A hydrodynamic supercavitation vehicle and a navigation control method thereof

Abstract

The application relates to a fluid power supercavitation vehicle and a navigation control method thereof, and belongs to the technical field of vehicles, solving the problem of poor stability and controllability of the supercavitation vehicle in the prior art. The fluid power supercavitation vehicle is characterized in that the vehicle comprises a cavitator, a vehicle body and a tail fin; the cavitator is arranged at the front end of the vehicle body, and the tail fin is arranged at the tail end of the vehicle body; the cavitator is used for generating a stable cavity when the vehicle navigates; a plurality of rudders are arranged at the rear end of the cavitator, and the heading is adjusted through the rudders; and the tail fin is a structure capable of being expanded / contracted. The application realizes navigation control of the underwater supercavitation vehicle, and improves the navigation stability.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a hydrodynamic supercavitating aircraft and its navigation control method. Background Technology

[0002] When an underwater vehicle reaches a certain speed, changes in pressure distribution on its surface can cause pressures in some locations to fall below the vapor pressure of water, causing water to transform from a liquid to a gaseous state and cover the vehicle's surface. Utilizing this principle, various countries have researched underwater drag reduction capabilities and developed supercavitating vehicles. Currently, the main challenge in applying supercavitating vehicles lies in their maneuverability and control. Because most of the vehicle's surface is encased in cavitation bubbles, its hydrodynamic characteristics differ significantly from those of conventional vehicles. The only parts that can provide control are the cavitation vent at the bow and the wetted surface or fin structure at the tail.

[0003] Regarding the nose cavitator: In current supercavitating vehicle hydrodynamic layouts, the nose cavitator, as a stable wetted component, has hydrodynamic characteristics that can be pre-determined through experiments. However, in practical applications, the cavitator also needs to support the installation of sonar systems and adjust the angle of attack to provide control. Installing sonar within the cavitator requires the component to be large enough to accommodate the sonar, thus limiting its shape and size and affecting its hydrodynamic characteristics. When using the cavitator for steering, changes in the cavitator's angle of attack alter the cavitation morphology, affecting the vehicle's wetted state and hydrodynamics, leading to instability. Therefore, using the cavitator as a control component has certain disadvantages.

[0004] For the tail section of the vehicle: The wetted surface area at the tail section changes drastically and is difficult to predict in advance, making its hydrodynamics unpredictable and complicating the selection of control strategies. A fin-rudder structure at the tail can provide a certain stabilizing torque and increase the vehicle's stability during navigation. However, with existing fin-rudder structures, the wetted surface area also changes with the vehicle's angle of attack, resulting in unpredictable hydrodynamic forces. Therefore, existing fin-rudder structures are quite challenging for controlling supercavitating vehicles.

[0005] Currently, the stability and maneuverability of supercavitating vehicles are major obstacles to their application. Among the current domestic research on the layout of control mechanisms for supercavitating vehicles, the main maneuvering control mechanisms are the cavitator at the vehicle's nose and the control rudder on the vehicle itself. The cavitator, as a maneuvering control mechanism, is affected by changes in the frontal surface and the resulting lift, which influences the supercavitation morphology, and the amount of lift it can provide is limited by the cavitator itself. The control rudder on the supercavitating vehicle, due to changes in the cavitation morphology during maneuvering, makes the control force unpredictable, and the selection of control strategies difficult. The cylindrical shape of the vehicle's tail also makes it difficult to meet the vehicle's handling and stability requirements. Although extensive research has been conducted on the control problems of supercavitating vehicles both domestically and internationally, the stability and maneuverability of currently publicly available domestic and international supercavitating vehicles still fall short of satisfactory application requirements. Summary of the Invention

[0006] Based on the above analysis, the present invention aims to provide a hydrodynamic supercavitating vehicle and its navigation control method to solve the problems of poor stability and maneuverability of existing supercavitating vehicles.

[0007] The objective of this invention is mainly achieved through the following technical solutions:

[0008] A hydrodynamic supercavitating vehicle includes: a cavitator, a vehicle body, and a tail fin; the cavitator is disposed at the front end of the vehicle body, and the tail fin is disposed on the vehicle body; the cavitator is used to generate stable cavitation bubbles when the vehicle is in motion; multiple rudders are disposed at the rear end of the cavitator, and the heading is adjusted by the rudders; the tail fin is a deployable / retractable structure.

[0009] Furthermore, the rudder blades include: a first rudder blade, a second rudder blade, a third rudder blade, and a fourth rudder blade.

[0010] Furthermore, the first, second, third, and fourth rudder blades are evenly distributed in the circumferential direction of the vehicle.

[0011] The cavitation device has a tapered front end.

[0012] The rudder blade is rotatably mounted at the rear end of the cavitation unit via a rudder blade shaft.

[0013] The rudder blade has a triangular cross-section; and the tip of the rudder blade faces the conical portion.

[0014] Furthermore, the first and third rudder blades are both vertical rudder blades. The second and fourth rudder blades are both horizontal rudder blades.

[0015] Furthermore, the rudder blade can be deflected by the first drive motor.

[0016] Furthermore, there are three first drive motors, and the vertical rudder is driven by the same first drive motor; the two horizontal rudders are driven by two different first drive motors.

[0017] Furthermore, the first drive motor drives the rudder blade to deflect via a linkage mechanism; the linkage mechanism includes a first link, a second link, and a third link.

[0018] One end of the first connecting rod is fixedly connected to the first drive motor, and the other end is hinged to the second connecting rod; one end of the second connecting rod is hinged to the first connecting rod, and the other end is hinged to the third connecting rod; one end of the third connecting rod is hinged to the second connecting rod, and the other end is fixedly connected to the rudder shaft.

[0019] When the drive motor drives the first link to deflect, the third link can drive the rudder shaft to deflect, thereby driving the rudder to deflect.

[0020] Furthermore, the tail fin is driven to extend or retract by a second drive motor.

[0021] Furthermore, the tail fin includes a tail rudder and a tail link; there are two tail links, and the two tail links are parallel to each other; one end of the tail link is hinged to the tail rudder and the other end is hinged to the tail end of the vehicle body; the second drive motor is used to drive the tail link to deflect.

[0022] Furthermore, four tail fins are arranged circumferentially at the tail end of the main body of the vehicle.

[0023] Furthermore, there are multiple second drive motors, each driving multiple tail fins.

[0024] Furthermore, the aircraft is also equipped with a torque sensor, which is used to monitor the pressure on the tail rudder and connecting rod during navigation.

[0025] A navigation control method for a hydrodynamic supercavitating vehicle includes the following steps:

[0026] Step S1: In the straight-ahead state, the tips of both the vertical and horizontal rudder blades point towards the direction of travel of the aircraft;

[0027] Step S2: When it is necessary to adjust the course of the aircraft, the first drive motor controls the deflection of the rudder blades, thereby realizing the maneuvering action of the aircraft;

[0028] Step S3: When the vehicle is sailing stably, the tail fin is in the deployed state; when the vehicle is maneuvering, the tail fin is in the retracted state.

[0029] The technical solution of this invention can achieve at least one of the following effects:

[0030] 1. The hydrodynamic supercavitating vehicle of the present invention is equipped with four rudder blades with triangular cross-sections, and the vehicle's maneuverability is achieved by controlling the four rudder blades. Since the triangular rudder blades have a small frontal surface, they experience very little drag, while providing significant lift, thus providing sufficient control force.

[0031] 2. The present invention provides a hydrodynamic layout method for a supercavitating aircraft by installing rudder blades in the cavitation section and a stabilizing fin structure in the tail section, and by using a head control rudder to achieve active control of the aircraft's roll, and by utilizing the structural features of the head and tail to achieve joint active control of the aircraft's motion.

[0032] In this invention, the above-described technical solutions can be combined with each other to achieve more preferred combinations. Other features and advantages of this invention will be set forth in the following description, and some advantages may become apparent from the description or be learned by practicing the invention. The objects and other advantages of this invention can be realized and obtained from what is particularly pointed out in the description and drawings. Attached Figure Description

[0033] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts.

[0034] Figure 1 The supercavitating vehicle of the present invention is shown in its external shape and tail fin deployment state.

[0035] Figure 2 The supercavitating vehicle of the present invention is shown in its external shape and tail fin folded state.

[0036] Figure 3 This is a schematic diagram of the cavitation device of the supercavitating vehicle of the present invention;

[0037] Figure 4 This is a schematic diagram of the driving principle of the rudder blades of the supercavitating vehicle of the present invention;

[0038] Figure 5 This is a schematic diagram of the drive mechanism structure of the supercavitating vehicle of the present invention - the initial position state of the rudder blades;

[0039] Figure 6 This is a schematic diagram of the drive mechanism structure of the supercavitating vehicle of the present invention - the rudder blade in the rudder action state;

[0040] Figure 7 This is a schematic diagram of the drive mechanism of the supercavitating vehicle of the present invention - the rudder blades in reverse steering state;

[0041] Figure 8This is a schematic diagram showing the rudder direction of the cavitation device in the straight-line state of the supercavitating vehicle of the present invention.

[0042] Figure 9 This is a schematic diagram of the rudder direction of the cavitation device in the left yaw state of the supercavitating vehicle of the present invention.

[0043] Figure 10 This is a schematic diagram showing the rudder direction of the cavitation device in the submerged state of the supercavitating vehicle of the present invention.

[0044] Figure 11 This is a schematic diagram of the rudder direction of the cavitation device in the roll motion state of the supercavitating vehicle of the present invention.

[0045] Figure 12 This is a schematic diagram showing the tail fin in the extended state.

[0046] Figure 13 This is a schematic diagram of the tail fin in retracted state;

[0047] Figure 14 This is a schematic diagram of the tail fin with one side extended.

[0048] Figure label:

[0049] 1-Cavitation device; 2-Vehicle body; 3-Tail fin;

[0050] 11-First rudder blade; 12-Second rudder blade; 13-Third rudder blade; 14-Fourth rudder blade; 15-Conical section; 16-Rudder blade shaft; 101-First drive motor; 102-First connecting rod; 103-Second connecting rod; 104-Third connecting rod;

[0051] 31-Tail rudder; 32-Tail connecting rod; 33-Second drive motor. Detailed Implementation

[0052] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0053] Example 1

[0054] One specific embodiment of the present invention discloses a hydrodynamic supercavitating vehicle, such as... Figure 1 , Figure 2 As shown, it includes: a cavitation device 1, a vehicle body 2, and a tail fin 3; wherein, the cavitation device 1 is used to generate stable cavitation bubbles; the vehicle body 2 is sequentially connected to the cavitation device 1, serving as the main structure of the vehicle; the tail fin 3 is located at the tail of the vehicle body 2, and the vehicle's stability is maintained by the deployment or retraction of the tail fin 3.

[0055] Furthermore, multiple rudder blades are installed at the rear end of the cavitation unit 1. The rudder blades have a triangular cross-section. By adjusting the angle of the rudder blades, the direction of the spacecraft's navigation star can be adjusted.

[0056] Specifically, such as Figure 3 As shown, the cavitation device 1 has a tapered portion 15 at its front end.

[0057] Specifically, the rudder blade is rotatably mounted at the rear end of the cavitation unit 1 via the rudder blade shaft 16.

[0058] In one specific embodiment of the present invention, such as Figure 3 As shown, four rudder blades are installed on the cavitation device 1, four blades in total (up, down, left, and right). The four rudder blades are evenly distributed in the circumferential direction of the cavitation device 1, as follows: Figure 3 As shown.

[0059] like Figure 3 As shown, the rudder blades include: a first rudder blade 11, a second rudder blade 12, a third rudder blade 13, and a fourth rudder blade 14.

[0060] Furthermore, the first rudder blade 11, the second rudder blade 12, the third rudder blade 13, and the fourth rudder blade 14 are evenly distributed in the circumferential direction of the vehicle.

[0061] Furthermore, the rudder blade has a triangular cross-section; and the tip of the rudder blade faces the direction of the conical portion. That is, the rudder blade is rotatably mounted on the cavitation device 1 via the rudder blade shaft 16; the tip of the rudder blade faces the forward direction of the cavitation device 1.

[0062] Specifically, the left and right rudder blades, namely the second rudder blade 12 and the fourth rudder blade 14, are the same size, and the third rudder blade 13 (lower rudder blade) is larger than the first rudder blade 11 (upper rudder blade) in the vertical direction, for example, by 20%. This arrangement enables the upper and lower differential rudder blades to generate a certain roll moment when the aircraft turns, thus maintaining the stability of the aircraft.

[0063] Furthermore, the first rudder blade 11 and the third rudder blade 13 are both vertical rudder blades. The second rudder blade 12 and the fourth rudder blade 14 are both horizontal rudder blades.

[0064] In one specific embodiment of the present invention, the rudder blade is deflected by a first drive motor 101 and rotates during operation. The first drive motor drives the rudder blade to move. The first rudder blade 11 and the third rudder blade 13 are deflected by the same first drive motor 101, and the driving method is as follows: Figure 4-7 As shown.

[0065] Furthermore, the rudder blade can be driven to deflect by the first drive motor 101.

[0066] Furthermore, the first drive motor 101 drives the rudder to deflect via a linkage mechanism; the linkage mechanism includes: a first link 102, a second link 103, and a third link 104.

[0067] like Figure 4-7 As shown, one end of the first connecting rod 102 is fixedly connected to the first drive motor 101, and the other end is hinged to the second connecting rod 103; one end of the second connecting rod 103 is hinged to the first connecting rod 102, and the other end is hinged to the third connecting rod 104; one end of the third connecting rod 104 is hinged to the second connecting rod 103, and the other end is fixedly connected to the rudder shaft 16. When the first drive motor 101 drives the first connecting rod 102 to deflect, the third connecting rod 104 can drive the rudder shaft 16 to deflect, thereby driving the rudder to deflect.

[0068] like Figure 5 As shown, the first link 102, the second link 103, and the third link 104 form a rectangular structure. Figure 6 As shown, when the first drive motor 101 outputs rotational displacement, the first connecting rod 102 deflects synchronously with the output shaft of the first drive motor 101, thereby driving the second connecting rod 103 to move to the right. The second connecting rod 103 drives the upper end of the third connecting rod 104 to move to the right, causing the third connecting rod 104 to deflect to the right. The third connecting rod 104 drives the rudder shaft 16 to rotate clockwise, thereby driving the rudder to deflect clockwise. Figure 7 As shown, when the first drive motor 101 outputs rotational displacement, the first link 102 deflects synchronously with the output shaft of the first drive motor 101, thereby driving the second link 103 to move to the left. The second link 103 drives the upper end of the third link 104 to move to the left, causing the third link 104 to deflect to the left. The third link 104 drives the rudder shaft 16 to rotate counterclockwise, thereby driving the rudder to deflect clockwise.

[0069] By setting up a linkage mechanism, this invention enables the synchronous movement of two vertical rudder blades driven by a single motor. Specifically, the first rudder blade 11 and the third rudder blade 13 are driven to rotate by the same first drive motor 101, which reduces the number of drive motors while ensuring the synchronous movement of the two vertical rudder blades. This keeps the deflection angles of the two vertical rudder blades consistent, which in turn helps maintain the stability of the aircraft during yaw maneuvers.

[0070] Specifically, the vertical rudder blades are driven by a first drive motor 101, and the horizontal rudder blades are driven by a first drive motor 101, requiring a total of 3 motors.

[0071] Specifically, the second rudder blade 12 and the fourth rudder blade 14 are directly connected to the two first drive motors 101 respectively, and are driven to deflect independently by the motors; or, the second rudder blade 12 and the fourth rudder blade 14 are connected to the first drive motors 101 by the same linkage mechanism as the first rudder blade 11, and are driven to deflect by the linkage mechanism.

[0072] The following is a brief description of the steering methods for aircraft in several maneuvering situations:

[0073] 1) such as Figure 8 As shown, in straight-line mode, the rudder blades do not move. That is, the axes of all four rudder blades are parallel to the axis of the aircraft.

[0074] 2) such as Figure 9 As shown, when pitch motion is required, the first drive motor 101 drives the horizontal rudder to deflect, thus performing steering actions on the horizontal rudder. Figure 9 The image shows the vehicle's state when it is nose-down and diving. When the vehicle is nose-up and climbing, the horizontal rudder blades move in the opposite direction (not shown).

[0075] 3) such as Figure 10 As shown, when yaw motion is required, the first drive motor 101 drives the vertical rudder to deflect, and the vertical rudder is used to perform steering actions. Figure 10 The image shows the aircraft turning left. When turning right, the vertical rudder blades (upper and lower rudders) move in opposite directions.

[0076] 4) such as Figure 11 As shown, when the aircraft performs a roll motion, the horizontal rudder is differentially steered, meaning the left and right rudder blades rotate in opposite directions. Specifically, the second rudder blade 12 and the fourth rudder blade 14 deflect in opposite directions, driving the aircraft to perform a roll motion.

[0077] In practice, the conical portion 15 of the cavitation 1 is fixedly connected to the main body 2 of the aircraft. During steering, the aircraft's maneuverability is achieved by manipulating four rudder blades. Because the small rudder blades have a small frontal surface, they experience very little drag, while providing significant lift, thus providing sufficient control force. Since the rudder blades are adjacent to the cavitation 1, and the supercavitation morphology near the cavitation 1 is only related to the shape of the cavitation 1 and varies minimally with factors such as speed, the wetted state of the rudder blades can be considered to change very little, and their hydrodynamic characteristics can be pre-determined through experiments. When designing the control strategy, a reasonable navigation control method can be selected based on existing hydrodynamic parameters.

[0078] The rudder blades of a cavitation cavitation device can be triangular, trapezoidal, or quadrilateral. The area of ​​the rudder blades is selected based on the required hydrodynamic characteristics. For a conical cavitation cavitation device with a 60° cone angle, the area of ​​a single rudder blade is 1 / 8 to 1 / 4 of the area of ​​the cavitation cone base.

[0079] In one specific embodiment of the present invention, a tail fin 3 is installed at the rear of the vehicle body 2, such as... Figure 12 As shown.

[0080] Specifically, such as Figure 12 As shown, compared to the fin structure of conventional aircraft, the tail fin 3 in this invention uses a tail link 32 for connection near the aircraft surface and a tail rudder 31 (fin plate) for connection away from the aircraft surface. This tail fin structure ensures that the tail rudder 31 (fin plate) remains wetted even when the cavitation morphology changes, thus achieving stable hydrodynamic characteristics. Pre-determining the hydrodynamic parameters of the fin plate through experiments provides input parameters for the control scheme. The slant structure primarily affects the aircraft's drag; its impact on lift is only a small part of the fin plate's effect and can be ignored.

[0081] like Figure 1 , Figure 2 As shown, the caudal fin 3 has two states: extended and retracted.

[0082] Specifically, when the aircraft needs to have greater stability, the tail fin 3 is controlled to be in the deployed state; such as Figure 12 As shown.

[0083] When the aircraft's maneuverability requirements exceed its stability requirements, the tail fin 3 is in a retracted state; for example... Figure 13 As shown.

[0084] Furthermore, the main body 2 of the aircraft is provided with a tail fin mounting groove. When the tail fin 3 is retracted, it is folded into the tail fin mounting groove. When the tail fin 3 is deployed, it extends out of the main body 2 of the aircraft.

[0085] When the torque sensed by the torque sensor connected to the symmetrical tail rudder 31 and the tail link 32 is different, the tail link 32 is driven to deflect by the second drive motor 33, changing the tilt angle of the tail link, and thus changing the degree of deployment of the tail rudder 31; this allows the aircraft to maintain the balance of forces on the tail during maneuvering.

[0086] A torque sensor is installed on the caudal fin 3. Each torque sensor on the caudal fin 3 can monitor the force on the caudal fin 3.

[0087] Furthermore, there are multiple second drive motors 33, each driving multiple tail fins 3. The second drive motors 33 independently drive the tail fins 3 to extend or retract according to the force conditions of each tail fin 3, thereby adjusting the force balance at the tail of the aircraft.

[0088] like Figure 14As shown, when the torque sensor detects that the pressure felt by the lower tail rudder 31 is greater than that of the upper tail rudder 31, it controls the upper tail rudder 31 to rise, increasing the force and thus balancing the forces at the tail. Therefore, by employing the fin structure of this invention, the forces at the tail of the vehicle can be actively controlled, thereby having a beneficial effect on the stability and maneuverability of the supercavitating vehicle.

[0089] In this embodiment:

[0090] Cavitation device: A structure on an underwater vehicle used to generate stable cavitation bubbles, i.e., a supercavitation generator; it is a mature technology, and this invention does not involve the improvement design of the supercavitation generation function of the cavitation device, so it will not be discussed in detail here.

[0091] Supercavitating vehicle: An underwater vehicle that reduces drag by generating an air vortex to allow it to travel at high speeds. The cavitation number σ is an important parameter in supercavitation technology, defined as follows:

[0092]

[0093] Where, p ∞ The absolute pressure of the flow field.

[0094] p v To study the saturated vapor pressure at the location of the problem or the pressure inside the already formed cavitation at that time;

[0095] ρ is the density of the liquid;

[0096] v is the velocity of the flow field.

[0097] Compared to conventional supercavitating vehicles, this invention has two main features: 1. Rudder blades are installed on the conical cavitation fin section at the nose; 2. A foldable tail fin structure is adopted at the tail. To address the issues of cavitation morphology changes caused by using the cavitation fin as a control rudder, and insufficient control force, this invention proposes a new cavitation fin, avoiding adverse factors, increasing roll control, and improving control force. To address the problem of unstable and unpredictable hydrodynamics at the tail, this invention proposes a novel tail stabilizing fin structure, achieving hydrodynamic stability at the tail that is also predictable.

[0098] Example 2

[0099] A specific embodiment of the present invention provides a navigation control method for a hydrodynamic supercavitating vehicle, which controls the maneuverability and stability of the hydrodynamic supercavitating vehicle in Embodiment 1; specifically, it includes the following steps:

[0100] Step S1: In the straight-ahead state, the tips of both the vertical and horizontal rudder blades point towards the direction of travel of the aircraft;

[0101] Step S2: When it is necessary to adjust the course of the aircraft, the first drive motor controls the deflection of the rudder blades, thereby realizing the maneuvering action of the aircraft;

[0102] Step S3: When the vehicle is sailing stably, the tail fin is in the deployed state; when the vehicle is maneuvering, the tail fin is in the retracted state.

[0103] In step S2, the first rudder blade 11 and the third rudder blade 13 are driven by a first drive motor 101, and the second rudder blade 12 and the fourth rudder blade 14 are each driven by a first drive motor 101, requiring a total of 3 motors.

[0104] In step S2, the course control process for the vehicle is as follows:

[0105] 1) such as Figure 8 As shown, the rudder does not move when traveling straight.

[0106] 2) such as Figure 9 As shown, when pitching motion is required, the two first drive motors 101 drive the second rudder blade 12 and the fourth rudder blade 14 to deflect downwards, adjusting the horizontal rudder blade to a diving state, and the vehicle performs a nose-down diving motion.

[0107] When the aircraft pitches up, the two first drive motors 101 drive the second rudder blade 12 and the fourth rudder blade 14 to deflect upwards, adjusting the horizontal rudder blades to the climbing state, and the aircraft pitches up.

[0108] 3) such as Figure 10 As shown, when a left yaw motion is required, a first drive motor 101 drives two vertical rudder blades, the first rudder blade 11 and the third rudder blade 13, to yaw to the left in sync, thus completing the left turn of the aircraft.

[0109] When a right yaw motion is required, a first drive motor 101 drives two vertical rudder blades, the first rudder blade 11 and the third rudder blade 13, to yaw synchronously to the right, thus completing the right turn of the aircraft.

[0110] 4) such as Figure 11 As shown, when the aircraft is rolling, the horizontal rudder is differentially steered, that is, the two first drive motors 101 control the second rudder blade 12 and the fourth rudder blade 14 to deflect in opposite directions, thus driving the aircraft to roll.

[0111] In step S3, when the vehicle is in a stable navigation state, the tail fin 3 is in the deployed state; as Figure 12As shown. When the aircraft is in a maneuvering state, the tail fin 3 is in a retracted state; as Figure 13 As shown.

[0112] Specifically, torque sensors are installed on each tail fin 3 to monitor the force on each tail fin 3.

[0113] Furthermore, when the forces on the tail fin 3 are inconsistent, the second drive motor 33 controls the tail fin 3 with the smaller force to further unfold, thereby increasing the force.

[0114] For example, such as Figure 14 As shown, when the torque sensor detects that the pressure felt by the lower tail rudder 31 is greater than that of the upper tail rudder 31, the upper tail rudder 31 is controlled to rise, increasing the force and thus balancing the force on the tail.

[0115] Compared with the prior art, the technical solution provided by the present invention has at least one of the following beneficial effects:

[0116] 1. The aircraft of the present invention is equipped with a rudder at the cavitation unit, which provides sufficient lift and control force for the aircraft, avoiding the problem of insufficient lift and control force when the cavitation unit is steered in existing aircraft, and also avoiding the change of cavitation morphology during the steer process.

[0117] 2. The hydrodynamic supercavitating vehicle of the present invention is equipped with multiple rudder blades, and the left and right rudder blades are driven separately, providing roll torque for roll control, thus avoiding the problem in existing vehicles where a single cavitator cannot generate roll control force and the roll attitude of the vehicle cannot be controlled.

[0118] 3. The hydrodynamic supercavitating vehicle of the present invention has a tail fin at the rear, which can adjust according to different forces to keep the fin plate in a stable wetted state. When the vehicle maneuvers and causes changes in the cavitation morphology, the hydrodynamics of the fin plate will not change significantly.

[0119] 4. In the hydrodynamic supercavitating vehicle of the present invention, the position of the tail stabilizing fin can be changed according to actual needs. Due to the parallelogram structure of the fin, the direction of the fin facing the airflow remains unchanged, which can provide stable conditions for the control of the vehicle.

[0120] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A hydrodynamic supercavitating vehicle, characterized in that, include: Cavitation device (1), vehicle body (2) and tail fin (3); the cavitation device (1) is located at the front end of the vehicle body (2), and the tail fin (3) is located on the vehicle body (2); the cavitation device (1) is used to generate stable cavitation bubbles when the vehicle is in motion; The cavitation device (1) is equipped with multiple rudder blades at its rear end, and the heading is adjusted by the rudder blades. The rudder blades include: a first rudder blade (11), a second rudder blade (12), a third rudder blade (13), and a fourth rudder blade (14); the first rudder blade (11) and the third rudder blade (13) are both vertical rudder blades; the second rudder blade (12) and the fourth rudder blade (14) are both horizontal rudder blades; the first drive motor includes one first drive motor A and two first drive motors B, and the first rudder blade (11) and the third rudder blade (13) are driven to deflect by the first drive motor A; the second rudder blade (12) and the fourth rudder blade (14) are directly connected to the two first drive motors B respectively, and the second rudder blade (12) and the fourth rudder blade (14) are driven to deflect independently by the two first drive motors B; when the aircraft performs a roll motion, the deflection directions of the second rudder blade (12) and the fourth rudder blade (14) are opposite; The tail fin (3) includes a tail rudder (31) and a tail link (32); there are two tail links (32), and the two tail links (32) are parallel to each other; one end of the tail link (32) is hinged to the tail rudder (31), and the other end is hinged to the tail end of the vehicle body (2); the second drive motor (33) drives the tail link (32) to deflect, so as to realize the deployment or retraction of the tail fin (3).

2. The hydrodynamic supercavitating vehicle according to claim 1, characterized in that, The rudder blade is rotatably mounted at the rear end of the cavitation unit (1) via the rudder blade shaft (16).

3. The hydrodynamic supercavitating vehicle according to claim 2, characterized in that, There are multiple second drive motors (33), each driving multiple tail fins (3).

4. The hydrodynamic supercavitating vehicle according to claim 3, characterized in that, It is also equipped with a torque sensor, which is used to monitor the pressure on the tail rudder and connecting rod during navigation.

5. The navigation control method for a hydrodynamic supercavitating vehicle according to any one of claims 1-4, characterized in that, Includes the following steps: Step S1: In the straight-ahead state, the tips of both the vertical and horizontal rudder blades point towards the direction of travel of the aircraft; Step S2: When it is necessary to adjust the course of the aircraft, the first drive motor controls the deflection of the rudder blades, thereby realizing the maneuvering action of the aircraft; Step S3: When the vehicle is sailing stably, the tail fin (3) is in the deployed state; when the vehicle is in a maneuvering state, the tail fin (3) is in the retracted state.

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