Magnetic coupling array of magnetic coupling underwater propeller and propeller performance coupling design method

Abstract

The invention discloses a magnetic coupling underwater thruster magnetic coupling array and a propeller performance coupling design method, and belongs to the technical field of underwater thrusters. Geometric parameters of propeller blades are optimized through a surface source method, a magnetic coupling array structure is designed according to the size of a propeller hub, so that the performance and pressure resistance requirements of the propeller in the deep sea environment are guaranteed, the magnetic torque is increased by combining the S-shaped magnetic coupling array layout, meanwhile, vibration is reduced, and through repeated iteration optimization design, the propeller efficiency is improved. Optimization of a magnetic coupling structure is achieved, the thrust, efficiency and dynamic balance performance of the propeller are effectively improved, meanwhile, operation vibration and energy consumption are remarkably reduced, the requirements of deep sea high pressure and corrosion environments are fully considered, the propeller hub size, magnet packaging materials and array structure design are optimized, and the design cost is reduced. Long-term stability and high efficiency of the system under extreme conditions are ensured, and collaborative optimization of the propeller and the magnetic coupling array is realized through a conjoint analysis model and iterative optimization.

Description

Technical Field

[0001] The present invention relates to the technical field of underwater thrusters, and particularly to a magnetic coupling array of a magnetic coupling underwater thruster and a coupling design method for the performance of a propeller. Background Art

[0002] In the field of underwater thrusters, traditional propulsion systems usually rely on mechanical transmission structures, such as shaft drive methods. Although they have high transmission efficiency, they have many limitations. Magnetic coupling drive has gradually become a research hotspot in the design of underwater thrusters due to its characteristic of torque transmission without contact. Magnetic coupling can not only effectively avoid the sealing problems of mechanical transmission, but also significantly reduce system vibration and energy loss.

[0003] However, the existing designs of magnetic coupling thrusters mostly stay in the theoretical or experimental verification stage, lacking a systematic optimization design method, especially insufficient in the collaborative design of propeller performance and magnetic coupling structure, resulting in the thrust output and efficiency of magnetic coupling thrusters being difficult to meet the requirements of the deep-sea complex environment. Summary of the Invention

[0004] The purpose of the present invention is to provide a magnetic coupling array of a magnetic coupling underwater thruster and a coupling design method for the performance of a propeller to solve the problems raised in the above background art.

[0005] To achieve the above purpose, the present invention provides the following technical solutions: A magnetic coupling array of a magnetic coupling underwater thruster and a coupling design method for the performance of a propeller, including the following steps:

[0006] Coupling design of propeller performance: Based on the surface source method, a propeller performance model is constructed, and the geometric parameters of the propeller blades are adjusted based on the requirements of the thrust, efficiency, and vibration characteristics of the underwater thruster.

[0007] Determination of hub size: According to the optimized propeller performance model, the geometric size and parameter range of the hub are determined, and the geometric performance of the hub and the magnetic coupling structure is matched.

[0008] Design of the magnetic coupling array structure: Based on the hub size, the layout and arrangement parameters of the magnetic coupling array are designed, and the magnet spacing, size, and material parameters are optimized based on the performance requirements of the deep-sea environment.

[0009] Optimized arrangement of the magnet array: The S-shaped arrangement method is used to design the layout of the magnet array, and the magnetic torque of the magnetic coupling array is increased by the arrangement method.

[0010] Coupled analysis of structural performance: Combining the performance model of the propeller and the design parameters of the magnetic coupling array, a joint analysis model is constructed, and numerical simulation and performance evaluation of the design are carried out based on the propulsion efficiency, structural stiffness, and dynamic balance characteristics.

[0011] Iterative optimization design: Based on the coupling analysis results, iterative optimization is carried out on the propeller design and the magnetic coupling array by adjusting the blade geometric parameters, magnet distribution, and arrangement method.

[0012] Design verification and performance testing: Prepare a design prototype and conduct experimental tests in a simulated deep-sea environment. Verify the test performance of the thruster through experiments. The test performance includes thrust, efficiency, and vibration characteristics, and evaluate the test performance based on actual usage requirements.

[0013] Furthermore, the propeller performance coupling design specifically further includes the following steps:

[0014] Establish a hydrodynamic propeller performance model for the propeller based on the surface source method, and determine the calculation formulas for the thrust and torque of the propeller blades at different flow velocities, angles of attack, and rotational speeds.

[0015] Through simulation analysis of the propeller performance model, obtain the hydrodynamic force distribution and efficiency characteristics of the propeller.

[0016] According to the thrust and efficiency requirements of the underwater thruster, combine the hydrodynamic propeller performance model to adjust the geometric parameters of the propeller blades. The geometric parameters include the width, length, curvature, and installation angle of the blades.

[0017] Establish a vibration analysis model for the propeller. Based on the vibration analysis model, simulate the vibration characteristics caused by the coupling of hydrodynamic force and structure during the rotation of the blades, and adjust the number and symmetry of the blades based on the vibration characteristics.

[0018] Furthermore, the determination of the hub size specifically further includes the following steps:

[0019] Based on the propeller performance model, combine the number, geometric parameters, and installation method of the propeller blades to calculate the initial geometric size range of the hub. The geometric size includes the hub diameter, length, and outer wall thickness.

[0020] According to the design requirements of the magnetic coupling array, adjust the hub size parameters until the hub size can accommodate the magnet array and match the geometric parameters of the propeller blades.

[0021] Based on the requirements of the deep-sea high-pressure environment, analyze the pressure resistance and corrosion resistance of the hub and adjust the hub size by selecting materials.

[0022] Furthermore, the magnetic coupling array structure design specifically further includes the following steps:

[0023] According to the geometric size of the hub, analyze the magnetic field distribution characteristics of different arrangement methods, and determine the arrangement method of the magnet array based on the requirements of the underwater thruster. The arrangement method includes linear, circular array, or spiral arrangement.

[0024] Perform simulation calculations based on the working conditions of the deep - sea environment, and adjust the magnet parameters until the magnetic force distribution is uniform. The magnet parameters include the spacing, size, and thickness of the magnets.

[0025] According to the requirements of the deep - sea high - pressure and corrosive environment, make an adaptive adjustment to the structure of the magnetic force coupling array and replace the encapsulation material of the magnets.

[0026] Furthermore, the optimization arrangement of the magnet array specifically further includes the following steps:

[0027] Select the S - type arrangement method to arrange the magnets;

[0028] By analyzing the influence of different arrangement modes on the magnetic field line distribution and torque output, adjust the specific layout parameters of the S - type arrangement. The layout parameters include the magnet position, arrangement angle, and spacing;

[0029] By analyzing the mutual interference phenomenon between the magnets, adjust the arrangement direction and polarity order of the magnets;

[0030] Combined with the vibration analysis model, adjust the symmetry and uniformity of the S - type arrangement;

[0031] Based on the optimized array layout of the S - type arrangement, select the magnet material and design the encapsulation structure of the magnet array.

[0032] Furthermore, the coupled analysis of the structure performance specifically further includes the following steps:

[0033] According to the propeller performance model and the design parameters of the magnetic force coupling array, construct a combined analysis model;

[0034] Input the blade geometric parameters, magnet arrangement parameters, and environmental load conditions into the combined analysis model, and preliminarily define the overall performance indicators;

[0035] Based on the combined analysis model, conduct numerical simulations. The numerical simulations include propulsion efficiency analysis, structural stiffness evaluation, and dynamic balance simulation;

[0036] Among them, the propulsion efficiency analysis is used to evaluate the thrust, efficiency, and power consumption of the propeller under different working conditions, and determine the optimal operating point;

[0037] The structural stiffness evaluation is used to analyze the structural deformation and stress distribution of the propeller hub and the magnetic force coupling array, and determine whether the design meets the strength requirements of the deep - sea high - pressure environment;

[0038] The dynamic balance simulation is used to simulate the vibration response of the thruster during operation, and reduce the system vibration amplitude by adjusting the design parameters;

[0039] Based on the numerical simulation results, the performance of the joint analysis model is evaluated;

[0040] For the parts that do not meet the performance indicators in the performance evaluation, feedback adjustment is carried out by adjusting the blade geometric parameters, magnet arrangement mode and material selection, and the model is iteratively updated.

[0041] Furthermore, the iterative optimization design specifically further includes the following steps:

[0042] Combined with the propulsion efficiency, structural stiffness and vibration balance results obtained from the numerical simulation, multi-objective optimization of the design parameters is carried out;

[0043] The multi-objective optimization includes adjusting the geometric parameters of the propeller blades, optimizing the arrangement mode and spacing of the magnet arrays, and optimizing the diameter of the magnetic force coupling array;

[0044] Based on the optimized design, the joint analysis model is updated and numerical simulation is carried out again;

[0045] For the parts with insufficient performance indicators, the relevant parameters are refined and adjusted, and the model is continuously iteratively updated until the design meets the target requirements;

[0046] After completing the theoretical optimization design, the structural design of the propeller and the hub is adaptively adjusted based on the existing actual processing technology.

[0047] Furthermore, the design verification performance test specifically further includes the following steps:

[0048] According to the final model of the iterative optimization design, a prototype of the thruster is manufactured;

[0049] The components are assembled according to the design parameters;

[0050] After the assembly is completed, the prototype is statically tested to verify the geometric dimensions, structural integrity and basic functions of the prototype;

[0051] The prototype is installed on a hydrodynamic experimental platform. By testing the thrust and power consumption under different working conditions, the efficiency and load capacity of the propeller are evaluated. The vibration amplitude and frequency of the prototype during operation are monitored by sensors to verify the effect of vibration optimization. The prototype is operated in high-pressure and corrosive media to evaluate the long-term durability and material performance of the hub and the magnetic force coupling array;

[0052] According to the experimental test results, the thrust, efficiency, vibration and pressure resistance test data are recorded, and the reasons for the performance deviations found in the test are analyzed;

[0053] According to the test results and actual usage requirements, the overall performance of the prototype is evaluated.

[0054] Further, the design verification performance test specifically further includes the following steps:

[0055] Adjust the operating conditions of the prototype according to a preset test plan;

[0056] Record the thrust before the adjustment of the operating conditions as the first thrust parameter data;

[0057] When the prototype is at the initial moment of the adjusted operating conditions, record the thrust as the second thrust parameter data;

[0058] Obtain the thrust overrun coefficient by using the first thrust parameter data and the second thrust parameter data;

[0059] Among them, the thrust overrun coefficient is obtained through the following formula:

[0060]

[0061] Among them, K represents the thrust overrun coefficient; n represents the number of unit times included in the adjustment duration experienced during the adjustment of the operating conditions, and the unit time is 1 s; F 01 and F 02 respectively represent the first thrust parameter data and the second thrust parameter data; F b represents the thrust standard deviation during the adjustment of the operating conditions; F i represents the thrust data corresponding to the i-th unit time; F bi represents the thrust standard deviation corresponding to the i-th unit time; T x represents the adjustment duration experienced during the adjustment of the operating conditions; F x represents a preset reference value of the thrust change gradient;

[0062] Determine whether there is an abnormality in the thrust change performance by using the thrust overrun coefficient.

[0063] Further, determining whether there is an abnormality in the thrust change performance by using the thrust overrun coefficient includes:

[0064] Compare the thrust overrun coefficient with a preset thrust overrun coefficient threshold;

[0065] When the thrust overrun coefficient is not lower than the preset thrust overrun coefficient threshold, it is determined that there is no abnormality in the thrust change performance;

[0066] When the thrust overrun coefficient is lower than the preset thrust overrun coefficient threshold, retrieve the numerical value of the time length corresponding to the preset test duration;

[0067] Control the prototype to operate under the adjusted operating conditions for the numerical value of the time length corresponding to the preset test duration, and retrieve the thrust change data corresponding to the test duration;

[0068] Obtain a thrust change coefficient by using the first thrust parameter data, the second thrust parameter data, and the thrust change data corresponding to the test duration;

[0069] Among them, the thrust change coefficient is obtained through the following formula:

[0070]

[0071] Among them, S represents the thrust change coefficient; K represents the thrust excess coefficient; F b represents the standard deviation of thrust during the working condition adjustment process; F yb represents the standard deviation of thrust corresponding to the test duration; m represents the number of unit times included in the test duration, and the unit time is 1 s; F j represents the thrust data corresponding to the j-th unit time of the test duration; F j+1 represents the thrust data corresponding to the (j + 1)-th unit time of the test duration; F 01 and F 02 respectively represent the first thrust parameter data and the second thrust parameter data; T x represents the adjustment duration experienced during the working condition adjustment process; T y represents the numerical value of the time length corresponding to the test duration;

[0072] Compare the thrust change coefficient with a preset change coefficient threshold;

[0073] When the thrust change coefficient exceeds the preset change coefficient threshold, it is determined that the thrust change performance is abnormal, and an abnormal prompt is given.

[0074] Compared with the prior art, the beneficial effects of the present invention are:

[0075] 1. The present invention adopts the surface source method to optimize the design of the propeller. By adjusting parameters such as blade shape and quantity, the thrust and pull force performance of the thruster is improved. According to the optimized propeller design, a suitable hub size is determined, providing a basis for the design of the magnetic coupling array. Based on the hub size, the magnetic coupling array structure is designed. By determining the arrangement method and parameters of the magnets, the performance and pressure resistance requirements of the thruster in the deep-sea environment are ensured. The S-shaped arrangement method is adopted to optimize the layout of the magnet array, which not only increases the magnetic torque of the magnet array but also reduces vibration and improves the stability of the thruster. The magnetic coupling structure and the propeller are iteratively optimized and designed multiple times. By adjusting the magnet layout, propeller parameters, etc., the diameter of the magnetic coupling structure is reduced, realizing the optimal matching of the performance of the magnetic coupling structure and the propeller, achieving the coupling design of the magnetic coupling array design and the propeller performance of the magnetic coupling underwater thruster, ensuring the performance, pressure resistance requirements, and stability of the thruster, and providing an innovative solution for the field of underwater propulsion technology.

[0076] 2. Through the coupled design of propeller performance and the optimization of the magnetic coupling array, the present invention realizes the comprehensive performance improvement of high thrust, high efficiency and low vibration of the underwater thruster. Based on the surface source method and the hydrodynamic model, the geometric parameters of the propeller blades are optimized to achieve efficient thrust output and low energy consumption under different working conditions. Through vibration analysis and optimization design, the vibration caused by hydrodynamic and magnetic force imbalance is significantly reduced, and the running stability is improved. Combining simulation and experimental data, multiple iterative optimizations are carried out on the propulsion efficiency, structural stiffness and dynamic balance to achieve the best balance between performance and structural design.

[0077] 3. The design of the present invention fully considers the complexity of the deep-sea high-pressure and corrosive environment, and comprehensively improves the reliability of the system from material selection to structural design. By optimizing the geometric dimensions and materials of the propeller hub and the magnet array, the structural stability of the thruster in the deep-sea high-pressure environment is ensured. Corrosion-resistant materials are selected and the packaging design is optimized to extend the service life of the thruster in the corrosive environment. The magnet array is arranged in an S shape, which improves the magnetic torque output while reducing magnetic field interference and energy loss, ensuring the efficient and reliable operation of the propulsion system.

[0078] 4. The present invention constructs a systematic process from design, simulation, optimization to testing to ensure that the product performance and reliability fully meet the standards. From the propeller performance design to the optimization of the magnetic coupling array, and then to the performance simulation and experimental verification, a complete R & D chain is formed to ensure the tight connection of each link. Through prototype manufacturing and experimental testing, the key performances such as thrust, efficiency and vibration are verified, and the test results are fed back to the design link for continuous optimization. The optimized design takes into account the feasibility of the actual manufacturing process, providing strong technical support for the engineering application of the thruster. BRIEF DESCRIPTION OF THE DRAWINGS

[0079] Figure 1 It is a schematic flow chart of the design method of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0080] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0081] In order to solve the technical problem that the existing design of magnetic coupling thrusters mostly stays in the theoretical or experimental verification stage, lacks a systematic optimization design method, especially there are deficiencies in the collaborative design of propeller performance and magnetic coupling structure, resulting in the thrust output and efficiency of magnetic coupling thrusters being difficult to meet the requirements of the deep-sea complex environment, please refer to Figure 1, the present invention provides the following technical solutions:

[0082] A method for coupling the design of the magnetic coupling array and the propeller performance of a magnetic coupling underwater thruster, comprising the following steps:

[0083] Coupled design of propeller performance: Based on the surface source method, a propeller performance model is constructed, and the geometric parameters of the propeller blades are adjusted based on the requirements of the thrust, efficiency, and vibration characteristics of the underwater thruster.

[0084] Determination of hub size: According to the optimized propeller performance model, the geometric size and parameter range of the hub are determined, and the geometric performance of the hub and the magnetic coupling structure is matched.

[0085] Design of the magnetic coupling array structure: Based on the hub size, the layout and arrangement parameters of the magnetic coupling array are designed, and the magnet spacing, size, and material parameters are optimized based on the performance requirements of the deep-sea environment.

[0086] Optimized arrangement of the magnet array: The S-shaped arrangement method is used to design the layout of the magnet array, and the magnetic torque of the magnetic coupling array is increased by the arrangement method.

[0087] Coupled analysis of structural performance: Combining the propeller performance model and the design parameters of the magnetic coupling array, a combined analysis model is constructed, and numerical simulation and performance evaluation of the design are carried out based on the propulsion efficiency, structural stiffness, and dynamic balance characteristics.

[0088] Iterative optimization design: According to the results of the coupled analysis, iterative optimization of the propeller design and the magnetic coupling array is carried out by adjusting the blade geometric parameters, magnet distribution, and arrangement method.

[0089] Design verification performance test: A design prototype is prepared and experimental tests are carried out in a simulated deep-sea environment, and the test performance of the thruster is verified through experiments. The test performance includes thrust, efficiency, and vibration characteristics, and the test performance is evaluated based on the actual use requirements.

[0090] In the above embodiment, a complete design process is constructed by systematically starting from the propeller performance, hub size, magnetic coupling array design and optimization to performance verification, realizing the optimization of the underwater thruster performance and the improvement of reliability. Through coupled design and multi-objective optimization, the thruster not only has high thrust and high efficiency, but also has low vibration and high stability, and can meet the harsh requirements of the deep-sea high-pressure and corrosive environment. This method provides a systematic solution for underwater propulsion technology, which helps to improve the service life, environmental adaptability, and energy utilization rate of the thruster.

[0091] The coupled design of propeller performance specifically further includes the following steps:

[0092] Establish a hydrodynamic propeller performance model for the propeller based on the surface source method, and determine the calculation formulas for the thrust and torque of the propeller blades at different flow velocities, angles of attack, and rotational speeds;

[0093] Through the simulation analysis of the propeller performance model, obtain the hydrodynamic force distribution and efficiency characteristics of the propeller;

[0094] According to the thrust and efficiency requirements of the underwater thruster, combine the hydrodynamic propeller performance model to adjust the geometric parameters of the propeller blades, and the geometric parameters include the width, length, curvature, and installation angle of the blades;

[0095] Establish a vibration analysis model for the propeller, simulate the vibration characteristics caused by the coupling of hydrodynamic force and structure during the rotation of the blades based on the vibration analysis model, and adjust the number and symmetry of the blades based on the vibration characteristics.

[0096] In the above embodiment, by constructing a propeller performance model based on the surface source method and optimizing the geometric parameters of the blades, the thrust and efficiency of the thruster are significantly improved, and at the same time, the vibration amplitude during operation is reduced. The surface source method can accurately simulate the hydrodynamic characteristics, combine the simulation analysis to optimize the width, length, curvature, and installation angle of the blades, so that the propeller can achieve efficient thrust output under different working conditions, improve the overall working efficiency of the underwater thruster. By establishing a vibration analysis model, identify the possible resonance points during the rotation of the blades, and adjust the vibration characteristics by optimizing the number and symmetry of the blades, effectively reducing the unbalanced vibration problem during the operation of the system. The adjusted propeller design can adapt to different water depths and load environments, providing a reliable basis for subsequent designs.

[0097] The hub size is determined, and specifically, it further includes the following steps:

[0098] Based on the propeller performance model, combine the number, geometric parameters, and installation method of the propeller blades to calculate the initial geometric size range of the hub, and the geometric size includes the hub diameter, length, and outer wall thickness;

[0099] According to the design requirements of the magnetic coupling array, adjust the hub size parameters until the hub size can accommodate the magnet array and match the geometric parameters of the propeller blades;

[0100] Based on the requirements of the deep-sea high-pressure environment, analyze the pressure resistance and corrosion resistance of the hub and adjust the hub size by selecting materials.

[0101] In the above embodiments, the optimized design of the hub size provides a guarantee for the geometric and performance matching of the magnetic coupling array and the propeller. By combining the parameters of the propeller blades and the requirements of the magnetic coupling array, the hub size is reasonably designed to ensure the structural compatibility and performance matching among components. For the deep-sea high-pressure environment, by analyzing the pressure resistance performance and material characteristics of the hub, high-strength corrosion-resistant materials are selected to improve the environmental adaptability of the hub. The reasonable hub design provides space for the optimized layout of the magnetic coupling array, avoiding structural conflicts and simultaneously enhancing the overall stiffness and stability of the propulsion system.

[0102] The structural design of the magnetic coupling array specifically further includes the following steps:

[0103] According to the geometric dimensions of the hub, analyze the magnetic field distribution characteristics of different arrangement modes, and determine the arrangement mode of the magnet array based on the requirements of the underwater thruster. The arrangement modes include linear, circular array or spiral arrangement;

[0104] Based on the working conditions of the deep-sea environment, conduct simulation calculations, and adjust the magnet parameters until the magnetic force distribution is uniform. The magnet parameters include the spacing, size and thickness of the magnets;

[0105] According to the requirements of the deep-sea high-pressure and corrosion environment, make an adaptive adjustment to the structure of the magnetic coupling array and replace the encapsulation material of the magnets.

[0106] In the above embodiments, the design of the magnetic coupling array is directly related to the transmission efficiency of the magnetic torque and the structural stability. By optimizing the magnet spacing, size and material parameters, the uniformity of the magnetic field distribution and the high efficiency of the magnetic coupling are ensured, significantly enhancing the energy utilization rate of the propulsion system. The design fully considers the deep-sea high-pressure and corrosion environment. Through material selection and structural adaptation, the durability and reliability of the array are improved. The reasonable layout of the magnetic coupling array avoids magnetic field interference and simultaneously provides conditions for vibration reduction and energy consumption optimization.

[0107] The optimized arrangement of the magnet array specifically further includes the following steps:

[0108] Select the S-shaped arrangement mode to arrange the magnets;

[0109] By analyzing the influence of different arrangement modes on the magnetic field line distribution and torque output, adjust the specific layout parameters of the S-shaped arrangement. The layout parameters include the magnet position, arrangement angle and spacing;

[0110] By analyzing the mutual interference phenomenon between the magnets, adjust the arrangement direction and polarity order of the magnets;

[0111] Combined with the vibration analysis model, adjust the symmetry and uniformity of the S-shaped arrangement;

[0112] Based on the optimized array layout with S-shaped arrangement, select the magnet material and design the encapsulation structure of the magnet array.

[0113] In the above embodiment, the S-shaped arrangement is adopted to optimize the layout of the magnet array, giving full play to the performance advantages of the magnet. The S-shaped arrangement enhances the concentration of the magnetic field distribution and the torque output ability by optimizing the arrangement angle and spacing between the magnets, significantly improving the magnetic coupling efficiency. By analyzing and adjusting the arrangement direction and polarity order of the magnets, the coupling loss between the magnets is avoided, and at the same time, the vibration caused by magnetic force imbalance is reduced, improving the smooth operation of the thruster. The optimized encapsulation structure design protects the magnets from damage in the deep-sea environment and extends the service life of the array.

[0114] The coupled analysis of structural performance specifically includes the following steps:

[0115] According to the performance model of the propeller and the design parameters of the magnetic coupling array, construct a combined analysis model;

[0116] Input the blade geometric parameters, magnet arrangement parameters, and environmental load conditions into the combined analysis model, and preliminarily define the overall performance indicators;

[0117] Based on the combined analysis model, conduct numerical simulations, and the numerical simulations include propulsion efficiency analysis, structural stiffness evaluation, and dynamic balance simulation;

[0118] Among them, the propulsion efficiency analysis is used to evaluate the thrust, efficiency, and power consumption of the propeller under different working conditions and determine the optimal operating point;

[0119] The structural stiffness evaluation is used to analyze the structural deformation and stress distribution of the propeller hub and the magnetic coupling array and determine whether the design meets the strength requirements of the deep-sea high-pressure environment;

[0120] The dynamic balance simulation is used to simulate the vibration response of the thruster during operation and reduce the vibration amplitude of the system by adjusting the design parameters;

[0121] According to the numerical simulation results, evaluate the performance of the combined analysis model;

[0122] For the parts that do not meet the performance indicators in the performance evaluation, make adjustment feedback by adjusting the blade geometric parameters, magnet arrangement method, and material selection, and iteratively update the model.

[0123] In the above embodiments, the structural performance coupling analysis verifies various performance indicators through simulation, providing a scientific basis for the optimization design, promoting the comprehensive evaluation of propulsion efficiency, structural stiffness, and vibration balance, ensuring the stability and efficiency of the design scheme under different working conditions. By simulating and analyzing the structural deformation, stress distribution, and vibration response, potential problems that may affect performance can be detected and improved in a timely manner, avoiding potential hazards in actual use. The results of the performance evaluation provide a clear direction and parameter basis for subsequent iterative optimization, shortening the R & D cycle.

[0124] The iterative optimization design specifically further includes the following steps:

[0125] Combining the propulsion efficiency, structural stiffness, and vibration balance results obtained from the numerical simulation, multi-objective optimization of the design parameters is carried out;

[0126] The multi-objective optimization includes adjusting the geometric parameters of the propeller blades, optimizing the arrangement pattern and spacing of the magnet arrays, and optimizing the diameter of the magnetic coupling array;

[0127] Based on the optimized and adjusted design, the joint analysis model is updated and numerical simulation is carried out again;

[0128] For the parts with insufficient performance indicators, by refining and adjusting the relevant parameters, the model is continuously iteratively updated until the design meets the target requirements;

[0129] After completing the theoretical optimization design, the structural design of the propeller and the hub is adaptively adjusted based on the existing actual processing technology.

[0130] In the above embodiments, through multi-objective optimization and simulation iteration, continuous improvement of performance is achieved. Multiple iterative optimizations make full use of simulation data and test feedback, avoiding blind tests, improving the design efficiency and accuracy. For multiple performance requirements of the thruster (such as thrust, efficiency, vibration, etc.), the best balance point is found among various design parameters to ensure the optimal overall performance. The optimized design scheme takes into account the feasibility of the actual manufacturing process to ensure that the design can be smoothly transformed into an actual product.

[0131] The design verification performance test specifically further includes the following steps:

[0132] According to the final model of the iterative optimization design, the prototype of the thruster is manufactured;

[0133] The components are assembled according to the design parameters;

[0134] After the assembly is completed, static detection of the prototype is carried out to verify the geometric dimensions, structural integrity, and basic functions of the prototype;

[0135] Install the prototype on the hydrodynamic experimental platform. By testing the thrust and power consumption under different working conditions, evaluate the efficiency and load capacity of the propeller. Monitor the vibration amplitude and frequency of the prototype during operation through sensors to verify the effect of vibration optimization. Operate the prototype in high-pressure and corrosive media to evaluate the long-term durability and material properties of the hub and magnetic coupling array;

[0136] According to the experimental test results, record the thrust, efficiency, vibration and pressure resistance test data, and analyze the reasons for the performance deviations found in the tests;

[0137] Evaluate the overall performance of the prototype according to the test results and actual usage requirements.

[0138] In the above embodiments, the reliability and actual performance of the thruster design are verified through prototype testing to ensure that the actual performance meets the standards. The acquisition and analysis of test data such as thrust, efficiency and vibration comprehensively evaluate the matching degree between the design and the actual working conditions, ensure that the thruster meets the design objectives, verify the environmental adaptability, conduct pressure resistance and corrosion resistance tests in a simulated deep-sea environment, verify the long-term stability of the thruster in harsh environments, and timely feedback the problems found in the tests to the design link. Further improve the design through improvement, providing a reliable guarantee for the productization of the thruster.

[0139] Specifically, the design verification performance test specifically further includes the following steps:

[0140] Adjust the operating conditions of the prototype according to the preset test plan;

[0141] Record the thrust before the working condition adjustment as the first thrust parameter data;

[0142] When the prototype is at the initial moment of the adjusted working condition, record the thrust as the second thrust parameter data;

[0143] Obtain the thrust overshoot coefficient by using the first thrust parameter data and the second thrust parameter data;

[0144] Among them, the thrust overshoot coefficient is obtained through the following formula:

[0145]

[0146] Among them, K represents the thrust overshoot coefficient; n represents the number of unit times included in the adjustment duration during the working condition adjustment, and the unit time is 1s; F 01 and F 02 respectively represent the first thrust parameter data and the second thrust parameter data; F b represents the thrust standard deviation during the working condition adjustment; F i represents the thrust data corresponding to the i-th unit time; Fbi denotes the standard deviation of the thrust corresponding to the \(i\)-th unit time; \(T\) x denotes the adjustment duration experienced during the working condition adjustment process; \(F\) x denotes the preset reference value of the thrust change gradient;

[0147] Determine whether there is an abnormality in the thrust change performance by using the thrust overrun coefficient.

[0148] The technical effects of the above technical solution are as follows: This solution adjusts the operating conditions of the prototype through a preset test plan, and can systematically verify the thrust change performance of the prototype under different operating conditions. This helps to comprehensively understand the performance of the prototype in the actual working environment and ensure that it can adapt to various operating conditions. By recording the thrust parameter data (the first thrust parameter data and the second thrust parameter data) before and after the working condition adjustment, and using these data to calculate the thrust overrun coefficient, this solution can accurately quantify the thrust change situation of the prototype during the working condition adjustment process. This quantitative analysis helps to more accurately evaluate the thrust change performance of the prototype. When calculating the thrust overrun coefficient, this solution not only considers the thrust parameter data before and after the working condition adjustment, but also introduces the standard deviation of the thrust during the working condition adjustment process (\(F\) b ) and the standard deviation of the thrust corresponding to each unit time (\(F\) bi ). This helps to comprehensively consider the stability and consistency of the thrust change, so as to more comprehensively evaluate the thrust change performance of the prototype. By using the thrust overrun coefficient to determine whether there is an abnormality in the thrust change performance, this solution provides a clear basis for the performance evaluation of the prototype. When the thrust overrun coefficient exceeds the preset range, it can be considered that there is an abnormality in the thrust change performance of the prototype, and further inspection and improvement are required. The technical effects of this solution are also reflected in the promotion of the prototype design and improvement. By comparing and analyzing the thrust change data under different working conditions, problems existing in the prototype design and manufacturing can be found, and accordingly optimized and improved to improve the performance and reliability of the prototype.

[0149] In summary, this technical solution provides an effective means and method for evaluating the thrust change performance of the prototype through systematic verification, accurate quantification, comprehensive analysis, and abnormality determination, which helps to optimize the design of the prototype and improve its performance.

[0150] Specifically, determining whether there is an abnormality in the thrust change performance by using the thrust overrun coefficient includes:

[0151] Compare the thrust overrun coefficient with a preset thrust overrun coefficient threshold;

[0152] When the thrust overrun coefficient is not lower than the preset thrust overrun coefficient threshold, it is determined that there is no abnormality in the thrust change performance;

[0153] When the thrust excess coefficient is lower than a preset thrust excess coefficient threshold, retrieve the time length value corresponding to the preset test duration;

[0154] Control the prototype to operate under the adjusted working conditions for the time length value corresponding to the preset test duration, and retrieve the thrust change data corresponding to the test duration;

[0155] Obtain a thrust change coefficient by using the first thrust parameter data, the second thrust parameter data, and the thrust change data corresponding to the test duration;

[0156] Among them, the thrust change coefficient is obtained through the following formula:

[0157]

[0158] Among them, S represents the thrust change coefficient; K represents the thrust excess coefficient; F b represents the thrust standard deviation during the working condition adjustment process; F yb represents the thrust standard deviation corresponding to the test duration; m represents the number of unit times included in the test duration, and the unit time is 1 s; F j represents the thrust data corresponding to the j-th unit time of the test duration; F j+1 represents the thrust data corresponding to the (j + 1)-th unit time of the test duration; F 01 and F 02 represent the first thrust parameter data and the second thrust parameter data respectively; T x represents the adjustment duration experienced during the working condition adjustment process; T y represents the time length value corresponding to the test duration;

[0159] Compare the thrust change coefficient with a preset change coefficient threshold;

[0160] When the thrust change coefficient exceeds the preset change coefficient threshold, it is determined that the thrust change performance is abnormal, and an abnormal prompt is given.

[0161] The technical effects of the above technical solution are as follows: By introducing the thrust excess coefficient and the thrust change coefficient, this solution can more accurately determine whether there is an abnormality in the thrust change performance. The thrust excess coefficient is used to preliminarily evaluate the thrust change during the working condition adjustment process, while the thrust change coefficient further considers the thrust change data within the test duration, thereby improving the accuracy and reliability of the abnormality determination. This solution flexibly adjusts the test strategy according to the value of the thrust excess coefficient. When the thrust excess coefficient is not lower than the preset threshold, it is considered that there is no abnormality in the thrust change performance and no further testing is required. When the thrust excess coefficient is lower than the preset threshold, more detailed testing is carried out to obtain more thrust change data and calculate the thrust change coefficient, so as to more comprehensively evaluate the thrust change performance. This solution makes full use of information such as the thrust parameter data before and after the working condition adjustment, the thrust standard deviation during the working condition adjustment process, and the thrust change data within the test duration by calculating the thrust excess coefficient and the thrust change coefficient. This comprehensive data analysis helps to more accurately understand the thrust change performance of the prototype and discover potential problems. When the thrust change coefficient exceeds the preset change coefficient threshold, this solution can timely issue an abnormality prompt. This helps to timely discover and handle problems with abnormal thrust change performance, avoiding potential safety hazards and performance degradation. The technical effects of this solution are also reflected in the promotion of the prototype design and improvement. By comparing and analyzing the values of the thrust excess coefficient and the thrust change coefficient, problems existing in the prototype design and manufacturing can be found, and accordingly optimized and improved to improve the performance and reliability of the prototype.

[0162] In summary, through precise abnormality determination, flexible test strategies, comprehensive data analysis, timely abnormality prompts, and optimization design and improvement, etc., this technical solution provides effective means and methods for the evaluation of the thrust change performance of the prototype, helping to ensure the safe, reliable, and efficient operation of the prototype.

[0163] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention, according to the technical solution and inventive concept of the present invention, makes equivalent substitutions or changes, and should be covered by the protection scope of the present invention.

Claims

1. A magnetic coupling array and a propeller performance coupling design method for a magnetically coupled underwater thruster, characterized in that: The following steps are involved: Propeller performance coupling design, building a propeller performance model based on the surface source method, and adjusting the geometric parameters of the propeller blades based on the thrust, efficiency and vibration characteristics of the underwater propeller; The hub size is determined. According to the optimized propeller performance model, the geometric size and parameter range of the hub are determined, and the geometric performance of the hub and the magnetic coupling structure are matched; Magnetic coupling array structure design: based on the hub size, design the layout and arrangement parameters of the magnetic coupling array, and optimize the magnet spacing, size and material parameters based on the performance requirements of the deep-sea environment; The magnet array is optimized and arranged in an S-shaped manner to increase the magnetic torque of the magnetic coupling array through the arrangement; Structural performance coupling analysis: combining the propeller performance model with the design parameters of the magnetic coupling array, building a joint analysis model, and performing numerical simulation and performance evaluation on the design based on propulsion efficiency, structural stiffness, and dynamic balance characteristics; Iterative optimization design: Based on the coupling analysis results, the propeller design and magnetic coupling array are iteratively optimized to adjust the blade geometry parameters, magnet distribution and arrangement; Design and verify performance tests, prepare design prototypes and conduct experimental tests in simulated deep-sea environments, verify the test performance of the thruster through experiments, and evaluate the test performance based on actual usage requirements.

2. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 1, characterized in that: The propeller performance coupling design specifically includes the following steps: The hydrodynamic propeller performance model of the propeller is established based on the surface source method, and the thrust and torque calculation formulas of the propeller blades at different flow velocities, angles of attack and rotation speeds are determined; Through propeller performance model simulation analysis, the propeller fluid dynamics distribution and efficiency characteristics are obtained; According to the thrust and efficiency requirements of the underwater propeller, the geometric parameters of the propeller blades are adjusted in combination with the hydrodynamic propeller performance model, wherein the geometric parameters include the width, length, curvature and installation angle of the blades; A vibration analysis model of the propeller is established. Based on the vibration analysis model, the vibration characteristics caused by hydrodynamic force and structural coupling during blade rotation are simulated. The number and symmetry of the blades are adjusted based on the vibration characteristics.

3. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 1, characterized in that: The hub size determination specifically includes the following steps: Based on the propeller performance model, combined with the number, geometric parameters and installation method of the propeller blades, the initial geometric dimension range of the hub is calculated, wherein the geometric dimensions include the hub diameter, length and outer wall thickness; According to the design requirements of the magnetic coupling array, adjust the hub size parameters until the hub size can accommodate the magnet array and match the geometric parameters of the propeller blades; Based on the requirements of deep-sea high-pressure environment, the pressure resistance and corrosion resistance of the hub are analyzed and the hub size is adjusted by selecting materials.

4. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 1, characterized in that: The magnetic coupling array structure design specifically includes the following steps: According to the geometric dimensions of the hub, the magnetic field distribution characteristics of different arrangements are analyzed, and the arrangement of the magnet array is determined based on the requirements of the underwater propeller, wherein the arrangement includes a linear arrangement, a circular array, or a spiral arrangement; Perform simulation calculations based on working conditions in a deep-sea environment, and adjust magnet parameters based on simulation calculation results until the magnetic force is evenly distributed, wherein the magnet parameters include the spacing, size, and thickness of the magnets; According to the requirements of deep-sea high pressure and corrosive environment, the structure of the magnetic coupling array is adaptively adjusted and the packaging material of the magnet is replaced.

5. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 1, characterized in that: The magnet array optimization arrangement specifically includes the following steps: Choose an S-shaped arrangement to arrange the magnets; By analyzing the influence of different arrangement modes on magnetic field line distribution and torque output, the specific layout parameters of the S-shaped arrangement are adjusted, and the layout parameters include magnet position, arrangement angle and spacing; By analyzing the mutual interference between magnets, the arrangement direction and polarity order of the magnets are adjusted; Combined with the vibration analysis model, the symmetry and uniformity of the S-shaped arrangement were adjusted; Based on the optimized array layout of the S-shaped arrangement, the magnet material is selected and the packaging structure of the magnet array is designed.

6. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 1, characterized in that: The structural performance coupling analysis specifically further includes the following steps: A joint analysis model is constructed based on the propeller performance model and the design parameters of the magnetic coupling array; Input blade geometry parameters, magnet arrangement parameters and environmental load conditions into the joint analysis model to preliminarily define overall performance indicators; Based on the joint analysis model, numerical simulation is performed, wherein the numerical simulation includes propulsion efficiency analysis, structural stiffness evaluation, and dynamic balance simulation; The propulsion efficiency analysis is used to evaluate the thrust, efficiency and power consumption of the propeller under different working conditions and determine the optimal working point; The structural stiffness assessment is used to analyze the structural deformation and stress distribution of the hub and magnetic coupling array, and to determine whether the design meets the strength requirements of the deep-sea high-pressure environment; The dynamic balance simulation is used to simulate the vibration response of the propeller during operation and reduce the system vibration amplitude by adjusting the design parameters; According to the numerical simulation results, the performance of the joint analysis model is evaluated; For the parts that do not meet the performance indicators in the performance evaluation, adjustment feedback is provided by adjusting the blade geometry parameters, magnet arrangement and material selection, and the model is iteratively updated.

7. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 1, characterized in that: The iterative optimization design specifically further includes the following steps: Combined with the propulsion efficiency, structural stiffness and vibration balance results obtained from numerical simulation, multi-objective optimization of design parameters was performed; The multi-objective optimization includes adjusting the geometric parameters of the propeller blades, optimizing the arrangement and spacing of the magnet array, and optimizing the diameter of the magnetic coupling array; Based on the optimized and adjusted design, the joint analysis model is updated and the numerical simulation is re-performed; For the parts where the performance indicators are insufficient, the relevant parameters are adjusted in detail and the model is updated iteratively until the design meets the target requirements; After completing the theoretical optimization design, the structural design of the propeller and hub is adapted and adjusted based on the existing practical processing technology.

8. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 1, characterized in that: The design verification performance test specifically further includes the following steps: Manufacture the propulsion prototype based on the final model of iterative optimization design; Assemble components according to design parameters; After assembly, the prototype is subjected to static testing to verify the geometric dimensions, structural integrity and basic functions of the prototype; The prototype was installed on a hydrodynamic test platform, and the efficiency and load capacity of the propeller were evaluated by testing the thrust and power consumption under different working conditions. The vibration amplitude and frequency of the prototype during operation were monitored by sensors to verify the effect of vibration optimization. The prototype was operated in high pressure and corrosive media to evaluate the long-term durability and material properties of the hub and magnetic coupling array. According to the experimental test results, record the thrust, efficiency, vibration and pressure test data, and analyze the causes of performance deviations found in the test; Based on the test results and actual usage requirements, the overall performance of the prototype is evaluated.

9. The magnetic coupling array and propeller performance coupling design method of a magnetic coupling underwater thruster according to claim 8, characterized in that: The design verification performance test specifically further includes the following steps: Adjust the operating conditions of the prototype according to the preset test plan; The thrust before the working condition adjustment is recorded as the first thrust parameter data; When the prototype is in the initial moment of the adjusted working condition, the thrust is recorded as the second thrust parameter data; Obtaining a thrust transition coefficient using the first thrust parameter data and the second thrust parameter data; The thrust excess coefficient is obtained by the following formula: Wherein, K represents the thrust excess coefficient; n represents the number of unit times contained in the adjustment time experienced during the working condition adjustment process, and the unit time is 1s; F 01 and F 02 Respectively represent the first thrust parameter data and the second thrust parameter data; F b Indicates the thrust standard deviation during the working condition adjustment process; F i represents the thrust data corresponding to the i-th unit time; F bi represents the thrust standard deviation corresponding to the i-th unit time; T x Indicates the adjustment time of the working condition adjustment process; F x Indicates the preset thrust change gradient reference value; The thrust excess coefficient is used to determine whether there is an abnormality in thrust variation performance.

10. The magnetic coupling array and propeller performance coupling design method of the magnetic coupling underwater thruster according to claim 9, characterized in that: Determining whether there is an abnormality in thrust variation performance by using the thrust excess coefficient includes: comparing the thrust excess coefficient with a preset thrust excess coefficient threshold; When the thrust excess coefficient is not lower than a preset thrust excess coefficient threshold, it is determined that there is no abnormality in the thrust variation performance; When the thrust excess coefficient is lower than a preset thrust excess coefficient threshold, calling a time length value corresponding to a preset test duration; Controlling the prototype to operate under the adjusted working condition according to the time length value corresponding to the preset test duration, and retrieving the thrust change data corresponding to the test duration; Obtaining a thrust variation coefficient using the first thrust parameter data, the second thrust parameter data and the thrust variation data corresponding to the test duration; The thrust variation coefficient is obtained by the following formula: Where S is the thrust variation coefficient; K is the thrust excess coefficient; F b Indicates the thrust standard deviation during the working condition adjustment process; F yb represents the thrust standard deviation corresponding to the test duration; m represents the number of unit times contained in the test duration, and the unit time is 1s; F j represents the thrust data corresponding to the jth unit time of the test duration; F j+1 represents the thrust data corresponding to the j+1th unit time of the test duration; F 01 and F 02 Respectively represent the first thrust parameter data and the second thrust parameter data; T x Indicates the adjustment time of the working condition adjustment process; T y Indicates the time length value corresponding to the test duration; comparing the thrust variation coefficient with a preset variation coefficient threshold; When the thrust variation coefficient exceeds a preset variation coefficient threshold, it is determined that the thrust variation performance is abnormal, and an abnormal prompt is given.

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