Phase speed regulation multi-mode remote detection underwater vehicle with bow fin

Abstract

The invention discloses a phase speed regulation multi-mode remote detection underwater vehicle with bow fins, and relates to the technical field of underwater vehicles, and the system comprises a boat body composed of a bow open water cabin, a middle pressure-resistant cabin and a stern open water cabin; the movable battery pack is arranged in the middle pressure-resistant cabin and is used for adjusting the gravity center of the aircraft and generating a longitudinal tilting moment; the phase speed regulation vector thruster part is arranged in a stern open water cabin and used for providing propulsive force and controlling the course and the posture; the fixed bow fin is fixedly installed on the outer surface of the boat body, located in front of the bow or the gravity center of the aircraft and used for reducing the course and trim attitude static stability margin of the aircraft. The non-driven passive lodging antenna is mounted in a stern open water cabin, is used for keeping upright in a water surface or shallow water state to complete communication, and is passively lodged into a boat body in an underwater state; the method has the advantages that the task adaptability is improved, the energy consumption is reduced, the dynamic response capability is enhanced, and the communication resistance is reduced, so that the endurance mileage and the energy efficiency are improved.

Description

Technical Field

[0001] This invention relates to the field of underwater vehicle technology, and specifically to a phase-controlled, multi-mode, long-range detection underwater vehicle with a bow fin. Background Technology

[0002] With the continuous growth in demand for ocean observation and exploration, long-range underwater vehicles (UVs) play a crucial role in marine resource development. Currently, the mainstream equipment is mainly divided into two categories: long-range underwater gliders and long-range autonomous underwater vehicles (AUVs). Their typical operating modes include profile motion and constant-depth or constant-altitude cruise. The profile motion mode forms a sawtooth trajectory through periodic surfacing and diving, suitable for measuring water body parameter profiles; the constant-depth or constant-altitude cruise mode focuses on long-distance, continuous horizontal coverage mapping.

[0003] However, existing technologies face multiple challenges. Regarding mission adaptability, traditional underwater gliders can only perform profile motion, failing to meet diverse mission requirements. Hybrid-drive underwater gliders, while attempting to integrate profile motion and depth-holding capabilities, require multiple control units, including variable buoyancy systems, wings, servos, and propellers, significantly increasing system complexity and making control strategies cumbersome. Long-range autonomous underwater vehicles (AUVs) primarily use fin-rudder control, performing well in depth-holding cruise, but relying on rudder surfaces and propellers to maintain large pitch angles during profile motion results in excessive energy consumption and limited pitch adjustment range. In terms of propulsion technology, phase-controlled vector propulsion offers advantages such as simple structure and high reliability. However, existing underwater vehicles typically place antennas, fins, and other appendages at the stern to shift the hydrodynamic point of action and improve stability, but this arrangement, while increasing stability, reduces the maneuverability of phase-controlled vector propulsion. Furthermore, during the profiling process, to maintain a diving attitude with a large pitch angle, the phase-controlled vector thruster needs to continuously output a large vector thrust, resulting in increased power consumption and difficulty in long-term stable operation. Regarding the communication system, the exposed overhead wires on which surface communication relies generate significant additional drag during underwater navigation, directly reducing navigation efficiency. While some solutions employing active-drive tilting mechanisms can reduce drag, they increase mechanical complexity and additional power consumption, which is detrimental to the sustainable execution of long-duration, long-range maritime missions.

[0004] The aforementioned shortcomings collectively limit the vehicle's range, mission flexibility, and energy efficiency, necessitating breakthroughs through innovative design. Summary of the Invention

[0005] In view of this, the present invention provides a phase-controlled speed-regulating multi-mode long-range underwater vehicle with a bow fin, which has the advantages of improving mission adaptability, reducing energy consumption, enhancing dynamic response capability, reducing communication resistance, thereby improving range and energy efficiency.

[0006] This invention provides a phase-controlled, multi-mode, long-range underwater vehicle with a bow fin, comprising: The hull includes a bow open water tank, a mid-section pressure tank, and a stern open water tank; The movable battery pack, located in the central pressure chamber, is used to adjust the aircraft's center of gravity by changing its own position, thereby generating a pitching moment. Phase-controlled vector thrusters, partially located in the open water tanks at the stern, are used to provide propulsion and control the vehicle's heading and attitude; Fixed bow fins are fixedly installed on the outer surface of the hull and located in front of the bow or center of gravity of the vehicle. They are used to generate additional hydrodynamic forces when the sideslip angle and angle of attack of the vehicle change, so as to move the equivalent hydrodynamic action point forward and reduce the static stability margin of the vehicle's heading and pitch attitude. The undriven passive collapsing antenna is installed in the open water tank at the stern. It is used to maintain an upright position for communication in water surface or shallow water conditions, and to passively collapse into the hull by water pressure when underwater.

[0007] Compared with the prior art, the present invention has the following beneficial effects: (1) The present invention uses a phase-controlled vector thruster to achieve heading and attitude control, without the need for a buoyancy adjustment system and a traditional control surface mechanism, thereby improving system reliability and reducing cost. The freed-up cabin space and weight margin can be used to increase battery capacity.

[0008] (2) The present invention has multiple working modes such as profile movement and fixed depth and fixed altitude navigation, and can be equipped with different marine exploration sensors according to mission requirements to realize remote observation of profile data and fixed depth and fixed altitude data.

[0009] (3) The underwater vehicle of the present invention is equipped with a movable battery pack. By changing the position of the vehicle's center of gravity, a pitching moment is generated, which can realize large pitch angle profile motion and reduce the power consumption of the phase speed regulation vector thruster in maintaining continuous speed regulation of large pitch angle during long-endurance profile motion.

[0010] (4) The present invention provides a fixed bow fin at the bow or in front of the center of gravity, which can reduce the heading and pitch stability margin of the vehicle and ensure that it can still be stable and controllable and obtain better dynamic response and maneuverability under the condition of using phase-controlled vector thrusters.

[0011] (5) The passive collapsible antenna of the present invention remains upright in the water surface state to complete communication, and can be passively collapsed when working underwater, so that there are no other appendages on the outer surface of the vehicle except for the bow fin, which greatly reduces the navigation resistance. At the same time, the antenna deployment and retrieval do not require power supply from the active drive mechanism, there is no complicated position servo drive mechanism, and no additional power consumption is generated, making it more suitable for long-term missions in the open sea.

[0012] In summary, the phase-controlled multi-mode long-range underwater vehicle with a bow fin provided in this application solves the problems of single mission mode, complex control, and high energy consumption in the prior art by integrating a movable battery pack, a phase-controlled vector thruster, a fixed bow fin, and a passively folded antenna into the hull structure. It has the advantages of improving mission adaptability, reducing energy consumption, enhancing dynamic response capability, reducing communication resistance, thereby improving range and energy efficiency. Attached Figure Description

[0013] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of the overall structure of a phase-controlled multi-mode remote detection underwater vehicle with a bow fin in the upright state according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the overall structure of a phase-controlled multi-mode remote detection underwater vehicle with a bow fin in the case of antenna collapse, according to an embodiment of the present invention. Figure 3 This is a schematic diagram of the structure of the fixed bow fin in a cross-shaped and herringbone layout according to an embodiment of the present invention; Figure label: 1. Bow open water tank; 2. Mid-section pressure tank; 3. Battery pack; 4. Nut; 5. Lead screw; 6. Wire sensor; 7. Servo motor; 8. Antenna; 9. Connecting rod; 10. Cylinder; 11. Asymmetric propeller; 12. Waterproof motor; 13. Stern open water tank; 14. Piston; 15. Navigation and control system; 16. Coupling; 17. Guide rail; 18. Bearing; 19. Fixed bow fin. Detailed Implementation

[0015] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0016] Traditional long-range underwater reconnaissance vehicles (UVs) suffer from high system complexity, cumbersome control strategies, high energy consumption, and limited tilt range when performing diverse missions. Furthermore, the maneuverability of existing phase-controlled vector thrusters is limited by their hydrodynamic layout, and they consume significant power when maintaining large tilt angles. Additionally, exposed communication antennas introduce additional drag, affecting the vehicle's range, while actively driven antenna deployment and retrieval mechanisms further increase system complexity and energy consumption.

[0017] In this regard, such as Figures 1-2 As shown, this application proposes a phase-controlled, multi-mode, long-range underwater vehicle with a bow fin, comprising: The hull includes a bow open water tank 1, a mid-section pressure tank 2, and a stern open water tank 13; A movable battery pack, located in the central pressure chamber 2, is used to adjust the center of gravity of the aircraft by changing its own position, thereby generating a pitching moment; Phase-controlled vector thrusters, partially housed within the stern open water tank 13, are used to provide propulsion and control the vehicle's heading and attitude; The fixed bow fin 19 is fixedly installed on the outer surface of the hull and located in front of the center of gravity or at the bow of the vehicle. It is used to generate additional hydrodynamic force when the sideslip angle and angle of attack of the vehicle change, so as to move the equivalent hydrodynamic action point forward and reduce the static stability margin of the vehicle's heading and pitch attitude. The passively collapsible antenna is installed in the open water tank 13 at the stern. It is used to maintain an upright position for communication when on the surface or submerged, and to passively collapse into the hull by water pressure when underwater.

[0018] The hull is the main structure of the underwater vehicle, and its internal space is divided into different compartments to accommodate various equipment. The bow open water tank 1 is typically designed as a non-sealed open water structure, used to house equipment that requires direct contact with the external environment, such as marine detection sensors. The mid-section pressure tank 2 is designed as a sealed, waterproof structure, capable of withstanding underwater high pressure, and mainly houses environmentally sensitive electronic equipment, control systems, and energy modules. The stern open water tank 13 is also a non-sealed open water structure, typically used to install propulsion devices and some communication equipment.

[0019] A movable battery pack is a battery module that can move in a specific direction inside an aircraft. The movement of this battery pack is intended to change the overall center of gravity of the aircraft, thereby generating a pitch moment to adjust the aircraft's pitch attitude.

[0020] A phase-controlled vector thruster is a device that controls the motion of a spacecraft by adjusting the direction of thrust. Its main function is to provide forward thrust to the spacecraft while simultaneously achieving precise control over the spacecraft's heading and attitude, thus replacing the functions of traditional control surfaces and fixed propellers.

[0021] The fixed bow fin 19 is a wing-shaped structure mounted on the outer surface of the hull of a vehicle and lacking active control capabilities. This bow fin is usually located at the bow or in front of the center of gravity of the vehicle. Its main function is to generate additional hydrodynamic forces through interaction with the water flow during the vehicle's movement, thereby affecting the hydrodynamic characteristics of the vehicle, especially its static stability margins in heading and pitch attitude.

[0022] A passively collapsible antenna is an antenna device that can be deployed and retrieved without the need for an external active power source. When the vehicle is on the surface or in shallow water, the antenna can remain upright for communication; when the vehicle submerges to operate underwater, it passively collapses into the hull due to environmental mechanical forces such as water pressure to reduce drag.

[0023] Specifically, the main structure of the vehicle provided in this embodiment includes a hull, which is internally divided into a bow open water tank 1, a mid-section pressure tank 2, and a stern open water tank 13. The bow open water tank 1 is configured to carry various marine detection sensors, such as a CTD (conductivity, temperature, depth) meter, multibeam sonar, and side-scan sonar, to collect marine environmental parameters. The mid-section pressure tank 2 is configured to house the vehicle's core control system, power module, and other precision electronic equipment, ensuring its normal operation in the high-pressure underwater environment. The stern open water tank 13 is configured to install a propulsion system and communication antennas to provide the vehicle with power and external communication capabilities.

[0024] To enable flexible adjustment of the vehicle's pitch attitude, a movable battery pack is installed inside the vehicle. A servo motor-driven screw-nut mechanism moves the battery pack along a guide rail, achieving linear displacement. By changing the position of the battery pack within the hull, the overall center of gravity of the vehicle is adjusted, causing a change in the relative position of the center of gravity and the center of buoyancy, and generating a pitch moment. This allows the vehicle to adjust its pitch attitude according to mission requirements. For example, in profile motion modes requiring large pitch angles for diving or surfacing, the movable battery pack moves along the guide rail to generate the necessary pitch moment.

[0025] The propulsion and attitude control of the aircraft are achieved by a phase-controlled vector thruster. This thruster outputs different speeds at different phase angles within one revolution via a waterproof motor 12, driving an asymmetric propeller to generate vector thrust. This vector thrust not only provides forward propulsion for the aircraft but also enables it to turn in the horizontal plane and adjust its pitch attitude, achieving precise control of the aircraft's heading and attitude without relying on traditional control surfaces.

[0026] To optimize the hydrodynamic characteristics and improve maneuverability of the vehicle, a fixed bow fin 19 is fixedly installed on the outer surface of the vehicle hull. This fixed bow fin 19 is positioned at the bow or forward of the center of gravity. When the vehicle is moving underwater, and its sideslip angle and angle of attack change, the fixed bow fin 19 interacts with the water flow, generating additional hydrodynamic forces. These additional hydrodynamic forces act on the vehicle, shifting the effective hydrodynamic point of application forward. Consequently, the static stability margin of the vehicle's heading and pitch attitude is reduced, thereby improving the vehicle's dynamic response and agility during maneuvers. For example, in scenarios requiring rapid turns or attitude adjustments, the presence of the fixed bow fin 19 helps the vehicle respond to control commands more quickly.

[0027] To address the drag problem generated by underwater vehicle communication antennas during underwater navigation, this embodiment employs a passively collapsing antenna without a driver. Specifically, in surface or shallow water, the antenna maintains an upright position using pre-pressurized gas to enable wireless communication. When the vehicle submerges, the increased external water pressure overcomes the antenna's supporting force, causing it to passively collapse into the hull, thereby reducing fluid resistance during underwater movement. When the vehicle resurfaces, the external water pressure decreases or buoyancy recovers, and the antenna passively returns to an upright position for renewed communication.

[0028] This embodiment of a phase-controlled, multi-mode, long-range underwater vehicle with a bow fin achieves large pitch angle profile motion by adjusting the center of gravity through a movable battery pack, effectively reducing the power consumption of the phase-controlled vector thruster during long-endurance profile motion. Simultaneously, the fixed bow fin 19 reduces the vehicle's static stability margin, improving the maneuverability and responsiveness of the phase-controlled vector thruster. Furthermore, the undriven, passively collapsing antenna automatically collapses underwater, significantly reducing drag without requiring additional energy consumption, thus effectively improving the vehicle's range and mission sustainability, and addressing the shortcomings of existing vehicles in terms of multi-mode adaptability, maneuverability, and range.

[0029] In one alternative implementation, such as Figure 3 As shown, the fixed bow fin 19 adopts any one of the cross-shaped layout, the herringbone layout, or a combination thereof, and is symmetrically arranged on the outer surface of the hull; at the same time, the fin area and shape parameters of the fixed bow fin 19 are configured to keep the vehicle in a stable and controllable state throughout the entire operating speed range of the vehicle.

[0030] Specifically, the layout of the fixed bow fin 19 can be selected based on the specific needs and hydrodynamic characteristics of the aircraft. A cruciform layout typically consists of two pairs of mutually perpendicular fins, one pair of horizontal fins and one pair of vertical fins, symmetrically mounted on the hull's outer surface. A herringbone layout typically consists of two pairs of fins mounted at a certain angle, also symmetrically arranged. Both of these layouts can improve maneuverability while reducing stability.

[0031] Furthermore, the fin area and shape parameters of the fixed bow fin 19 are key design elements to ensure the stability and controllability of the aircraft. The fin area directly affects the magnitude of hydrodynamic force generated by the fins; a larger area results in greater additional hydrodynamic force at the same speed, but also increases drag. Shape parameters include the airfoil, aspect ratio, and tip angle ratio of the fins, which determine the hydrodynamic efficiency, lift-drag characteristics, and stall characteristics of the fins. To ensure the aircraft remains stable and controllable across the entire operating speed range (from low-speed cruise to high-speed maneuvering), these parameters require refined design and optimization. This typically involves hydrodynamic theoretical calculations, computational fluid dynamics (CFD) simulation analysis, and tank model tests to determine the optimal combination of fin area and shape parameters, ensuring that the fixed bow fin 19 effectively provides the required stability and control margin under various operating conditions, preventing excessive oscillations, instability, or difficulty in maneuvering.

[0032] In one alternative implementation, such as Figures 1-2 As shown, the movable battery pack includes a servo motor 7, a coupling 16, a lead screw 5, a nut 4, a guide rail 17, a battery pack 3, and a bearing 18.

[0033] The servo motor 7 is fixedly connected to the internal frame of the aircraft, and its output shaft is connected to one end of the lead screw 5 via a coupling 16. Bearings 18 are installed at both ends of the lead screw 5 to provide support. The lead screw 5 and the nut 4 form a ball screw pair, with the balls rolling in the helical raceway to reduce friction. The nut 4 is fixedly connected to the battery pack 3 and slidably connected to the guide rail 17.

[0034] Specifically, the servo motor 7 is a motor capable of precisely controlling speed, position, and torque. In this embodiment, it serves as a power source to provide driving force for the precise displacement of the battery pack 3. The servo motor 7 is typically equipped with an encoder, which provides real-time feedback on the rotor position, thereby achieving closed-loop control and ensuring the positioning accuracy of the battery pack 3. It can be a DC servo motor or an AC servo motor, selected based on the internal power characteristics and control precision requirements of the aircraft. The coupling 16 connects the output shaft of the servo motor 7 to one end of the lead screw 5. Its main function is to transmit torque and compensate for radial, angular, or axial deviations between the two shafts, preventing damage to the transmission system due to installation errors or minor deformations during operation, and effectively reducing vibration. The coupling 16 can be a flexible coupling to absorb shocks and vibrations, protecting the servo motor 7 and the lead screw 5. The lead screw 5 and the nut 4 together form a ball screw pair. The lead screw 5 has a helical raceway, and the nut 4 contains balls that roll between the helical raceway of the lead screw 5 and the internal thread of the nut 4. This structure efficiently converts the rotary motion of the servo motor 7 into the linear motion of the nut 4. The ball screw pair is characterized by high transmission efficiency, low friction, high transmission accuracy, and good rigidity, enabling precise and repeatable positioning, making it ideal for applications requiring high-precision linear motion. The guide rail 17 provides support and guidance for the linear motion of the battery pack 3. The battery pack 3, through its sliding connection with the guide rail 17, ensures that it maintains a stable attitude during movement and moves precisely along a preset linear path. The guide rail 17 can be a linear rolling guide or a sliding guide, with the linear rolling guide being more suitable for this application due to its low coefficient of friction, high load-bearing capacity, and good positioning accuracy. The battery pack 3 is the main power source for the aircraft and, in this embodiment, also serves as a movable mass. By changing its relative position within the aircraft, the center of gravity of the aircraft can be effectively adjusted, thereby changing the aircraft's pitch attitude. The battery pack 3 typically consists of multiple battery cells connected in series and parallel, such as a lithium-ion battery pack, to provide sufficient energy and power. Bearings 18 are mounted at both ends of the lead screw 5 to support it and reduce frictional resistance during rotation. Bearings 18 can withstand the radial and axial loads generated by the lead screw 5 during rotation and under axial force, ensuring smooth and precise rotation of the lead screw 5. Deep groove ball bearings or angular contact ball bearings are typically selected to provide good support and low friction.

[0035] When the aircraft needs to adjust its pitch attitude during profile movement or significant changes in depth, the servo motor 7 drives the lead screw 5 to rotate through the coupling 16, which in turn drives the nut 4 to generate linear displacement, thereby causing the battery pack 3 to move back and forth along the guide rail 17 to adjust the aircraft's center of gravity position.

[0036] Through the above technical solutions, the displacement control of the movable battery pack achieves high precision, high efficiency, and high reliability. The servo motor 7 provides precise power output and is connected to the lead screw 5 via the coupling 16, ensuring smooth power transmission. The ball screw pair, consisting of the lead screw 5 and the nut 4, utilizes the rolling of balls within the helical raceway, significantly reducing friction during transmission and greatly improving transmission efficiency and positioning accuracy, avoiding the wear and jamming problems common in traditional sliding or simple threaded transmissions. Under the precise guidance of the guide rail 17, the battery pack 3 can move smoothly along a preset path, and its position information can be precisely controlled. When the vehicle needs to adjust its pitch attitude, the servo motor 7 can quickly respond to control commands, driving the lead screw 5 to rotate, thereby moving the battery pack 3 back and forth along the guide rail 17, achieving precise and rapid adjustment of the vehicle's center of gravity. This precise center of gravity adjustment mechanism enables the vehicle to accurately obtain the required pitch torque when performing planar motion or large-scale depth changes, thus achieving refined control of the vehicle's attitude and significantly improving its maneuverability and mission adaptability.

[0037] In an optional embodiment, the movable battery pack also includes a pull-wire sensor 6. The pull-wire sensor 6 is a sensor used to measure linear displacement. Its working principle typically utilizes a retractable measuring cable, one end fixed to the object being measured (e.g., battery pack 3), and the other end connected to a drum inside the sensor. When the object being measured moves, the cable extends or retracts, causing the drum to rotate. An encoder or potentiometer inside the sensor converts the rotation of the drum into an electrical signal, thereby outputting precise displacement data. The pull-wire sensor 6 has advantages such as compact structure, easy installation, wide measurement range, and high accuracy, making it suitable for applications requiring precise measurement of linear displacement. In this embodiment, the pull-wire sensor 6 is used to acquire the position information of the battery pack 3 in real time, i.e., to monitor the precise displacement of the battery pack 3 on the guide rail 17. By continuously acquiring the displacement data of the battery pack 3, the control system can accurately grasp the current state of the vehicle's center of gravity, providing crucial feedback information for subsequent center of gravity adjustment and attitude control.

[0038] By introducing the aforementioned technical solution and the wire sensor 6, the system can acquire the current position information of the battery pack 3 in real time and with high precision. This position data is fed back to the navigation and control system 15, enabling the control system to accurately determine the actual position of the vehicle's center of gravity. Based on this precise position feedback, the navigation and control system 15 can perform closed-loop control of the servo motor 7, ensuring that the battery pack 3 can accurately move to the preset target position, thereby achieving precise adjustment of the vehicle's pitch attitude. This real-time position monitoring mechanism significantly improves the accuracy and response speed of the movable battery pack in adjusting its center of gravity position, effectively avoiding attitude control deviations caused by inaccurate position information, and thus improving the stability and reliability of the vehicle's pitch attitude adjustment during profile motion or motion with significant depth changes.

[0039] In one alternative implementation, such as Figures 1-2 As shown, the phase-controlled vector thruster includes a waterproof motor 12, an asymmetric propeller 11, a position sensor, and a navigation and control system 15.

[0040] The asymmetric propeller 11 is mounted on the output shaft of the waterproof motor 12. The waterproof motor 12 is the power source for the propulsion system, responsible for converting electrical energy into mechanical energy to drive the propeller's rotation. Since the vehicle operates underwater, the waterproof motor 12 is designed with excellent sealing performance and corrosion resistance to ensure long-term stable operation in the high-pressure underwater environment. It typically employs a high-efficiency brushless DC motor or a permanent magnet synchronous motor to provide sufficient torque and speed to meet the propulsion requirements of the vehicle under different operating conditions. This direct mounting method between the asymmetric propeller 11 and the output shaft of the waterproof motor 12 ensures efficient and compact power transmission, reducing energy loss and mechanical complexity caused by intermediate transmission links.

[0041] In addition, a position sensor is mounted on the waterproof motor 12 to acquire the angular position or phase information of the output shaft of the waterproof motor 12 in real time. This sensor is used to monitor the precise angular position or phase information of the output shaft of the waterproof motor 12 in real time. By acquiring the precise position information of the output shaft, the navigation and control system 15 can accurately determine the current rotation angle of the asymmetric propeller 11, thereby providing accurate feedback data for subsequent phase speed regulation control. The tight integration of the position sensor and the waterproof motor 12 ensures direct and accurate monitoring of the rotational state of the output shaft, providing reliable basic data for achieving fine phase speed regulation control.

[0042] The navigation and control system 15 is electrically connected to the position sensor and the waterproof motor 12 respectively. Based on the feedback from the position sensor, it controls the waterproof motor 12 to output different speeds at different phase angles within one rotation, so as to drive the asymmetric propeller 11 to generate vector thrust.

[0043] In one alternative implementation, the asymmetric propeller 11 has a single-blade structure.

[0044] In one alternative implementation, the undriven passive collapsing antenna includes an antenna 8, a cylinder 10, a piston 14, and a connecting rod 9.

[0045] The antenna 8 and the cylinder 10 are rotatably connected to the internal frame of the aircraft; the piston 14 is slidably disposed in the cylinder 10; a sealed cavity is formed between the cylinder 10 and the piston 14, and the sealed cavity is filled with pre-pressurized gas; one end of the connecting rod 9 is fixedly connected to the piston 14, and the other end is rotatably connected to the antenna 8.

[0046] When the vehicle is on the surface or in shallow water, the pre-compressed gas acts on the piston 14 and provides a supporting torque to the antenna 8 through the connecting rod 9, keeping the antenna 8 upright. When the vehicle dives, the external water pressure increases with depth, pushing the piston 14 to move axially along the cylinder 10, compressing the pre-compressed gas in the sealed cavity. The movement of the piston 14 drives the antenna 8 to rotate around the axis to a folded state through the connecting rod 9. When the vehicle rises to the surface, the external water pressure decreases, the compressed pre-compressed gas expands, pushing the piston 14 to move in the opposite direction, and driving the antenna 8 back to an upright position through the connecting rod 9.

[0047] Specifically, antenna 8 is a device for receiving and transmitting radio signals, and its specific form can be a rod antenna, whip antenna, or other structure suitable for underwater vehicle communication. Its design should consider good communication performance in an upright state and effective concealment within the hull in a collapsed state to reduce water resistance. Cylinder 10 is a cylindrical or similarly shaped cavity that houses piston 14 for reciprocating motion. Cylinder 10 is typically made of corrosion-resistant materials to adapt to the underwater environment. One or both ends can be sealed and rotatably connected to the internal frame of the vehicle to provide a suitable pivot point when antenna 8 is collapsed. Piston 14 is a component located inside cylinder 10 and capable of sliding along the cylinder 10's axis. A seal (such as an O-ring) is formed between piston 14 and the inner wall of cylinder 10 to ensure the airtightness of the sealed cavity inside cylinder 10. The movement of piston 14 directly affects the action of connecting rod 9, thereby controlling the attitude of antenna 8. Link 9 is a mechanical component connecting piston 14 and antenna 8, used to convert the linear motion of piston 14 into the rotational motion of antenna 8. Link 9 is typically a rigid rod, and its length and the design of its connection point are crucial to the rotation angle and torque transmission of antenna 8. One end of link 9 is fixedly connected to piston 14, and the other end is rotatably connected to antenna 8, forming a linkage mechanism.

[0048] Antenna 8 and cylinder 10 are rotatably connected to the internal frame of the vehicle. This connection ensures that antenna 8 and cylinder 10 can rotate around their respective axes, thus enabling antenna 8 to tilt and stand upright. The internal frame provides a stable mounting base and rotation fulcrum for these components. Piston 14 is slidably disposed within cylinder 10, and this sliding motion is the basis for the passive movement of the entire mechanism. Through the sliding of piston 14, changes in external water pressure can be effectively converted into mechanical force, thereby driving changes in the attitude of antenna 8. A sealed cavity is formed between cylinder 10 and piston 14, filled with pre-pressurized gas. The sealed cavity is a closed space formed between cylinder 10 and piston 14, pre-filled with gas at a certain pressure. This pre-pressurized gas provides an outward supporting force when the vehicle is on the surface or in shallow water, counteracting the weight of antenna 8 or external disturbances, keeping it upright. When the external water pressure increases, the pre-pressurized gas is compressed, allowing piston 14 to move. One end of the connecting rod 9 is fixedly connected to the piston 14, and the other end is rotatably connected to the antenna 8. This connection method constitutes a mechanical transmission chain that realizes the attitude change of the antenna 8. The linear motion of the piston 14 is transmitted through the connecting rod 9 and converted into the rotational motion of the antenna 8 around its axis.

[0049] Through the above technical solution, this application provides a compact, passively tilting antenna that requires no external power source. This antenna cleverly utilizes a mechanical linkage mechanism consisting of a cylinder 10, piston 14, connecting rod 9, and pre-compressed gas to convert changes in external water pressure into a driving force for antenna 8 attitude switching. When the vehicle submerges, the increased external water pressure pushes piston 14 to compress the pre-compressed gas, which in turn causes antenna 8 to passively tilt via connecting rod 9, effectively reducing drag and protecting antenna 8. When the vehicle surfaces, the decreased external water pressure causes the compressed pre-compressed gas to expand, pushing piston 14 in the opposite direction, thereby automatically restoring antenna 8 to an upright position, ensuring timely communication. This design not only simplifies the vehicle's control system and reduces energy consumption but also improves the reliability and adaptability of antenna 8 at different operating depths, achieving intelligent, passive management of antenna attitude.

[0050] In one alternative embodiment, the antenna 8 or cylinder 10 is provided with a limiting structure to limit the maximum rotation angle of the antenna 8 around the axis of rotation or to limit the maximum stroke of the piston 14. The design of the limiting structure should ensure stable support and precise positioning when the antenna 8 is in a fully upright or fully collapsed state, while avoiding unnecessary stress concentration on the antenna 8 or cylinder 10.

[0051] Through the above technical solution, the rotation of antenna 8 and the movement range of piston 14 are precisely controlled during the operation of the passively collapsed antenna. The limiting structure effectively prevents excessive rotation of antenna 8 during upright or collapsed operation, ensuring stable switching between preset upright and collapsed positions and avoiding mechanical damage or functional failure caused by excessive movement. Simultaneously, limiting the maximum stroke of piston 14 further ensures the reliability and service life of key components such as cylinder 10, piston 14, and connecting rod 9. This not only improves the overall reliability and durability of the passively collapsed antenna but also ensures that the antenna can accurately and stably perform its functions in different operating modes (surface communication or underwater storage), thereby improving the success rate and safety of long-range reconnaissance missions of the aircraft.

[0052] In one alternative implementation, the vehicle has multiple operating modes. Multiple operating modes refer to the vehicle's ability to switch to different optimized sets of motion control strategies based on preset mission objectives or external commands. This design allows the vehicle to flexibly adapt to diverse oceanographic exploration mission requirements, such as large-scale vertical profiling or long-duration stable horizontal cruising, thereby improving mission adaptability, execution efficiency, and data acquisition quality. The switching and control of these modes are typically decided and executed by the vehicle's internal navigation and control system 15 based on preset programs or real-time sensor data.

[0053] The profile motion mode is designed to enable the vehicle to efficiently climb and dive vertically to collect data at different water depths. In this mode, the vehicle adjusts its pitch attitude via a movable battery pack to maintain a large pitch angle. Specifically, the servo motor 7 in the movable battery pack drives the lead screw 5 to rotate via the coupling 16, causing the nut 4 and the battery pack 3 fixedly connected to it to move back and forth along the guide rail 17, thereby precisely changing the vehicle's center of gravity position. By significantly shifting the center of gravity forward or backward, the vehicle can generate a significant pitch moment, enabling it to climb or dive rapidly at large angles of attack or depression. Simultaneously, the phase-controlled vector thruster provides thrust and controls the heading. The navigation and control system 15 in the phase-controlled vector thruster, based on feedback from the position sensor, controls the waterproof motor 12 to output different speeds at different phase angles within one revolution, driving the asymmetric propeller 11 to generate vector thrust. This vector thrust not only provides forward propulsion, but also maintains the directional stability of the vehicle by precisely adjusting the thrust direction when the vehicle is moving at large pitch angles, ensuring the accuracy of the trajectory of the profile motion.

[0054] Furthermore, the constant depth or constant altitude cruise mode is designed to enable the vehicle to conduct long-term, stable horizontal exploration or cruise at a specific depth or altitude. In this mode, the phase-controlled vector thruster provides propulsion and achieves heading and attitude control. The navigation and control system 15, through precise control of the vector thrust generated by the waterproof motor 12 and the asymmetric propeller 11, not only provides the power to maintain the vehicle's forward movement but also adjusts the direction and magnitude of the thrust in real time to counteract external water flow disturbances, thereby accurately maintaining the vehicle's heading and preset depth or altitude. Simultaneously, a movable battery pack assists in adjusting the pitch attitude. By finely adjusting the position of the battery pack 3, the movable battery pack precisely adjusts the vehicle's center of gravity to compensate for minor pitch changes caused by internal load variations and external environmental disturbances, ensuring that the vehicle maintains an extremely stable horizontal attitude during constant depth or constant altitude cruise, thereby improving the accuracy and reliability of the exploration data.

[0055] Through the above technical solutions, the underwater vehicle of this application can flexibly switch between profile motion mode and constant depth / altitude cruise mode according to different mission requirements. In profile motion mode, the movable battery pack precisely adjusts the pitch attitude to maintain a large pitch angle motion. Combined with the thrust and heading control provided by the phase-controlled vector thruster, the vehicle can efficiently conduct vertical profile detection and acquire data from different water depths. In constant depth or constant altitude cruise mode, the phase-controlled vector thruster provides stable thrust and achieves precise heading and attitude control. At the same time, the movable battery pack assists in adjusting the pitch attitude, ensuring that the vehicle can cruise stably for a long time at a specific depth or altitude, thereby achieving high-precision horizontal detection. This significantly improves the adaptability, efficiency, and data acquisition quality of the vehicle in performing diverse long-range detection missions, optimizes energy utilization, and reduces operational complexity.

[0056] In one alternative implementation, the bow open water tank 1 is used to carry marine exploration sensors to achieve remote detection of profile data or fixed depth and height data.

[0057] By incorporating marine exploration sensors within the bow open water tank 1, the vehicle of this application can directly and effectively acquire aquatic environmental parameters. This configuration allows the vehicle to continuously collect data at different water depths during profile movement mode, forming complete vertical water profile information; while in constant depth or constant altitude cruise mode, it can continuously acquire horizontal distribution data at specific depths or altitudes. Since the bow open water tank 1 is directly connected to the external water body, the sensors can interact with the water body without obstruction, ensuring the accuracy and real-time nature of the detection data. Combined with the vehicle's existing multi-mode movement capabilities, this solution greatly expands the vehicle's application scope, enabling it to flexibly adapt to different marine exploration mission requirements and providing efficient and accurate long-range detection methods for fields such as marine environmental monitoring and resource exploration.

[0058] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A phase-controlled, multi-mode, long-range underwater vehicle with a bow fin, characterized in that, include: The hull includes a bow open water tank (1), a mid-section pressure tank (2), and a stern open water tank (13). A movable battery pack is located in the central pressure chamber (2) and is used to adjust the center of gravity of the aircraft by changing its own position, thereby generating a pitching moment; Phase-controlled vector thrusters, partially housed in the stern open water tank (13), are used to provide propulsion and control the course and attitude of the aircraft; Fixed bow fin (19) is fixedly installed on the outer surface of the hull and located in front of the bow or center of gravity of the vehicle. It is used to generate additional hydrodynamic force when the sideslip angle and angle of attack of the vehicle change, so as to move the equivalent hydrodynamic action point forward and reduce the static stability margin of the vehicle's heading and pitch attitude. The undriven passive collapsing antenna is installed in the open water tank (13) at the stern. It is used to keep the antenna upright in the water surface or shallow water to complete communication, and to passively collapse into the hull by water pressure when underwater.

2. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 1, characterized in that, The fixed bow fin (19) adopts any one or a combination of cross-shaped and herringbone-shaped layouts and is symmetrically arranged on the outer surface of the hull. The fin area and shape parameters of the fixed bow fin (19) are configured to keep the hull in a stable and controllable state throughout the full operating speed range of the hull.

3. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 1, characterized in that, The movable battery pack includes: a servo motor (7), a coupling (16), a lead screw (5), a nut (4), a guide rail (17), a battery pack (3), and a bearing (18). The servo motor (7) is fixedly connected to the internal frame of the aircraft, and the output shaft is connected to one end of the lead screw (5) through the coupling (16); the bearing (18) is installed at both ends of the lead screw (5); the lead screw (5) and the nut (4) form a ball screw pair, and the balls roll in the helical raceway to reduce friction; the nut (4) is fixedly connected to the battery pack (3) and slidably connected to the guide rail (17); When the aircraft needs to adjust its pitch attitude during profile movement or large changes in depth, the servo motor (7) drives the lead screw (5) to rotate through the coupling (16), which drives the nut (4) to generate linear displacement, thereby moving the battery pack (3) back and forth along the guide rail (17) to adjust the center of gravity position of the aircraft.

4. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 3, characterized in that, The movable battery pack also includes a pull-wire sensor (6); the pull-wire sensor (6) is used to acquire the location information of the battery pack (3) in real time.

5. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 1, characterized in that, The phase-controlled vector thruster includes: a waterproof motor (12), an asymmetric propeller (11), a position sensor, and a navigation and control system (15). The navigation and control system (15) is located in the central pressure chamber (2), and the asymmetric propeller (11) is mounted on the output shaft of the waterproof motor (12). The position sensor is mounted on the waterproof motor (12) to obtain the angular position or phase information of the output shaft of the waterproof motor (12). The navigation and control system (15) is electrically connected to the position sensor and the waterproof motor (12) respectively, and is used to control the waterproof motor (12) to output different speeds at different phase angles within one rotation according to the feedback of the position sensor, so as to drive the asymmetric propeller (11) to generate vector thrust.

6. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 5, characterized in that, The asymmetric propeller (11) has a single blade structure.

7. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 1, characterized in that, The undriven passive collapsing antenna includes: antenna (8), cylinder (10), piston (14), and connecting rod (9). The antenna (8) and the cylinder (10) are rotatably connected to the internal frame of the aircraft; the piston (14) is slidably disposed in the cylinder (10); a sealed cavity is formed between the cylinder (10) and the piston (14), and the sealed cavity is filled with pre-pressurized gas; one end of the connecting rod (9) is fixedly connected to the piston (14), and the other end is rotatably connected to the antenna (8); When the vehicle is on the surface or in shallow water, the pre-pressurized gas acts on the piston (14) and provides a supporting torque to the antenna (8) through the connecting rod (9), keeping the antenna (8) upright. When the vehicle dives, the external water pressure increases with depth, pushing the piston (14) to move axially along the cylinder (10), compressing the pre-pressurized gas in the sealed cavity. The movement of the piston (14) drives the antenna (8) to rotate around the axis to a folded state through the connecting rod (9). When the vehicle rises to the surface, the external water pressure decreases, the compressed pre-pressurized gas expands, pushing the piston (14) to move in the opposite direction, and driving the antenna (8) to return to an upright position through the connecting rod (9).

8. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 7, characterized in that, The antenna (8) or cylinder (10) is provided with a limiting structure to limit the maximum rotation angle of the antenna (8) around the axis of rotation or to limit the maximum stroke of the piston (14).

9. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 1, characterized in that, The aircraft has multiple operating modes, including: In the profile motion mode, the pitch attitude is adjusted by a movable battery pack to maintain a large pitch angle motion, and the propulsion is provided by a phase-controlled vector thruster and the heading is controlled. In constant depth or constant altitude cruise mode, propulsion is provided by phase-controlled vector thrusters, which also enable heading and attitude control. A movable battery pack assists in adjusting the pitch attitude.

10. The phase-controlled, multi-mode, long-range underwater vehicle with a bow fin according to claim 9, characterized in that, The bow open water tank (1) is used to carry marine exploration sensors to achieve remote detection of profile data or fixed depth and height data.

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