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工程设计学报
Chin J Eng Design  2022, Vol. 29 Issue (2): 176-186    DOI: 10.3785/j.issn.1006-754X.2022.00.022
Optimization Design     
Suspension balance analysis and counterweight optimization design of AUV docking device
Chuan-long XIN1,2,3(),Rong ZHENG1,2(),Fu-lin REN1,2,Hong-guang LIANG1,2
1.State Key Laboratory of Robotics, Shenyang Institute of Automation, Chinese Academy of Sciences, Shenyang 110016, China
2.Institute for Robotics and Intelligent Manufacturing, Chinese Academy of Sciences, Shenyang 110169, China
3.University of Chinese Academy of Sciences, Beijing 100049, China
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Abstract  

In order to ensure the balance and stability of the opening and closing docking device of the AUV (autonomous underwater vehicle) when it is in the single point mooring suspension statin in water, the counterweight optimization design must be carried out.Through the displacement analysis of the opening and closing docking mechanism, the position variation range of gravity center and buoyancy center of the docking device was obtained; based on the static theory, the relationship between the relative positions of gravity center, buoyancy center, towing point and the suspension balance trim angle of the docking device was established and analyzed. In order to reduce the suspension balance trim angle and its fluctuating value of the docking device and minimize the mass of the docking device after counterweight, the counterweight optimization model of AUV docking device was established. And the optimal design of counterweight parameters such as characteristics size of counterweight lead blocks, buoyant material and towing point positions was carried out adopting SQP (sequential quadratic programming) method. Through the experiment of single point mooring suspension of the docking device, it was verified that the docking device met the design requirements after counterweight optimization. The results showed that compared with the free towing frame, using fixed towing frame could increase the vertical distance between the towing point and gravity center, which was very conducive to the underwater suspension balance of the device; compared with empirical counterweight design, after configuration optimization, the total mass of the device was reduced by about 13.4 kg, the fluctuating value of suspension balance trim anglewas reduced by about 90.68%, and the metacentric height was increased by about 7.63 mm. The mooring suspension balance of AUV connection system after counterweight optimization was in good condition. The establishment and analysis results of the counterweight optimization model have certain guiding significance for the counterweight design of the underwater docking towing body and its towing frame scheme design.

Key words： underwater connection system      underwater docking      balance weight design      counterweight optimization      single point mooring suspension docking     
Received: 18 March 2021      Published: 10 May 2022
CLC:  TH 122  
Corresponding Authors: Rong ZHENG     E-mail: xinchuanlong@gis.sia.cn;zhengr@sia.cn
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Chuan-long XIN
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Cite this article:

Chuan-long XIN,Rong ZHENG,Fu-lin REN,Hong-guang LIANG. Suspension balance analysis and counterweight optimization design of AUV docking device. Chin J Eng Design, 2022, 29(2): 176-186.

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https://www.zjujournals.com/gcsjxb/10.3785/j.issn.1006-754X.2022.00.022     OR     https://www.zjujournals.com/gcsjxb/Y2022/V29/I2/176


AUV接驳装置悬浮平衡分析与配重优化设计

为了保证用于对接回转型自主水下机器人（autonomous underwater vehicle， AUV）的开合式接驳装置处于水下单点系泊悬浮状态时的平衡与稳定，须对其进行配重优化设计。通过对开合对接机构的位移分析，获得接驳装置体重心和浮心位置的变化范围；基于静力学理论，建立并分析重心、浮心和拖点的相对位置与接驳装置悬浮平衡纵倾角的关系。为了使接驳装置悬浮平衡纵倾角及其波动幅值小，及配重后接驳装置的质量最小，建立AUV接驳装置配重优化模型，并采用序列二次规划（sequential quadratic programming， SQP）方法对配重铅块、浮力材的特征尺寸和拖点位置等配重参数进行优化设计。通过接驳装置单点系泊悬浮实验，验证了优化配重后接驳装置满足设计要求。研究结果表明：相比自由拖架形式，采用固定拖架形式可以增大拖点与重心之间的垂向距离，非常有利于装置的水下悬浮平衡；相比经验配重设计，优化配置后装置总质量约减小了13.4 kg，悬浮平衡纵倾角波动幅值约减小90.68%，稳心高约增加7.63 mm，配重优化后AUV接驳装置系泊悬浮平衡状态良好。配重优化模型的建立及分析结果对水下接驳拖体的衡重设计及其拖架方案设计具有一定的指导意义。


关键词： 水下接驳系统,  水下对接,  衡重设计,  配重优化,  单点系泊悬浮对接 
Fig.1 Integrated system of AUV independently deployed by USV
Fig.2 Structure of opening and closing docking device
Fig.3 Schematic of opening and closing docking mechanism
Fig.4 Block diagram of Newton-Simpson numerical algorithm
Fig.5 Force analysis of suspension balance of docking device
Fig.6 Relationship between the positions of gravity center， buoyancy center and the suspension balance trim angle
Fig.7 Feasible region of relative position change of gravity center and buoyancy center
Fig.8 Relationship between towing point position and suspension balance trim angle
Fig.9 Influence of trailer length on suspension balance trim angle
Fig.10 Characteristic section of counterweight components
Fig.11 Optimization problem solving process
对比项初始设计配重优化后
h[210 mm, 200 mm, 60 mm, 260 mm, 310 mm, 90°][210 mm, 200 mm, 60 mm, 260 mm, 310 mm, 90°][178.544 9 mm, 212.819 7 mm, 130, 320 mm, 380, mm, 95°][178 mm, 213 mm, 130 mm, 320 mm, 380 mm, 95°]①
m/kg371.350 7371.350 7358.255 4357.935 5
θ/（°）(-7.37, 0.124 7)(0.008 4, 0.502 1)(0.086 1, 0.586 1)(0.110 7, 0.785 9 )
θv/（°）7.245 30.493 70.50.675 3
zGB /mm17.374 217.374 22524.999 9
拖架形式自由铰接拖架可调固定拖架可调固定拖架
Table 1 Design variable value and target value before and after counterweight optimization
Fig.12 Experiment site of single point mooring suspension of docking device
Fig.13 Influence of guide cover action on suspension balance trim angle when λ = 95°
Fig.14 Influence of carriage position on suspension balance trim angle
Fig.15 Relationship between suspension balance trim angle and carriage angle
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