Underwater vehicle pressure-resistant cabin end face reinforcing rib structure and design method

Abstract

The invention discloses an underwater vehicle pressure-resistant cabin end face reinforcing rib structure and a design method, and belongs to the technical field of underwater vehicles, the bottom face of an annular rib is fixedly arranged at the end of a pressure-resistant cabin shell, and the top face of the annular rib is fixedly connected with the bottom face of an end face flange; the top surface of the annular rib and the top surface of the end face flange are respectively provided with a rib flange and a flange flange which protrude towards the inner cavity of the pressure-resistant cabin; the end cover is fixedly connected with the top surface of the flange; the reinforcing ribs are evenly and fixedly connected to the inner wall of the end face flange in the circumferential direction of the end face flange, the bottom faces of the reinforcing ribs are planes and fixedly connected to the top face of the rib flange, the top faces of the reinforcing ribs are planes and fixedly connected to the bottom face of the flange flange, and the wall faces, fixedly connected with the inner wall of the end face flange, of the reinforcing ribs are planes. The wall face, located in the inner cavity of the pressure-resistant cabin, of the reinforcing rib is a curved face with the radius being R1. The stress concentration coefficient is increased at the bent parts of the reinforcing ribs, and the force transmitted to the pressure-resistant cabin shell by the end face flange through the annular ribs is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of underwater vehicles, and particularly relates to a reinforcing rib structure and a design method for the end face of a pressure-resistant cabin of an underwater vehicle. Background Art

[0002] Underwater vehicles bear a large external pressure underwater. The structural system generally designs a pressure-resistant structure to provide a mounting space for instruments and equipment to ensure normal-pressure working conditions. The pressure-resistant structure generally adopts shell structures such as cylindrical, spherical, and cylindrical shapes. At present, the underwater vehicle specifications of various countries have conducted relatively extensive research on the design methods and stability of shell thickness and rib plates, forming a systematic design method. However, the research on the strengthening design structure and design method for some weak positions is not comprehensive enough.

[0003] A typical weak position is the connection part between the pressure-resistant cabin shell and the end cover. At this connection part, the end cover is connected to the pressure-resistant cabin shell through an end face flange. The end cover bears a large external water pressure, resulting in a large compressive stress on the end face flange that cooperates with the end cover. This compressive stress will cause obvious stress concentration at one end of the pressure-resistant cabin shell connected to the end face flange. Moreover, according to the existing research results, the larger the curvature of the end cover, the greater the stress on the end face flange and the pressure-resistant cabin shell, and it is easy to exceed the strength limit of the material. Although reducing the curvature of the end cover can reduce the stress on the reinforcing rib and the pressure-resistant cabin shell, since the curvature of the end cover is generally proportional to the curvature of the pressure-resistant cabin shell, reducing the curvature of the end cover means that the curvature of the pressure-resistant cabin shell also needs to be reduced, and reducing the curvature of the pressure-resistant cabin shell will reduce the space utilization rate inside the pressure-resistant cabin shell. Therefore, the method of reducing the stress of the pressure-resistant cabin shell by reducing the curvature of the end cover has defects.

[0004] At present, in order to ensure the structural strength safety of the pressure-resistant cabin shell, researchers usually adopt the method of increasing the wall thickness of the pressure-resistant cabin shell, which leads to an increase in the proportion of the weight of the pressure-resistant cabin shell in the overall weight of the underwater vehicle, thereby reducing the ability of the underwater vehicle to carry equipment. In addition, designing reinforcing ribs in the stress concentration area to improve the structural strength of the pressure-resistant cabin shell is also a commonly used method at present. However, there is no relatively clear design method for the relationship between the reinforcing ribs and other structural components on the underwater vehicle. Generally, it relies on a large number of finite element simulations or experiments for iterative optimization, which increases the design cycle of the product. Therefore, it is necessary to provide a new end structure and design method for the pressure-resistant cabin shell to ensure that the bearing capacity of the end structure of the pressure-resistant cabin shell is improved with a small increase in the total weight of the underwater vehicle. Summary of the Invention

[0005] In view of this, the present invention provides a reinforcing rib structure and a design method for the end face of a pressure-resistant cabin of an underwater vehicle. Under the condition of ensuring a small increase in the total weight of the underwater vehicle, it effectively improves the stress concentration at the root of the end face flange, and thus effectively improves the stress condition of the pressure-resistant cabin shell.

[0006] The underwater vehicle pressure hull end face stiffener structure provided by the present invention adopts the following technical solutions:

[0007] An underwater vehicle pressure hull end face stiffener structure, comprising an end cover, an end face flange, a stiffener, an annular rib and a pressure hull shell;

[0008] The bottom surface of the annular rib is fixedly arranged at the end of the pressure hull shell, and the top surface of the annular rib is fixedly connected to the bottom surface of the end face flange;

[0009] The top surface of the annular rib and the top surface of the end face flange are respectively provided with a rib flange and a flange flange protruding towards the inner cavity of the pressure hull;

[0010] The end cover is fixedly connected to the top surface of the flange flange;

[0011] A plurality of the stiffeners are uniformly and fixedly arranged along the circumferential direction of the end face flange on the inner wall of the end face flange. The bottom surface of the stiffener is a plane and is fixedly connected to the top surface of the rib flange, the top surface of the stiffener is a plane and is fixedly connected to the bottom surface of the flange flange, and the wall surface where the stiffener is fixedly connected to the inner wall of the end face flange is a plane. The wall surface of the stiffener located in the inner cavity of the pressure hull is a curved surface with a radius of R 1 of the curved surface.

[0012] Furthermore, the thickness of the end of the stiffener fixedly connected to the top surface of the rib flange is t 1 ;

[0013] The thickness of the end of the stiffener fixedly connected to the bottom surface of the flange flange is t 2 ;

[0014] t 2 > t 1 .

[0015] Furthermore, t 1 is greater than or equal to the wall thickness of the pressure hull shell and less than or equal to the thickness of the end cover.

[0016] Furthermore, t 2 = 2t 1 .

[0017] Furthermore, the wall surface of the end cover located in the inner cavity of the pressure hull is a spherical surface with a radius of R 2 of the spherical surface, and R 1 = R 2 .

[0018] The underwater vehicle pressure hull end face stiffener design method provided by the present invention adopts the following technical solutions, including:

[0019] Fix one end of the annular rib to the end of the pressure-resistant cabin shell, and fixedly connect the other end of the annular rib to one end of the end face flange;

[0020] On one end of the annular rib connected to the end face flange and on one end of the end face flange facing away from the annular rib, respectively provide a rib flange and a flange flange protruding into the inner cavity of the pressure-resistant cabin;

[0021] Fix the end cover to the top surface of the flange flange;

[0022] Arrange a plurality of the reinforcing ribs evenly along the circumferential direction of the end face flange on the inner wall of the end face flange, and determine the distance L between the bottom surface of the flange flange and the top surface of the rib flange according to the design specifications of the pressure-resistant cabin shell. Take the distance L as the length of the reinforcing rib, and make both ends of the reinforcing rib be flat and fixedly connected to the top surface of the rib flange and the bottom surface of the flange flange respectively. And make the wall surface where the reinforcing rib is fixedly connected to the inner wall of the end face flange be flat, and the wall surface of the reinforcing rib located in the inner cavity of the pressure-resistant cabin be a curved surface with a radius of R 1 of the curved surface.

[0023] Furthermore, make the thickness of the end of the reinforcing rib fixedly connected to the top surface of the rib flange be t 1 ;

[0024] Make the thickness of the end of the reinforcing rib fixedly connected to the bottom surface of the flange flange be t 2 ;

[0025] t 2 > t 1 .

[0026] Furthermore, make t 1 be greater than or equal to the wall thickness of the pressure-resistant cabin shell and less than or equal to the thickness of the end cover.

[0027] Furthermore, make t 2 = 2t 1 ;

[0028] Make the wall surface of the end cover located in the inner cavity of the pressure-resistant cabin be a spherical surface with a radius of R 2 and make R 1 = R 2 .

[0029] Beneficial effects:

[0030] 1. A plurality of stiffeners are uniformly and fixedly arranged along the circumferential direction of the end face flange on the inner wall of the end face flange. The bottom surface and the top surface of the stiffener are flat and are respectively fixedly connected to the top surface of the rib flange and the bottom surface of the flange flange. In this way, the stiffener is not directly connected to the pressure-resistant cabin shell, which can transfer the weak position with a large force on the pressure-resistant cabin shell to the stiffener, avoiding plastic deformation of the pressure-resistant shell, affecting the seal, or even causing damage, and improving the stress condition of the pressure-resistant cabin shell. Moreover, because the top surface and the bottom surface of the stiffener are flat, and the wall surface where the stiffener is fixedly connected to the inner wall of the end face flange is also flat, the wall surface of the stiffener located in the inner cavity of the pressure-resistant cabin is a curved surface with a radius of R 1 . At the bent part of the stiffener, due to the change in geometric shape, the stress concentration coefficient increases, causing the stress streamlines of the stiffener to be highly concentrated at the bent part of the stiffener, resulting in stress concentration. That is to say, the stress is actively guided to be distributed at the bent part of the main stiffener, effectively improving the stress concentration at the root of the end face flange (the end where the end face flange is connected to the pressure-resistant cabin shell), and reducing the force transmitted from the end face flange to the pressure-resistant cabin shell through the annular rib. On the other hand, compared with the traditional method of increasing the wall thickness of the pressure-resistant cabin shell, it can effectively reduce the self-weight of the underwater vehicle and improve the equipment loading capacity of the underwater vehicle.

[0031] 2. The thickness of the stiffener at the end fixedly connected to the top surface of the rib flange is t 1 , and the thickness of the stiffener at the end fixedly connected to the bottom surface of the flange flange is t 2 , t 2 > t 1 . In this way, when the end cover bears a large external water pressure, the thickness of the stiffener near the end cover is increased, which is equivalent to making the thickness of the part of the stiffener that bears the greatest force the largest, making the supporting ability of the stiffener for the end cover stronger, and further enhancing the overall compressive capacity of the pressure-resistant cabin of the underwater vehicle.

[0032] 3. The wall surface of the stiffener located in the inner cavity of the pressure-resistant cabin is a curved surface with a radius of R 1 , and the wall surface of the end cover located in the inner cavity of the pressure-resistant cabin is a curved surface with a radius of R 2 , and R 1 = R 2 . In this way, when the radius R 1 of the stiffener is equal to the radius R 2 of the end cover, it means that they are geometrically continuous and matched. This design helps to achieve a smooth transition of stress between the end cover and the stiffener, avoiding stress concentration caused by geometric discontinuity, enabling the external pressure received by the end cover to be more effectively transmitted to the stiffener, reducing the stress of the end cover, and the force transmitted to the stiffener will be concentrated at the bent part of the stiffener due to the curved surface design of the stiffener. Moreover, the structural strength of the stiffener is generally much greater than that of the shell-shaped end cover and the pressure-resistant cabin shell, thereby enhancing the overall compressive capacity of the pressure-resistant cabin of the underwater vehicle.

[0033] 4. Make the thickness of the reinforcing rib fixed to one end of the top surface of the rib flange be t 1 , and the thickness of the reinforcing rib fixed to one end of the bottom surface of the flange be t 2 , make t 1 be greater than or equal to the wall thickness of the pressure-resistant cabin shell and less than or equal to the thickness of the end cap. In this way, because the reinforcing rib is a key structure connecting the end cap and the pressure-resistant cabin shell, by reasonably arranging the thickness of t 2 and t 1 , on the premise of ensuring the structural strength of the underwater vehicle, the weight of the underwater vehicle is reduced as much as possible, and the ability of the underwater vehicle to carry equipment is improved. Description of the Drawings

[0034] Figure 1 FIG. 16 is a three-dimensional layout diagram of the bow pressure-resistant cabin of a certain underwater vehicle provided by the present invention;

[0035] Figure 2 FIG. 20 is a schematic cross-sectional view of the bow pressure-resistant cabin of a certain underwater vehicle provided by the present invention. In the figure, the three-dimensional rectangular coordinate represents that the direction perpendicular to the X-axis and the Y-axis and perpendicular to the paper surface inward is the positive direction of the Z-axis;

[0036] Figure 3 FIG. 24 is a schematic internal structure diagram of the bow pressure-resistant cabin of a certain underwater vehicle provided by the present invention (the end cap is removed);

[0037] Figure 4 FIG. 28 is a schematic cross-sectional structure diagram of the end cap of the bow pressure-resistant cabin of a certain underwater vehicle provided by the present invention;

[0038] Figure 5 FIG. 32 is a front view of the reinforcing rib of the bow pressure-resistant cabin of a certain underwater vehicle provided by the present invention (along the radial direction of the pressure-resistant cabin);

[0039] Figure 6 FIG. 36 is a side wall view of the reinforcing rib of the bow pressure-resistant cabin of a certain underwater vehicle provided by the present invention;

[0040] Among them, 1-end cap, 2-end face flange, 201-flange flange, 3-reinforcing rib, 4-annular rib, 401-rib flange, 5-pressure-resistant cabin shell, 501-shell flange, 6-plate-shaped rib plate. Detailed Embodiment

[0041] The present invention will be described in detail below with reference to the accompanying drawings and by way of examples.

[0042] Example 1:

[0043] In this example, Figure 2In the X-axis direction is the longitudinal direction. For each component, the end towards the end cap 1 in the X-axis direction is the top surface, and the opposite end is the bottom surface. Generally, a housing flange 501 that extends from the inner wall of the pressure-resistant cabin housing 5 into the pressure-resistant cabin cavity is provided to improve the structural strength of the pressure-resistant cabin housing 5. Additionally, Figure 2 And Figure 3 The end of the right side of the pressure-resistant cabin housing 5 in the underwater vehicle that does not yet belong to the pressure-resistant cabin of the underwater vehicle. Since it is necessary to connect to the stern pressure-resistant cabin housing (not shown in the figure) here, a plate-shaped rib 6 is designed here. The same plate-shaped rib 6 is also used at the connection part between the traditional pressure-resistant cabin housing 5 and the end cap 1. This structure of the plate-shaped rib 6 causes most of the stress received by the end cap 1 to be directly transmitted to the pressure-resistant cabin housing 5, resulting in a reduction in the bearing capacity of the end structure of the pressure-resistant cabin housing 5.

[0044] Referring to Figures 1-6 , a structure of a reinforcing rib on the end face of a pressure-resistant cabin of an underwater vehicle provided in this embodiment includes an end cap 1, an end face flange 2, a reinforcing rib 3, an annular rib 4, and a pressure-resistant cabin housing 5, where:

[0045] Referring to Figures 1-3 , the bottom surface of the annular rib 4 is fixedly provided at the end of the pressure-resistant cabin housing 5, and the top surface of the annular rib 4 is fixedly connected to the bottom surface of the end face flange 2; a rib flange 401 and a flange flange 201 that protrude into the pressure-resistant cabin cavity (the space formed by the end cap 1, the end face flange 2, the annular rib 4, and the pressure-resistant cabin housing 5 all belong to the pressure-resistant cabin cavity) are respectively provided on the top surface of the annular rib 4 and the top surface of the end face flange 2; the end cap 1 is fixedly connected to the top surface of the flange flange 201; a plurality of reinforcing ribs 3 are fixedly connected and arranged evenly along the circumferential direction of the end face flange 2 on the inner wall of the end face flange 2. The bottom surface of the reinforcing rib 3 is a plane and is fixedly connected to the top surface of the rib flange 401. The top surface of the reinforcing rib 3 is a plane and is fixedly connected to the bottom surface of the flange flange 201. And the wall surface where the reinforcing rib 3 is fixedly connected to the inner wall of the end face flange 2 (that is, the wall surface of the reinforcing rib 3 facing the inner wall of the end face flange 2, this wall surface can be defined as the back surface of the reinforcing rib 3, referring to Figure 6 , there are three sequentially connected planes on the back surface of the reinforcing rib 3 that are fixedly connected to the inner wall of the end face flange 2) is a plane, and the wall surface of the reinforcing rib 3 located in the pressure-resistant cabin cavity (that is, the wall surface of the reinforcing rib 3 facing away from the inner wall of the end face flange 2, this wall surface is opposite to the back surface of the reinforcing rib 3 and can be defined as the front surface of the reinforcing rib 3) is a curved surface with a radius of R 1 .

[0046] It can be seen that in this embodiment, a plurality of reinforcing ribs 3 are uniformly arranged along the circumferential direction of the end face flange 2 on the inner wall of the end face flange 2. The bottom surface and the top surface of the reinforcing rib 3 are flat and are respectively fixed to the top surface of the rib flange 401 and the bottom surface of the flange flange 201. In this way, the reinforcing rib 3 is not directly connected to the pressure-resistant cabin shell 5, which can transfer the weak position with a large force on the pressure-resistant cabin shell 5 to the reinforcing rib 3, avoiding plastic deformation of the pressure-resistant shell 5, affecting the seal, or even damage, and improving the stress condition of the pressure-resistant cabin shell 5. Moreover, because the top surface and the bottom surface of the reinforcing rib 3 are flat, and the wall surface where the reinforcing rib 3 is fixed to the inner wall of the end face flange 2 is also flat, the wall surface of the reinforcing rib 3 located in the inner cavity of the pressure-resistant cabin is a curved surface with a radius of R 1 . At the bent part of the reinforcing rib 3, due to the change in geometric shape, the stress concentration coefficient increases, making the stress streamlines of the reinforcing rib 3 highly concentrated at the bent part of the reinforcing rib 3, resulting in stress concentration. That is to say, the active guiding stress is mainly distributed at the bent part of the reinforcing rib 3, which can improve the stress concentration at the root of the end face flange 2 (the end where the end face flange 2 is connected to the pressure-resistant cabin shell 5), and reduce the force transmitted from the end face flange 2 to the pressure-resistant cabin shell 5 through the annular rib 4. On the other hand, compared with the traditional structure of increasing the wall thickness of the pressure-resistant cabin shell 5, the structure provided in this embodiment can effectively reduce the self-weight of the underwater vehicle and improve the equipment loading capacity of the underwater vehicle.

[0047] Furthermore, in this embodiment, the side wall of the reinforcing rib 3 (the wall surface located in the circumferential direction of the end face flange 2) is also flat. At this time, only the front surface of the reinforcing rib 3 is a curved surface, making the stress streamlines of the reinforcing rib 3 more highly concentrated at the bent part of the reinforcing rib 3, and the stress concentration phenomenon is more obvious, which can more effectively improve the stress concentration at the root of the end face flange 2 (the end where the end face flange 2 is connected to the pressure-resistant cabin shell 5), and reduce the stress transmitted from the end face flange 2 to the pressure-resistant cabin shell 5 through the annular rib 4. However, at this time, more attention needs to be paid to ensuring the structural strength of the reinforcing rib 3. Specifically, the structural strength of the reinforcing rib 3 can be improved from aspects such as materials and processing technology.

[0048] Embodiment 2:

[0049] On the basis of Embodiment 1, the thickness of the end of the reinforcing rib 3 fixed to the top surface of the rib flange 401 is t 1 , and the thickness of the end of the reinforcing rib 3 fixed to the bottom surface of the flange flange 201 is t 2 , and t 2 > t 1 . In this way, when the end cover 1 bears a large external water pressure, increasing the thickness of the end of the reinforcing rib 3 close to the end cover 1 is equivalent to making the thickness of the part of the reinforcing rib 3 that bears the greatest force the largest, making the supporting ability of the reinforcing rib 3 to the end cover 1 stronger, and thus enhancing the overall compressive capacity of the pressure-resistant cabin of the underwater vehicle.

[0050] Furthermore, make t 1Greater than or equal to the wall thickness of the pressure-resistant cabin housing 5 ( Figure 2 d1 in) and less than or equal to the thickness of the end cap 1 ( Figure 2 d2 in). Thus, the reinforcing rib 3 is a key structure connecting the end cap 1 and the pressure-resistant cabin housing 5. By reasonably arranging the thicknesses of t 2 and t 1 , on the premise of ensuring the structural strength of the underwater vehicle, the weight of the underwater vehicle is reduced as much as possible, and the ability of the underwater vehicle to carry equipment is improved. In particular, referring to Figure 6 , make t 2 = 2t 1 .

[0051] Example 3:

[0052] Based on Example 1 or Example 2, referring to Figure 4 , Figure 5 and Figure 6 , make the wall surface of the end cap 1 located in the inner cavity of the pressure-resistant cabin a spherical surface with a radius of R 2 , and make R 1 = R 2 . Thus, it means that the end cap 1 and the reinforcing rib 3 are geometrically continuous and matched. This design helps to achieve a smooth transition of stress between the end cap 1 and the reinforcing rib 3, avoids stress concentration caused by geometric discontinuity, enables the external pressure received by the end cap 1 to be more effectively transmitted to the reinforcing rib 3, reduces the stress of the end cap 1, and the force transmitted to the reinforcing rib 3 will be concentrated at the bending part of the reinforcing rib 3 due to the curved surface design of the reinforcing rib 3. And the structural strength of the reinforcing rib 3 is generally much greater than the structural strength of the shell-shaped end cap 1 and the pressure-resistant cabin housing 5, thereby enhancing the overall compressive capacity of the pressure-resistant cabin of the underwater vehicle.

[0053] Example 4:

[0054] Referring to Figures 1-6 , this embodiment provides a design method for the end face reinforcing rib of the pressure-resistant cabin of an underwater vehicle, including:

[0055] Fix one end of the annular rib 4 to the end of the pressure-resistant cabin housing 5, and fixedly connect the other end of the annular rib 4 to one end of the end face flange 2;

[0056] Provide a rib flange 401 and a flange flange 201 protruding toward the inner cavity of the pressure-resistant cabin at one end of the annular rib 4 connected to the end face flange 2 and at one end of the end face flange 2 facing away from the annular rib 4 respectively;

[0057] Fix the end cap 1 to the top surface of the flange flange 201;

[0058] A plurality of reinforcing ribs 3 are evenly arranged circumferentially along the inner wall of the end flange 2, and the distance L between the bottom surface of the flange flange 201 and the top surface of the rib flange 401 is determined according to the design specification of the pressure-resistant cabin shell 5. The distance L is used as the length of the reinforcing rib 3, and the bottom surface and the top surface of the reinforcing rib 3 are flat and are respectively fixed to the top surface of the rib flange 401 and the bottom surface of the flange flange 201, and the wall surface where the reinforcing rib 3 is fixed to the inner wall of the end flange 2 is flat, and the wall surface of the reinforcing rib 3 located in the inner cavity of the pressure-resistant cabin is a curved surface with a radius of R 1 The curved surface.

[0059] Furthermore, the thickness of one end of the reinforcing rib 3 fixed to the top surface of the rib flange 401 is t 1 The thickness of one end of the reinforcing rib 3 fixed to the bottom surface of the flange flange 201 is t 2 t 2 > t 1 Specifically, t 2 = 2t 1 .

[0060] Furthermore, make t 1 Greater than or equal to the wall thickness of the pressure-resistant cabin shell 5 and less than or equal to the thickness of the end cover 1.

[0061] Furthermore, the wall surface of the end cover 1 located in the inner cavity of the pressure-resistant cabin is a spherical surface with a radius of R 2 And make R 1 = R 2 .

[0062] As mentioned above, the above is only a preferred embodiment of the present invention and is not used to limit the protection scope of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A reinforcement rib structure for the end face of a pressure-resistant cabin of an underwater vehicle, characterized in that: It includes end covers, end flanges, stiffeners, annular ribs and a pressure-resistant cabin shell; The bottom surface of the annular rib is fixedly arranged at the end of the pressure-resistant cabin shell, and the top surface of the annular rib is fixedly connected to the bottom surface of the end face flange; The top surface of the annular rib and the top surface of the end flange are respectively provided with a rib flange and a flange flange protruding toward the inner cavity of the pressure cabin; The end cover is fixedly connected to the top surface of the flange; A plurality of the reinforcing ribs are evenly fixedly arranged on the inner wall of the end face flange along the circumference of the end face flange, the bottom surface of the reinforcing rib is a plane and is fixedly connected to the top surface of the rib flange, the top surface of the reinforcing rib is a plane and is fixedly connected to the bottom surface of the flange flange, and the wall surface where the reinforcing rib is fixed to the inner wall of the end face flange is a plane, and the wall surface of the reinforcing rib located in the inner cavity of the pressure cabin is a curved surface with a radius of R1.

2. The underwater vehicle pressure cabin end face reinforcement rib structure according to claim 1, characterized in that: The thickness of the reinforcing rib fixed to one end of the top surface of the rib flange is t1; The thickness of the reinforcing rib fixed to one end of the bottom surface of the flange is t2; t2>t1.

3. The underwater vehicle pressure cabin end face reinforcement rib structure according to claim 2, characterized in that: t1 is greater than or equal to the pressure cabin shell wall thickness and less than or equal to the end cover thickness.

4. The underwater vehicle pressure cabin end face reinforcement rib structure according to claim 3, characterized in that: t2=2t1.

5. The underwater vehicle pressure cabin end face reinforcement rib structure according to any one of claims 1 to 4, characterized in that: The wall surface of the end cover located in the inner cavity of the pressure cabin is a spherical surface with a radius of R2, and R1 = R2.

6. A method for designing end face reinforcement ribs of an underwater vehicle pressure cabin, characterized in that: include: One end of the annular rib is fixedly mounted on the end of the pressure cabin shell, and the other end of the annular rib is fixedly connected to one end of the end face flange; The end of the annular rib connected to the end face flange and the end of the end face flange away from the annular rib are respectively provided with a rib flange and a flange flange protruding toward the inner cavity of the pressure cabin; The end cover is fixedly connected to the top surface of the flange; A plurality of the reinforcing ribs are evenly arranged on the inner wall of the end face flange along the circumference of the end face flange, and the distance L between the bottom surface of the flange flange and the top surface of the rib flange is determined according to the design specifications of the pressure cabin shell, and the distance L is used as the length of the reinforcing rib, and the two ends of the reinforcing rib are made into planes and are respectively fixed to the top surface of the rib flange and the bottom surface of the flange flange, and the wall surface where the reinforcing rib is fixed to the inner wall of the end face flange is made into a plane, and the wall surface of the reinforcing rib located in the inner cavity of the pressure cabin is a curved surface with a radius of R1.

7. A method for designing end face reinforcement ribs of an underwater vehicle pressure cabin according to claim 6, characterized in that: The thickness of the reinforcing rib fixed to one end of the top surface of the rib flange is t1; The thickness of the reinforcing rib fixed to one end of the bottom surface of the flange is t2; t2>t1.

8. The method for designing end face reinforcement ribs of an underwater vehicle pressure cabin according to claim 7, characterized in that: Make t1 greater than or equal to the pressure cabin shell wall thickness and less than or equal to the end cover thickness.

9. A method for designing end face reinforcement ribs of an underwater vehicle pressure cabin according to claim 7 or 8, characterized in that: Let t2 = 2t1; The wall surface of the end cover located in the inner cavity of the pressure-resistant cabin is made into a spherical surface with a radius of R2, and R1=R2.

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