CN111099003B - Distributed sensing underwater vehicle and drive control method thereof - Google Patents
Distributed sensing underwater vehicle and drive control method thereof Download PDFInfo
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- CN111099003B CN111099003B CN201911371898.2A CN201911371898A CN111099003B CN 111099003 B CN111099003 B CN 111099003B CN 201911371898 A CN201911371898 A CN 201911371898A CN 111099003 B CN111099003 B CN 111099003B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
- B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
- G01L13/00—Devices or apparatus for measuring differences of two or more fluid pressure values
- G01L13/06—Devices or apparatus for measuring differences of two or more fluid pressure values using electric or magnetic pressure-sensitive elements
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Abstract
The invention discloses a distributed sensing underwater vehicle and a driving control method thereof. Most underwater robots are difficult to adapt to complex fluid movement and do not move stably. The invention discloses a distributed sensing underwater vehicle which comprises a vehicle body, a tail end propeller, a side propeller and a distributed sensing unit. The distributed sensing unit includes an outer housing and a differential pressure sensor. The body of the underwater vehicle is uniformly provided with the plurality of differential pressure sensors, the differential pressure sensors can detect the pressure of all positions around the vehicle, and form a closed loop system with the propeller on the body, so that the underwater vehicle can stably run along a preset track even under the condition of complex flow, and further some underwater operations and the like are finished. The invention enables the elastic body to bend through the pressure difference between two sides of the elastic body. The elastic body enables the capacitance values of the two capacitors in the elastic body to change through the bending of the elastic body, so that the pressure difference between the two sides of the elastic body is accurately obtained according to the difference value of the two capacitance values.
Description
Technical Field
The invention belongs to the technical field of underwater vehicles, and particularly relates to a distributed sensing underwater vehicle and a driving control method thereof.
Background
The underwater vehicle is used as a interdisciplinary product of ship and ocean engineering and robot technology, has the unique advantages of high safety coefficient, low manufacturing cost, small size, light weight, high flexibility, wide range of motion and the like, can carry out long-term observation, detection and salvage operation in water, and is widely applied to various fields of military, science, economy and the like. An underwater vehicle is widely applied to underwater operation at present, but most underwater robots are difficult to adapt to complex fluid movement and do not move stably.
Disclosure of Invention
The invention aims to provide a distributed sensing underwater vehicle and a driving control method thereof.
The invention discloses a distributed sensing underwater vehicle which comprises a vehicle body, a tail end propeller, a side propeller and a distributed sensing unit. The tail end propeller is arranged at the tail part of the aircraft body. Mounting groove punch combination has all been seted up at the both ends of navigation ware main part lateral wall. The mounting groove hole group comprises four mounting groove holes. The four mounting slotted holes are uniformly distributed along the circumferential direction of the central axis of the main body of the aircraft. And a lateral thruster is arranged in each mounting groove hole. The main body of the aircraft is provided with a sensing installation slot group. The sensing installation slot group is positioned between the two installation slot hole groups. The sensing installation groove group comprises four sensing installation grooves. The four sensing installation grooves in the same sensing installation groove group are respectively aligned with the four installation groove holes in the same installation groove hole group. Distributed sensing units are installed in the sensing installation grooves.
The distributed sensing unit comprises an outer shell and a differential pressure sensor. The outer shell is fixed with the corresponding sensing installation groove. A pressure transmission channel is arranged in the outer shell. The pressure transmission channel is internally provided with a liquid medium. The openings at the two ends of the pressure transmission channel are arranged on the outer side surface of the outer shell. The openings at the two ends of the pressure transmission channel are provided with diaphragms. The differential pressure sensor comprises a base, an elastic body and a conducting strip. The base is fixed in the outer shell. The elastomer is located the middle part of pressure transmission passageway, and the bottom is fixed with the base. Three conducting strips are arranged in the elastic body. The three conducting strips are sequentially arranged at intervals along the thickness direction of the elastic body. The three conducting strips form two parallel plate capacitors, namely a positive channel capacitor and a negative channel capacitor.
Preferably, the central one of the three conductive sheets is located at the neutral plane of the elastic sheet.
Preferably, the number of the sensing installation grooves is three. The three sensing installation groove groups are sequentially arranged along the direction of the central axis of the main body of the aircraft.
Preferably, the central axis of the side thruster perpendicularly intersects the central axis of the vehicle body.
Preferably, four corners of the outer case are connected to four corners of the corresponding sensing mounting groove by bolts.
Preferably, the outer side wall of the outer housing is circular arc shaped. The pressure transmission channel is arc-shaped.
Preferably, the diaphragm is a latex film. The material of the conducting strip is indium gallium eutectic. The elastomer is made of rubber.
Preferably, the aircraft body comprises a tail part, an airframe and a head part of the aircraft which are sequentially connected. The tail part of the aircraft is fixed on the fuselage through bolts. The fuselage is cylindric. The aircraft head is hemispherical and is fixed with the head end of the aircraft body through a bolt.
Preferably, the positive channel capacitor and the negative channel capacitor are respectively connected with two input interfaces of the capacitance detection chip. And the signal output interface of each capacitance detection chip is connected with the controller. Each capacitance detection chip outputs two signals; the controller obtains the capacitance difference characteristic parameter by subtracting the two signals.
The driving control method of the distributed sensing underwater vehicle comprises a straight line driving method, a deflection motion method and a translation driving method.
The straight-line driving method specifically comprises the following steps:
step one, each pressure difference sensor continuously detects the pressure difference at two ends of the corresponding pressure transmission channel, so that the pressure difference distribution around the main body of the aircraft is obtained.
And step two, when the pressure difference detected by each pressure difference sensor is smaller than a preset value, the tail end propeller works to push the underwater vehicle to move forwards, and all the side propellers are closed.
If the pressure difference sensors on the two sides of the main body of the aircraft detect that the pressure of the upper part of the main body of the aircraft is higher than the pressure of the lower part of the main body of the aircraft, the side thruster on the lower part of the main body of the aircraft works to push the main body of the aircraft upwards, and the main body of the aircraft is prevented from deviating from a flight line under the water pressure difference.
If the pressure difference sensors on the two sides of the main body of the aircraft detect that the pressure of the lower part of the main body of the aircraft is higher than the pressure of the upper part of the main body of the aircraft, the side thruster on the upper part of the main body of the aircraft works to push the main body of the aircraft downwards, and the main body of the aircraft is prevented from deviating from a flight line under the water pressure difference.
If the pressure difference sensors on the two sides of the main body of the aircraft detect that the pressure on the left side of the main body of the aircraft is greater than the pressure on the right side of the main body of the aircraft, the side thruster on the right side of the main body of the aircraft works to push the main body of the aircraft leftwards, and the main body of the aircraft is prevented from deviating from a flight line under the water pressure.
If the pressure difference sensors on the two sides of the main body of the aircraft detect that the pressure of the right part of the main body of the aircraft is greater than the pressure of the left part of the main body of the aircraft, the side thruster on the left side of the main body of the aircraft works to push the main body of the aircraft rightwards, and the main body of the aircraft is prevented from deviating from a flight line under the difference of water pressure.
The deflection motion method specifically comprises the following steps:
when the vehicle body needs to be deflected to the target deflection direction, the side thruster on the opposite side of the target deflection direction among the four side thrusters located at the head end of the vehicle body works. The side thrusters located on the same side of the target deflection direction of the four side thrusters located at the aft end of the vehicle body operate. The vehicle body deflects in situ to the target deflection direction under the push of the two working side thrusters.
The translation driving method specifically comprises the following steps:
when the vehicle body needs to translate to the target translation direction, the two side thrusters opposite to the target translation direction work, so that the vehicle body translates to the target translation direction under the push of the two working side thrusters.
The invention has the beneficial effects that:
1. the body of the underwater vehicle is uniformly provided with the plurality of differential pressure sensors, the differential pressure sensors can detect the pressure of all positions around the vehicle, and form a closed loop system with the propeller on the body, so that the underwater vehicle can stably run along a preset track even under the condition of complex flow, and further some underwater operations and the like are finished.
2. The invention enables the elastic body to bend through the pressure difference between two sides of the elastic body. The elastic body enables the capacitance values of the two capacitors in the elastic body to change through the bending of the elastic body, so that the pressure difference between the two sides of the elastic body is accurately obtained according to the difference value of the two capacitance values.
3. The invention can realize the forward running, the up-down and left-right deflection and the up-down and left-right translation of the aircraft by controlling the tail end propeller and adjusting the propeller on the aircraft body.
4. The modular construction of the sensor makes the system easy to repair and maintain, and to replace damaged parts when a sensor module fails.
Drawings
FIG. 1 is a schematic view of the overall structure of the present invention;
FIG. 2 is an exploded view of a distributed sensing unit according to the present invention;
FIG. 3 is a cross-sectional view of a distributed sensing unit of the present invention;
FIG. 4 is a perspective view of a differential pressure sensor of the present invention;
fig. 5 is a sectional view of the differential pressure sensor of the present invention.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
As shown in fig. 1, a distributed sensing underwater vehicle comprises a vehicle body, a tip thruster 1, a side thruster 3, a distributed sensing unit 4 and a control module. The aircraft body comprises a tail 2, a fuselage 5 and a head 6 which are arranged in sequence. The tail 2 of the aircraft is bolted to the fuselage 5. The fuselage 5 is cylindricly, and inside is equipped with the cavity, installs control module in the cavity. The aircraft head 6 is hemispherical and is fixed with the head end of the fuselage by bolts. The tail end propeller 1 is arranged at the outer end of the tail part 2 of the aircraft, is used for providing power required by the advancing of the aircraft, and is arranged on the tail part 2 of the aircraft. Mounting groove punch combination has all been seted up at the both ends of 5 lateral walls of fuselage. The mounting groove hole group comprises four mounting groove holes. Four mounting slot holes are uniformly distributed along the circumferential direction of the central axis of the machine body 5. And a lateral thruster 3 is arranged in each mounting groove hole. The central axis of the side thruster 3 perpendicularly intersects the central axis of the fuselage 5. Each lateral thruster 3 is able to drive the fuselage 5 up and down and yaw from side to side, different movements of the craft.
Three sensing installation groove groups are arranged on the machine body 5. The three sensing installation groove groups are sequentially arranged along the central axis direction of the machine body 5 and are positioned between the two installation groove hole groups. The sensing installation groove group comprises four sensing installation grooves. The four sensing installation grooves in the same sensing installation groove group are respectively aligned with the four installation groove holes in the same installation groove hole group. Each sensing installation groove is provided with a distributed sensing unit 4, so that each distributed sensing unit is uniformly distributed on the machine body. The distributed sensing unit 4 is used for detecting the water pressure difference around the fuselage 5 and forms a closed loop system with the side thruster 3, and by adjusting the side thruster 3, the aircraft can keep stable running even under the complicated and turbulent flow.
As shown in fig. 1, 2 and 3, the distributed sensing unit 4 includes an outer housing 7 and a differential pressure sensor 8. Four corners of the outer shell 7 are respectively connected with four corners of the corresponding sensing installation groove through bolts. The outer side wall of the outer shell 7 is arc-shaped plate-shaped. A pressure transfer passage 7-1 is provided in the outer housing 7. The pressure transfer channel 7-1 is arc-shaped and filled with a liquid medium. The openings at the two ends of the pressure transmission channel 7-1 are arranged on the outer side surface of the outer shell in a centering way. The openings at both ends of the pressure transmission channel 7-1 are provided with diaphragms to prevent the liquid medium in the pressure transmission channel 7-1 from mixing with the surrounding fluid. The diaphragm can deform according to the pressure on two sides of the diaphragm, so that the pressure on the two sides is kept consistent. The diaphragm is an emulsion film. The bottom of the outer shell 7 is provided with a mounting notch for mounting a differential pressure sensor 8; the detection part of the differential pressure sensor 8 is arranged in the middle of the pressure transmission channel 7-1 and is used for detecting the water pressure difference of the openings at the two ends of the pressure transmission channel 7-1. A closure cap 12 is fixed to the bottom of the outer housing 7.
As shown in fig. 4 and 5, the differential pressure sensor 8 includes a base 9, an elastic body 10, a conductive sheet 11, and a capacitance detection chip. The conductive sheet 11 is made of an indium-gallium eutectic, which is a conductive liquid metal. A base 9 is fixed within the outer housing 7 to provide support for the differential pressure sensor. The elastomer 10 is made of rubber and is a flexible shell of the differential pressure sensor. The bottom of the elastic body 10 is fixed to the base 9. The main body of the elastic body 10 has a plate shape. Three sheet-shaped cavities which are sequentially arranged at intervals along the thickness direction of the elastic body 10 are arranged in the elastic body. The three sheet cavities are all provided with conducting strips 11. The central one of the three conductive sheets 11 is located at the neutral plane of the spring sheet. The middle conducting strip 11 and the conducting strips on both sides each form a parallel plate capacitor. The three conducting strips 11 form two parallel plate capacitors, a positive channel capacitor and a negative channel capacitor. The capacitance signals output by the positive channel capacitor and the negative channel capacitor form a positive channel capacitance value Ch + and a negative channel capacitance value Ch-. And taking the difference value of the positive channel capacitance value Ch + and the negative channel capacitance value Ch-as a capacitance difference characteristic parameter mapped to the pressure difference data. Under the condition that the pressures on the two sides of the elastic body are equal, the elastic body is not bent, and the difference value between the positive channel capacitance value Ch + and the negative channel capacitance value Ch-is 0. The positive channel capacitor and the negative channel capacitor are respectively connected with two input interfaces (two-wire interface) of the capacitance detection chip. The conducting plate 11 in the middle is a shared polar plate and is connected with both input interfaces of the capacitance detection chip. The wires all pass through the base 9.
When the pressures on the two sides of the elastic body are not uniform, the elastic body 10 will bend to the side with smaller pressure. If the elastic body bends towards the positive channel capacitor, the capacitance value of the positive channel capacitor is reduced due to compression, the capacitance value of the negative channel capacitor is increased due to stretching, and therefore the capacitance difference characteristic parameter is a negative number, and the larger the bending degree of the elastic body is, the larger the numerical value part of the capacitance difference characteristic parameter is. If the elastic body bends towards the negative channel capacitor, the capacitance value of the positive channel capacitor is increased due to stretching, the capacitance value of the negative channel capacitor is reduced due to compression, and further the capacitance difference characteristic parameter is a positive number, and the larger the bending degree of the elastic body is, the larger the numerical value part of the capacitance difference characteristic parameter is. Therefore, the capacitance difference characteristic parameters correspond to the pressure difference data on the two sides of the elastic body one by one, and after calibration, the pressure difference data on the two sides of the elastic body can be obtained according to the capacitance difference characteristic parameters. The pressure difference data at the two sides of the elastic body directly reflect the pressure difference at the openings at the two ends of the pressure transmission channel 7-1; the distributed sensing units 4 on the left side and the right side of the fuselage are used for detecting the pressure difference between the upper side and the lower side of the underwater vehicle; distributed sensing units 4 on the upper and lower sides of the fuselage are used to detect the pressure differential across the left and right sides of the aircraft. Therefore, the distributed sensing units 4 are matched to detect the pressure fluctuation conditions around the fuselage 5 in real time, so that the underwater vehicle can automatically adjust the working state of each propeller according to the pressure fluctuation conditions around, and the accuracy of the self air line is kept.
And the signal output interface of each capacitance detection chip is connected with the controller in the control module. Each capacitance detection chip outputs two signals; the controller obtains the capacitance difference characteristic parameter by subtracting the two signals.
The distributed sensing underwater vehicle can realize linear running, deflection motion, translation and other motions under stable or complex flow underwater.
The straight-line driving method specifically comprises the following steps:
step one, each differential pressure sensor 8 continuously detects the pressure difference at two ends of the corresponding pressure transmission channel 7-1 and transmits the pressure difference to the controller, so that the controller obtains the pressure difference distribution around the aircraft body.
And step two, when the pressure difference detected by each pressure difference sensor 8 is smaller than a preset value, the tail end propeller 1 works to push the underwater vehicle to move forwards, and each side propeller 3 is closed. The speed of travel of the vehicle body can be adjusted by adjusting the speed of rotation of the end thruster 1.
When the aircraft is in a complex seawater flow situation, pressure compensation is performed by adjusting the operation and the rotating speed of the side thruster 3 according to the detected pressure distribution conditions. The method comprises the following specific steps:
if the pressure difference sensors 8 positioned at two sides of the main body of the aircraft detect that the pressure at the upper part of the main body of the aircraft is greater than the pressure at the lower part, the side thruster 3 at the lower part of the main body of the aircraft works to push the main body of the aircraft upwards, so that the main body of the aircraft is prevented from deviating from a flight line under the difference of water pressure.
If the pressure difference sensors 8 positioned at two sides of the main body of the aircraft detect that the pressure at the lower part of the main body of the aircraft is greater than the pressure at the upper part, the side thruster 3 at the upper part of the main body of the aircraft works to push the main body of the aircraft downwards, so that the main body of the aircraft is prevented from deviating from a flight line under the difference of water pressure.
If the pressure difference sensors 8 positioned on the two sides of the main body of the aircraft detect that the pressure on the left side of the main body of the aircraft is greater than the pressure on the right side of the main body of the aircraft, the side thruster 3 on the right side of the main body of the aircraft works to push the main body of the aircraft leftwards, and the main body of the aircraft is prevented from deviating from a flight line under the difference.
If the pressure difference sensors 8 positioned on the two sides of the main body of the aircraft detect that the pressure of the right part of the main body of the aircraft is greater than the pressure of the left part of the main body of the aircraft, the side thruster 3 on the left side of the main body of the aircraft works to push the main body of the aircraft rightwards, and the main body of the aircraft is prevented from deviating from a flight line under the difference of water.
The deflection motion method specifically comprises the following steps:
step one, each differential pressure sensor 8 continuously detects the pressure difference at two ends of the corresponding pressure transmission channel 7-1 and transmits the pressure difference to the controller, so that the controller obtains the pressure difference distribution around the aircraft body.
And step two, when the aircraft body needs to deflect towards the target deflection direction, the side thruster 3 on the opposite side of the target deflection direction in the four side thrusters 3 at the head end of the aircraft body works. The side thruster 3 on the same side of the target deflection direction among the four side thrusters 3 located at the rear end of the body operates. The vehicle body is deflected in situ in the direction of the target deflection, pushed by the two working side thrusters 3.
The target deflection direction comprises an upper direction, a lower direction, a left direction and a right direction; taking the leftward deviation as an example, the side thruster 3 located on the right side of the craft body among the four side thrusters 3 located at the head end of the fuselage operates. Of the four side thrusters 3 located at the aft end of the fuselage, the side thruster 3 located to the left of the aircraft body operates. The vehicle body is deflected in situ to the left under the thrust of the two working side thrusters 3.
The translation driving method specifically comprises the following steps:
step one, each differential pressure sensor 8 continuously detects the pressure difference at two ends of the corresponding pressure transmission channel 7-1 and transmits the pressure difference to the controller, so that the controller obtains the pressure difference distribution around the aircraft body.
And step two, when the vehicle body needs to translate towards the target translation direction, the two side thrusters 3 opposite to the target translation direction work, so that the vehicle body translates towards the target translation direction under the pushing of the two working side thrusters 3.
Claims (10)
1. A distributed sensing underwater vehicle comprises a vehicle body, a tail end propeller, a side propeller and a distributed sensing unit; the method is characterized in that: the tail end propeller is arranged at the tail part of the aircraft body; both ends of the outer side wall of the main body of the aircraft are provided with mounting groove hole groups; the mounting groove hole group comprises four mounting groove holes; the four mounting slotted holes are uniformly distributed along the circumferential direction of the central axis of the main body of the aircraft; a lateral thruster is arranged in each mounting groove hole; the main body of the aircraft is provided with a sensing installation slot group; the sensing installation groove group is positioned between the two installation groove hole groups; the sensing installation groove group comprises four sensing installation grooves; four sensing installation grooves in the same sensing installation groove group are respectively aligned with four installation groove holes in the same installation groove group; each sensing installation groove is internally provided with a distributed sensing unit;
the distributed sensing unit comprises an outer shell and a differential pressure sensor; the outer shell is fixed with the corresponding sensing installation groove; a pressure transmission channel is arranged in the outer shell; a liquid medium is arranged in the pressure transmission channel; openings at two ends of the pressure transmission channel are arranged on the outer side surface of the outer shell; diaphragms are arranged at openings at two ends of the pressure transmission channel; the differential pressure sensor comprises a base, an elastic body and a conducting strip; the base is fixed in the outer shell; the elastic body is positioned in the middle of the pressure transmission channel, and the bottom of the elastic body is fixed with the base; three conducting strips are arranged in the elastomer; the three conducting sheets are sequentially arranged at intervals along the thickness direction of the elastic body; the three conducting strips form two parallel plate capacitors, namely a positive channel capacitor and a negative channel capacitor.
2. The distributed sensing underwater vehicle of claim 1, wherein: the middle one of the three conductive sheets is located at the neutral plane of the elastic body.
3. The distributed sensing underwater vehicle of claim 1, wherein: the number of the sensing installation grooves is three; the three sensing installation groove groups are sequentially arranged along the direction of the central axis of the main body of the aircraft.
4. The distributed sensing underwater vehicle of claim 1, wherein: the central axis of the side thruster perpendicularly intersects the central axis of the vehicle body.
5. The distributed sensing underwater vehicle of claim 1, wherein: four corners of the outer shell are connected with four corners of the corresponding sensing installation groove through bolts respectively.
6. The distributed sensing underwater vehicle of claim 1, wherein: the outer side wall of the outer shell is arc-shaped; the pressure transmission channel is arc-shaped.
7. The distributed sensing underwater vehicle of claim 1, wherein: the diaphragm is an emulsion film; the conducting strip is made of indium gallium eutectic; the elastomer is made of rubber.
8. The distributed sensing underwater vehicle of claim 1, wherein: the aircraft body comprises an aircraft tail, an aircraft body and an aircraft head which are sequentially connected in an arrayed manner; the tail part of the aircraft is fixed on the aircraft body through bolts; the machine body is cylindrical; the aircraft head is hemispherical and is fixed with the head end of the aircraft body through a bolt.
9. The distributed sensing underwater vehicle of claim 1, wherein: the positive channel capacitor and the negative channel capacitor are respectively connected with two input interfaces of the capacitance detection chip; the signal output interface of each capacitance detection chip is connected with the controller; each capacitance detection chip outputs two signals; the controller obtains the capacitance difference characteristic parameter by subtracting the two signals.
10. The drive control method of a distributed sensing underwater vehicle of claim 1 wherein: the method comprises a straight line driving method, a deflection motion method and a translation driving method;
the straight-line driving method specifically comprises the following steps:
step one, continuously detecting the pressure difference at two ends of a corresponding pressure transmission channel by each pressure difference sensor so as to obtain the pressure difference distribution around the main body of the aircraft;
step two, when the pressure difference detected by each pressure difference sensor is smaller than a preset value, the tail end propeller works to push the underwater vehicle to move forwards, and each side propeller is closed;
if the pressure difference sensors positioned on the two sides of the main body of the aircraft detect that the pressure of the upper part of the main body of the aircraft is higher than the pressure of the lower part of the main body of the aircraft, the side thruster on the lower part of the main body of the aircraft works to push the main body of the aircraft upwards, so that the main body of the aircraft is prevented from deviating from a flight line under the difference;
if the pressure difference sensors at the two sides of the main body of the aircraft detect that the pressure at the lower part of the main body of the aircraft is greater than the pressure at the upper part of the main body of the aircraft, the side thruster at the upper part of the main body of the aircraft works to push the main body of the aircraft downwards, so that the main body of the aircraft is prevented from deviating from a flight line under the difference of;
if the pressure difference sensors on the two sides of the main body of the aircraft detect that the pressure on the left side of the main body of the aircraft is greater than the pressure on the right side of the main body of the aircraft, the side thruster on the right side of the main body of the aircraft works to push the main body of the aircraft leftwards, and the main body of the aircraft is prevented from deviating from a flight line under the difference of;
if the pressure difference sensors on the two sides of the main body of the aircraft detect that the pressure of the right part of the main body of the aircraft is greater than the pressure of the left part of the main body of the aircraft, the lateral thruster on the left side of the main body of the aircraft works to push the main body of the aircraft rightwards, and the main body of the aircraft is prevented from deviating from a flight line under the difference of water pressure;
the deflection motion method specifically comprises the following steps:
when the aircraft body needs to deflect towards the target deflection direction, the side thruster on the opposite side of the target deflection direction in the four side thrusters at the head end of the aircraft body works; the side thruster on the same side of the target deflection direction in the four side thrusters at the tail end of the aircraft body works; the main body of the aircraft deflects to the target deflection direction in situ under the pushing of the two working side thrusters;
the translation driving method specifically comprises the following steps:
when the vehicle body needs to translate to the target translation direction, the two side thrusters opposite to the target translation direction work, so that the vehicle body translates to the target translation direction under the push of the two working side thrusters.
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| AU2012234920B2 (en) * | 2011-03-31 | 2014-08-14 | Damian OGBURN | Method and system for surveying or monitoring underwater features |
| CN103274016B (en) * | 2013-04-16 | 2015-09-30 | 哈尔滨工程大学 | A kind of high speed autonomous underwater vehicle and special control method thereof |
| CN207180935U (en) * | 2017-08-23 | 2018-04-03 | 铜陵艾科特电子科技有限公司 | A kind of high-precision differential pressure pickup |
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