Mechanical linkage posture-stabilizing pull-type submersible

Abstract

The invention discloses a mechanical linkage posture stabilizing pull-type submersible. The pull-type submersible comprises a cabin, an empennage assembly, an inertia assembly and at least one pair of side wings. The side wings are rotatably arranged on the side walls of the cabin body through second rods; the inertia assembly comprises a balance weight part, a main shaft and a gear structure, the balance weight part rotatably sleeves the main shaft, the tail end of the main shaft is connected with the empennage assembly, the gear structure is rotatably arranged on the inner side wall of the cabin body, and the balance weight part is connected with the gear structure; the counter weight part deviates from the central axis of the cabin body, relative rotation between the counter weight part and the cabin body can drive the paired side wings to rotate in the opposite directions through the gear structure, and movement of the counter weight part and the main shaft relative to the cabin body can drive the empennage assembly to be opened and closed. The pull-type submersible is provided with the inertia assembly, the inertia assembly achieves passive posture stabilization of the pull-type submersible through relative movement of the balance weight piece and the cabin body, and the pull-type submersible can be widely applied to the technical field of ocean exploration.

Description

Technical Field

[0001] The present application relates to the technical field of marine exploration, and particularly relates to a towed submersible with mechanical linkage for attitude stabilization. Background Art

[0002] A towed submersible is a cabled underwater detection equipment towed by a surface ship. It is connected to the mother ship through a cable and transmits data and power in real time. It can integrate sensors such as a navigation and positioning system, a sidescan sonar, a shallow layer profiler, a magnetometer, and a high-definition camera, and can conduct multi-dimensional comprehensive investigations on seabed topography, geological structure, magnetic anomalies, and targets.

[0003] There are two core stability problems for towed submersibles in complex sea conditions: one is the uncontrolled speed transmitted by the mother ship's movement through the elastic cable, which causes Doppler frequency shift errors in acoustic sensors, motion blur in optical devices, and turbulent interference in temperature, salinity, and depth sensors; the other is the periodic torsion caused by ocean current impact and cable torque, which results in stripe distortion of the sidescan sonar, heading deviation of multi-beam sounding, and positioning drift of biological sampling.

[0004] In related technologies, active control of the attitude stabilization of towed submersibles is achieved by means of vector propulsion or electric servo motors. Although this can partially improve the stability of towed submersibles, it has significant defects such as high energy consumption, complex system, slow response, high maintenance cost, high algorithm development cost, and damage to the streamlined design. Summary of the Invention

[0005] To solve at least one of the above technical problems, the present application provides a towed submersible with mechanical linkage for attitude stabilization, and the technical solutions adopted are as follows.

[0006] The towed submersible with mechanical linkage for attitude stabilization provided by the present application includes a cabin body, a tail fin assembly located at the tail of the cabin body, an inertial assembly located in the cabin body, and at least a pair of side wings arranged at circumferential intervals along the side wall of the cabin body. The length direction parallel to the cabin body is the first direction; the side wings are rotatably arranged on the side wall of the cabin body through a second rod perpendicular to the first direction; the inertial assembly includes a counterweight, a main shaft, and a gear structure. The main shaft and the gear structure have the same central axis and are parallel to the first direction. The counterweight is rotatably sleeved on the main shaft. The tail end of the main shaft is connected to the tail fin assembly. The gear structure is rotatably arranged on the inner side wall of the cabin body, and the counterweight is connected to the gear structure; wherein, the counterweight deviates from the central axis of the cabin body, and the relative rotation between the counterweight and the cabin body can drive the paired side wings to rotate in opposite directions through the gear structure, and the movement of the counterweight and the main shaft along the first direction relative to the cabin body can drive the tail fin assembly to open and close.

[0007] In some embodiments of the present application, the gear structure is arranged in a circular ring shape, teeth are provided on at least a part of the surface of the gear structure along a circumferential track, the second rod is provided with a driven gear, the gear structure is in meshing transmission with the driven gear, and the central axis of the driven gear is perpendicular to the first direction.

[0008] In some embodiments of the present application, the counterweight is connected to the gear structure in a manner of concave-convex embedding. A groove is provided on the surface of one of the counterweight and the gear structure, and a rib adapted to the groove is provided on the surface of the other. The length directions of the groove and the rib are both parallel to the first direction.

[0009] In some embodiments of the present application, the towed submersible includes a first limiting structure, which is arranged on the inner side wall of the cabin body. The first limiting structure is used to abut against the counterweight or the gear structure and limit the angular range of rotation of the counterweight and the gear structure relative to the cabin body.

[0010] In some embodiments of the present application, the towed submersible includes a limiting ring. The limiting ring and the gear structure are spaced apart along the first direction. The limiting ring is arranged on the inner side wall of the cabin body, and the limiting ring and the gear structure are arranged with the same central axis.

[0011] In some embodiments of the present application, a limiting groove serving as the first limiting structure is provided on the surface of the limiting ring, and the limiting groove is arranged along a part of the circumferential track of the limiting ring.

[0012] In some embodiments of the present application, a first limiting protrusion serving as the first limiting structure is provided on the surface of the limiting ring.

[0013] In some embodiments of the present application, the tail fin assembly includes a first rod, a first mounting seat, a second mounting seat, and at least two guiding tail fins. The first rod is connected to the tail of the cabin body, the first rod is arranged along the first direction, the first mounting seat is fixedly arranged on the first rod, the second mounting seat is movably sleeved on the first rod, the tail end of the main shaft is movably sleeved on the first rod, the main shaft is connected to the second mounting seat, the guiding tail fins are hinged to the second mounting seat, the guiding tail fins are connected to the first mounting seat through a linkage rod, and two ends of the linkage rod are respectively hinged to the first mounting seat and the guiding tail fin.

[0014] In some embodiments of the present application, at least two second limiting protrusions are disposed on the outer sidewall of the first rod, the second limiting protrusions are arranged to extend parallel to the first direction, the second limiting protrusions are connected to the tail of the cabin body, a limiting groove adapted to the second limiting protrusion is disposed on the sidewall of the main shaft, and the limiting groove penetrates from the inner surface to the outer surface of the main shaft.

[0015] In some embodiments of the present application, the towed submersible includes an elastic member, and the elastic member is disposed in the cabin body at least at one end close to the head end and the tail end of the main shaft, and the elastic member is used to apply an elastic pulling force or an elastic pushing force to the main shaft.

[0016] In some embodiments of the present application, the towed submersible includes a third mounting seat, the third mounting seat is fixed in the cabin body, the head end of the main shaft is movably disposed in the third mounting seat along the first direction, an elastic member is disposed near the head end of the main shaft, and two ends of the elastic member are respectively connected to the third mounting seat and the main shaft.

[0017] In some embodiments of the present application, a third limiting structure is disposed on the outer sidewall of the main shaft, and the third limiting structure is used to prevent the counterweight from reciprocatingly moving relative to the main shaft along the first direction. The third limiting structure includes at least one protruding structure located on the outer sidewall of the main shaft and / or the third limiting structure includes at least one annular recessed area located on the outer sidewall of the main shaft.

[0018] The inertial assembly is designed in the towed submersible of the present application. The inertial assembly uses the relative movement between the counterweight and the cabin body to quickly achieve the passive attitude stabilization of the towed submersible, and can be widely applied to the field of marine exploration technology. The towed submersible has at least the following beneficial effects.

[0019] When the towing speed of the towed submersible increases, the counterweight and the main shaft move backward relative to the cabin body, and the main shaft drives the tail fin assembly to open to increase the water flow resistance received by the towed submersible. When the towing speed decreases, the counterweight and the main shaft move forward relative to the cabin body, and the main shaft drives the tail fin assembly to close to reduce the water flow resistance received by the towed submersible.

[0020] When the towed submersible undergoes torsional inclination in the left-right direction, the counterweight and the gear structure rotate in the opposite direction relative to the cabin body, so that the side wing near the sinking side on the outer side of the cabin body rotates downward, and the side wing near the rising side rotates upward, forming a reverse correction moment on the towed submersible to help the towed submersible recover stability.

[0021] The additional aspects and advantages of the present application will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present application. Brief Description of the Drawings

[0022] The following further demonstrates the present application in conjunction with the drawings and embodiments. It should be noted that the embodiments shown in the following drawings are exemplary and are only used to explain the present application, and should not be construed as a limitation to the present application.

[0023] Figure 1 It is a structural diagram of a towed submersible, where the X-axis in the figure is the first direction.

[0024] Figure 2 It is a structural diagram of a tail fin assembly, side fins, inertial assembly, limit ring, third mounting seat, and elastic member. The interrupted schematic diagram of the main shaft is shown in the figure.

[0025] Figure 3 It is a structural diagram of a counterweight, gear structure, and limit ring.

[0026] Figure 4 It is a structural diagram of a side fin.

[0027] Figure 5 It is a structural diagram of a tail fin assembly.

[0028] Figure 6 It is a structural diagram of a tail fin assembly.

[0029] Figure 7 It is a structural diagram of a first rod, main shaft, first mounting seat, and second mounting seat.

[0030] Reference Numerals: 1000, cabin body; 1100, limit ring; 1101, limit groove; 1200, third mounting seat; 1300, elastic member; 1400, tail cabin cover; 1401, tail cabin connection structure; 2000, tail fin assembly; 2100, first rod; 2101, second limit projection; 2200, guiding tail fin; 2301, first mounting seat; 2302, second mounting seat; 2400, linkage rod; 3100, side fin; 3200, second rod; 3300, driven gear; 4100, counterweight; 4200, main shaft; 4201, limit slot; 4300, gear structure; 4401, rib. Detailed Description of the Embodiments

[0031] The following combines Figures 1 to 7 The embodiments of the present application are described in detail below, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present application, and should not be construed as a limitation to the present application.

[0032] In the description of the present application, it should be understood that if terms such as "center", "middle part", "longitudinal direction", "transverse direction", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial direction", "radial direction", "circumferential direction", etc. are used to indicate the orientation or positional relationship, it is based on the orientation or positional relationship shown in the drawings. This is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present application.

[0033] In the description of the present application, the meaning of "several" is more than one, the meaning of "multiple" is more than two. Understandings such as "greater than", "less than", "exceeding", etc. do not include the recited number, and understandings such as "above", "below", "within", etc. include the recited number. If the first and second are described, it is only for the purpose of distinguishing technical features, and should not be construed as indicating or implying relative importance or implicitly indicating the quantity of the indicated technical features or implicitly indicating the sequence relationship of the indicated technical features.

[0034] In the description of the present application, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "couple" should be understood in a broad sense. For example: it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0035] In the description of the present application, if descriptions such as "one embodiment", "some embodiments", "an example", "some examples", "some embodiments", "illustrative embodiments", "examples", "specific examples", "some examples", etc. are used as reference terms, it means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0036] The present application relates to a towed submersible with mechanical linkage for attitude stabilization. The towed submersible includes a cabin body 1000, a tail fin assembly 2000, side wings 3100, and an inertial assembly. The cabin body 1000 is hollow, the inertial assembly is located in the cabin body 1000, the tail fin assembly 2000 is located at the tail of the cabin body 1000, and at least one pair of side wings 3100 are provided and arranged at circumferential intervals along the side wall of the cabin body 1000. If the towed submersible undergoes speed change or tilting during the towing navigation process, and the inertial assembly remains stable due to inertia in the cabin body 1000, then relative movement or rotation occurs between the inertial assembly and the cabin body 1000, thereby driving the tail fin assembly 2000 or the side wings 3100 to move, so as to keep the towed submersible balanced.

[0037] Specifically, driven by the inertial assembly, the tail fin assembly 2000 can open and close at the tail of the towed submersible or the side wings 3100 can rotate up and down. When the tail fin assembly 2000 is deployed, the resistance to the forward movement of the towed submersible increases; when the tail fin assembly 2000 is retracted, the resistance to the forward movement of the towed submersible decreases. When the side wings 3100 rotate upward, the downward pressure of the water body on the side wings 3100 increases; when the side wings 3100 rotate downward, the upward buoyancy of the water body on the side wings 3100 increases.

[0038] It should be noted that taking the head to the tail of the cabin body 1000 as the length direction of the cabin body 1000, taking the direction parallel to the length direction of the cabin body 1000 as the first direction, and in the first direction, the head of the cabin body 1000 is the front and the tail is the rear.

[0039] The inertial assembly includes a counterweight 4100 and a main shaft 4200. The main shaft 4200 is arranged parallel to the first direction, the main shaft 4200 is mounted in the cabin body 1000, the main shaft 4200 and the cabin body 1000 have the same central axis, the tail end of the main shaft 4200 is connected to the tail fin assembly 2000, the counterweight 4100 is rotatably sleeved on the main shaft 4200, the main shaft 4200 serves as the bearing support structure of the counterweight 4100 in the cabin body 1000, and the counterweight 4100 deviates from the central axis of the cabin body 1000. It should be noted that the central axis of the main shaft 4200 refers to the central axis of the main shaft 4200 along the length direction, the central axis of the cabin body 1000 refers to the central axis inside the cabin body 1000 along the length direction, and the counterweight 4100 deviating from the central axis of the cabin body 1000 means that the center of the counterweight 4100 deviates from the central axis of the cabin body 1000.

[0040] When the towed submersible accelerates, the counterweight 4100 drives the main shaft 4200 to move backward relative to the cabin 1000 in the first direction. When the towed submersible decelerates, the counterweight 4100 drives the main shaft 4200 to move forward relative to the cabin 1000 in the first direction. When the towed submersible tilts to the right, the counterweight 4100 swings to the left relative to the cabin 1000. When the towed submersible tilts to the left, the counterweight 4100 swings to the right relative to the cabin 1000.

[0041] As a transmission structure between the inertial component and the tail fin assembly 2000, the relative movement of the counterweight 4100 and the main shaft 4200 in the first direction relative to the cabin 1000 can drive the tail fin assembly 2000 to open and close. When the counterweight 4100 and the main shaft 4200 move backward relative to the cabin 1000 in the first direction, the main shaft 4200 drives the tail fin assembly 2000 to unfold; when the counterweight 4100 and the main shaft 4200 move forward relative to the cabin 1000 in the first direction, the main shaft 4200 drives the tail fin assembly 2000 to retract.

[0042] Furthermore, the inertial component further includes a gear structure 4300. The gear structure 4300 is rotatably arranged on the inner side wall of the cabin 1000, and the gear structure 4300 and the main shaft 4200 are arranged with the same central axis. It should be noted that the central axis of the gear structure 4300 refers to the central axis around which the gear structure 4300 rotates. It can be understood that the gear structure 4300, the main shaft 4200, and the cabin 1000 are arranged with the same central axis.

[0043] The counterweight 4100 is connected to the gear structure 4300. The relative rotation between the counterweight 4100 and the cabin 1000 can drive the gear structure 4300 to rotate relative to the cabin 1000. Specifically, as a transmission structure between the inertial component and the side wings 3100, the relative rotation between the counterweight 4100 and the cabin 1000 can drive the two paired side wings 3100 to rotate in opposite directions through the gear structure 4300, where one side wing 3100 rotates upward and the other side wing 3100 rotates downward.

[0044] Specifically, when the towed submersible tilts and sinks to one side of the left or right side, the gear structure 4300 drives the side wing 3100 close to this side to rotate downward, and the side wing 3100 on the other side rotates upward, thereby increasing the upward water buoyancy received by the sinking side of the towed submersible and the downward water pressure received by the other side, so as to balance the left and right sides of the towed submersible.

[0045] The flank 3100 is rotatably arranged on the side wall of the cabin body 1000 through the second rod 3200, and the second rod 3200 is perpendicular to the first direction. It can be understood that the second rod 3200 is arranged perpendicular to the side wall of the cabin body 1000. One end of the flank 3100 is connected to the second rod 3200, and the other end of the second rod 3200 penetrates through the side wall of the cabin body 1000 and is in transmission connection with the inertial component. Driven by the relative movement between the inertial component and the cabin body 1000, the flank 3100 can rotate with the second rod 3200 as the rotation axis.

[0046] In some embodiments, the second rod 3200 is provided with a driven gear 3300. The driven gear 3300 is arranged at one end of the second rod 3200 extending into the cabin body 1000. The central axis of the driven gear 3300 is perpendicular to the first direction, and the second rod 3200 serves as the rotation axis of the driven gear 3300.

[0047] It can be understood that the gear structure 4300 is in meshing transmission with the driven gear 3300. When the towed submersible tilts left and right, the gear structure 4300 remains stable under the action of the counterweight 4100, and the cabin body 1000 rotates relative to the counterweight 4100 and the gear structure 4300. Furthermore, the driven gear 3300 of the second rod 3200 rolls on the gear structure 4300 through tooth meshing, thereby realizing the rotation of the flank 3100.

[0048] Furthermore, the gear structure 4300 is arranged in a ring shape, the main shaft 4200 passes through the center of the ring shape, and at least a part of the surface of the gear structure 4300 along the circumferential trajectory is provided with teeth, and the teeth are arranged on the front or rear side of the gear structure 4300.

[0049] In some examples, a circle of teeth is arranged along the circumferential trajectory on the front or rear side of the gear structure 4300, and the teeth are distributed at intervals along the circumference. In some alternative examples, less than a circle of teeth is arranged along the circumferential trajectory on the front or rear side of the gear structure 4300, and the teeth are distributed at intervals along the circumference.

[0050] In some embodiments, the counterweight 4100 and the gear structure 4300 are connected in a concave-convex fitting manner so that the gear structure 4300 and the counterweight 4100 rotate synchronously relative to the cabin body 1000.

[0051] Specifically, a groove is provided on the surface of one of the counterweight 4100 and the gear structure 4300, and a rib adapted to the groove is provided on the surface of the other. The length directions of the groove and the rib are both parallel to the first direction.

[0052] In some examples, the surface of the counterweight 4100 is provided with ribs 4401, and the surface of the gear structure 4300 is provided with grooves. The ribs 4401 are arranged on the side surface of the counterweight 4100 extending along the first direction, the grooves are arranged on the inner ring side surface of the annular shape of the gear structure 4300, and both ends of the grooves extend to the front side surface and the rear side surface of the gear structure 4300 respectively to form notches. Further, the ribs 4401 are located on the lower side surface of the counterweight 4100, and the grooves are located on the inner ring side surface of the gear structure 4300 close to the bottom of the cabin 1000.

[0053] In some other alternative examples, the side surface of the counterweight 4100 extending along the first direction is provided with grooves, and the inner ring side surface of the gear structure 4300 is provided with ribs.

[0054] In some embodiments, the towed submersible includes a first limiting structure, the first limiting structure is arranged on the inner side wall of the cabin 1000, the first limiting structure is fixedly arranged on the inner side wall of the cabin 1000, and the first limiting structure is used to limit the angular range of rotation of the counterweight 4100 and the gear structure 4300 relative to the cabin 1000.

[0055] When the towed submersible tilts to the right, the first limiting structure can limit the maximum angle of rotation of the counterweight 4100 and the gear structure 4300 to the left in the cabin 1000; when the towed submersible tilts to the left, the first limiting structure can limit the maximum angle of rotation of the counterweight 4100 and the gear structure 4300 to the right in the cabin 1000.

[0056] In some examples, the first limiting structure is used to abut against the counterweight 4100 to limit the angular range of rotation of the counterweight 4100 relative to the cabin 1000, and further limit the angular range of rotation of the gear structure 4300 relative to the cabin 1000.

[0057] Specifically, the towed submersible includes a limiting ring 1100. The limiting ring 1100 and the gear structure 4300 are distributed at intervals along the first direction. The limiting ring 1100 is arranged on the inner side wall of the cabin 1000, and the limiting ring 1100 and the gear structure 4300 are arranged with the same central axis. The limiting ring 1100 is fixed on the inner side wall of the cabin 1000, and the limiting ring 1100, the gear structure 4300 and the cabin 1000 are arranged with the same central axis.

[0058] Further, a limiting groove 1101 serving as a first limiting structure is provided on the surface of the limiting ring 1100, and the limiting groove 1101 is arranged along a part of the circumferential trajectory of the limiting ring 1100. The limiting groove 1101 is arranged on the inner ring surface of the annular shape of the limiting ring 1100. Both ends of the limiting groove 1101 respectively form a stepped surface on the inner ring surface for abutting against the counterweight 4100. The angle corresponding to the arc length where the limiting groove 1101 is located is the angle range for the counterweight 4100 and the gear structure 4300 to rotate relative to the cabin body 1000.

[0059] It should be noted that in the example where the rib 4401 is provided on the surface of the counterweight 4100, the rib 4401 of the counterweight 4100 is used to abut against the stepped surfaces at both ends of the limiting groove 1101, thereby realizing the limitation of the angle range for the counterweight 4100 to rotate relative to the cabin body 1000 by the limiting ring 1100. Of course, it can be understood that as an equivalent replacement, the counterweight 4100 can also be additionally provided with a structure for abutting against the stepped surface.

[0060] Regarding the first limiting structure, there are at least the following alternative embodiments.

[0061] In some alternative embodiments, a first limiting protrusion serving as the first limiting structure is provided on the surface of the limiting ring 1100. The first limiting protrusion is arranged on the inner ring surface of the limiting ring 1100, and the first limiting protrusions are arranged at intervals along the circumference in two. The angle corresponding to the arc between the two first limiting protrusions is the angle range for the counterweight 4100 and the gear structure 4300 to rotate relative to the cabin body 1000.

[0062] In some other alternative embodiments, the limiting ring 1100 is arranged in an incomplete ring shape, and the limiting ring 1100 is broken to form a notch. The two end faces of the notch are used to abut against the counterweight 4100. The angle corresponding to the arc length where the notch is located is the angle range for the counterweight 4100 and the gear structure 4300 to rotate relative to the cabin body 1000.

[0063] In still some other alternative embodiments, the first limiting structure is arranged as a convex structure on the inner side wall of the cabin body 1000. In this case, the inner side wall of the cabin body 1000 does not have the limiting ring 1100, but two spaced convex structures are arranged along the circumference on the inner side wall of the cabin body 1000 as the first limiting structure. The angle corresponding to the arc between the two convex structures is the angle range for the counterweight 4100 and the gear structure 4300 to rotate relative to the cabin body 1000.

[0064] Regarding the first limiting structure abutting against the counterweight 4100, there are at least the following alternative embodiments.

[0065] In some alternative embodiments, the first limiting structure is used to abut against the gear structure 4300. Since the gear structure 4300 and the counterweight 4100 are in a state of synchronous rotation relative to the cabin body 1000, the first limiting structure abutting against the gear structure 4300 can also achieve the effect of abutting against the counterweight 4100.

[0066] In some embodiments, the flanks 3100 are provided as a pair. The two flanks 3100 are respectively located on the left and right sides of the outer wall of the cabin body 1000, and the two flanks 3100 are circumferentially spaced apart by 180°.

[0067] In some other alternative embodiments, the flanks 3100 are provided as at least two pairs. Each flank 3100 is circumferentially spaced apart on the outer wall of the cabin body 1000, and the two flanks 3100 in a pair are circumferentially spaced apart by 180° along the outer wall of the cabin body 1000.

[0068] In still some other alternative embodiments, the flanks 3100 are provided as at least two pairs. The two flanks 3100 in a pair are respectively located on the left and right sides of the outer wall of the cabin body 1000, the two flanks 3100 are circumferentially spaced apart by 180°, and a plurality of pairs of flanks 3100 are arranged at intervals along the first direction on the outer wall of the cabin body 1000. In this case, the gear structures 4300 in the inertia assembly are arranged at intervals along the first direction as at least two.

[0069] In some embodiments, a third limiting structure is provided on the outer wall of the main shaft 4200. The third limiting structure is used to prevent the counterweight 4100 from reciprocatingly moving relative to the main shaft 4200 along the first direction, so as to define a relative rotational connection state between the counterweight 4100 and the main shaft 4200.

[0070] It should be noted that the limitation of the third limiting structure between the counterweight 4100 and the main shaft 4200 in the first direction can also achieve the synchronous movement of the counterweight 4100 and the main shaft 4200 relative to the cabin body 1000 in the first direction.

[0071] Specifically, the third limiting structure includes at least one recessed area located on the outer wall of the main shaft 4200, and the recessed area is arranged in a ring shape. It can be understood that both ends of the recessed area in the first direction form a stepped surface on the main shaft 4200 for abutting against the counterweight 4100, so as to prevent the counterweight 4100 from moving relative to the main shaft 4200 along the first direction.

[0072] In some examples, the third limiting structure includes a ring-shaped recessed area. The length of the recessed area along the first direction is adapted to the length of the counterweight 4100 along the first direction. The counterweight 4100 is sleeved on the recessed area, and the stepped surfaces at both ends of the recessed area abut against the end faces at both ends of the counterweight 4100, thereby realizing the limitation of the counterweight 4100 in the first direction.

[0073] In some alternative examples, the third limiting structure includes at least two annular recessed areas, which are spaced along the first direction. The counterweight 4100 is provided with at least two collars through which the main shaft 4200 passes, and each collar is correspondingly arranged in each recessed area; alternatively, the counterweight 4100 is provided with a through hole through which the main shaft 4200 passes, and at least two protruding structures adapted to each recessed area are arranged on the inner side wall of the through hole.

[0074] Regarding the third limiting structure, at least the following alternative embodiments also exist.

[0075] In some alternative embodiments, the third limiting structure includes at least one protruding structure located on the outer side wall of the main shaft 4200, and the main shaft 4200 abuts against the counterweight 4100 in the first direction through the protruding structure of the third limiting structure.

[0076] Furthermore, the counterweight 4100 is provided with at least two collars through which the main shaft 4200 passes, and the collars and the protruding structures are spaced apart from each other. Of course, as an equivalent replacement, it can also be set at least as follows: the protruding structure is set to at least two, the collar is set to at least one, and the collar and the protruding structure are spaced apart from each other. Alternatively, the collar of the counterweight 4100 can at least be replaced with a through hole through which the main shaft 4200 passes, and an annular groove adapted to the protruding structure is arranged on the inner side wall of the through hole.

[0077] In some other alternative embodiments, in order to enhance the limiting effect of the third limiting structure on the main shaft 4200 and the counterweight 4100, the third limiting structure includes at least one protruding structure located on the outer side wall of the main shaft 4200 and at least one annular recessed area located on the outer side wall of the main shaft 4200. In this case, the counterweight 4100 is provided with a through hole or a collar through which the main shaft 4200 passes, and a protruding structure adapted to the recessed area is arranged on the inner side wall of the through hole or the collar.

[0078] In some embodiments, the tail fin assembly 2000 includes a first rod 2100 and at least two flow guiding tail fins 2200. The first rod 2100 is connected to the tail of the cabin body 1000, the first rod 2100 is fixed to the tail of the cabin body 1000, the first rod 2100 is arranged along the first direction, the first rod 2100 and the main shaft 4200 are arranged on the same central axis, the tail end of the main shaft 4200 is movably sleeved on the first rod 2100, and the flow guiding tail fins 2200 are arranged on the first rod 2100. Further, the flow guiding tail fins 2200 are spaced apart along the circumference on the first rod 2100.

[0079] It can be understood that during the opening and closing process of the tail fin assembly 2000, the inclination angle of each flow guiding tail fin 2200 relative to the central axis of the first rod 2100 can increase or decrease, so as to realize the umbrella-shaped opening and closing form of the tail fin assembly 2000.

[0080] In some examples, the fin assembly 2000 includes a first mounting seat 2301 and a second mounting seat 2302. The first mounting seat 2301 is fixedly arranged on the first rod 2100, and the second mounting seat 2302 is movably sleeved on the first rod 2100. On the first rod 2100, the first mounting seat 2301 and the second mounting seat 2302 are spaced apart, and the second mounting seat 2302 is located between the first mounting seat 2301 and the cabin body 1000.

[0081] Further, the main shaft 4200 is connected to the second mounting seat 2302, the deflector fin 2200 is hinged to the second mounting seat 2302, the deflector fin 2200 is connected to the first mounting seat 2301 through a linkage rod 2400, and both ends of the linkage rod 2400 are respectively hinged to the first mounting seat 2301 and the deflector fin 2200. In this case, the second mounting seat 2302, the first mounting seat 2301, the first rod 2100, the linkage rod 2400 and the deflector fin 2200 form a crank-slider linkage mechanism.

[0082] It can be understood that when the counterweight 4100 and the main shaft 4200 move relative to the cabin body 1000 in the first direction, the main shaft 4200 drives the second mounting seat 2302 to move relative to the first rod 2100 in the first direction. Under the drive of the second mounting seat 2302, the restriction of the first mounting seat 2301 and the transmission of the linkage rod 2400, the inclination angle of the deflector fin 2200 relative to the central axis of the first rod 2100 increases or decreases.

[0083] In some examples, at least two second limiting protrusions 2101 are arranged on the outer side wall of the first rod 2100. The second limiting protrusions 2101 are circumferentially spaced apart on the outer side wall of the first rod 2100, and the second limiting protrusions 2101 extend parallel to the first direction. The second limiting protrusions 2101 are used to define the relative movement state between the main shaft 4200 and the first rod 2100 as relative movement in the first direction, and to prevent the main shaft 4200 from rotating relative to the first rod 2100.

[0084] Further, a limiting groove 4201 adapted to the second limiting protrusion 2101 is arranged on the side wall of the main shaft 4200. The number of the limiting grooves 4201 is the same as that of the second limiting protrusions 2101, and the limiting grooves 4201 extend parallel to the first direction. It can be understood that the connection state between the main shaft 4200 and the first rod 2100, which can move relative to each other but cannot rotate relative to each other, is realized through the limiting and guiding structure formed by the limiting groove 4201 and the second limiting protrusion 2101.

[0085] It should be noted that the limiting groove 4201 penetrates from the inner surface to the outer surface of the main shaft 4200, so that the second limiting protrusion 2101 is exposed on the outer surface of the main shaft 4200, thereby realizing the connection between the second limiting protrusion 2101 and the tail of the cabin body 1000. It can be understood that the first rod 2100 is fixedly connected to the tail of the cabin body 1000 through the second limiting protrusion 2101.

[0086] In some examples, a tail cabin cover 1400 is provided at the tail of the cabin body 1000. The tail cabin cover 1400 is provided with through holes for the first rod 2100 and the main shaft 4200 to pass through, and the first rod 2100 is fixedly connected to the tail cabin cover 1400 to realize the fixed connection between the first rod 2100 and the cabin body 1000.

[0087] Specifically, a tail cabin connection structure 1401 is provided on the inner side surface of the tail cabin cover 1400. The second limiting protrusion 2101 of the first rod 2100 is exposed in the limiting groove 4201 and fixedly connected to the tail cabin connection structure 1401.

[0088] Furthermore, the tail cabin connection structures 1401 are arranged at least two at intervals along the circumference, and the tail cabin connection structures 1401 are respectively welded and fixed to the inner side surface of the tail cabin cover 1400 and the second limiting protrusion 2101.

[0089] In some embodiments, the towed submersible includes a third mounting seat 1200. The third mounting seat 1200 is fixed in the cabin body 1000, and the head end of the main shaft 4200 is arranged in the third mounting seat 1200. It can be understood that both ends of the main shaft 4200 are arranged in the cabin body 1000 by being respectively arranged in the third mounting seat 1200 and the first rod 2100.

[0090] Furthermore, the head end of the main shaft 4200 is movably arranged in the third mounting seat 1200 along the first direction. Combining with the fact that the tail end of the main shaft 4200 is movably sleeved on the first rod 2100, the main shaft 4200 can reciprocate relative to the cabin body 1000 along the first direction in the cabin body 1000.

[0091] In some embodiments, the towed submersible includes an elastic member 1300. The elastic member 1300 is arranged at least at one end of the cabin body 1000 close to the head end and the tail end of the main shaft 4200.

[0092] The elastic member 1300 is used to apply an elastic pulling force or an elastic pushing force to the main shaft 4200, so that the main shaft 4200 and the counterweight 4100 return to the initial position relative to the cabin body 1000 in the first direction, thereby realizing the self-resetting of the main shaft 4200 and the counterweight 4100. The initial position is the installation position of the main shaft 4200 and the counterweight 4100 in the cabin body 1000 in the first direction. Furthermore, the elastic member 1300 is arranged as a helical spring or a pneumatic spring.

[0093] In some examples, an elastic member 1300 is provided inside the cabin 1000 near the head end of the main shaft 4200, and both ends of the elastic member 1300 are respectively connected to the third mounting seat 1200 and the main shaft 4200. When the counterweight 4100 and the main shaft 4200 move forward relative to the cabin 1000 from the initial position, the main shaft 4200 compresses the elastic member 1300, and the elastic member 1300 generates compressive potential energy. Furthermore, the elastic member 1300 generates an elastic thrust on the main shaft 4200, so that the counterweight 4100 and the main shaft 4200 move backward relative to the cabin 1000 and return to the initial position. When the counterweight 4100 and the main shaft 4200 move backward relative to the cabin 1000 from the initial position, the main shaft 4200 stretches the elastic member 1300, and the elastic member 1300 generates tensile potential energy. Furthermore, the elastic member 1300 generates an elastic tension on the main shaft 4200, so that the counterweight 4100 and the main shaft 4200 move forward relative to the cabin 1000 and return to the initial position.

[0094] Regarding the arrangement of the elastic member 1300, at least the following alternative embodiments also exist.

[0095] In some alternative embodiments, an elastic member is provided inside the cabin 1000 near the tail end of the main shaft 4200, and both ends of the elastic member are respectively connected to the cabin 1000 and the main shaft 4200.

[0096] In still other alternative embodiments, elastic members are provided inside the cabin 1000 near both the head end and the tail end of the main shaft 4200.

[0097] The working mode of the towed submersible in the present application will be described in detail below in combination with specific usage scenarios. It should be noted that the following description is only an exemplary illustration and not a specific limitation to the present application.

[0098] The towed submersible is in a uniform towing state: the tail fin assembly 2000 remains in a semi-open state, the inclination angle of the flow guiding tail fin 2200 relative to the central axis of the first rod 2100 is 20° to 40°, the side fins 3100 remain horizontal, and the counterweight 4100 and the main shaft 4200 are located at the first position in the cabin 1000. It should be noted that the first position is the initial position of the counterweight 4100 and the main shaft 4200.

[0099] The towed submersible is in an accelerating towing state: the counterweight 4100 and the main shaft 4200 move backward relative to the cabin 1000, the tail fin assembly 2000 unfolds, the inclination angle of the flow guiding tail fin 2200 increases, and the inclination angle of the flow guiding tail fin 2200 is at least 60°, so as to increase the resistance of the water flow to the towed submersible and inhibit the acceleration of the towed submersible.

[0100] The towed submersible is in a decelerated towing state: the counterweight 4100 and the main shaft 4200 move forward relative to the cabin 1000, the tail assembly 2000 is retracted, and the inclination angle of the guide tail 2200 is reduced. The inclination angle of the guide tail 2200 does not exceed 10°, thereby reducing the resistance of the water flow to the towed submersible and avoiding the lag of the towed submersible.

[0101] It should be noted that when the sudden speed change disturbance factor affecting the towed submersible is eliminated, the elastic member 1300 drives the counterweight 4100 and the main shaft 4200 to return to their initial positions, and the tail wing assembly 2000 returns to a semi-open state.

[0102] The towed submersible twists clockwise: the counterweight 4100 and the gear structure 4300 rotate counterclockwise relative to the cabin 1000, and the side wings 3100 on the sinking side of the left and right sides of the cabin 1000 rotate downward, while the side wings 3100 on the rising side rotate upward.

[0103] The towed submersible twists counterclockwise: the counterweight 4100 and the gear structure 4300 rotate clockwise relative to the cabin 1000, and the side wings 3100 on the sinking side of the left and right sides of the cabin 1000 rotate downward, while the side wings 3100 on the rising side rotate upward.

[0104] It should be noted that, when the torsional disturbance factors affecting the towed submersible are eliminated, the rotation angles of the counterweight 4100 and the gear structure 4300 relative to the cabin 1000 return to zero, and the wing 3100 returns to a horizontal state.

[0105] The towed submersible in this application utilizes the inertia of the counterweight and the mechanical linkage structure to achieve a physical coupling design, replacing the electronic control system to ensure the stability of the towed submersible when diving in the deep sea, and realizing multi-dimensional coordinated stable adjustment.

[0106] The counterweight utilizes inertia to automatically open and close the tail fin assembly as the submersible dives, thereby automatically adjusting the water resistance experienced by the towed submersible and adaptively compensating for sudden changes in forward speed. Furthermore, the elastic element stores energy, enabling the counterweight to self-reset, ensuring the towed submersible's stable dive.

[0107] When the towed submersible tilts or twists, the counterweight uses inertia to deflect the wing upwards and downwards, generating a corrective torque in the opposite direction. Furthermore, the inertial assembly uses gear transmission to amplify the small-angle rotation of the counterweight relative to the hull, ensuring that the upward and downward deflection of the wing generates sufficient corrective torque in the opposite direction, significantly improving the accuracy and stability of the towed submersible's attitude correction.

[0108] The towed submersible uses an inertial component to achieve two independent passive attitude stabilization methods, namely, speed mutation adaptive compensation and torsional attitude correction, which operate independently of each other without interference and respond quickly, improving the accuracy and reliability of the passive stability of the towed submersible.

[0109] It can be understood that the present application realizes the autonomous attitude stabilization of the towed submersible through a mechanical linkage structure, greatly reducing the maintenance frequency and operation and maintenance costs. The towed submersible has achieved a double breakthrough in stability and reliability through mechanical structure innovation, providing a posture stabilization solution with both environmental adaptability and economy for deep-sea exploration equipment.

[0110] The towed submersible does not need to rely on an electronic control unit or external energy supply. Through the coupling effect of inertial counterweight and hydrodynamic force, it can still operate reliably in the deep-sea high-pressure and high-salt corrosion environment, completely avoiding the stability risk caused by the failure of electronic components in the traditional active control system.

[0111] The synergistic effect of the up-and-down deflection of the side wings and the opening and closing of the tail wing assembly can simultaneously suppress the longitudinal vibration caused by the sudden change of the towing speed and the lateral torsion caused by the ocean current impact, solve the problems of single function and low compensation efficiency of the traditional mechanical stabilization device, and significantly improve the data acquisition accuracy of the towed submersible.

[0112] The design of the elastic component storing energy and then realizing the self-resetting of the counterweight component can convert the external disturbance kinetic energy into internal potential energy, not only reducing the navigation resistance loss, but also ensuring that the towed submersible quickly returns to the initial state under complex sea conditions, avoiding the residual oscillation caused by energy dissipation in the traditional passive system, and thus maintaining the stability of the towed submersible for long-term continuous operation.

[0113] Based on the description of the structure for realizing passive stability of the above towed submersible, the following makes an exemplary supplementary introduction to other structures of the towed submersible.

[0114] In some examples, a connection structure for connecting the cable is provided at the head of the cabin. Further, the connection structure is set as a universal joint.

[0115] In some examples, a variety of sensors are provided inside the cabin near the head to realize various detection functions of the towed submersible.

[0116] In some examples, the cabin is made of corrosion-resistant materials and the cabin is set as a sealed structure to maintain the long-term stable operation of the towed submersible in the deep-sea environment.

[0117] The above has described the embodiments of the present application in detail with reference to the accompanying drawings. However, the present application is not limited to the above embodiments, and various changes can be made without departing from the spirit of the present application within the scope of knowledge possessed by those of ordinary skill in the art. In addition, the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

Claims

1. A towed submersible with mechanical linkage for attitude stabilization, characterized in that: including a cabin body, with the length direction parallel to the cabin body being the first direction; a tail fin assembly located at the tail of the cabin body; at least a pair of side fins arranged at circumferential intervals along the side wall of the cabin body, and the side fins are rotatably arranged on the side wall of the cabin body through a second rod perpendicular to the first direction; an inertia assembly located in the cabin body, the inertia assembly includes a counterweight, a main shaft and a gear structure, the main shaft and the gear structure have the same central axis and are parallel to the first direction, the counterweight is rotatably sleeved on the main shaft, the tail end of the main shaft is connected to the tail fin assembly, the gear structure is rotatably arranged on the inner side wall of the cabin body, and the counterweight is connected to the gear structure; wherein, the counterweight deviates from the central axis of the cabin body, and the relative rotation between the counterweight and the cabin body can drive the paired side fins to rotate in opposite directions through the gear structure, and the movement of the counterweight and the main shaft along the first direction relative to the cabin body can drive the tail fin assembly to open and close.

2. The towed submersible with mechanical linkage for attitude stabilization according to claim 1, characterized in that: The gear structure is arranged in a circular ring shape, at least a part of the surface of the gear structure is provided with teeth along the circumferential track, the second rod is provided with a driven gear, and the gear structure is in meshing transmission with the driven gear, and the central axis of the driven gear is perpendicular to the first direction.

3. The towed submersible with mechanical linkage for attitude stabilization according to claim 2, characterized in that: The counterweight and the gear structure are connected in a concave-convex fitting manner, a groove is arranged on the surface of one of the counterweight and the gear structure, and a rib adapted to the groove is arranged on the surface of the other, and the length directions of the groove and the rib are both parallel to the first direction.

4. The towed submersible with mechanical linkage for attitude stabilization according to claim 2 or 3, characterized in that: The towed submersible includes a first limiting structure, and the first limiting structure is arranged on the inner side wall of the cabin body, and the first limiting structure is used to abut against the counterweight or the gear structure and limit the angular range of the relative rotation of the counterweight and the gear structure with respect to the cabin body.

5. The towed submersible with mechanical linkage for attitude stabilization according to claim 4, wherein: The towed submersible includes a limiting ring, the limiting ring and the gear structure are spaced along the first direction, the limiting ring is arranged on the inner side wall of the cabin body, and the limiting ring and the gear structure are arranged with the same central axis; a limiting groove serving as the first limiting structure is arranged on the surface of the limiting ring, and the limiting groove is arranged along a part of the circumferential track of the limiting ring; or, a first limiting protrusion serving as the first limiting structure is arranged on the surface of the limiting ring.

6. The towed submersible with mechanically linked attitude stabilization according to claim 1, wherein: The tail fin assembly includes a first rod, a first mounting seat, a second mounting seat and at least two guiding tail fins, the first rod is connected to the tail of the cabin body, the first rod is arranged along the first direction, the first mounting seat is fixedly arranged on the first rod, the second mounting seat is movably sleeved on the first rod, the tail end of the main shaft is movably sleeved on the first rod, the main shaft is connected to the second mounting seat, the guiding tail fin is hinged to the second mounting seat, and the guiding tail fin is connected to the first mounting seat through a linkage rod, and both ends of the linkage rod are respectively hinged to the first mounting seat and the guiding tail fin.

7. The towed submersible with mechanical linkage for attitude stabilization according to claim 6, wherein: At least two second limiting protrusions are arranged on the outer side wall of the first rod, and are distributed at intervals along the circumference. The second limiting protrusions extend parallel to the first direction, and the second limiting protrusions are connected to the tail of the cabin. A limiting groove adapted to the second limiting protrusion is arranged on the side wall of the main shaft, and the limiting groove penetrates from the inner surface to the outer surface of the main shaft.

8. The towed submersible with mechanical linkage for attitude stabilization according to claim 1 or 6 or 7, characterized in that: The towed submersible includes an elastic member, and the elastic member is arranged at least at one end of the cabin close to the head end and the tail end of the main shaft. The elastic member is used to apply an elastic pulling force or an elastic pushing force to the main shaft.

9. The towed submersible with mechanical linkage for attitude stabilization according to claim 8, wherein: The towed submersible includes a third mounting seat, and the third mounting seat is fixed in the cabin. The head end of the main shaft is movably arranged in the third mounting seat along the first direction. An elastic member is arranged close to the head end of the main shaft, and two ends of the elastic member are respectively connected to the third mounting seat and the main shaft.

10. The towed submersible with mechanical linkage for attitude stabilization according to claim 1, characterized in that: A third limiting structure is arranged on the outer side wall of the main shaft. The third limiting structure is used to prevent the counterweight from reciprocating relative to the main shaft along the first direction. The third limiting structure includes at least one protrusion structure located on the outer side wall of the main shaft and / or the third limiting structure includes at least one annular recessed area located on the outer side wall of the main shaft.

Images