since the underwater vehicle is in a positive buoyancy state, it will return to the surface. When the staff confirms that the underwater vehicle meets the conditions for reoperation, the control module controls the power module to energize the solenoid valve through the non-load-bearing lead and watertight cable connector. The valve opens, and under the action of vacuum suction, the buoyancy adjustment sealing cavity will be filled with water. The weight of the injected water will equivalently replace the weight of the counterweight, so that the underwater vehicle continues to maintain a balanced state.
2. An emergency self-leveling device for an underwater vehicle according to claim 1, characterized in that, The emergency buoyancy adjustment shell has a cylindrical structure, and the interior of the emergency buoyancy adjustment shell forms an annular buoyancy adjustment sealing cavity. The inner side of the annular buoyancy adjustment sealing cavity forms a cylindrical central groove with an open lower end. The counterweight is a cylindrical structure that is fitted into the central groove.
3. The emergency self-leveling device for underwater vehicles according to claim 1, characterized in that, The solenoid valve is installed in the buoyancy adjustment sealing cavity, and the side wall of the emergency buoyancy adjustment housing is provided with an orifice communicating with the solenoid valve.
4. The emergency self-balancing device for underwater vehicles according to claim 3, characterized in that, A watertight cable connector is installed on the upper part of the emergency buoyancy adjustment housing, and the non-load-bearing lead connected to the solenoid valve is led out from the watertight cable connector to the outside of the emergency buoyancy adjustment housing.
5. The emergency self-balancing device for underwater vehicles according to claim 4, characterized in that, A sealing plug is installed on the upper part of the emergency buoyancy adjustment shell.
6. The emergency self-balancing device for underwater vehicles according to claim 5, characterized in that, The emergency buoyancy adjustment housing is equipped with a vacuum check valve, which is used to create a vacuum in the buoyancy adjustment sealing chamber.
7. An underwater vehicle, comprising a bow assembly, a midships pressure hull assembly, and a stern assembly connected in sequence, characterized in that, The stern assembly is equipped with the emergency self-balancing device as described in any one of claims 1-6.
8. The underwater vehicle according to claim 7, characterized in that: The bow assembly is equipped with a bow buoyancy compensation module, and the stern assembly is equipped with a stern buoyancy compensation module.