Air-drop type AUV (Autonomous Underwater Vehicle) tail power cabin section

Abstract

The invention discloses an air-drop type AUV (Autonomous Underwater Vehicle) tail power cabin section, and belongs to the technical field of underwater detection equipment. The cabin section comprises a rear flow guide shell, a steering system and a tail propelling system, a steering engine drives a cam parallel to the axis of the shell to rotate, the cam pushes an unhooking pin outer sleeve arranged on an unhooking pin sleeve in a sleeving mode to axially slide through a sliding boss, and a spring provides reset elastic force. The unhooking pin and the sleeve are interlocked through a spherical groove embedded with a lock bead, and the outer sleeve slides to remove the stop of the lock bead to achieve separation of the umbrella body. According to the design, a steering engine is reused as an unhooking driving source, double-function control is achieved through mechanical linkage, an independent driving mechanism is omitted, occupied space is greatly compressed, and energy consumption is reduced. The whole structure is compact, the sealing performance is high, quick and reliable unhooking can be achieved after air-drop AUV is thrown into water, the problems that a traditional air-drop AUV tail mechanism is complex and poor in separation safety are solved, the laying efficiency and operation flexibility under the severe sea condition are remarkably improved, and the air-drop AUV tail mechanism is suitable for deep sea detection and emergency task scenes.

Description

Technical Field

[0001] The present invention belongs to the technical field of underwater detection equipment, and in particular relates to an airdrop-type AUV tail power compartment. Background Art

[0002] An autonomous underwater vehicle (AUV) is an underwater intelligent device that can independently perform tasks without the need for cable remote control. It achieves autonomous navigation and operation through built-in computer systems, sensors, and navigation equipment. It is widely used in fields such as marine scientific research (such as topographic mapping, ecological monitoring), resource exploration (oil and gas fields, mineral exploration), environmental monitoring (water quality analysis, pollution tracking), and underwater engineering (pipeline inspection, search and rescue and salvage). AUVs are usually equipped with multi-beam sonar, cameras, water quality sensors and other equipment. Combined with inertial navigation and acoustic positioning technology, they can efficiently collect high-precision data in complex underwater environments. Its energy system mostly relies on high-capacity batteries. Combined with low-power design and efficient propulsion technology, its endurance is constantly improving, making it an important tool for exploring unknown deep-sea areas and promoting the development of marine science and technology.

[0003] The current design of the tail power compartment of air-launched AUVs still has significant technical bottlenecks, which are mainly manifested in three aspects: first, the structural integration is low, and the coupling between the parachute unhooking mechanism and the power propulsion system is complex, resulting in a bloated compartment volume. This not only destroys the AUV's fluid dynamic shape and increases navigation resistance, but also limits the installation of other functional modules due to the redundant components occupying space; second, the unhooking reliability is insufficient. The existing mechanical unhooking device is easily affected by factors such as air-drop impact and ocean current disturbances, and there is a risk of action delay, false triggering or jamming. Especially in deep-water high-pressure environments, it is difficult to balance the sealing of the mechanism and the movement accuracy; third, the safety redundancy design is weak. After unhooking, the separated components (such as parachute ropes, locks, etc.) lack a directional ejection mechanism and may be swept into the propeller working area with the water flow, causing damage to the propulsion system or sensor failure. In addition, the traditional rigid unhooking mechanism lacks a buffer design, and the high-frequency vibration at the moment of entering the water can easily cause failure of precision components. These problems jointly restrict the practical application of airdrop AUVs in high sea conditions and long-range missions, and urgently need breakthroughs through modular lightweight design, intelligent trigger control and bionic buffering technology.

[0004] In summary, in order to make the AUV aerial delivery technology mature as soon as possible, developing an AUV product that can be delivered from the air and solving the design problem of the compact AUV tail power compartment with airdrop uncoupling capability have become one of the current important scientific research tasks. Summary of the Invention

[0005] Aiming at the problems existing in current air-dropped AUVs, such as complex decoupling actuator, excessive overall volume, and poor parachute decoupling reliability, the present invention provides an air-dropped AUV tail power compartment.

[0006] The present invention is achieved as follows: an air-drop type AUV tail power compartment section includes a rear deflector shell, a steering system and a tail propulsion system, characterized in that: it includes a decoupling mechanism installed inside the rear deflector shell, the decoupling mechanism includes a steering gear, a cam, a decoupling pin sleeve, a decoupling pin, a decoupling pin sleeve, a spring and a lock ball; the steering gear drives the cam to rotate and the rotating shaft is parallel to the axis of the rear deflector shell; the decoupling pin sleeve is fixed to the rear deflector shell, the decoupling pin is axially inserted into the decoupling pin sleeve, the decoupling pin sleeve and the decoupling pin are provided with spherical grooves relative to each other in the plug-in state, the lock ball is clamped in the relative spherical grooves and prevents the decoupling pin sleeve and the decoupling pin from being separated; the decoupling pin sleeve is sleeved on the decoupling pin sleeve; the cam forms a sliding boss that drives the decoupling pin sleeve to slide axially, the decoupling pin sleeve forms a stop for the lock ball by sliding, and the spring applies an elastic force to the decoupling pin sleeve to slide toward the stop position.

[0007] In the above technical solution, preferably, the cam is provided with a vertical boss, an axial recess is formed between the sliding boss and the vertical boss, and the uncoupling pin sleeve is provided with an annular flange combined with the cam, and the annular flange of the uncoupling pin sleeve is pressed against the axial recess when the lock ball is in a stop state to prevent the cam from rotating axially.

[0008] In the above technical solution, preferably, the rear guide housing is provided with a rudder blade via a rudder shaft, the output shaft of the servo is driven and connected to an axially arranged servo connecting shaft, and the servo connecting shaft is connected to the rudder shaft via a bevel gear set.

[0009] In the above technical solution, preferably, four rudder blades are evenly distributed circumferentially on the outer side of the rear deflector housing, and four servos are disposed within the rear deflector housing. Each servo corresponds to the rudder blade and is connected via a servo connecting shaft and a bevel gear drive assembly. The output shaft of one of the four servos is connected to the rotating shaft of the cam via a gear transmission. While achieving flexible steering with multiple degrees of freedom, the parachute release function is integrated into the compact layout, enhancing the reliability and deployment efficiency of the airdrop AUV in complex environments.

[0010] In the above technical solution, preferably, the uncoupling pin sleeve forms a limiting sleeve portion at one end close to the spherical groove, and the other end is a sleeve portion that slides with the uncoupling pin sleeve. The inner diameter of the limiting sleeve portion is larger than the outer diameter of the uncoupling pin sleeve and an annular gap for setting a locking ball is formed between the two.

[0011] In the above technical solution, preferably, the spring is sleeved on the unhooking pin sleeve, and the end of the spring presses against the end surface of the annular flange of the unhooking pin sleeve.

[0012] In the above technical solution, preferably, a limiting flange is provided at one end of the unhooking pin sleeve close to the limiting sleeve, and the limiting flange contacts the limiting sleeve of the unhooking pin sleeve pressed by the spring.

[0013] In the above technical solution, preferably, the rear air guide housing includes a housing, a connecting ring and a rear air guide cover, and the rear air guide cover is provided with a unhooking notch corresponding to the unhooking pin.

[0014] In the above technical solution, preferably, the propulsion system includes a thruster motor, a propeller shaft and blades, the thruster motor is connected to the propeller shaft and is located in the axial direction of the rear guide housing, the blades are provided at the rear of the rear guide housing and connected to the propeller shaft, and the servo is provided on the side of the thruster motor. The propeller motor is axially arranged at the center of the rear guide housing, the servos are distributed on its sides and directly drive the outer rudder blades through bevel gears, forming a "center propulsion-circumferential control" topology. This layout makes full use of the radial space of the tail section, minimizes the servo power transmission path (servo-bevel gear-rudder shaft direct connection), reduces transmission loss, and at the same time avoids the influence of propeller vibration on the servo precision, significantly improving the steering response speed and heading control stability.

[0015] The tail power compartment of the air-droppable AUV designed in this invention significantly optimizes the performance of aerial delivery and underwater operation through innovative technology integration. The specific advantages and effects are:

[0016] First, a breakthrough in functional integration design. The functional reuse of the steering system and the uncoupling mechanism is achieved through a single servo dual-mode control mechanism (small-angle attitude adjustment and large-angle uncoupling trigger). This not only simplifies the redundant components of the traditional split actuator, but also reduces the system complexity and failure risk through a unified power source. From a structural point of view, the servo drive shaft is ingeniously arranged parallel to the axis of the rear guide housing. The cam-sliding boss mechanism converts the servo rotational motion into the axial sliding of the uncoupling pin sleeve, allowing a single servo to simultaneously control the steering attitude adjustment and uncoupling action triggering. This design breaks through the limitation of traditional airdrop AUVs that require independent settings for steering servos and uncoupling power sources. It not only greatly shortens the mechanical transmission chain, but also maximizes the use of the tail space through a parallel axis layout, significantly reducing the size of the power compartment, while eliminating the risk of motion interference between the servo and the thruster, and significantly improving the compactness of the system.

[0017] Second, the efficiency and safety of uncoupling are improved. The uncoupling pin mechanism based on the principle of mechanical linkage can quickly complete the separation of the parachute after entering the water, and the separation process is stable and reliable. Based on the spherical groove-locking bead interlocking mechanism of the uncoupling pin sleeve and the uncoupling pin, combined with the sliding control of the spring-preloaded uncoupling pin jacket, a "passive locking-active release" dual-state stabilization system is constructed. In the untriggered state, the spring pushes the uncoupling pin jacket to form a radial constraint on the lock bead, and the high-strength fixation of the parachute rope connection is achieved through the geometric self-locking effect; when triggered, the cam drives the jacket to slide to release the lock bead constraint, and the uncoupling pin is instantly disengaged. This design abandons the complex control circuits of traditional electromagnetic locks or hydraulic drives, and only uses a purely mechanical structure to achieve reliable locking and millisecond-level response uncoupling, reducing the failure rate and eliminating the risk of electronic component failure. It is particularly suitable for high-altitude fall impacts and deep-sea high-pressure environments.

[0018] The axial sliding trajectory of the release pin housing is orthogonal to the propeller's rotational plane. Combined with precise phase control of the cam profile, this ensures that the parachute line and attached components are ejected in the predetermined direction after release, forming a physical barrier from the propeller's operating area. Compared to traditional radial release designs, this mechanism reduces the risk of interference between separated components. Furthermore, the streamlined wrapping design of the rear guide shell prevents turbulent cavitation during the release process, ensuring that the AUV enters a stable navigation state immediately after entering the water.

[0019] Third, the compact structure is optimized, and a modular integrated design is used to highly integrate the uncoupling mechanism, propulsion system and control unit, which greatly reduces the overall volume of the compartment and optimizes the fluid dynamic performance, while being compatible with a variety of AUV body adaptation requirements. A passive compensation mechanism that couples the spring preload and the cam surface is adopted. When subjected to airdrop impact or deep-sea pressure fluctuations, the spring can adaptively adjust the sliding resistance of the outer shell to prevent the lock bead from accidentally falling out; a multi-stage redundant sealing ring is set between the uncoupling pin sleeve and the rear guide shell, and the dynamic sealing structure of the outer shell sliding surface is used to achieve underwater kilometer-level pressure resistance and salt spray corrosion resistance. Compared with the traditional split uncoupling mechanism, this design extends the sealing life by 3 times under the same working conditions, and does not require regular maintenance and lubrication, which greatly improves the mission reliability in harsh environments.

[0020] The second purpose of the present invention is to provide an underwater autonomous vehicle, characterized in that the underwater autonomous vehicle is equipped with the above-mentioned air-droppable AUV tail power compartment. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is the overall structural principle diagram of the present invention;

[0022] Figure 2 This is a schematic diagram of the steering system structure of the present invention;

[0023] Figure 3 This is a schematic diagram of the propulsion system structure of the present invention;

[0024] Figure 4 It is a schematic structural diagram of the decoupling mechanism of the present invention;

[0025] Figure 5 This is a schematic diagram of the cam position in the unhooking state of the present invention;

[0026] Figure 6 This is a schematic diagram of the cam position in the locked state of the present invention;

[0027] Figure 7 This is a schematic diagram of the unhooking state of the present invention;

[0028] Figure 8 It is the cam structure diagram of the present invention;

[0029] Figure 9 Schematic diagram of the relative positions of spur gear A and spur gear B of the present invention.

[0030] Among them: 1-housing; 2-connecting ring; 3-rear deflector; 4-steering system; 5-tail cone; 6-propulsion system; 7-thruster duct; 8-uncoupling mechanism; 9-servo mounting plate; 10-servo; 11-servo connecting shaft; 12-bearing A; 13-bevel gear rack; 14-bevel gear shaft A; 15-rudder shaft; 16-rudder blade; 17-bearing B; 18-rudder shaft mounting plate; 19-bevel gear shaft B; 20-propulsion motor; 2 1-propeller shaft; 22-bearing cover A; 23-bearing C; 24-propeller shaft; 25-bearing D; 26-bearing cover B; 27-bearing E; 28-blade; 29-unhooking device connecting plate; 30-bearing F; 31-bearing end cover C; 32-spur gear B; 33-spur gear A; 34-cam; 35-unhooking pin sleeve; 36-spring; 37-unhooking pin sleeve; 38-steel ball; 39-unhooking pin; 40-gear shaft A. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0032] To address the problems of current air-dropped AUVs, such as complex decoupling actuators, excessive overall size, and poor parachute decoupling reliability, the present invention provides an air-dropped AUV tail power compartment. To further illustrate the structure of the present invention, a detailed description is provided below with reference to the accompanying drawings:

[0033] See also Figure 1 and Figure 2The power compartment of an airdroppable AUV consists of a rear hull, a steering system, a rear propulsion system, and a release mechanism. The hull comprises a hull, a connecting ring, and a rear shroud. The rear end of the shroud is equipped with a tail cone, which houses the propulsion duct.

[0034] One end of the hull 1 is fixedly connected to the AUV main cabin, and the other end is bolted to the connecting ring 2. The connecting ring 2 is bolted to the rear deflector 3. The rear deflector 3 is bolted to the tail cone 4. The thruster duct 7 is bolted to the tail cone 5. The steering system 4 is bolted to the rear deflector 3. The propulsion system 6 is also bolted to the rear deflector 3. The decoupling mechanism 8 is bolted to the connecting ring 2.

[0035] The rear deflector housing mounts the rudder blades via a rudder shaft. The output shaft of the servo drives and connects to an axially arranged servo connecting shaft, which is connected to the rudder shaft via a bevel gear set. Four rudder blades are evenly distributed circumferentially around the outer side of the rear deflector housing. Four servos are located within the rear deflector housing, each corresponding to a rudder blade and connected via a servo connecting shaft and a bevel gear drive set. In this embodiment, the steering system specifically comprises a servo 10, a servo mounting plate 9, a servo connecting shaft 11, a bevel gear shaft A14, a bearing A12, a bevel gear rack 13, rudder blades 16, a rudder shaft 15, a bevel gear shaft B19, a bearing B17, and a servo mounting plate 18. The servo 10 is fixedly connected to the servo mounting plate 9 via bolts. The servo mounting plate 9 is fixedly connected to the rear deflector 3. One end of the servo connecting shaft 11 is fixedly connected to the servo output shaft, and the other end is fixedly connected to the bevel gear shaft A14. The bevel gear shaft A14 is connected to the bevel gear frame 13 via a bearing A12. The bevel gear frame 13 is fixedly connected to the rudder shaft mounting plate 18. The rudder shaft mounting plate 18 is fixedly connected to the rear fairing 3. The bevel gear shaft A14 meshes with the bevel gear shaft B19. The bevel gear shaft B19 is connected to the bevel gear frame 13 via a bearing B17. The rudder shaft 15 is fixedly connected to the bevel gear shaft B19. The rudder blade 16 is fixedly connected to the rudder shaft 15.

[0036] The propulsion system includes a propeller motor, a propeller shaft, and propeller blades. The propeller motor is in transmission connection with the propeller shaft and is located axially within the rear deflector housing. The propeller blades are located at the rear of the rear deflector housing and connected to the propeller shaft. Four servos are located on the sides of the propeller motor and are evenly distributed circumferentially. In this embodiment, the propulsion system specifically includes a propeller motor 20, a bearing cap A22, a propeller shaft 21, a bearing C23, a propeller shaft 24, a bearing cap B26, a bearing D25, a bearing E27, and propeller blades 28. The propeller motor 20 is fixed to the rudder shaft mounting plate 18. The propeller shaft 21 is fixedly connected to the propeller motor output shaft. The propeller shaft 21 is connected to the bearing cap A22 via bearing C23. The bearing cap A22 is fixedly connected to the rudder shaft mounting plate 18 via bolts. The propeller shaft 24 is fixedly connected to the propeller shaft 21. The propeller shaft 24 is connected to the bearing cap B26 via a bearing D25; the bearing cap B26 is connected to the tail cone 5 via bolts. The propeller shaft 24 is also connected to the tail cone 5 via a bearing E27; and the blades 28 are fixedly connected to the propeller shaft 24.

[0037] The uncoupling mechanism is installed inside the rear air deflector housing and includes a servo, cam, uncoupling pin sleeve, uncoupling pin, uncoupling pin sleeve, spring, and locking ball. The rear air deflector is provided with an uncoupling notch corresponding to the uncoupling pin. The uncoupling pin sleeve is fixed to the rear air deflector housing, and the uncoupling pin is axially inserted into the uncoupling pin sleeve. The uncoupling pin sleeve and the uncoupling pin are provided with spherical grooves that oppose each other when plugged in. The locking ball is mounted in the opposing spherical grooves and prevents the uncoupling pin sleeve and the uncoupling pin from disengaging. The uncoupling pin sleeve is fitted onto the uncoupling pin sleeve. A limiting sleeve is formed at one end of the uncoupling pin sleeve near the spherical groove, and a sleeve portion at the other end is provided that slides with the uncoupling pin sleeve. The inner diameter of the limiting sleeve is larger than the outer diameter of the uncoupling pin sleeve, forming an annular gap between the two for the locking ball. The output shaft of one of the four servos is connected to the rotating shaft of the cam via a gear transmission. The cam forms a sliding boss that drives the uncoupling pin sleeve to slide axially. The uncoupling pin sleeve forms a stop for the lock ball by sliding, and the spring applies an elastic force to the uncoupling pin sleeve to slide toward the stop position. The cam is provided with a vertical boss, and an axial recess is formed between the sliding boss and the vertical boss. The uncoupling pin sleeve is provided with an annular flange that is combined with the cam. When the uncoupling pin sleeve forms a stop for the lock ball, the annular flange of the uncoupling pin sleeve presses against the axial recess and prevents the cam from rotating axially. The spring is sleeved on the uncoupling pin sleeve, and the end of the spring presses against the end face of the annular flange of the uncoupling pin sleeve. A limiting flange is provided on one end of the uncoupling pin sleeve close to the limiting sleeve, and the limiting flange contacts the limiting sleeve of the uncoupling pin sleeve pressed by the spring. In this embodiment, specifically, the uncoupling mechanism includes an uncoupling device connecting plate 29, a bearing F30, a bearing end cover C31, a spur gear B32, a spur gear A33, a cam 34, an uncoupling pin sleeve 35, a spring 36, an uncoupling pin sleeve 37, a lock bead 38, an uncoupling pin shaft 39, a gear shaft A40, etc.; the uncoupling device connecting plate 29 is fixed to the connecting ring 2 by bolts; the uncoupling pin sleeve 35 is fixedly connected to the uncoupling device connecting plate 29; the gear shaft A33 is connected to the bearing end cover through the bearing F30. C31 is connected, the bearing end cover C31 is fixedly connected to the rudder shaft mounting plate 19, and the spur gear B32 is fixedly connected to a servo connecting shaft in the steering system; the cam 34 is fixedly connected to one end of the gear shaft A40; the spring 36 is sleeved on the uncoupling pin sleeve 35, and the uncoupling pin sleeve 37 is sleeved on the uncoupling pin sleeve 35; the uncoupling pin shaft 39 is passed through the uncoupling pin sleeve 35, and the locking ball is a steel ball, which is placed in the ball groove formed by the uncoupling pin sleeve 35 and the uncoupling pin shaft 39.

[0038] like Figure 1 The tail power compartment of an airdrop-type AUV shown is installed on the AUV body when in use, and the pull rope of the tail parachute is fixedly connected to the threaded hole behind the release pin 8 by a bolt;

[0039] When the AUV is released from high altitude and then falls in the air:

[0040] The four rudder blades are in the initial state as Figure 2 As shown; the unhooking mechanism 8 is in a locked state, as Figure 4 、 Figure 6 As shown, the gear notch of the spur gear B32 is just above the spur gear A33. In this state, the rotation of the spur gear B32 at a certain angle will not drive the rotation of the spur gear A33. The uncoupling pin 37 is pressed against the right step structure of the uncoupling pin sleeve 35 under the elastic force of the spring 36. At this time, the steel ball 38 is just in the spherical groove formed by the uncoupling pin sleeve 35 and the uncoupling pin 39, and the outer side of the steel ball 38 is blocked by the uncoupling pin jacket and will not fall. At this time, the uncoupling pin 39 is connected to the uncoupling pin sleeve 35 under the action of the steel ball 38. When the pulling force of the parachute is transmitted to the uncoupling pin sleeve 35 through the uncoupling pin 39, and then to the uncoupling pin connecting plate 29, and finally to the main shell of the AUV; the cam 34 is provided with a sliding boss and a vertical blocking boss, as shown in FIG. Figure 8 As shown, at this time, the boss on the left side of the unhooking pin housing 37 is just stuck between the sliding boss and the vertical boss of the cam 34, so that the cam 34 will not rotate arbitrarily. If the vertical boss is not provided, the cam will rotate when the AUV shakes, causing its initial position to change. In this case, when the spur gear B32 rotates the set angle, it may not be able to rotate the spur gear A33 to the ideal angle, resulting in the unhooking pin 39 being unable to disengage.

[0041] When the AUV falls into the water:

[0042] The servo 10 that drives the spur gear B32 rotates a specified angle, driving the spur gear A33 to rotate a certain angle. At this time, the cam 34 rotates the same angle as the spur gear A33. The sliding boss on the cam 34 pushes the unhooking pin sleeve 37 to the left, and the spring 36 is compressed. Figure 5 、 Figure 7 As shown, at this time, the outside of the steel ball 38 is unobstructed. When the water flow impacts the AUV and shakes it, the unhooking pin 39 is pulled outward by the parachute rope. Under the action of the tension, the steel ball 38 will fall out of the ball groove, and the unhooking pin 39 will be pulled out of the unhooking pin sleeve 35. The unhooking pin 39 and the parachute will be separated from the AUV body.

[0043] When the unhooking pin 39 and the parachute are separated from the AUV body, the steering gear 10 that drives the spur gear B32 to rotate is controlled to return to the initial position. At this time, the relative positions of the spur gear B32 and the spur gear A33 are as follows: Figure 9As shown, the gear gap of the spur gear B32 is just above the spur gear A33; after the AUV adjusts itself, it turns on the propeller motor 20, drives the propeller shaft 21, the propeller shaft 24 and the blade 28 to rotate, and the AUV starts to move forward; when it is necessary to adjust the course or depth, the steering gear 10 can be controlled to rotate, and the steering gear drives the steering gear connecting shaft and the bevel gear shaft B19 to rotate, and the bevel gear shaft B19 drives the bevel gear shaft A14 to rotate, and then the rudder shaft 15 transmits the rotation to the rudder blade 16, thereby achieving the purpose of controlling the rotation of the rudder blade 16; since the spur gear B32 is provided with a gear gap, the rotation of the spur gear B32 will not affect the spur gear A33 within the left and right swing range controlled by the rudder blade. In this way, it is not necessary to drive the spur gear A33 to rotate every time the rudder blade is swung, thereby reducing energy consumption.

[0044] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An airdrop-type AUV tail power compartment, including a rear guide shell, a steering system and a tail propulsion system, characterized by: The cam is provided with a sliding boss for driving the axial sliding of the uncoupling pin sleeve, and the uncoupling pin sleeve is provided with a spring and a locking ball; the cam is provided with a sliding boss for driving the uncoupling pin sleeve to slide axially, and the uncoupling pin sleeve is provided with a sliding boss for driving the uncoupling pin sleeve to slide axially, and the uncoupling pin sleeve is provided with a sliding boss for driving the uncoupling pin sleeve to slide axially, and the uncoupling pin sleeve forms a stop for the locking ball by sliding, and the spring applies an elastic force to the uncoupling pin sleeve to slide toward the stop position.

2. The airdrop-type AUV tail power compartment according to claim 1, characterized in that: The cam is provided with a vertical boss, an axial recess is formed between the sliding boss and the vertical boss, and the uncoupling pin sleeve is provided with an annular flange combined with the cam, and the annular flange of the uncoupling pin sleeve is pressed against the axial recess when the lock ball is stopped, thereby preventing the cam from rotating axially.

3. The airdrop-type AUV tail power compartment according to claim 1, characterized in that: The rear guide housing is provided with a rudder blade via a rudder shaft, the output shaft of the servo is driven and connected to a servo connecting shaft arranged in an axial direction, and the servo connecting shaft is connected to the rudder shaft via a bevel gear set.

4. The airdrop-type AUV tail power compartment according to claim 3 is characterized by: Four rudder blades are evenly distributed in a circumferential direction on the outer side of the rear guide housing, and four servos are arranged inside the rear guide housing. The servos correspond to the rudder blades one by one and are respectively connected through a servo connecting shaft and a bevel gear drive group. The output shaft of one of the four servos is connected to the rotating shaft of the cam through a gear transmission.

5. The airdrop-type AUV tail power compartment according to claim 2, characterized in that: The uncoupling pin sleeve has one end portion close to the spherical groove as a limiting sleeve portion, and the other end portion is a sleeve portion that slides with the uncoupling pin sleeve. The inner diameter of the limiting sleeve portion is larger than the outer diameter of the uncoupling pin sleeve and an annular gap for setting a locking ball is formed between the two.

6. The airdrop-type AUV tail power compartment according to claim 5, characterized in that: The spring is sleeved on the unhooking pin sleeve, and the end of the spring presses against the end surface of the annular flange of the unhooking pin sleeve.

7. The airdrop-type AUV tail power compartment according to claim 6, characterized in that: A limiting flange is provided at one end of the unhooking pin sleeve close to the limiting sleeve portion, and the limiting flange contacts the limiting sleeve portion of the unhooking pin outer sleeve pressed by the spring.

8. The airdrop-type AUV tail power compartment according to claim 1, 4 or 7, characterized in that: The rear air guide housing comprises a housing, a connecting ring and a rear air guide cover. The rear air guide cover is provided with a unhooking notch corresponding to the unhooking pin.

9. The airdrop-type AUV tail power compartment according to claim 8, characterized in that: The propulsion system includes a thruster motor, a propeller shaft and blades. The thruster motor is transmission-connected to the propeller shaft and is located in the axial direction of the rear guide housing. The blades are arranged at the rear of the rear guide housing and connected to the propeller shaft. The servo is arranged on the side of the thruster motor.

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