A transducer towed body and a parameter optimization method thereof
By optimizing the flow guidance system and parameters of the transducer tow body, the towing stability problem of the array tow body structure was solved, and the stability and low-resistance operation of the underwater detection equipment were achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HUNAN UNIV
- Filing Date
- 2026-02-10
- Publication Date
- 2026-06-12
AI Technical Summary
The existing array towed structure has poor towing stability, which leads to the unstable operation of underwater detection equipment in the underwater environment.
By optimizing the overall airflow guidance system of the transducer tow body, adopting a modular splicing airflow guide plate structure, and optimizing the tail fin ratio and pitch angle through simulation software to reduce drag, a stable airflow guidance system is formed.
It improves towing stability, reduces resistance during underwater movement, and ensures stable operation of the detection equipment in the underwater environment.
Smart Images
Figure CN122186368A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of underwater detection technology, specifically to a transducer tow body and its parameter optimization method. Background Technology
[0002] Underwater active sonar technology is one of the core technologies constituting a nation's maritime security and underwater defense system. In the underwater environment, sound waves are the only effective physical medium for long-range detection, which determines the irreplaceable and fundamental role of active sonar systems in underwater target detection, location, tracking, and identification. Currently, underwater active sonar detection generally uses mid-frequency transducers and requires an underwater towed vehicle as its carrier.
[0003] Since individual transducers are difficult to achieve high sound source levels, current common practice is to connect several individual transducer tow bodies together via hinges to form an array tow body structure. The drawback of this approach is that existing array tow body structures only design the airflow for individual transducers before assembling them into an array, without optimizing the overall airflow, resulting in poor overall towing stability. Summary of the Invention
[0004] This invention provides a transducer tow body and its parameter optimization method to solve the technical problem of poor overall towing stability of existing array tow body structures.
[0005] To achieve the above objectives, the present invention adopts the following technical solution.
[0006] A transducer tow body includes a counterweight bin, a tow body body, and a tail fin plate connected sequentially along a first direction; the tow body body includes a plurality of guide plates arranged parallel and spaced along a vertical direction; the guide plates are disc-shaped with streamlined outer surfaces, and a transducer is embedded in the center of the guide plates; the tail fin plate is perpendicular to the guide plates and parallel to the first direction; the first direction is the travel direction of the transducer tow body.
[0007] This invention optimizes the overall flow guidance of the transducer tow body, forming a stable flow guidance system that can effectively suppress lateral forces and prevent left and right deflection, thereby improving towing stability.
[0008] In some embodiments, the front end of the guide plate has a first insertion hole, and the rear end has a second insertion hole; a first support column and a second support column connect adjacent guide plates; the two ends of the first support column are respectively inserted into the first insertion holes of the two adjacent guide plates, and the two ends of the second support column are respectively inserted into the second insertion holes of the two adjacent guide plates, thereby connecting adjacent guide plates. The guide plate of the present invention adopts a modular splicing structure, making the expansion of the guide plate array easier to achieve.
[0009] To suppress tail turbulence and reduce drag, in some embodiments, the thickness of the tail fin gradually decreases from the front to the rear.
[0010] In some embodiments, the counterweight chamber is hollow, and a counterweight platform for placing counterweight blocks is provided inside the counterweight chamber.
[0011] In some embodiments, the counterweight bin is provided with guide vanes on both sides.
[0012] In some embodiments, the outer surface of the counterweight bin is streamlined.
[0013] In some embodiments, the counterweight chamber is provided with a mounting bracket for installing a towing cable, and the top of the mounting bracket has a clearance hole through which the towing cable can pass.
[0014] Based on the same inventive concept, the present invention also provides a method for optimizing the parameters of the above-mentioned transducer carrier, comprising the following steps:
[0015] S11. Select multiple tail fin ratios within the set tail fin ratio range. The tail fin ratio is the ratio of the length of the tail fin to the sum of the lengths of the counterweight compartment and the towing body.
[0016] S12. Import the selected tail fin ratios into simulation software that contains the model of the transducer tow body, and obtain the simulation results of the horizontal stability coefficient corresponding to each tail fin ratio. ;
[0017] S13, Remove values greater than zero. After determining the corresponding tail fin ratio, a second-order polynomial surrogate model is applied to the remaining tail fin ratios. The optimal tail fin ratio is calculated by minimizing the drag coefficient. ;
[0018] S14. Calculate the optimal tail fin ratio based on the second-order polynomial surrogate model. The corresponding drag coefficient calculation results The optimal tail fin ratio is imported into the simulation software to obtain the simulation results of the drag coefficient corresponding to the optimal tail fin ratio. ;
[0019] S15, Judgment and If the error between the two is less than the set error, then select more tail fin ratios within the set tail fin ratio range and return to step S12; if it is less than the set error, then output the optimal tail fin ratio.
[0020] By using the above method, the drag coefficient of the transducer tow body can be minimized while maintaining stability during underwater movement by adjusting the tail fin ratio.
[0021] In some embodiments, the following steps are further included after S15:
[0022] S21. After determining the optimal tail fin ratio, select multiple pitch angles within the set pitch angle range. ;
[0023] S22. Import the selected pitch angles into simulation software containing the model of the transducer tow body to obtain the simulation results of the pitch stability coefficients corresponding to each pitch angle. ;
[0024] S23. Remove values greater than zero. After determining the corresponding pitch angle, a second-order polynomial surrogate model is fitted to the remaining pitch angles. The optimal pitch angle is calculated with the minimum drag coefficient as the optimization objective. ;
[0025] S24. Calculate the drag coefficient corresponding to the optimal pitch angle using the second-order polynomial surrogate model. The optimal pitch angle is imported into the simulation software to obtain the simulation results of the drag coefficient corresponding to the optimal pitch angle. ;
[0026] S25, Judgment and If the error between the two is less than the set error, then select more pitch angles within the set pitch angle range and return to step S12; if it is less than the set error, then output the optimal pitch angle.
[0027] After determining the optimal tail fin ratio, the above method can further adjust the pitch angle to the optimal pitch angle by adjusting the weight of the counterweight, so that the drag coefficient is minimized while maintaining stability when the transducer towed body moves underwater.
[0028] This invention has at least the following technical effects or advantages: First, it optimizes the overall flow guidance of the transducer tow body, forming a stable flow guidance system that effectively suppresses lateral forces and prevents left and right deflection, thereby improving towing stability. Second, the flow guide plates of this invention adopt a modular splicing structure, making it easier to expand the flow guide plate array. Third, this invention determines the optimal tail fin ratio and optimal pitch angle through parameter optimization methods, thereby minimizing the drag coefficient of the transducer tow body while maintaining stability during underwater movement. Attached Figure Description
[0029] Figure 1 This is a schematic diagram of the transducer carrier structure in one embodiment of the present invention;
[0030] Figure 2 This is a schematic diagram showing the connection relationship between the tow body and the tail fin in one embodiment of the present invention;
[0031] Figure 3 This is a schematic diagram showing the connection relationship between the guide plate and the transducer in one embodiment of the present invention;
[0032] Figure 4 This is a schematic diagram of the internal structure of the counterweight compartment in one embodiment of the present invention;
[0033] Figure 5 This is a schematic diagram of the working state of the transducer carrier in one embodiment of the present invention;
[0034] Figure 6 This is a schematic diagram of the tail fin ratio in one embodiment of the present invention;
[0035] Figure 7 This is a schematic diagram of the motion orientation of the transducer tow body in one embodiment of the present invention. Detailed Implementation
[0036] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.
[0037] Example 1
[0038] See Figure 1 A transducer towing body includes a counterweight compartment 1, a towing body 2, and a tail fin 3 connected sequentially along a first direction, which is the direction of travel of the transducer towing body.
[0039] like Figure 2 and Figure 3 As shown, the tow body 2 includes multiple guide vanes 4 arranged parallel to each other in a vertical direction. Each guide vane 4 is a streamlined, disc-shaped surface, and a transducer 5 is embedded in its center. The tail fin 3 is perpendicular to the guide vanes 4 and parallel to the first direction. As a preferred embodiment, the guide vane 4 has a first insertion hole 61 at its front end and a second insertion hole 62 at its rear end. A first support post 71 and a second support post 72 are provided between two adjacent guide vanes 4. The two ends of the first support post 71 are respectively inserted into the first insertion holes 61 on two adjacent guide vanes 4, and the two ends of the second support post 72 are respectively inserted into the second insertion holes 62 on two adjacent guide vanes 4, thereby connecting the two adjacent guide vanes 4. More preferably, the thickness of the tail fin gradually decreases from the front end to the rear end.
[0040] like Figure 1 and Figure 4As shown, the overall shape of the counterweight compartment 1 is similar to that of an aircraft fuselage, with a streamlined outer surface. The counterweight compartment 1 is hollow, and contains a counterweight platform 11 for placing counterweight blocks. Deflector wings 12 (similar to the wings on either side of an aircraft fuselage) are located on both sides of the counterweight compartment 1. A mounting bracket 14 for installing the towing cable 13 is located inside the counterweight compartment 1. A clearance hole 15 is provided above the mounting bracket 14 on the top of the counterweight compartment 1, allowing the towing cable 13 to pass through.
[0041] like Figure 5 As shown, during operation, the transducer tow body is connected to the stern of the ship 9 via the tow cable 13, the transducer tow body 9 is placed in the water, the ship 9 is towed at a set speed, and the equipment on the ship controls the transducer 5 to emit sound waves.
[0042] Example 2
[0043] A method for optimizing the parameters of a transducer carrier, applied to the aforementioned transducer carrier, includes the following steps:
[0044] S11, within the set tail fin ratio range Select multiple tail fin ratios The tail fin ratio is the ratio of the length of the tail fin to the sum of the lengths of the counterweight compartment and the towing body; for example... Figure 6 As shown, and The ratio.
[0045] S12. Import the selected tail fin ratios into the CFD simulation software containing the model of the transducer tow body, and obtain the simulation results of the horizontal stability coefficient corresponding to each tail fin ratio. ;
[0046] ;
[0047] ;
[0048] ;
[0049] In the formula, The horizontal drift angle is The tail fin ratio is The magnitude of the Y-axis torque experienced by the transducer towing body. The horizontal drift angle is The tail fin ratio is The magnitude of the force on the transducer tow body in the Z-axis direction. The frontal area is located along the Z-axis. The total length of the transducer tow body in the direction of motion is given. For fluid density, For the incoming flow velocity, The horizontal drift angle is The tail fin ratio is The horizontal static stability coefficient at time t is used to characterize the ability of the transducer tow body to recover its original state when subjected to a small-angle disturbance. A value less than zero indicates that the transducer support has the ability to recover its original state when subjected to a disturbance at that angle. The directions of the X, Y, and Z axes are as follows: Figure 7 As shown.
[0050] S13, Remove values greater than zero. After determining the corresponding tail fin ratio, a second-order polynomial surrogate model is fitted to the remaining tail fin ratios. The optimal tail fin ratio is calculated with the minimum drag coefficient as the optimization objective. ;
[0051] Specifically, under constant motion conditions, the tail fin is more than With drag coefficient The second-order polynomial surrogate model can use a univariate second-order polynomial as the surrogate formula, expressed as:
[0052] ;
[0053] In the formula, The residual drag coefficient corresponding to zero span, The coefficient of the linear term represents the rate at which frictional resistance increases with the length ratio; The coefficient of the quadratic term represents the weak nonlinear effect caused by the interference between the wingtip of the tail fin and the flow field of the transducer trailing body.
[0054] With the objective of establishing the minimum drag coefficient tail fin ratio that satisfies stability under small horizontal angle disturbances, an objective function for minimizing the drag coefficient is established:
[0055] ;
[0056] In the formula, The tail fin ratio is At that time, the pitch angle is Resistance during straight-line motion; For reference area, the projected area of the transducer tow body in the direction of the flow can be taken or the equivalent reference area specified in the design.
[0057] When performing nonlinear fitting of a second-order polynomial, the surrogate point constraint conditions are as follows:
[0058]
[0059] in, The number of agent points that meet the above constraints.
[0060] S14. Calculate the optimal tail fin ratio based on the second-order polynomial surrogate model. The corresponding drag coefficient calculation results The optimal tail fin ratio is imported into the simulation software to obtain the simulation results of the drag coefficient corresponding to the optimal tail fin ratio. ;
[0061] According to the second-order polynomial proxy model, we can obtain:
[0062]
[0063] S15, Judgment and If the error between the two is less than the set error, then select more tail fin ratios within the set tail fin ratio range and return to step S12; if it is less than the set error, then output the optimal tail fin ratio.
[0064] Specifically, the error can be set to 3%, thus:
[0065]
[0066] As a preferred embodiment, S15 further includes the following steps:
[0067] S21. After determining the optimal tail fin ratio, within the set pitch angle range... Select multiple pitch angles ;
[0068] S22. Import the selected pitch angles into the CFD simulation software containing the model of the transducer tow body to obtain the simulation results of the pitch stability coefficients corresponding to each pitch angle. ;
[0069] ;
[0070] ;
[0071] ;
[0072] In the formula, The pitch angle is The magnitude of the Z-axis torque experienced by the transducer towing body. The pitch angle is The magnitude of the force on the transducer tow body in the Y-axis direction. The frontal area is the area along the Y-axis. The total length of the transducer tow body in the direction of motion is given. For fluid density, For the incoming flow velocity, The pitch angle is Simulation results of the pitch stability coefficient characterize the transducer tow body under small angle conditions. The ability to recover the original state when disturbed, when When the value is less than zero, it indicates that the transducer tow body has the ability to recover its original state when subjected to disturbance at that angle.
[0073] S23. Remove values greater than zero. After determining the corresponding pitch angle, a second-order polynomial surrogate model is fitted to the remaining pitch angles. The optimal pitch angle is calculated with the minimum drag coefficient as the optimization objective. ;
[0074] At a small angle Under operating conditions, pitch angle The relationship with the drag coefficient is dominated by induced drag. Due to the geometric asymmetry of the transducer tow body, a quadratic polynomial containing a first-order term can be used as a proxy formula, expressed as:
[0075] ;
[0076] in, With a zero angle-of-attack drag coefficient, This is the coefficient for the first-order term, used to correct for drag asymmetry under positive and negative angles of attack; The positive quadratic coefficient represents the rate at which induced drag increases with the square of the angle of attack.
[0077] When performing nonlinear fitting of a second-order polynomial, the surrogate point constraint conditions are as follows:
[0078]
[0079] in, The number of agent points that meet the above constraints.
[0080] S24. Calculate the drag coefficient corresponding to the optimal pitch angle using the second-order polynomial surrogate model. The optimal pitch angle is imported into the simulation software to obtain the simulation results of the drag coefficient corresponding to the optimal pitch angle. ;
[0081] According to the second-order polynomial proxy model, we can obtain:
[0082]
[0083] S25, Judgment and If the error between the two is less than the set error, then select more pitch angles within the set pitch angle range and return to step S12; if it is less than the set error, then output the optimal pitch angle.
[0084] Specifically, the error can be set to 3%, thus:
[0085]
[0086] Ultimately, selected and The optimal parameters are selected to achieve a reduction in drag coefficient and enhanced drag stability.
[0087] The following is a set of specific calculation examples.
[0088] The computational domain was set to the external flow field domain including the inlet and outlet, and the fluid density was set to 998.2 kg / m³. 3 The dynamic viscosity was set to 1.023×10−3 kg / (m⋅s); the inlet and outlet were set as velocity inlet boundary and pressure outlet boundary, respectively, with the inlet velocity set to 5 m / s; the grid cell size in the far flow field was 50 mm, and the grid cell size in the near flow field of the towed body was 25 mm, to ensure resolution in the near-wall region and the wake region.
[0089] Tail fin ratio optimization
[0090] Using horizontal disturbance angles of 2° and 4° as disturbance factors respectively, a minimum drag coefficient tail fin ratio constrained by stability under small horizontal disturbance angles is established, and a minimum drag coefficient objective function is established:
[0091]
[0092] in, The value is taken as 998.2 kg / m³. 3 ; The value is 5 m / s; The value is 1.47929m. 2 .
[0093] Import the initial baseline model into the CFD software. Here, six tail fin ratios are selected respectively. As an agent point For the selected number The tail fin ratio is calculated, and cases outside the constraint range are eliminated through calculation. The surrogate point constraint condition is... The value is greater than or equal to 5. A second-order polynomial nonlinear fitting is performed on the surrogate points that meet the conditions to obtain a surrogate model regarding the drag coefficient and the tail fin ratio.
[0094] The least squares method is used to solve the problem, and the formula is as follows:
[0095]
[0096] The theoretically optimal operating point is calculated to be:
[0097]
[0098] Establish the tail fin ratio as The model was obtained through CFD simulation analysis. The error between the two is less than 3%, indicating that the second-order surrogate model is effective. That is, when the tail fin ratio is 0.275, it has the optimal drag coefficient while ensuring the stability of the support body under small drift angle disturbances on the horizontal plane, thus achieving the tail fin optimization goal.
[0099] Straight-line pitch angle optimization
[0100] The optimal tail fin ratio model obtained from the above steps is used as the benchmark model, and selected... As an agent point, Indicates the selected first Each pitch angle is used in CFD simulation analysis to obtain the corresponding... .
[0101] Eliminate In this case, the agent point constraint is: A second-order polynomial nonlinear fitting is performed on the surrogate points that meet the conditions to obtain a surrogate model for the drag coefficient and inclination angle:
[0102] The least squares method is used to solve the problem, and the formula is as follows:
[0103]
[0104] The theoretically optimal operating point is calculated to be:
[0105]
[0106] Establish pitch angle as The model was obtained through CFD simulation analysis. The error between the two is less than 3%, indicating that the second-order surrogate model is effective. That is, by adjusting the position of the counterweight at the front of the towing body, the towing body can maintain stability and have the optimal drag coefficient while keeping the pitch angle at 1.7° during straight flight, thus achieving the goal of optimizing the pitch angle during straight flight.
[0107] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.
[0108] Similarly, it should be understood that, in order to streamline this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be interpreted as reflecting an intention that the claimed invention requires more features than expressly recited in each claim. Rather, as reflected in the claims, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.
[0109] Those skilled in the art will understand that the modules, units, or groups of devices in the examples disclosed herein can be arranged in the device as described in this embodiment, or alternatively, can be located in one or more devices different from the device in this example. The modules in the foregoing examples can be combined into a single module or further divided into multiple sub-modules.
[0110] Those skilled in the art will understand that modules in the device of the embodiments can be adaptively changed and placed in one or more devices different from that embodiment. Modules, units, or groups in the embodiments can be combined into a single module, unit, or group, and further, they can be divided into multiple sub-modules, sub-units, or sub-groups. Except where at least some of such features and / or processes or units are mutually exclusive, any combination can be used to combine all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or units of any method or device so disclosed. Unless expressly stated otherwise, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature that serves the same, equivalent, or similar purpose.
[0111] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features included in other embodiments but not others, combinations of features from different embodiments are meant to be within the scope of the invention and form different embodiments.
[0112] As used herein, unless otherwise specified, the use of ordinal numbers such as “first,” “second,” “third,” etc., to describe ordinary objects merely indicates different instances of similar objects and is not intended to imply that the objects being described must have a given order in time, space, ordering, or any other manner.
[0113] Although the invention has been described with reference to a limited number of embodiments, those skilled in the art will understand from the foregoing description that other embodiments are conceivable within the scope of the invention described herein. Furthermore, it should be noted that the language used in this specification has been chosen primarily for readability and instructional purposes, and not for the purpose of interpreting or limiting the subject matter of the invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. The disclosure of the invention is illustrative and not restrictive, and the scope of the invention is defined by the appended claims.
[0114] Finally, it should be noted that this invention does not explain in detail the common knowledge recognized by those skilled in the art. The above description is only a specific embodiment of this invention and is not intended to limit this invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this invention should be included within the protection scope of this invention.
Claims
1. A transducer carrier, characterized in that: The device includes a counterweight bin, a tow body, and a tail fin connected sequentially along a first direction. The tow body includes multiple guide vanes arranged parallel to each other along a vertical direction. Each guide vane is a disc-shaped device with a streamlined outer surface, and a transducer is embedded in the center of the guide vane. The tail fin is perpendicular to the guide vanes and parallel to the first direction. The first direction is the direction of travel of the transducer tow body.
2. The transducer carrier according to claim 1, characterized in that: The front end of the guide plate is provided with a first insertion hole, and the rear end is provided with a second insertion hole; a first support column and a second support column are provided to connect two adjacent guide plates; the two ends of the first support column are respectively inserted into the first insertion hole of the two adjacent guide plates, and the two ends of the second support column are respectively inserted into the second insertion hole of the two adjacent guide plates, thereby connecting the two adjacent guide plates.
3. The transducer carrier according to claim 1 or 2, characterized in that: The thickness of the tail fin gradually decreases from the front end to the rear end.
4. The transducer carrier according to claim 1 or 2, characterized in that: The counterweight compartment is hollow, and a counterweight platform is provided inside the counterweight compartment for placing counterweight blocks.
5. The transducer carrier according to claim 4, characterized in that: The counterweight compartment is equipped with guide vanes on both sides.
6. The transducer carrier according to claim 4, characterized in that: The outer surface of the counterweight bin is streamlined.
7. The transducer carrier according to claim 4, characterized in that: The counterweight compartment is equipped with a mounting bracket for installing the towing cable, and the top of the mounting bracket has a clearance hole for the towing cable to pass through.
8. A method for optimizing the parameters of a transducer carrier according to any one of claims 1 to 7, characterized in that, Includes the following steps: S11. Select multiple tail fin ratios within the set tail fin ratio range. The tail fin ratio is the ratio of the length of the tail fin to the sum of the lengths of the counterweight compartment and the towing body. S12. Import the selected tail fin ratios into simulation software that contains the model of the transducer tow body, and obtain the simulation results of the horizontal stability coefficient corresponding to each tail fin ratio. ; S13, Remove values greater than zero. After determining the corresponding tail fin ratio, a second-order polynomial surrogate model is applied to the remaining tail fin ratios. The optimal tail fin ratio is calculated by minimizing the drag coefficient. ; S14. Calculate the optimal tail fin ratio based on the second-order polynomial surrogate model. The corresponding drag coefficient calculation results The optimal tail fin ratio is imported into the simulation software to obtain the simulation results of the drag coefficient corresponding to the optimal tail fin ratio. ; S15, Judgment and If the error between the two is less than the set error, then select more tail fin ratios within the set tail fin ratio range and return to step S12; if it is less than the set error, then output the optimal tail fin ratio.
9. The parameter optimization method according to claim 8, characterized in that, S15 is followed by the following steps: S21. After determining the optimal tail fin ratio, select multiple pitch angles within the set pitch angle range. ; S22. Import the selected pitch angles into simulation software containing the model of the transducer tow body to obtain the simulation results of the pitch stability coefficients corresponding to each pitch angle. ; S23. Remove values greater than zero. After determining the corresponding pitch angle, a second-order polynomial surrogate model is fitted to the remaining pitch angles. The optimal pitch angle is calculated with the minimum drag coefficient as the optimization objective. ; S24. Calculate the drag coefficient corresponding to the optimal pitch angle using the second-order polynomial surrogate model. ; The optimal pitch angle is imported into the simulation software to obtain the simulation results of the drag coefficient corresponding to the optimal pitch angle. ; S25, Judgment and If the error between the two is less than the set error, then select more pitch angles within the set pitch angle range and return to step S12; if it is less than the set error, then output the optimal pitch angle.