A new control surface for underwater vehicle and its control method

Abstract

The present invention relates to a novel control surface of an underwater vehicle and a control method thereof, comprising a plurality of rudders installed at circumferential intervals at the tail of a vehicle body, wherein a single rudder comprises a rigid section and a flexible section connected front and rear, the rigid section located at the front being fixed and conformal with the vehicle body, and a plurality of connecting shafts are installed at intervals along the chord direction on the side of the flexible section facing the vehicle body, each connecting shaft extending into the vehicle body and swinging in a direction perpendicular to the chord direction of the rudder, and the swinging of the plurality of connecting shafts jointly causes the flexible section of the rudder to actively deform; thereby, according to the control requirements of the underwater vehicle, the deformation of the flexible section can be matched through the swinging of each connecting shaft, effectively solving the stall and rudder jamming problems caused by traditional control surfaces, and greatly improving and ensuring the steering effect.

Description

Technical Field

[0001] The present invention relates to the technical field of underwater vehicles, and in particular to a novel control surface of an underwater vehicle and a control method thereof. Background Art

[0002] Maneuverability is a crucial aspect of an underwater vehicle's maneuverability, and the layout, selection, and design of the stern control surfaces are crucial factors influencing this performance. Existing control surfaces for underwater vehicles primarily consist of cross-shaped and X-shaped surfaces, each composed of four rudders. When an underwater vehicle requires maneuvering (such as yaw or diving), the rudders controlling the control surfaces achieve the desired maneuverability.

[0003] Existing underwater vehicles achieve maneuverability by controlling the deflection angle and direction of their rudders. This approach has two limitations. First, published literature indicates that once the rudder deflection angle exceeds 30°, it becomes difficult to improve steering efficiency, and may even cause stalling. This makes it impossible to further enhance maneuverability by increasing the rudder angle. Second, existing rudder control systems often rely on a single rudder stock, resulting in a high frequency of rudder jams. These jams destabilize the underwater vehicle's navigational posture and make it highly susceptible to catastrophic accidents such as collisions and groundings. Summary of the Invention

[0004] In response to the shortcomings of the above-mentioned existing production technology, the applicant provides a new control surface for underwater vehicles with a rational structure and a control method thereof, thereby effectively solving the stall and rudder jamming problems caused by traditional control surfaces, greatly improving and ensuring the steering efficiency.

[0005] The technical solutions adopted in the present invention are as follows:

[0006] A new control surface for an underwater vehicle comprises a plurality of rudders installed at circumferential intervals at the tail of the vehicle body, wherein a single rudder comprises a rigid section and a flexible section connected front and rear, the rigid section located at the front being fixed and conformal with the vehicle body, and a plurality of connecting shafts are installed at chordwise intervals on the side of the flexible section facing the vehicle body, each connecting shaft extending into the vehicle body and swinging in a direction perpendicular to the chordwise direction of the rudder, and the swinging of the plurality of connecting shafts jointly causes the flexible section of the rudder to actively deform.

[0007] As a further improvement of the above technical solution:

[0008] The flexible section and the rigid section have a smooth transition on the outer surface. When the flexible section is deformed, the swing amplitude of the connecting shaft arranged along the chord direction increases from front to back.

[0009] The intersection of the rigid section and the flexible section with the chord direction of the rudder is taken as the origin O, the direction along the chord direction toward the tail end of the flexible section is taken as the X-axis, and the swing direction of the connecting axis perpendicular to the chord direction is taken as the Y-axis. Then, the swing amplitude y of each connecting axis satisfies:

[0010] y=(Cx)tan(θ);

[0011] Where C is the chord length of the rudder section, x is the corresponding horizontal coordinate of the connecting axis, and θ is the deflection angle of the flexible section.

[0012] Taking the chord length C of the rudder section as the characteristic length, the length ratios of the rigid section and the flexible section in the chord direction are 1 / 3 and 2 / 3 respectively, that is, the chord length of the rigid section is 1 / 3C, and the chord length of the flexible section is 2 / 3C.

[0013] The main body of the navigation body is provided with a water hole for the connecting shaft to pass through and swing relatively.

[0014] The rigid section is cast from the same material as the main body of the navigation body, and the rigid section and the main body of the navigation body are seamlessly welded and fixed.

[0015] The material density of the flexible section is similar to the density of the surrounding fluid when the underwater vehicle is sailing, which is 900 kg / m 3 -1150 kg / m 3 ; The elastic modulus of the flexible section material is less than 1.0 MPa, and the Poisson's ratio is between 0.2-0.6.

[0016] The number of connecting shafts between a single rudder flexible section and the main body of the navigation body is more than five, and the connecting shafts are evenly arranged along the rudder chord direction.

[0017] Four rudders are installed at intervals in the four directions of up, down, left and right at the tail of the main body of the navigation body to form a cross-shaped control surface; each connecting shaft on the flexible section of the upper and lower rudders swings in the left and right directions, and each connecting shaft on the flexible section of the left and right rudders swings in the up and down directions.

[0018] A control method for the novel control surface of an underwater vehicle includes horizontal plane control movement and vertical plane control movement;

[0019] Horizontal plane control movements include clockwise / counterclockwise yaw and clockwise / counterclockwise rotation;

[0020] When the underwater vehicle performs a clockwise yaw or turn motion, the flexible sections of the upper and lower rudders deflect to the left, and the speed and angle of the deflection of the upper and lower rudders remain consistent; conversely, when the underwater vehicle performs a counterclockwise yaw or turn motion, the flexible sections of the upper and lower rudders deflect to the right, and the speed and angle of the deflection remain consistent;

[0021] Vertical maneuvers include ascending or clockwise rotation and descending or counterclockwise rotation;

[0022] When the underwater vehicle is floating up or rotating clockwise, the flexible sections of the two horizontal rudders deflect downward, and the deflection speed and angle remain consistent; conversely, when the underwater vehicle is diving or rotating counterclockwise, the flexible sections of the two horizontal rudders deflect upward, and the deflection speed and angle also remain consistent.

[0023] The beneficial effects of the present invention are as follows:

[0024] The present invention has a compact and reasonable structure and is easy to operate. It can match the deformation of the flexible section by swinging each connecting shaft according to the control requirements of the underwater vehicle, effectively solving the stall and rudder jamming problems caused by traditional control surfaces, and greatly improving and ensuring the steering efficiency.

[0025] The present invention introduces a two-section rigid-flexible control surface based on the swimming patterns of fish in nature. Each rudder consists of a front rigid section and a rear flexible section. The rigid section and the underwater vehicle are seamlessly welded and conformal to each other, avoiding the gap flow between the traditional control surface and the underwater vehicle. This effectively reduces the flow noise caused by the gap flow and helps improve the stealth performance of the underwater vehicle.

[0026] The flexible section is connected to the tail of the underwater vehicle through more than five connecting shafts; during use, the rigid section remains stationary, and the flexible section performs corresponding swinging movements according to the control requirements; the deflection movement of the flexible section achieves a maneuvering effect equivalent to that of a traditional control surface. Compared with traditional control surfaces, the execution rudder angle is smaller, which helps to avoid the occurrence of "rudder jam" accidents.

[0027] Generally speaking, traditional control surfaces will experience a "stall" phenomenon when the execution steering angle reaches 30°. The rigid-flexible fusion control surface of the present invention can effectively improve the effective operating range of the execution steering angle. According to numerical calculations and model test results, the effective execution steering angle of the control surface of the present invention can reach more than 75°.

[0028] When the underwater vehicle needs to float upward, the flexible sections of the two rudders in the horizontal direction bend and deform downward; similarly, when the vehicle needs to dive downward, the flexible sections of the two rudders in the horizontal direction bend and deform upward; when the vehicle needs to yaw or turn to the right, the flexible sections of the two rudders in the vertical direction bend and deform to the left; otherwise, they bend and deform to the right to achieve the left yaw or turn of the underwater vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic structural diagram of the underwater vehicle of the present invention.

[0030] Figure 2 for Figure 1 A partial enlarged view of point A in the middle.

[0031] Figure 3 It is a schematic diagram of the connection between the rudder and the main body of the navigation body of the present invention.

[0032] Figure 4 It is a cross-sectional view of the rudder of the present invention.

[0033] Figure 5 The figure is a schematic diagram of the control surface posture when the present invention performs clockwise yaw or rotation movement in the horizontal plane.

[0034] Figure 6 It is a schematic diagram of the control surface posture when the present invention performs vertical surface floating or clockwise rotation movement.

[0035] Among them: 1. Navigation body; 2. Rudder; 3. Connecting shaft; 11. Water hole; 21. Rigid section; 22. Flexible section. DETAILED DESCRIPTION

[0036] The specific embodiments of the present invention will be described below with reference to the accompanying drawings.

[0037] like Figure 1 and Figure 2 As shown, a new control surface of an underwater vehicle in this embodiment includes a plurality of rudders 2 installed at the tail of a vehicle body 1 along circumferential intervals, a single rudder 2 includes a rigid section 21 and a flexible section 22 connected front and rear, the rigid section 21 located at the front is fixed and conformal with the vehicle body 1, and a plurality of connecting shafts 3 are installed at intervals along the chord direction on the side of the flexible section 22 facing the vehicle body 1, each connecting shaft 3 extends into the vehicle body 1, and the single connecting shaft 3 swings along a direction perpendicular to the chord direction of the rudder 2. The swinging of the plurality of connecting shafts 3 jointly causes the flexible section 22 of the rudder 2 to actively deform, so that according to the control requirements of the underwater vehicle, the deformation of the flexible section 22 can be matched through the swinging of each connecting shaft 3, thereby effectively solving the stall and rudder jamming problems caused by traditional control surfaces.

[0038] The flexible section 22 and the rigid section 21 have a smooth transition in the outer surface. When the flexible section 22 is deformed, the swing amplitude of the connecting shaft 3 arranged along the chord direction from front to back increases successively.

[0039] like Figure 4 As shown, the intersection of the rigid section 21 and the flexible section 22 and the chordwise direction of the rudder 2 is taken as the origin O, the chordwise direction of the rudder 2 toward the tail end of the flexible section 22 is taken as the X-axis, and the swing direction of the connecting shaft 3 perpendicular to the chordwise direction is taken as the Y-axis. Then, the swing amplitude y of each connecting shaft 3 satisfies:

[0040] y=(Cx)tan(θ);

[0041] Wherein, C is the cross-sectional chord length of the rudder 2, x is the corresponding horizontal coordinate of the connecting axis 3, and θ is the deflection angle of the flexible section 22.

[0042] Since the horizontal coordinate x of each connecting shaft 3 is different, the corresponding swing amplitude y is different. The closer to the tail of the flexible section 22, the larger the swing amplitude y of the connecting shaft 3.

[0043] Taking the chord length C of the rudder 2 section as the characteristic length, the length ratios of the rigid section 21 and the flexible section 22 in the chord direction are 1 / 3 and 2 / 3 respectively, that is, the chord length of the rigid section 21 is 1 / 3C, and the chord length of the flexible section 22 is 2 / 3C, which can effectively improve the rudder efficiency.

[0044] like Figure 3 As shown, a water hole 11 is provided on the main body 1 of the navigation body for the connecting shaft 3 to pass through and swing relatively; the size of the water hole 11 is related to the swing amplitude of the connecting shaft 3, and the size of the water hole 11 needs to cover the swing amplitude range of the connecting shaft 3.

[0045] The rigid section 21 is cast from the same material as the main body 1 of the navigation body. The rigid section 21 is seamlessly welded and fixed to the main body 1 of the navigation body and maintains conformality, thereby effectively avoiding the flow noise problem caused by the gap between the rudder structure and the main body in the traditional control surface design.

[0046] The material density of the flexible section 22 is similar to the density of the surrounding fluid when the underwater vehicle is sailing, which is 900 kg / m 3 -1150 kg / m 3 ; The elastic modulus of the flexible section 22 material is less than 1.0Mpa, and the Poisson's ratio is between 0.2-0.6.

[0047] Generally speaking, whether an underwater vehicle is sailing in an inland river (fresh water) or an ocean (salt water), the density of the surrounding fluid medium is in the range of 980 kg / m 3 -1070 kg / m 3 The density of the flexible section 22 material is designed to be close to the density difference between the flexible section 22 material and the fluid medium to minimize the positive and negative buoyancy problems caused by the density difference between the flexible section 22 material and the fluid medium.

[0048] The elastic modulus of the flexible section 22 is limited to less than 1.0 MPa, and the Poisson's ratio is between 0.2-0.6, so as to maximize the active deformation capability of the flexible section, thereby maximizing the advantages of the flexible control surface in increasing lift and raising the stall point.

[0049] In this embodiment, for example, the flexible section (22) can be made of polyurethane elastomer, the density of which is 930 kg / m 3 , the elastic modulus is 0.4Mpa, and the Poisson's ratio is 0.4.

[0050] The number of connecting shafts 3 between the flexible section 22 of a single rudder 2 and the main body 1 of the navigation body is more than five, and each connecting shaft 3 is evenly arranged along the chord direction of the rudder 2, for example, Figure 4 In the arrangement of the five connecting shafts 3 , a, b, c, d, and e, if the number of the connecting shafts 3 is too small, the surface smoothness requirement of the flexible section 22 during the yaw motion will be affected.

[0051] In this embodiment, the connecting shaft 3 constitutes the skeleton of the flexible section 22 , and the connecting shaft 3 supports the flexible section 22 outside the main body of the navigation body, and the swing of the connecting shaft 3 drives the deformation of the flexible section 22 .

[0052] In this embodiment, the swing of the connecting shaft 3 can be driven by existing conventional power, or it can be driven by conventional power through a transmission mechanism. For example, each connecting shaft 3 is driven to swing by its corresponding electric cylinder / oil cylinder / push rod, etc., or each connecting shaft 3 is driven to swing by a motor through a transmission conversion mechanism. Of course, each connecting shaft 3 on the same flexible section 22 can also be driven to swing by the same power through a power conversion mechanism; the power that drives the connecting shaft 3 to swing can be arranged inside the navigation body 1.

[0053] The flexible section 22 is connected to the tail of the underwater vehicle through more than five connecting shafts 3; during use, the rigid section 21 remains stationary, and the flexible section 22 performs corresponding swinging movements according to the control requirements; the deflection movement of the flexible section 22 achieves a maneuvering effect equivalent to that of a traditional control surface. Compared with traditional control surfaces, the execution rudder angle is smaller, which helps to avoid the occurrence of "rudder jam" accidents.

[0054] Generally speaking, traditional control surfaces will experience a "stall" phenomenon when the execution steering angle reaches 30°. The rigid-flexible fusion control surface of this embodiment can effectively improve the effective operating range of the execution steering angle. According to numerical calculations and model test results, the effective execution steering angle of the control surface in the present invention can reach more than 75°.

[0055] Four rudders 2 are installed at intervals in the four directions of up, down, left and right at the tail of the navigation body 1. The circumferential angular spacing between the four rudders 2 is 90°, forming a cross-shaped control surface; each connecting shaft 3 on the flexible section 22 in the upper and lower rudders 2 swings in the left and right directions, and each connecting shaft 3 on the flexible section 22 in the left and right rudders 2 swings in the up and down directions.

[0056] When the underwater vehicle needs to float up, the flexible sections 22 of the two rudders 2 in the horizontal direction bend and deform downward; similarly, when the vehicle needs to dive down, the flexible sections 22 of the two rudders 2 in the horizontal direction bend and deform upward; when the vehicle needs to yaw or turn to the right, the flexible sections of the two rudders 2 in the vertical direction bend and deform to the left, and vice versa, bend and deform to the right to achieve the left yaw or turn of the underwater vehicle.

[0057] In this embodiment, each of the individual rudders 2 is a fully movable rudder, and its rudder cross-section can be a NACA0012 airfoil. Of course, other airfoil shapes can also be selected according to actual design requirements, which does not affect the design of the symmetric structure of the rigid section 21 and the flexible section 22.

[0058] In this embodiment, a two-section rigid-flexible control surface is introduced with reference to the swimming mode of fish in nature. Each rudder 2 is composed of a front rigid section 21 and a rear flexible section 22. The rigid section 21 and the underwater vehicle are seamlessly welded in an integrated manner and maintain conformal conformity, avoiding the phenomenon of gap flow between the traditional control surface and the underwater vehicle, effectively reducing the flow noise caused by the "gap flow", and helping to improve the stealth performance of the underwater vehicle.

[0059] Of course, the rigid-flexible rudder 2 in this embodiment is also applicable to control surfaces under other requirements, such as X-shaped control surfaces, etc., and the deflection of the flexible section 22 can be set accordingly.

[0060] In this embodiment, each rudder 2 is composed of a fusion of a rigid section 21 and a flexible section 22. The flexible section 22 serves as the main part of the control surface. When the underwater vehicle is navigating underwater, it needs to change its navigation posture according to mission requirements or operating instructions, that is, to carry out maneuvering movements. When carrying out maneuvering movements, the flexible section 22 is actively deformed and matched.

[0061] When the underwater vehicle is sailing normally (mainly straight-line movement), the flexible sections of the four rudders 2 of the control surface do not deform, and the connecting shaft 3 remains stationary; when the underwater vehicle needs to perform yaw movement or pitch movement, the corresponding flexible section 22 performs active deformation movement, which is mainly achieved by the translational movement of the connecting shaft 3.

[0062] The control method of the novel control surface of the underwater vehicle of this embodiment includes horizontal plane control movement and vertical plane control movement;

[0063] 1) Horizontal plane control motion includes clockwise / counterclockwise yaw and clockwise / counterclockwise rotation motion;

[0064] like Figure 5 As shown, when the underwater vehicle performs a clockwise yaw or rotation motion, the flexible sections 22 of the upper and lower rudders 2 deflect to the left, and the speed and angle of the deflection of the upper and lower rudders 2 remain consistent; conversely, when the underwater vehicle performs a counterclockwise yaw or rotation motion, the flexible sections 22 of the upper and lower rudders 2 deflect to the right, and the speed and angle of the deflection remain consistent;

[0065] During horizontal plane maneuvering, the connecting shafts 3 connecting the flexible sections 22 in the upper and lower rudders 2 swing in the horizontal direction. The swing amplitudes of the connecting shafts 3 on the same flexible section 22 are different, so that the flexible section 22 remains smooth as a whole.

[0066] 2) Vertical maneuvering movements include ascending or clockwise rotation and descending or counterclockwise rotation;

[0067] like Figure 6 As shown, when the underwater vehicle floats up or rotates clockwise, the flexible sections 22 of the two rudders 2 in the horizontal direction deflect downward, and the deflection speed and angle remain consistent; conversely, when the underwater vehicle dives or rotates counterclockwise, the flexible sections 22 of the two rudders 2 in the horizontal direction deflect upward, and the deflection speed and angle also remain consistent.

[0068] During the vertical maneuvering movement, the connecting shafts 3 connecting the flexible sections 22 of the left and right rudders 2 swing in the vertical direction with different swing amplitudes, so that the flexible section 22 remains smooth as a whole.

[0069] In this embodiment, the corresponding relationship between the manipulation motion of the underwater vehicle and the deflection direction of the flexible section 22 is shown in Table 1 below.

[0070] Table 1 Correspondence between the maneuvering motion of underwater vehicle and the deflection direction of flexible rudder

[0071]

[0072] During the deformation and deflection of the flexible section 22, its rudder surface always maintains a smooth surface, avoiding the problem of traditional control surfaces being prone to stalling under large rudder angle conditions. According to public information, the stall point of existing traditional control surfaces is 30°-35°; while the effective execution rudder angle that can be achieved in this embodiment is more than 75°.

[0073] In order to achieve the same maneuvering effect, compared with the traditional rigid control surface, the execution steering angle of the rigid-flexible fusion control surface of this embodiment is significantly smaller than that of the traditional rigid control surface. Moreover, as the steering angle increases, the corresponding execution steering angle is much smaller than the execution steering angle of the traditional control surface, as shown in Table 2 below.

[0074] Table 2 Corresponding relationship between rudder angle operation executed by flexible control surface and traditional rigid control surface

[0075]

[0076] Reducing the rudder angle can help significantly reduce the probability of accidents such as rudder jamming. When selecting servos and motors, servos and drive motors with small size and light structure can be selected, which helps save internal space and reduce the structural weight of underwater vehicles.

[0077] In response to the problems of "rudder sticking" and "stall" that are prone to occur when underwater vehicles use traditional control surfaces during navigation, the present invention innovatively proposes a rigid-flexible fusion control surface, abandoning the design concept of traditional rigid control surfaces, drawing on the efficient movement methods of marine fish, and introducing the design concept of "rigid-flexible fusion" control surfaces.

[0078] In the present invention, each rudder 2 of the control surface can be divided into a rigid section 21 and a flexible section 22. The rigid section 21 is seamlessly welded to the main body 1 of the underwater vehicle and does not participate in any movement. It mainly serves to guide the flow, providing a relatively stable and uniform flow field for the flexible section 22. The flexible section 22 is connected to the rotating shaft and drive motor within the metal tail section of the underwater vehicle via several connecting shafts 3. It performs corresponding deflection movements according to the maneuverability requirements of the underwater vehicle.

[0079] The rigid-flexible fusion control surface of the present invention effectively solves the stall and rudder jamming problems caused by traditional control surfaces, greatly improving and ensuring the steering effect.

[0080] The above description is an explanation of the present invention, not a limitation of the present invention. The scope of the present invention is defined in the claims. Any modifications may be made within the scope of protection of the present invention.

Claims

1. A novel control surface for an underwater vehicle, comprising a plurality of rudders (2) mounted at intervals along the circumference of the tail of a vehicle body (1), characterized in that: A single rudder (2) includes a rigid section (21) and a flexible section (22) connected front and back. The rigid section (21) at the front is fixed and conformal with the navigation body (1). A plurality of connecting shafts (3) are installed at intervals along the chord direction on the side of the flexible section (22) facing the navigation body (1). Each of the single connecting shafts (3) extends into the navigation body (1). The single connecting shaft (3) swings along a direction perpendicular to the chord direction of the rudder (2). The swing of the plurality of connecting shafts (3) jointly causes the flexible section (22) of the rudder (2) to swing. 2) active deformation; the flexible section (22) and the rigid section (21) have a smooth transition on the outer surface, and when the flexible section (22) is deformed, the swing amplitude of the connecting shaft (3) arranged along the chord direction from front to back increases successively; the intersection of the rigid section (21) and the flexible section (22) and the chord direction of the rudder (2) is taken as the origin O, the direction along the chord direction of the rudder (2) toward the tail end of the flexible section (22) is taken as the X axis, and the swing direction of the connecting shaft (3) perpendicular to the chord direction is taken as the Y axis, then, the swing amplitude y of each connecting shaft (3) satisfies: y=(Cx)tan(θ); Wherein, C is the cross-sectional chord length of the rudder (2), x is the corresponding horizontal coordinate of the connecting axis (3), and θ is the deflection angle of the flexible section (22).

2. The novel control surface for an underwater vehicle according to claim 1, characterized in that: Taking the chord length C of the rudder (2) section as the characteristic length, the length ratios of the rigid section (21) and the flexible section (22) in the chord direction are 1 / 3 and 2 / 3 respectively, that is, the chord length of the rigid section (21) is 1 / 3C, and the chord length of the flexible section (22) is 2 / 3C.

3. The novel control surface for an underwater vehicle according to claim 1, characterized in that: The navigation body (1) is provided with a water hole (11) for the connecting shaft (3) to pass through and swing relatively.

4. The novel control surface for an underwater vehicle according to claim 1, characterized in that: The rigid section (21) is cast from the same material as the main body (1) of the navigation body, and the rigid section (21) and the main body (1) of the navigation body are seamlessly welded and fixed.

5. The novel control surface for an underwater vehicle according to claim 1, characterized in that: The material density of the flexible section (22) is similar to the density of the surrounding fluid when the underwater vehicle is sailing, which is 900 kg / m3-1150 kg / m3; the elastic modulus of the flexible section (22) material is less than 1.0 MPa, and the Poisson's ratio is between 0.2-0.

6.

6. The novel control surface for an underwater vehicle according to claim 1, characterized in that: The number of connecting shafts (3) between the flexible section (22) of a single rudder (2) and the main body (1) of the navigation body is more than five, and the connecting shafts (3) are evenly arranged along the chord direction of the rudder (2).

7. The novel control surface for an underwater vehicle according to claim 1, characterized in that: Four rudders (2) are installed at intervals in four directions, namely, up, down, left, and right, on the tail of the navigation body (1), forming a cross-shaped control surface; each connecting shaft (3) on the flexible section (22) of the upper and lower rudders (2) swings in the left and right directions, and each connecting shaft (3) on the flexible section (22) of the left and right rudders (2) swings in the up and down directions.

8. A method for controlling the novel control surface of an underwater vehicle according to claim 7, characterized in that: Including horizontal plane control movement and vertical plane control movement; Horizontal plane control movements include clockwise / counterclockwise yaw and clockwise / counterclockwise rotation; When the underwater vehicle performs a clockwise yaw or rotation movement, the flexible sections (22) of the upper and lower rudders (2) deflect to the left, and the speed and angle of the deflection of the upper and lower rudders (2) are consistent; conversely, when the underwater vehicle performs a counterclockwise yaw or rotation movement, the flexible sections (22) of the upper and lower rudders (2) deflect to the right, and the speed and angle of the deflection are consistent; Vertical maneuvers include ascending or clockwise rotation and descending or counterclockwise rotation; When the underwater vehicle is floating up or rotating clockwise, the flexible sections (22) of the two rudders (2) in the horizontal direction are deflected downward, and the speed and angle of the deflection remain consistent; conversely, when the underwater vehicle is diving or rotating counterclockwise, the flexible sections (22) of the two rudders (2) in the horizontal direction are deflected upward, and the speed and angle of the deflection also remain consistent.

Images