Oscillating-foil underwater vehicle stabilization device and underwater vehicle

Abstract

The application discloses a cycloidal propeller underwater vehicle stabilizer and underwater vehicle, which comprises symmetrical tilt stabilizer modules arranged on both sides of the longitudinal section of the vehicle, and the stabilizer module comprises a rotating disc assembly, a blade, an eccentric control assembly and a variable-pitch connecting rod assembly; the rotating disc assembly is a lower disc driven to rotate by a driving device, and is provided with a plurality of blade shafts; the blade is connected with the lower disc to rotate through the blade shafts; the eccentric control assembly comprises X-direction and Y-direction sliding modules which are orthogonal to the sliding direction, are used to be connected with the intermediate connecting disc of the variable-pitch connecting rod assembly to rotate and change the eccentric distance; the variable-pitch connecting rod assembly is composed of a plurality of connecting rods and the intermediate connecting disc; the connecting rod is connected with a rocker arm connected with the blade shaft and the intermediate connecting disc; the eccentric position of the intermediate connecting disc is steplessly adjusted through the X-direction and Y-direction sliding modules; when the lower disc rotates, the blade forms a cycloidal propeller to generate thrust perpendicular to the rotation axis; the application can respectively adjust the amplitude and the action frequency, and has strong working condition adaptability.

Description

Technical Field

[0001] This invention relates to a roll reduction device for an underwater vehicle and an underwater vehicle, and particularly to a roll reduction device for a cycloidal propeller-type underwater vehicle and an underwater vehicle. Background Technology

[0002] Underwater vehicles are susceptible to rolling due to factors such as lateral currents, wave disturbances, and unstable wakes during complex sea conditions, low-speed navigation, hovering operations, and precision surveys. Rolling leads to instability in the vehicle's attitude, affecting the accuracy of sonar detection, image acquisition, mapping and positioning, and the operation of equipment. Therefore, effective active roll reduction devices are required.

[0003] Existing roll reduction technologies mainly include roll fins, differential propulsion, reaction torque devices, and roll reduction devices based on the cycloidal propeller principle. Roll reduction devices based on the cycloidal propeller principle can achieve periodic pitch changes during rotation through circumferentially arranged vertical blades, outputting controllable alternating hydrodynamic force even at low speeds or in hovering states. However, its output characteristics are primarily determined by the main drive speed; when it is necessary to adjust the roll reduction torque according to different roll conditions, this is often only achievable by changing the drive motor speed.

[0004] However, adjusting the roll reduction effect solely by changing the drive motor speed has significant limitations. On the one hand, changes in motor speed simultaneously alter the motion frequency of the rotating disk assembly and the rhythm of the blade action, making it difficult to separately adjust the output frequency and amplitude of the roll reduction torque. On the other hand, the required amplitude of the roll reduction torque varies depending on sea state, loading status, and sailing attitude, making it difficult to achieve precise control of the roll reduction torque amplitude while maintaining a matching roll reduction frequency solely by relying on speed changes. Summary of the Invention

[0005] To address the shortcomings of the prior art, this invention provides a roll reduction device for a cycloidal propeller-type underwater vehicle, solving the problem that the output frequency and output amplitude of the roll reduction torque are difficult to adjust separately. Another objective of this invention is to provide an underwater vehicle.

[0006] The technical solution of this invention is as follows: A cycloidal propeller-type underwater vehicle anti-roll device includes anti-roll modules symmetrically and obliquely installed on both sides of the longitudinal section of the underwater vehicle. Each anti-roll module includes a rotating disk assembly, blades, an eccentric control assembly, and a pitch-changing linkage assembly. The rotating disk assembly has a lower disk, which is driven to rotate by a driving device. The lower disk has several blade shafts, and the blades are rotatably connected to the lower disk through the blade shafts. The eccentric control assembly includes an X-axis sliding module and a Y-axis sliding module orthogonally arranged in sliding directions. The plane formed by the X and Y directions is parallel to the rotation plane of the lower disk. The X-axis sliding module is driven to translate by the X-axis sliding module. The slider of the Y-axis sliding module is rotatably connected to the intermediate connecting plate of the variable pitch linkage assembly. The variable pitch linkage assembly includes several connecting rods and the intermediate connecting plate. One end of the connecting rod is connected to the blade shaft through a rocker arm, and the other end of the connecting rod is hinged to the intermediate connecting plate. The X-axis sliding module and the Y-axis sliding module steplessly adjust the position of the intermediate connecting plate in the X and Y directions, changing the eccentric position of the central connecting plate on the rotation plane of the lower disk. When the lower disk rotates, the blades form a cycloidal propeller that generates a thrust orthogonal to the rotation axis of the lower disk.

[0007] Furthermore, the X-axis sliding module and the Y-axis sliding module are self-locking lead screw modules.

[0008] Furthermore, it includes a planetary gear transmission mechanism, wherein the planetary gear rotation mechanism includes a sun gear, planet gears and a ring gear, the ring gear is fixedly set, the cage of the planet gear is fixedly connected to the lower disk through a support column, the sun gear is provided with a hollow shaft, the central drive assembly drives the central shaft to rotate, and the X-axis sliding module is fixedly connected to an upper control shaft, the upper control shaft passing through the central shaft.

[0009] Furthermore, the number of blades is not less than four, and the blades are evenly distributed around the circumference of the lower disk.

[0010] Furthermore, the chord length of the blade is 0.12 to 0.20 times the rotation diameter of the blade.

[0011] Furthermore, the effective lever arm length of the rocker arm is 0.35 to 0.60 times the blade chord length.

[0012] Furthermore, the maximum eccentricity of the intermediate connecting disk relative to the lower disk is 0.25 to 0.35 times the rotation diameter of the blade.

[0013] Another technical solution of the present invention is as follows: an underwater vehicle, including the aforementioned cycloidal propeller-type underwater vehicle roll reduction device.

[0014] Furthermore, the downward tilt angle of the rotation axis of the lower disk is 15° to 25°, the longitudinal length of the underwater vehicle is L, and the installation position of the anti-roll module is 0.48L to 0.52L from the bow.

[0015] Furthermore, it includes an attitude sensor and a controller. The attitude sensor is used to detect the roll angle, roll rate, and sway rate of the underwater vehicle. The controller adjusts the rotational speed and rotational phase of the central drive component of the roll reduction module on both sides of the underwater vehicle, as well as the offset vector of the eccentric control component in the X and Y directions, according to the roll angle, roll rate, and sway rate, to perform roll reduction, anti-sway, or combined attitude control.

[0016] Compared with the prior art, the advantages of the technical solution provided by the present invention are as follows: 1. This invention adjusts the eccentricity by setting an eccentric control component, enabling the cycloidal propeller-type roll damping device to adjust the periodic pitch amplitude of the blades according to the roll conditions during operation, thereby regulating the output amplitude of alternating hydrodynamics and roll damping torque. Compared to methods that only adjust the drive motor speed to change the roll damping effect, this invention adds eccentricity adjustment as a control dimension in addition to speed regulation, making the amplitude adjustment of the roll damping torque and the frequency adjustment relatively independent control relationships, thus making it more suitable for adapting to different sea conditions, different roll amplitudes, and different control requirements.

[0017] 2. Existing technologies use a fixed eccentricity. To change the magnitude of the anti-rolling torque, the only method typically involves adjusting the drive motor speed to alter the blade motion rhythm and fluid interaction intensity. However, changes in motor speed also affect the device's operating frequency, causing the anti-rolling torque amplitude control and frequency control to be coupled, making it difficult to simultaneously meet the requirements of anti-rolling response speed, control accuracy, and frequency matching. This invention, employing an adjustable eccentricity structure, can directly change the blade periodic pitch amplitude while maintaining a relatively stable operating speed of the rotating disk assembly, thereby altering the anti-rolling torque amplitude. This is a technical effect that is difficult to achieve by simply changing the drive speed.

[0018] 3. The eccentric adjustment structure in this invention can reliably fix the position of the slider under alternating hydrodynamic loads and rotating centrifugal loads, reducing the risk of eccentric position drift, thereby ensuring the stability and repeatability of the blade periodic pitch variation law, further improving the stability of the anti-roll torque output, and avoiding the reduction of anti-roll effect or the increase of control error due to inaccurate changes in eccentricity.

[0019] 4. The present invention adopts anti-roll modules symmetrically arranged on the port and starboard sides. By controlling the eccentricity direction, eccentricity magnitude, rotation speed and phase relationship of the port and starboard modules, a pair of forces of equal magnitude and opposite direction can be formed in the vertical direction to form a control torque to suppress roll. At the same time, the lateral component can be used to achieve anti-sway or attitude-assisted control as needed, and it has good comprehensive control capabilities.

[0020] 5. The invention has a compact overall structure, which is suitable for active roll reduction in low-speed, hovering and complex sea conditions of underwater vehicles, and is also easy to install, seal and integrate. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of a single anti-shake module of the present invention.

[0022] Figure 2 This is a schematic diagram of the structure of a single anti-shake module of the present invention without the sealing housing.

[0023] Figure 3 This is a side view of the structure of a single anti-shake module of the present invention with the sealing housing removed.

[0024] Figure 4 This is a schematic diagram of the structure of a single anti-sway module of the present invention, excluding the sealing housing and planetary gear transmission mechanism.

[0025] Figure 5 This is a side view of a single anti-sway module of the present invention, with the sealing housing and planetary gear transmission mechanism removed.

[0026] Figure 6 This is a schematic diagram of the installation of the device of the present invention on an underwater vehicle.

[0027] Figure 7 This is a schematic diagram showing the symmetrical installation of the anti-roll modules on the port and starboard sides of the present invention on an underwater vehicle.

[0028] Figure 8 This is a schematic diagram of the decomposition of the port and starboard vector thrust and the force rectangle under the anti-rolling condition of the present invention. Detailed Implementation

[0029] The present invention will be further described below with reference to embodiments. It should be understood that these embodiments are only for illustrating the present invention and are not intended to limit the scope of the present invention. After reading this description, any modifications of this description in various equivalent forms by those skilled in the art will fall within the scope defined by the appended claims.

[0030] like Figure 1 and Figure 6 As shown, the roll reduction device for the cycloidal propeller-type underwater vehicle in this embodiment includes a roll reduction module 100 on the port side and a roll reduction module 100 on the starboard side, which are symmetrically arranged on both sides of the longitudinal section of the underwater vehicle's center of gravity. Each roll reduction module 100 includes a sealed housing 1, a rotating disk assembly 2, a planetary gear transmission mechanism 3, a blade 4, an eccentric control assembly 5, and a pitch-changing linkage assembly 6.

[0031] The sealed housing 1 is a cylindrical structure, and its internal cavity is used to arrange and protect the rotating disk assembly 2, the planetary gear transmission mechanism 3, the eccentric control assembly 5, and the variable pitch linkage assembly 6 to adapt to the underwater working environment.

[0032] Please combine Figure 2 , Figure 3 As shown, the rotating disk assembly 2 is disposed inside the sealing housing 1, including a lower disk 21 and four support columns 22 vertically fixedly connected at four equal circumferential positions on the surface of the lower disk 21. The lower disk 21 is disposed near the bottom of the sealing housing 1. In some embodiments, it can be rotated and supported by the bottom of the sealing housing 1 and maintain its axial position.

[0033] The drive unit (not shown in the figure, but usually located inside the underwater vehicle) drives the rotation of the lower disk 21 via a planetary gear transmission mechanism 3. Specifically, the planetary gear transmission mechanism 3 is arranged above the lower disk 21 and includes a sun gear 31, planet gears 32, and a gear ring 33. The gear ring 33 is fixedly installed inside the sealed housing 1. The sun gear 31 has a hollow rotating shaft 34 and is coaxially arranged with the lower disk 21. The drive unit drives the hollow rotating shaft 34 to rotate, thereby causing the sun gear 31 to rotate. The aforementioned support column 22 on the surface of the lower disk 21 serves as part of the planetary gear cage 35. The planet gears 32 are rotatably mounted on the support column 22 and simultaneously mesh with the gear ring 33 and the sun gear 31. Thus, when the sun gear 31 rotates, the planet gears 32 rotate on their own axes and revolve around the sun gear 31, thereby driving the lower disk 21 to rotate via the cage.

[0034] The blades 4 are mounted on the lower disk 21. In this embodiment, there are preferably four blades 4, which are evenly distributed along the circumference of the lower disk 21, and the division angle between adjacent blades 4 is 90°. Specifically, four blade shafts 7 are rotatably arranged on the lower disk 21 at four circumferentially divided positions. The blade shafts 7 extend downward and protrude from the bottom surface of the sealing housing 1. The blades are fixedly connected to the blade shafts 7.

[0035] Please combine Figure 3 , Figure 4 and Figure 5As shown, the eccentric control assembly 5 and the variable pitch linkage assembly 6 are located between the planetary gear transmission mechanism 3 and the lower disk 21. A fixed upper control shaft 51 passes through the hollow rotating shaft 34. The lower end of the upper control shaft 51 is connected to the eccentric control assembly 5. The upper control shaft 51 can be connected to the hollow rotating shaft 34 via a slewing bearing, allowing the two to rotate relative to each other. The eccentric control assembly 5 specifically includes an X-axis sliding module 52 and a Y-axis sliding module 53 with their sliding directions orthogonally arranged. The plane formed by the X and Y directions is parallel to the rotation plane of the lower disk 21. The Y-axis sliding module 53 is driven to translate by the X-axis sliding module 52, and the slider of the Y-axis sliding module 53 is fixedly connected to the lower control shaft 54. The lower control shaft 54 ​​is used to connect the variable pitch linkage assembly 6, specifically to the intermediate connecting disk 61 of the variable pitch linkage assembly 6 via a lower slewing bearing, allowing the lower control shaft 54 ​​and the intermediate connecting disk 61 to rotate relative to each other. Driven by the X-axis sliding module 52 and the Y-axis sliding module 53, the position of the lower control shaft 54 ​​relative to the rotation axis of the lower disk 21 can be changed, which means changing the eccentricity distance and eccentricity direction relative to the rotation center of the blade 4. A trapezoidal lead screw or a ball screw with a braking structure can be used to balance adjustment accuracy and position holding capability.

[0036] In addition to the intermediate connecting plate 61, the variable pitch linkage assembly 6 also includes a connecting rod 63 and a rocker arm 62. The head end of the rocker arm 62 is fixedly installed on one end of the blade shaft 7 inside the sealed housing 1. One end of the connecting rod 63 is hinged to the end of the rocker arm 62, and the other end of the connecting rod 63 is hinged to the intermediate connecting plate 61. Thus, when the lower disc 21 rotates, causing the blade shaft 7 to rotate, the blade shaft 7 itself rotates due to the pulling action of the rocker arm 62 and the connecting rod 63. When the eccentric control assembly 5 finally drives the lower control shaft 54 ​​to move, the offset of the intermediate connecting plate 61 relative to the rotation center changes accordingly, thereby changing the periodic push-pull amplitude of each connecting rod 63 on the rocker arm 62. The larger the eccentricity, the larger the periodic pitch amplitude of the blade 4, and the greater the amplitude of the alternating hydrodynamic force and anti-rolling torque output by the device; when the eccentricity decreases, the periodic pitch amplitude of the blade 4 decreases, and the amplitude of the output anti-rolling torque decreases accordingly. The blades 4 form a cycloidal propeller that generates thrust orthogonal to the rotation axis (i.e., the center of rotation) of the lower disk 21.

[0037] Therefore, this invention, through the cooperation of the eccentric control component 5 and the variable pitch linkage component 6, forms an adjustable eccentricity structure, so that the output amplitude of the roll reduction device no longer depends solely on the drive speed for adjustment. In a traditional fixed eccentricity structure, if the roll reduction effect needs to be changed, the output can usually only be indirectly changed by changing the drive speed of the rotating disk component 2. This will simultaneously affect the device's operating frequency and output amplitude, making it difficult to balance control accuracy under different roll conditions. Especially when the target roll response frequency is already basically matched, if the roll reduction torque is increased or decreased simply by raising or lowering the drive speed, the device will often deviate from the optimal operating frequency, resulting in a decrease in roll reduction accuracy. However, this invention, by adjusting the offset of the intermediate connecting disk 61 relative to the rotation center through the eccentric control component 5, can directly change the periodic pitch amplitude of the blade 4 while keeping the drive speed basically unchanged or only making small adjustments, thereby achieving rapid adjustment of the roll reduction torque amplitude.

[0038] When the sea state is relatively calm and the roll amplitude is small, the eccentricity can be adjusted to a smaller value to reduce the device output and system energy consumption. When the sea state worsens and the roll amplitude increases, the eccentricity can be increased to improve the pitch amplitude of the blade 4 cycle without significantly changing the operating speed of the rotating disk assembly 2, thereby increasing the anti-roll torque output. Therefore, the adjustable eccentricity structure of this invention can adjust the anti-roll force in real time according to changes in operating conditions, enhancing the device's adaptability to complex sea conditions.

[0039] Using a trapezoidal lead screw or ball screw with a braking structure as the X-axis sliding module 52 and Y-axis sliding module 53 ensures the stability of the eccentricity setting during operation. When the device operates under alternating hydrodynamic loads and rotating centrifugal loads, the adjusted position of the lower control shaft 54 ​​can be reliably maintained, reducing eccentricity drift. Because the eccentricity is not easily changed, the offset of the intermediate connecting plate 61 remains stable, and the periodic pitch variation law of each blade 4 also remains stable, thus ensuring good repeatability and consistency of the anti-rolling torque output.

[0040] like Figures 6 to 8 As shown, the anti-roll modules 100 on the port and starboard sides are installed on both sides of the underwater vehicle. The underwater vehicle is also equipped with a controller and attitude sensors. The controller coordinates and controls the drive speed, phase relationship, and eccentricity of the anti-roll modules 100 on both sides based on parameters such as roll angle and roll rate detected by the attitude sensors. Under anti-roll conditions, the output force F of the anti-roll modules 100 on both sides is... 合L and F 合R It can be decomposed into vertical forces F that are equal in magnitude and opposite in direction. Lz and F Rz To create a pair of control forces F in the lateral direction of the aircraft. Ly and F RyThis counteracts the rolling tendency caused by external disturbances. During the control process, the drive speed is mainly used to match the target rolling response frequency, the eccentricity is mainly used to adjust the output amplitude of the anti-roll torque, and the port and starboard phase relationship is mainly used to coordinate the coupling relationship between the vertical and lateral components on both sides.

[0041] To reduce the coupling effect on the vehicle's pitch during roll reduction, the port and starboard roll reduction modules 100 are preferably located near the vehicle's center of gravity section. Based on the overall length L of the underwater vehicle, the installation center of each roll reduction module 100 is preferably located within a range of 0.45L to 0.55L from the bow. This arrangement minimizes the longitudinal lever arm of the vertical force output by the roll reduction module 100 relative to the vehicle's center of gravity, thereby improving the independence of roll control and reducing the additional pitch moment.

[0042] To simultaneously fulfill both the primary function of roll reduction and the auxiliary function of anti-sway, the overall rotation axis of the roll reduction modules 100100 on the port and starboard sides is inclined downwards relative to the horizontal transverse axis of the underwater vehicle, forming an installation tilt angle α. Preferably, α is between 15° and 25°. Within this range, the alternating hydrodynamic force output by the roll reduction module 100 can be decomposed into a large vertical component and a moderate lateral component, which is beneficial for improving the output efficiency of anti-sway moment and for using the lateral component to resist sway disturbances. If the tilt angle is too small, the lateral auxiliary control capability will be insufficient; if the tilt angle is too large, it will weaken the vertical roll reduction component and increase the difficulty of structural layout.

[0043] For ease of explanation of overall parameters, let the maximum diameter of the underwater vehicle be Dv, the outer diameter of the sealed shell 1 be Dm, the outer diameter of the lower disk 21 be Dp, the rotation diameter formed by the centers of the four blade shafts 7 be Dr, the chord length of the blade 4 be c, the axial distance between the sun gear 31 and the lower disk 21 be H, and the maximum eccentricity be e_max.

[0044] The outer diameter Dm of the sealed housing 1 is 0.18 to 0.30 times the maximum diameter Dv of the underwater vehicle, and Dm is 1.10 to 1.30 times the outer diameter Dp of the lower disk 21. This range allows for sufficient space for the planetary gear transmission mechanism 3, the eccentric control assembly 5, the pitch linkage assembly 6, and the sealing installation structure without significantly increasing appendage drag. Furthermore, it ensures a necessary safe operating clearance between the blade 4 and the sealed housing 1, reducing the risk of collision and improving assembly reliability.

[0045] Dr is taken as 0.55 to 0.75 times the outer diameter Dm of the sealing shell 1, and the chord length c of the blade 4 is taken as 0.12 to 0.20 times the diameter of rotation Dr. Using the above ranges can ensure the hydrodynamic response required for roll reduction while taking into account the internal space of the shell, the interference margin between the blades 4, and the resistance control during the rotation of the blades 4, thus making it more suitable for active roll reduction in low-speed and hovering conditions.

[0046] The axial distance H between the sun gear 31 and the lower disk 21 is 0.15 to 0.30 times the rotation diameter Dr. This arrangement provides sufficient circumferential space for the planetary gear cage 35, the eccentric control assembly 5, and the pitch linkage assembly 6, while also helping to control the overall height and keep the module compact.

[0047] The maximum eccentricity e_max of the eccentric control component 5 controlling the intermediate connecting plate 61 is taken as 0.25 to 0.35 times the rotation diameter Dr, and the effective adjustment stroke of both the X-axis sliding module 52 and the Y-axis sliding module 53 of the eccentric control component 5 is not less than 2e_max. Using this range ensures that the periodic pitch variation amplitude of the blade 4 is sufficient to generate a significant anti-rolling torque, while avoiding excessive movement angle of the connecting rod 63, mechanism interference, or local dead points caused by excessive eccentricity. The effective lever arm length of the rocker arm 62 is taken as 0.35 to 0.60 times the chord length c of the blade 4. This setting allows for better transmission matching between the push-pull displacement of the connecting rod 63 and the pitch angle change of the blade 4, avoiding excessively high adjustment sensitivity due to an excessively short rocker arm 62, and also avoiding excessively large structural space occupation due to an excessively long rocker arm 62.

[0048] Taking the SUBOFF standard model as an example, the maximum diameter Dv of the underwater vehicle can be taken as 508mm, and the total length L can be taken as 4356mm. Within the preferred parameter range of this invention, the outer diameter Dm of the sealing shell 1 of each anti-roll module 100 can be taken as 125mm, the outer diameter Dp of the lower disk 21 can be taken as 108mm, the rotation diameter Dr of the blade 4 can be taken as 82mm, the chord length c of the blade 4 can be taken as 14mm, the axial distance H between the sun gear 31 and the lower disk 21 can be taken as 18mm, the maximum eccentricity e_max can be taken as 22mm, the installation tilt angle α can be taken as 20°, and the position of the module installation center along the length of the boat can be taken as 0.48L to 0.52L from the bow.

[0049] To illustrate the application effect of this invention on a SUBOFF-type underwater vehicle, the following exemplary numerical simulation can be used: the underwater vehicle has a displacement of approximately 620 kg, the lateral mounting arm of the port and starboard anti-roll modules 100 relative to the longitudinal centerline of the hull is 0.31 m, and the operating speed of the rotating disk assembly 2 is 110 rpm. With other structural parameters set according to the aforementioned preferred embodiment, when the eccentricity e is 6 mm, 12 mm, 18 mm, and 22 mm, the total anti-roll torque amplitudes formed by the anti-roll modules 100 on both sides are approximately 4.8 N·m, 7.2 N·m, 10.4 N·m, and 12.6 N·m, respectively, corresponding to vertical alternating force amplitudes of approximately 8.0 N, 12.0 N, 16.3 N, and 20.4 N for each module. The above results show that, with the driving speed remaining essentially constant, the anti-roll torque amplitude can be adjusted over a wide range by adjusting the eccentricity.

[0050] Under the same hull size, installation position, and lateral mounting arm, if a traditional differential propeller scheme with a diameter of 100mm is used as a comparison, when the total anti-roll torque is increased from about 5 N·m to about 10.4 N·m, the propeller speed usually needs to be increased from 1600 rpm to 2400 rpm, and the corresponding input power can be increased from about 100W to 180-210W. However, the present invention only needs to adjust the eccentricity from 12mm to 18mm while keeping the operating speed of the rotating disk assembly 2 (2) basically unchanged at about 110 rpm to achieve a similar increase in anti-roll torque. Furthermore, under the low-speed / hovering condition with an initial roll angle of ±8°, the roll peak suppression rate of the traditional differential propeller scheme is about 28%-32%, while the present invention can achieve about 40%-46% when the eccentricity is fixed at 12mm, and about 52%-60% when the eccentricity is adjusted with the roll state in the range of 8-20mm. Therefore, this invention is more suitable for fine adjustment of the anti-roll torque amplitude in low-speed, hovering and complex disturbance conditions of SUBOFF type underwater vehicles.

[0051] In summary, this invention does not primarily aim to provide continuous high-speed propulsion, but rather focuses on utilizing the periodic variable-pitch hydrodynamic effect generated by the cycloidal propeller principle to achieve active roll reduction control. By coordinating the setting of the external dimensions of the sealed housing 1, the axial spacing of the rotating disk assembly 2, the rotation diameter Dr of the blade 4, the blade chord length c, the maximum eccentricity e_max, and the installation tilt angle α, the roll reduction torque output capability and adaptability to operating conditions can be improved while ensuring a compact structure, reliable assembly, and safe operation.

Claims

1. A roll reduction device for a cycloidal propeller-type underwater vehicle, characterized in that, The system includes anti-roll modules symmetrically and obliquely mounted on both sides of the longitudinal section of the underwater vehicle. Each anti-roll module comprises a rotating disk assembly, blades, an eccentric control assembly, and a pitch-changing linkage assembly. The rotating disk assembly has a lower disk that is driven to rotate by a drive device. The lower disk has several blade shafts, and the blades are rotatably connected to the lower disk through the blade shafts. The eccentric control assembly includes an X-axis sliding module and a Y-axis sliding module orthogonally arranged in sliding directions. The plane formed by the X and Y axes is parallel to the rotation plane of the lower disk. The Y-axis sliding module is composed of the X-axis sliding module... The group drives translation, and the slider of the Y-axis sliding module is rotatably connected to the intermediate connecting disk of the variable pitch linkage assembly. The variable pitch linkage assembly includes several links and the intermediate connecting disk. One end of the link is connected to the blade shaft through a rocker arm, and the other end of the link is hinged to the intermediate connecting disk. The X-axis sliding module and the Y-axis sliding module steplessly adjust the position of the intermediate connecting disk in the X and Y directions, changing the eccentric position of the central connecting disk on the rotation plane of the lower disk. When the lower disk rotates, the blades form a cycloidal propeller and generate a thrust orthogonal to the rotation axis of the lower disk.

2. The anti-roll device for cycloidal propeller-type underwater vehicles according to claim 1, characterized in that, The X-axis sliding module and the Y-axis sliding module are self-locking lead screw modules.

3. The anti-roll device for cycloidal propeller-type underwater vehicles according to claim 1, characterized in that, The system includes a planetary gear transmission mechanism, wherein the planetary gear rotation mechanism includes a sun gear, planet gears and a ring gear, the ring gear is fixedly set, the cage of the planet gear is fixedly connected to the lower disk through a support column, the sun gear is provided with a hollow shaft, the central drive assembly drives the central shaft to rotate, and the X-axis sliding module is fixedly connected to an upper control shaft, the upper control shaft passing through the central shaft.

4. The anti-roll device for a cycloidal propeller-type underwater vehicle according to claim 1, characterized in that, The number of blades is no less than four, and the blades are evenly distributed around the circumference of the lower disk.

5. The anti-roll device for a cycloidal propeller-type underwater vehicle according to claim 1, characterized in that, The chord length of the blade is 0.12 to 0.20 times the blade's diameter of rotation.

6. The anti-roll device for a cycloidal propeller-type underwater vehicle according to claim 1, characterized in that, The effective lever arm length of the rocker arm is 0.35 to 0.60 times the blade chord length.

7. The anti-roll device for a cycloidal propeller-type underwater vehicle according to claim 1, characterized in that, The maximum eccentricity of the intermediate connecting disk relative to the lower disk is 0.25 to 0.35 times the rotation diameter of the blade.

8. An underwater vehicle, characterized in that, Includes the anti-roll device for cycloidal propeller-type underwater vehicles as described in any one of claims 1 to 7.

9. The underwater vehicle according to claim 1, characterized in that, The downward tilt angle of the rotation axis of the lower disk is 15° to 25°, the longitudinal length of the underwater vehicle is L, and the installation position of the anti-roll module is 0.48L to 0.52L from the bow.

10. The underwater vehicle according to claim 1, characterized in that, The device includes an attitude sensor and a controller. The attitude sensor is used to detect the roll angle, roll rate, and sway rate of the underwater vehicle. The controller adjusts the rotational speed and rotational phase of the central drive component of the roll reduction module on both sides of the underwater vehicle, as well as the offset vector of the eccentric control component in the X and Y directions, according to the roll angle, roll rate, and sway rate, to perform roll reduction, anti-sway, or combined attitude control.

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