Multi-mode underwater vehicle

Abstract

The application discloses a kind of multi-navigation state high-speed full sea area underwater vehicle, belong to sea engineering equipment field, solve the navigation state switching mode breathing time of vehicle, water inlet, drainage speed slow and the problem of slow navigation state switching, it includes main cabin, main propeller, balanced side wing and gliding board unit, the main propeller is set in main cabin tail, the balanced side wing is set in main cabin tail two sides, the balanced side wing is in setting connection mechanism, the balanced side wing is connected with main cabin by connection mechanism, the gliding board unit is set in main cabin bottom, the main cabin is provided with perfusion regulating system. It is widely used in the field of oceanic scientific research.

Description

Technical Field

[0001] This invention belongs to the field of marine engineering equipment, and in particular relates to a multi-mode, all-sea underwater vehicle. Background Technology

[0002] Multi-mode underwater vehicles combine the high speed of surface vehicles with the high seakeeping of semi-submersible vehicles. A multi-mode underwater vehicle is a vehicle that switches between underwater, semi-submersible, and surface navigation modes by adjusting its buoyancy and speed. Current technologies limit the operational options of these vehicles, resulting in low underwater speeds and poor surface navigation suitability. However, various fields have an urgent need for high-speed vehicles capable of operating both on the surface and underwater in harsh sea conditions. Existing mode-switching methods suffer from long ventilation times and slow water intake and discharge rates, leading to slow mode transitions.

[0003] Chinese patent application number CN201610831903.3, entitled "A Multi-mode Underwater Vehicle", discloses a multi-mode underwater vehicle. This patent has a simple structure and single function, and does not have the ability to avoid shocks when sailing at high speeds. In particular, it cannot adapt to high-speed sailing in harsh sea conditions. Summary of the Invention

[0004] In view of this, the present invention aims to propose a multi-mode, all-ocean-area underwater vehicle to solve the problems of poor seaworthiness and slow mode switching of surface vehicles.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a multi-mode high-speed all-sea underwater vehicle, comprising a main cabin, a main thruster, balancing winglets, and a glider unit. The main thruster is located at the rear of the main cabin, and the balancing winglets are located on both sides of the rear of the main cabin. A connecting mechanism is provided inside the balancing winglets, and the balancing winglets are connected to the main cabin through the connecting mechanism. The glider unit is located at the bottom of the main cabin. The glider unit includes a glider assembly and a glider. The glider assembly includes a pair of main shafts connected to the bottom of the main cabin and a pair of support shafts connected to the glider. The main shafts are stepped shafts, and a partition flange is provided on the main shaft. The partition flange is connected to the cylinder body, and the partition flange divides the cylinder body into an upper cylinder body and a lower cylinder body. Hydraulic oil is filled into both the upper and lower cylinder bodies. An upward direction is provided on the partition flange. The oil change valve and the downward oil change valve, as well as the upward oil change valve and the downward oil change valve, are connected to the upper cylinder body and the lower cylinder body, respectively. The upper cylinder body is sealed by an upper cover plate. A first piston is installed inside the upper cylinder body, and a first spring is installed between the first piston and the partition flange. The first piston is sleeved on the main shaft. The lower cylinder body is sealed by a lower cover plate, and a second piston is installed inside the lower cylinder body. A second spring is installed between the second piston and the partition flange, and a third spring is installed between the second piston and the lower cover plate. The lower cover plate is fixed to the cylinder body. The support shaft is hinged to the glider. The second piston is fixed to the support shaft. The end of the support shaft has a groove, which is used to sleeve one end of the main shaft. The movement of the glider drives the movement of the second piston, thereby compressing the hydraulic oil and allowing it to enter the upper cylinder body from the directional oil change valve, thus slowing down the movement of the glider. Damping deceleration achieves shock absorption.

[0006] Furthermore, a thruster is provided in the middle of the balancing wing, and the connecting mechanism includes a connecting shaft and a linkage group. A first rotating shaft is provided on the lower side of the balancing wing. One end of the connecting shaft is hinged to the first rotating shaft, and the other end is connected to the main cabin. The linkage group includes a first link, a second link, a third link, and a fourth link. The second link is L-shaped and is hinged to the first link. One end of the second link is hinged to the third link, and the other end of the second link is hinged to the fourth link. The ends of the third and fourth links are both piston structures. The third and fourth links are located in two chambers of a hydraulic cylinder, and the two chambers are connected through a third chamber containing hydraulic oil. The third link is longer than the fourth link, and the area enclosed by the skin is filled with damping gas.

[0007] Furthermore, the main cabin is a multi-section independent sealed cabin, which includes a functional cabin and a manned cabin. The manned cabin is located above the middle of the vehicle. The bottom of the functional cabin is provided with a tilting water tank, a ballast water tank, a flow regulation tank and a fuel tank from front to back. The front of the main cabin is provided with a fin.

[0008] Furthermore, a water tank valve is installed at the bottom of the tilt tank, a range and flight status control unit is installed above the tilt tank, a communication control unit is installed in front of the tilt tank, and a navigation sonar is installed in front of the communication control unit.

[0009] Furthermore, the ballast water tank includes a first ballast water tank and a second ballast water tank. An independent battery compartment is provided above the first ballast water tank and the second ballast water tank. A manned cabin is provided above the battery compartment. A first valve is provided at the bottom of the first ballast water tank. The bottom of the first ballast water tank is connected to the glider unit. A second valve is provided at the bottom of the second ballast water tank.

[0010] Furthermore, an irrigation regulating chamber is provided behind the second ballast water tank, and multiple sets of high-pressure gas cylinders are provided above the irrigation regulating chamber. The irrigation regulating chamber is connected to a second exhaust valve through an exhaust pipe, and the second exhaust valve is open to the outside.

[0011] Furthermore, a filter is installed inside the second exhaust valve. The second exhaust valve is connected in sequence to a first one-way valve, a motor, and a first solenoid valve via an exhaust pipe. The distal end of the first solenoid valve is connected to the irrigation regulating chamber and the compressor, respectively. The other end of the compressor is connected in sequence to a second solenoid valve, a high-pressure gas cylinder, a third solenoid valve, and a second one-way valve via an exhaust pipe. The other end of the second one-way valve is connected to the irrigation regulating chamber via an exhaust pipe. A water level sensor is installed inside the irrigation regulating chamber. A second irrigation valve and a third irrigation valve are installed at the bottom of the irrigation regulating chamber. A vortex pump is installed inside the second irrigation valve.

[0012] Furthermore, the high-pressure gas cylinders are independently connected to the flow regulation chamber, the first ballast water chamber, the second ballast water chamber, and the tilting water chamber, respectively.

[0013] Furthermore, a fuel tank is located behind the flow regulating chamber, and an internal combustion engine is located behind the fuel tank. The fuel tank is connected to the internal combustion engine. An air cylinder is located above the fuel tank and is connected to the internal combustion engine. An electric push rod is located above the air cylinder, and a first exhaust valve is located above the electric push rod. The first exhaust valve communicates with the outside.

[0014] Furthermore, the output end of the internal combustion engine is connected to a coupling, the other end of the coupling is connected to a torque sensor, the other end of the torque sensor is connected to a rotating main shaft, the other end of the rotating main shaft is connected to a main thruster, the main thruster includes blades, a tilt adjustment device and a horizontal swing device, the blades are connected to the tilt adjustment device, the other end of the tilt adjustment device is connected to the horizontal swing device, and the other end of the horizontal swing device is connected to the rotating main shaft.

[0015] Compared with the prior art, the beneficial effects of the present invention are:

[0016] 1. This invention, through its structural design of dual-sided balanced wings and glider units, can effectively resist waves in the water and reduce the interference of waves on the vehicle's navigation, thereby achieving ultra-high-speed underwater navigation and realizing a technological breakthrough.

[0017] 2. This invention differs from the existing passive water injection and air pressure difference drainage methods of aircraft. This invention actively controls the pumping of seawater through the rotation of the irrigation system, which will greatly accelerate the speed of the aircraft entering and leaving the water, thereby achieving rapid flight mode switching.

[0018] 3. In this invention, a steerable underwater main thruster is installed at the tail of the vehicle, which can prevent the vehicle from capsizing due to turning at high speed. The main thruster improves the flexibility and stability at high speed.

[0019] 4. This invention uses a superior underwater sensor that can automatically plan a navigation route, autonomously avoid various obstacles on the navigation route, and effectively improve navigation safety.

[0020] 5. The present invention includes a manned cabin with a crew seat for the aircraft to perform functions such as driving, carrying passengers, scientific research and testing. The independent cabin design can effectively improve the safety of the crew inside the cabin. Attached Figure Description

[0021] The accompanying drawings, which constitute a part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0022] Figure 1 This is a schematic diagram of the external structure of a multi-mode high-speed all-sea underwater vehicle according to the present invention;

[0023] Figure 2 This is a top view structural diagram of a multi-mode high-speed all-sea underwater vehicle according to the present invention;

[0024] Figure 3 This is a partial structural diagram of the glider unit of a multi-mode high-speed all-sea underwater vehicle according to the present invention;

[0025] Figure 4 This is a schematic diagram of a partial structure of the balance wing of a multi-mode high-speed all-sea underwater vehicle according to the present invention;

[0026] Figure 5 This is a front view structural diagram of a multi-mode high-speed all-sea underwater vehicle according to the present invention;

[0027] Figure 6This is a schematic diagram of the propulsion structure of the balance wing of a multi-mode high-speed all-sea underwater vehicle according to the present invention;

[0028] Figure 7 This is a schematic diagram of the internal structure of a multi-mode high-speed all-sea underwater vehicle according to the present invention;

[0029] Figure 8 This is a schematic diagram of the irrigation system for a multi-mode high-speed all-sea underwater vehicle according to the present invention.

[0030] In the picture:

[0031] 1. Main cabin; 2. Main thruster; 3. Balance wing; 4. Glider unit; 5. Navigation sonar; 6. Communication control unit; 7. Range and flight status control unit; 8. Tilt adjustment tank; 9. Crew cabin; 10. Battery compartment; 11. First ballast water tank; 12. Second ballast water tank; 13. High-pressure gas cylinder; 14. Flow regulation compartment; 15. First exhaust valve; 16. Electric push rod; 17. Air cylinder; 18. Fuel tank; 19. Exhaust pipe; 20. Second exhaust valve; 21. Internal combustion engine; 22. Coupling; 23. Torque sensor; 24. Rotating spindle; 25. First valve; 26. Second valve; 27. Thruster; 28. Water tank valve; 29. ​​Fin; 30. Filter; 31. First check valve; 32. Motor; 33. First solenoid valve; 34. Pressure... 35. Compressor; 36. Second solenoid valve; 37. Third solenoid valve; 38. Second check valve; 39. Water level sensor; 40. Second flow valve; 41. Third flow valve; 42. Vortex pump; 43. Main shaft; 44. Upper cover plate; 45. Lower oil change valve; 46. Upper oil change valve; 47. Lower cover plate; 48. Support shaft; 49. First piston; 50. First spring; 51. Separating flange; 52. Second spring; 53. Second piston; 54. Third spring; 55. Cylinder body; 56. First rotating shaft; 57. Connecting shaft; 58. First connecting rod; 59. Second rotating shaft; 60. Second connecting rod; 62. Third connecting rod; 63. Hydraulic cylinder; 64. Damping gas; 65. Skin; 66. Blade; 67. Tilt adjustment device; 68. Horizontal swing device. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other, and the described embodiments are only some embodiments of the present invention, not all embodiments.

[0033] See Figure 1-3To achieve the above objectives, the present invention employs the following technical solution: A multi-mode high-speed all-sea underwater vehicle, comprising a main cabin 1, a main thruster 2, balancing winglets 3, and a glider unit 4. The main thruster 2 is located at the tail of the main cabin 1, and the balancing winglets 3 are located on both sides of the tail of the main cabin 1. A connecting mechanism is provided inside the balancing winglets 3, and the balancing winglets 3 are connected to the main cabin 1 through the connecting mechanism. The glider unit 4 includes a glider assembly and a glider 40. The glider assembly includes a pair of main shafts 42 connected to the bottom of the main cabin 1 and a pair of support shafts connected to the glider 40. The main shafts 42 are stepped shafts, and a partition flange 51 is provided on the main shafts 42. The partition flange 51 is connected to the cylinder body 55 and is preferentially fitted onto the main shafts 42. The partition flange 51 divides the cylinder body 55 into an upper cylinder body and a lower cylinder body. Both the upper and lower cylinder bodies are filled with hydraulic oil. An upward oil change valve 45 and a downward oil change valve 45 are provided on the partition flange 51. Oil valve 44, upward oil change valve 45, and downward oil change valve 44 are respectively connected to the upper cylinder body and the lower cylinder body. The upper cylinder body is sealed by an upper cover plate 43, which is fixed to the upper cylinder body. A first piston 49 is installed inside the upper cylinder body, and a first spring 50 is installed between the first piston 49 and the partition flange 51. The first piston 49 is sleeved on the main shaft 42. The lower cylinder body is sealed by a lower cover plate 47, and a second piston 53 is installed inside the lower cylinder body. A second spring is installed between the second piston 53 and the partition flange 51. 52. A third spring 54 is provided between the second piston 53 and the lower cover plate 47. The lower cover plate 47 is fixed on the cylinder body 55. The support shaft is hinged to the glider 40. The second piston 53 is fixed on the support shaft. The end of the support shaft is provided with a groove, which is sleeved on one end of the main shaft 42. The movement of the glider 40 drives the second piston 53 to move, thereby compressing the hydraulic oil from the directional oil change valve 44 into the upper cylinder body, thereby slowing down the movement of the glider 40 and achieving shock absorption through damping deceleration. When the glider 40 moves upward under force, the volume of the lower cylinder decreases and the pressure increases, compressing the second spring 52. When the pressure is high enough, the upper oil change valve 45 opens, allowing hydraulic oil to flow into the upper cylinder. This structure provides shock absorption as the glider 40 continues to move upward. When the glider 40 moves downward, the first spring 50 is compressed. When the pressure is high enough, the lower oil change valve 44 opens, allowing hydraulic oil to flow into the lower cylinder. This structure provides shock absorption as the glider 40 continues to move downward. Through the first piston 49, the second piston 53, the hydraulic oil, and the upper and lower oil change valves 45 and 44, the attitude of the glider 40 can be adjusted. Through the structural design of the support shaft 48 hinged to the glider 40 and the main shaft 42, the vehicle can be effectively supported for surface navigation. Furthermore, when encountering large waves, the vehicle can swing with the waves, wave crests, and wave troughs, thus achieving wave adaptability and enabling high-speed navigation.The main thruster 2 effectively prevents the vehicle from capsizing due to rapid changes in direction during navigation. The glider unit 4 and the balancing wing 3 ensure that the vehicle swings with the crests and troughs of large waves, thereby achieving the ability to adapt to and resist waves, reducing drag, and enabling high-speed navigation.

[0034] See Figure 4-6 In this embodiment, the balancing wing 3 has a generally semi-circular, flat, and wide structure with a hollow interior. This hollow design helps reduce its weight and increases buoyancy. A thruster 27 is located in the middle of the balancing wing 3, enabling the vehicle to move forward and backward. The vehicle's turning attitude can be achieved by controlling the differential speed of the left and right thrusters 27 on both sides of the balancing wing 3. The connecting mechanism on the balancing wing 3 includes a connecting shaft 57 and a linkage group. A first rotating shaft 56 is located on the lower side of the balancing wing 3, and one end of the connecting shaft 57 is hinged to the first rotating shaft 56. The other end is connected to the main cabin 1. The linkage group includes a first link 58, a second link 60, a third link 62, and a fourth link. The second link is L-shaped. The second link 60 is hinged to the first link 58. One end of the second link 60 is hinged to the third link 62, and the other end of the second link 60 is hinged to the fourth link. The ends of the third link 62 and the fourth link are both piston structures. The third link and the fourth link are located in two chambers of the hydraulic cylinder, and the two chambers are connected through the third chamber. Hydraulic oil is contained in the third chamber. The third link is longer than the fourth link. The area enclosed by the skin 65 is filled with damping gas 64.

[0035] The connection via the linkage, connecting shaft 57, and skin 65 not only ensures the integrity of the support structure for the balance wing 3, but also allows the balance wing to oscillate with the wave crests and troughs when encountering large waves, thus achieving wave resistance and enabling high-speed navigation. The damping gas 64 is a gas compressed to a vaporized state. Here, "vaporized state" refers to the gas being pressurized to a near-liquefied critical state, and commonly known damping gases in the art are nitrogen or carbon dioxide. When the balance wing 3 is subjected to external force, the cavity of skin 65 deforms, and the damping gas undergoes energy conversion in the compression-expansion cycle. Through friction and heat exchange between gas molecules, it further absorbs vibration energy. This gas-hydraulic combined damping mechanism can convert high-frequency vibration energy into heat energy for dissipation, preventing vibration from being transmitted to the main cabin 1.

[0036] See Figure 7-8The main cabin 1 described in this embodiment is a multi-section independent sealed cabin, which includes a functional cabin and a manned cabin 9. The manned cabin 9 is located in the upper middle part of the vehicle and has a crew seating area inside for driving, manned, scientific research, testing and other related functions of the vehicle. The independent cabin design can effectively improve the safety performance of the personnel inside the cabin. The bottom of the functional cabin has a tilting water tank 8, a ballast water tank, a flow regulation tank 14 and a fuel tank 18 arranged sequentially from front to back. The functional cabin is mainly used for the attitude adjustment of the vehicle and the realization of the surfacing and diving functions. The front of the main cabin 1 is provided with a fin 29, which is a conventional structure.

[0037] The bottom of the tilt-adjusting tank 8 is equipped with a tank valve 28. The main function of the tilt-adjusting tank 8 is to adjust the still water attitude of the vehicle by adjusting the water volume. When the tank valve 28 is open and water is being added to the tilt-adjusting tank 8, the nose of the vehicle tilts downward. When the tank valve 28 is open and water is being drained from the tilt-adjusting tank 8, the nose of the vehicle tilts upward. A range and flight status control unit 7 is installed above the tilt-adjusting tank 8. A communication control unit 6 is installed in front of the tilt-adjusting tank 8. A navigation sonar 5 is installed in front of the communication control unit 6. The range and flight status control unit 7 is mainly used for monitoring and adjusting the vehicle's flight attitude. The communication control unit 6 is mainly used for information interconnection and position interaction with the positioning system. The navigation sonar 5 is mainly used for ranging, locating, tracking, and navigating targets in the water during navigation.

[0038] The ballast water tanks include a first ballast water tank 11 and a second ballast water tank 12. An independent battery compartment 10 is provided above the first ballast water tank 11 and the second ballast water tank 12. A manned cabin 9 is provided above the battery compartment 10. A first valve 25 is provided at the bottom of the first ballast water tank 11. The bottom of the first ballast water tank 11 is connected to the glider unit 4. A second valve 26 is provided at the bottom of the second ballast water tank 12. The spatial position of the vehicle in the water can be adjusted by adjusting the water volume of the ballast water tanks. When there is more water, the vehicle travels underwater. When there is less water, the vehicle travels on the water surface. The battery compartment 10 provides energy and operating environment for the vehicle during navigation.

[0039] A flow regulation chamber 14 is provided behind the second ballast water tank 12. Multiple sets of high-pressure gas cylinders 13 are provided above the flow regulation chamber 14. The flow regulation chamber 14 is connected to the second exhaust valve 20 through the exhaust pipe 19. The second exhaust valve 20 is open to the outside. The flow regulation chamber 14 can effectively improve the speed of the vehicle's ascent and descent, and realize the rapid switching of the vehicle's flight mode.

[0040] A filter 30 is installed inside the second exhaust valve 20. The second exhaust valve 20 is connected in sequence to a first one-way valve 31, a motor 32, and a first solenoid valve 33 via an exhaust pipe 19. The distal end of the first solenoid valve 33 is connected to the irrigation regulating chamber 14 and the compressor 34, respectively. The other end of the compressor 34 is connected in sequence to a second solenoid valve 35, a high-pressure gas cylinder 13, a third solenoid valve 36, and a second one-way valve 37 via an exhaust pipe 19. The other end of the second one-way valve 37 is connected to the irrigation regulating chamber 14 via an exhaust pipe 19. A water level sensor 38 is installed inside the irrigation regulating chamber 14. A second irrigation valve 39 and a third irrigation valve 40 are installed at the bottom of the irrigation regulating chamber 14. A vortex pump 41 is installed inside the second irrigation valve 39. The operation of pumping seawater in and out is realized by the active forward and reverse rotation of the vortex pump 41. When seawater is pumped in, the third irrigation valve 40 opens. When the vortex pump 41 rotates forward, it pumps in seawater. The first solenoid valve 33 and the third solenoid valve 36 close, and the second solenoid valve 35 opens, allowing seawater to flow into the flow regulating chamber 14. The air compressed by the compressor 34 enters the high-pressure gas cylinder 13 through the second solenoid valve 35. When the seawater is pumped out, the third flow valve 40 opens, pumping out seawater. The second solenoid valve 35 and the first solenoid valve 33 close, and the third solenoid valve 36 opens, allowing the air in the high-pressure gas cylinder 13 to enter the flow regulating water chamber 14, causing the seawater in the flow regulating water chamber 14 to be discharged quickly. When the second exhaust valve 20 is on the water surface, the motor 32 rotates, the first solenoid valve 33 opens, and the air compressed by the compressor 34 enters the high-pressure gas cylinder 13 through the second solenoid valve to ensure the continuous operation of the high-pressure gas cylinder 13, thereby quickly adjusting the overall buoyancy of the vehicle and realizing the relevant operations of the vehicle's rapid entry and exit from the water.

[0041] The high-pressure gas cylinder 13 is independently connected to the irrigation regulating chamber 14, the first ballast water tank 11, the second ballast water tank 12, and the tilting water tank 8, respectively. The water volume in the irrigation regulating chamber 14, the first ballast water tank 11, the second ballast water tank 12, and the tilting water tank 8 is controlled by the exhaust method, thereby achieving their respective functions.

[0042] A fuel tank 18 is located behind the flow regulation chamber 14, and an internal combustion engine 21 is located behind the fuel tank 18. The fuel tank 18 is connected to the internal combustion engine 21 and provides energy to the internal combustion engine 21. An air cylinder 17 is located above the fuel tank 18 and is connected to the internal combustion engine 21. An electric push rod 16 is located above the air cylinder 17, and a first exhaust valve 15 is located above the electric push rod 16. The first exhaust valve 15 is open to the outside. When the internal combustion engine 21 is working in the surface navigation or semi-submersible state of the vehicle, the electric push rod 13 is activated, opening the first exhaust valve 15 to realize the interaction between the internal combustion engine 21 and the air, ensuring that the internal combustion engine 21 works fully. The operation of the internal combustion engine 21 drives the main thruster 2 to rotate. When the vehicle is traveling at ultra-high speed underwater, the air cylinder 17 provides air to the internal combustion engine 21, and the generated exhaust gas is discharged into the water through the second exhaust valve 20. When traveling at ultra-high speed underwater, the battery compartment 10 provides power to the thruster 27.

[0043] The main thruster 2 of the vehicle is driven by an internal combustion engine 21. The output end of the internal combustion engine 21 is connected to a coupling 22, the other end of the coupling 22 is connected to a torque sensor 23, the other end of the torque sensor 23 is connected to a rotating main shaft 24, and the other end of the rotating main shaft 24 is connected to the main thruster 2. The main thruster 2 includes a blade 66, a tilt adjustment device 67, and a horizontal oscillation device 68. The blade 66 is connected to the tilt adjustment device 67, the other end of the tilt adjustment device 67 is connected to the horizontal oscillation device 68, and the other end of the horizontal oscillation device 68 is connected to the rotating main shaft 24. When the internal combustion engine 21 operates, it drives the blade 66 to rotate. The rotation of the blade 66 drives the vehicle to navigate in water. Then, the horizontal oscillation device 68 and the tilt adjustment device 67 allow the blade 66 to rotate at a certain tilt angle in the horizontal and vertical directions. This effectively ensures that the vehicle can change direction quickly at high speeds and will not capsize due to sudden turns at high speeds, thus achieving high maneuverability.

[0044] This invention incorporates a shock-absorbing glider unit 4 at the bottom of the vehicle. While ensuring rigid connection and support, the glider unit 4 reduces wave disturbance to the vehicle body. Its working principle is that when waves pass over the vehicle body 1, the glider unit 4 and the balancing wing 3 oscillate with the wave's ripples or troughs. Simultaneously, the vehicle rotates around its center, thus reducing wave disturbance to the vehicle body 1. Its anti-wave performance, especially at high speeds, is a capability not found in conventional vehicles. Furthermore, the springs, hydraulic oil, and pistons within the glider unit 5 allow for rapid response to environmental forces, reducing environmental interference and enabling it to withstand greater passive loads. This achieves advantages such as high-speed shock absorption and reduced frictional resistance. The invention's dual-sided balancing wing 3 design effectively resists waves in the water, preventing wave interference to the vehicle body and enabling ultra-high-speed underwater navigation, representing a technological breakthrough. The invention features an irrigation system that can actively control the pumping of seawater in and out. When water enters the internal storage space, the vehicle begins to sink. Once a certain water level is reached, the storage space is fully submerged. The irrigation system significantly accelerates the vehicle's entry and exit from the water, enabling rapid navigation. The main thruster 2 at the tail of the vehicle effectively prevents capsizing due to excessive speed, thus improving agility and stability at high speeds. The invention employs superior underwater sensors that can automatically plan navigation routes, autonomously avoid obstacles along the path, and effectively enhance navigation safety and maneuverability. The high-pressure gas cylinder 13 is independently connected to the irrigation regulating chamber 14, the first ballast water tank 11, the second ballast water tank 12, and the tilting water tank 8. The air volume of the irrigation regulating chamber 14, the first ballast water tank 11, the second ballast water tank 12, and the tilting water tank 8 is adjusted by venting air to regulate the water volume of these chambers, thereby achieving their respective functions.

[0045] The embodiments of the present invention disclosed above are merely illustrative of the invention. These embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention.

Claims

1. A multi-mode, high-speed, all-ocean-area underwater vehicle, characterized in that: It includes a main cabin (1), a main thruster (2), a balancing wing (3), and a glider unit (4). The main thruster (2) is located at the tail of the main cabin (1). The balancing wing (3) is located on both sides of the tail of the main cabin (1). A connecting mechanism is provided inside the balancing wing (3), and the balancing wing (3) is connected to the main cabin (1) through the connecting mechanism. The glider unit (4) is located at the bottom of the main cabin (1). The glider unit (4) includes a glider assembly and a glider (40). The glider assembly includes a pair of gliders connected to the main cabin (1). 1) A main shaft (42) connected to the bottom and a pair of support shafts connected to the glider (40). The main shaft (42) is a stepped shaft. A partition flange (51) is provided on the main shaft (42). The partition flange (51) is connected to the cylinder body (55). The partition flange (51) divides the cylinder body (55) into an upper cylinder body and a lower cylinder body. Hydraulic oil is filled in both the upper cylinder body and the lower cylinder body. An upward oil change valve (45) and a downward oil change valve (44) are provided on the partition flange (51). The upward oil change valve (45)... 5) The lower cylinder body is connected to the upper cylinder body and the lower cylinder body respectively. The upper cylinder body is sealed by the upper cover plate (43). A first piston (49) is installed in the upper cylinder body. A first spring is installed between the first piston (49) and the partition flange (51). The first piston (49) is sleeved on the main shaft (42). The lower cylinder body is sealed by the lower cover plate (47). A second piston (53) is installed in the lower cylinder body. A second spring (52) is installed between the second piston (53) and the partition flange (51). A third spring (54) is provided between the lower cover plate (47) and the lower cover plate (47). The lower cover plate (47) is fixed on the cylinder body (55). The support shaft is hinged on the glider (40). The second piston (53) is fixed on the support shaft. The end of the support shaft is provided with a groove, which is sleeved on one end of the main shaft (42). The movement of the glider (40) drives the second piston (53) to move, thereby compressing the hydraulic oil from the directional oil change valve (44) into the upper cylinder body, thereby slowing down the movement of the glider (40) and achieving shock reduction through damping deceleration.

2. The multi-mode high-speed all-sea underwater vehicle according to claim 1, characterized in that: A thruster (27) is provided in the middle of the balance wing (3). The connecting mechanism includes a connecting shaft (57) and a linkage group. A first rotating shaft (56) is provided on the lower side of the balance wing (3). One end of the connecting shaft (57) is hinged to the first rotating shaft (56), and the other end is connected to the main cabin (1). The linkage group includes a first link (58), a second link (60), a third link (62), and a fourth link. The second link is L-shaped and is hinged to the first link. One end of the second link is hinged to the third link, and the other end of the second link is hinged to the fourth link. The ends of the third link and the fourth link are both piston structures. The third link and the fourth link are located in two cavities of the hydraulic cylinder, and the two cavities are connected through the third cavity. There is hydraulic oil in the third cavity. The third link is longer than the fourth link. The area enclosed by the skin (65) that wraps around the balance wing (3) is filled with damping gas (64).

3. The multi-mode high-speed all-sea underwater vehicle according to claim 1, characterized in that: The main cabin (1) is a multi-section independent sealed cabin, which includes a functional cabin and a manned cabin (9). The manned cabin (9) is located above the middle of the aircraft. The bottom of the functional cabin is provided with a tilting water tank (8), a ballast water tank, a flow regulation tank (14) and a fuel tank (18) from front to back. The front of the main cabin (1) is provided with a fin (29).

4. A multi-mode high-speed all-sea underwater vehicle according to claim 3, characterized in that: The bottom of the tilt tank (8) is equipped with a tank valve (28), the top of the tilt tank (8) is equipped with a range and flight status control unit (7), the front of the tilt tank (8) is equipped with a communication control unit (6), and the front of the communication control unit (6) is equipped with a navigation sonar (5).

5. A multi-mode high-speed all-sea underwater vehicle according to claim 3, characterized in that: The ballast water tank includes a first ballast water tank (11) and a second ballast water tank (12). An independent battery compartment (10) is provided above the first ballast water tank (11) and the second ballast water tank (12). A manned cabin (9) is provided above the battery compartment (10). A first valve (25) is provided at the bottom of the first ballast water tank (11). The bottom of the first ballast water tank (11) is connected to the glider unit (4). A second valve (26) is provided at the bottom of the second ballast water tank (12).

6. A multi-mode high-speed all-sea underwater vehicle according to claim 5, characterized in that: A flow regulation chamber (14) is provided behind the second ballast water tank (12). Multiple sets of high-pressure gas cylinders (13) are provided above the flow regulation chamber (14). The flow regulation chamber (14) is connected to the second exhaust valve (20) through the exhaust pipe (19). The second exhaust valve (20) is open to the outside.

7. A multi-mode high-speed all-sea underwater vehicle according to claim 6, characterized in that: A filter (30) is installed inside the second exhaust valve (20). The second exhaust valve (20) is connected in sequence to the first one-way valve (31), the motor (32) and the first solenoid valve (33) through the exhaust pipe (19). The distal end of the first solenoid valve (33) is connected to the irrigation regulating chamber (14) and the compressor (34) respectively. The other end of the compressor (34) is connected in sequence to the second solenoid valve (35), the high-pressure gas cylinder (13), the third solenoid valve (36) and the second one-way valve (37) through the exhaust pipe (19). The other end of the second one-way valve (37) is connected to the irrigation regulating chamber (14) through the exhaust pipe (19). A water level sensor (38) is installed inside the irrigation regulating chamber (14). A second irrigation valve (39) and a third irrigation valve (40) are installed at the bottom of the irrigation regulating chamber (14). A vortex pump (41) is installed inside the second irrigation valve (39).

8. A multi-mode high-speed all-sea underwater vehicle according to claim 7, characterized in that: The high-pressure gas cylinder (13) is independently connected to the irrigation regulating chamber (14), the first ballast water chamber (11), the second ballast water chamber (12), and the tilting water chamber (8).

9. A multi-mode high-speed all-sea underwater vehicle according to claim 3, characterized in that: A fuel tank (18) is located behind the flow regulating chamber (14), and an internal combustion engine (21) is located behind the fuel tank (18). The fuel tank (18) is connected to the internal combustion engine (21). An air cylinder (17) is located above the fuel tank (18). The air cylinder (17) is connected to the internal combustion engine (21). An electric push rod (16) is located above the air cylinder (17). A first exhaust valve (15) is located above the electric push rod (16). The first exhaust valve (15) is connected to the outside.

10. A multi-mode high-speed all-sea underwater vehicle according to claim 9, characterized in that: The output end of the internal combustion engine (21) is connected to the coupling (22), the other end of the coupling (22) is connected to the torque sensor (23), the other end of the torque sensor (23) is connected to the rotating main shaft (24), the other end of the rotating main shaft (24) is connected to the main thruster (2), the main thruster (2) includes a blade (66), a tilt adjustment device (67) and a horizontal swing device (68), the blade (66) is connected to the tilt adjustment device (67), the other end of the tilt adjustment device (67) is connected to the horizontal swing device (68), and the other end of the horizontal swing device (68) is connected to the rotating main shaft (24).

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