Method for active attitude control and wave energy recovery of an unmanned surface vehicle and unmanned surface vehicle

Abstract

The application relates to the technical field of unmanned ships, and discloses a method for actively controlling the posture of an unmanned ship and recovering wave energy and the unmanned ship, wherein the unmanned ship comprises a main ship body, a plurality of groups of float suspension assemblies, each group of float suspension assemblies comprises a float unit, an electromagnetic suspension system and a wave energy recovery unit, the top of the electromagnetic suspension system is hinged to the main ship body, the bottom of the electromagnetic suspension system is hinged to the float unit, the wave energy recovery unit is electrically connected to the power output end of the electromagnetic suspension system, an MOSFET switch is electrically connected to the power output end of each electromagnetic suspension system, a control module is in communication connection with each wave energy recovery unit and each electromagnetic suspension system, the control module controls the wave energy recovery unit to be in a charging mode, controls the wave energy recovery unit to be in a discharging mode, and regulates and controls the posture of the unmanned ship, and the control module is also connected to the MOSFET switch to control the conduction path of the MOSFET switch. In this way, the posture of the unmanned ship can be actively controlled, and sufficient electric energy can be supplied to the unmanned ship.

Description

Technical Field

[0001] This application relates to the field of unmanned surface vessel (USV) technology, and for example to a method for active attitude control and wave energy recovery of an USV and the USV itself. Background Technology

[0002] Unmanned surface vessels (USVs) are important offshore operation platforms in the fields of marine engineering and marine equipment. They can perform tasks such as marine exploration, environmental monitoring, and marine inspection. Their operational stability and energy sustainability in complex wave environments (e.g., significant wave height > 0.5m and wave frequency 0.2 Hz to 2 Hz) directly determine mission efficiency.

[0003] Currently, mainstream unmanned surface vessel (USV) wave-stabilizing solutions typically employ either a rigid connection between the floating body unit and the main hull, or passive dampers (such as fixed-stiffness springs and rubber buffers). The former has poor adjustability and cannot dynamically adapt to wave conditions, leading to excessive roll and pitch of the main hull under complex wave conditions, resulting in a dynamic stability decrease of over 30%. The latter, passive dampers (such as fixed-stiffness springs and rubber buffers), have significant drawbacks: their damping parameters are fixed, making them unsuitable for complex wave conditions across a wide frequency range, and they can only play a limited role in specific scenarios; they also increase the additional drag and load on the hull, limiting speed, range, and portability; their damping mechanism is singular, making them prone to damping saturation under high sea states; aging of rubber components and fatigue of springs can also lead to long-term stability degradation; and the installation of certain structures may disrupt the hull's streamline or introduce vibration and noise, interfering with navigation and control functions.

[0004] In terms of energy supply, existing solutions mainly rely on lithium battery energy storage or small fuel generators. However, this increases the load on the unmanned surface vessel (USV). In addition, the frequent attitude adjustments of the USV will shorten its range by more than 40% compared to calm waters.

[0005] In summary, existing unmanned surface vessels (USVs) suffer from insufficient flexibility in attitude control under complex wave conditions and insufficient energy supply.

[0006] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this application, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0007] To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. This summary is not intended as a general commentary, nor is it intended to identify key / important components or describe the scope of protection of these embodiments, but rather as a prelude to the detailed description that follows.

[0008] This disclosure provides a method for active attitude control and wave energy recovery of an unmanned surface vessel (USV) and an USV, thereby improving the flexibility of USV attitude adjustment and ensuring sufficient power supply.

[0009] In some embodiments, the unmanned surface vessel (USV) includes: a main hull; multiple sets of floating suspension assemblies evenly disposed on both sides of the main hull; wherein each set of floating suspension assemblies includes: a floating body unit, an electromagnetic suspension system, and a wave energy recovery unit; the top of the electromagnetic suspension system is hinged to the main hull, the bottom of the electromagnetic suspension system is hinged to the floating body unit, and the wave energy recovery unit is electrically connected to the power output terminal of the electromagnetic suspension system; a MOSFET switch is electrically connected to the power output terminal of each electromagnetic suspension system; a control module is communicatively connected to each wave energy recovery unit and each electromagnetic suspension system to control the wave energy recovery unit to be in charging mode, thereby using the electromagnetic suspension system to convert wave energy into electrical energy and storing the electrical energy in the corresponding wave energy recovery unit; and to control the wave energy recovery unit to be in discharging mode, and to adjust the output force by controlling the resistance of the electromagnetic suspension system, thereby regulating the attitude of the USV; the control module is also connected to the MOSFET switch to control the conduction path of the MOSFET switch.

[0010] In some embodiments, the method for active attitude control and wave energy recovery of the unmanned surface vessel (USV) is applied to the aforementioned USV. The method includes: acquiring the USV's navigation information and attitude; when the USV's navigation information meets the wave energy recovery conditions and the USV needs attitude correction, acquiring the displacement of the two floating body units; when any floating body unit is in a preset wave crest state, controlling the electromagnetic suspension system on the wave crest side to conduct with the electromagnetic suspension system on the opposite side, and controlling the electrical energy converted by the electromagnetic suspension system on the wave crest side to transfer to the electromagnetic suspension system on the opposite side, so that the electromagnetic suspension system on the opposite side applies force to the floating body unit on the opposite side; when no floating body unit is in the preset wave crest state, controlling the wave energy recovery unit corresponding to the floating body unit that needs to be regulated to discharge, and controlling the corresponding electromagnetic suspension system to apply force to the corresponding floating body unit.

[0011] The method for active attitude control and wave energy recovery of unmanned surface vessels (USVs) and the USVs provided in this disclosure can achieve the following technical effects:

[0012] The main hull is equipped with floating suspension assemblies on both sides. Each floating suspension assembly includes a corresponding floating body unit, an electromagnetic suspension system, and a wave energy recovery unit. The bottom of the electromagnetic suspension system is hinged to the floating body unit to receive the force exerted by the floating body unit, thereby converting wave energy into electrical energy. The top of the electromagnetic suspension system is hinged to the main hull to ensure the controllable trajectory of the floating body unit. The control module communicates with each wave energy recovery unit and each electromagnetic suspension system. By controlling the charging and discharging modes of the wave energy recovery units, the electrical energy generated by the electromagnetic suspension system can be stored in the wave energy recovery units, ensuring sufficient electrical energy supply to the unmanned surface vessel (USV). The electrical energy stored in the wave energy recovery units can also be converted into mechanical energy through the electromagnetic suspension system and applied to the floating body units, thereby enabling active attitude control of the USV and allowing for more flexible attitude adjustment. The control module is also connected to a MOSFET switch. By controlling the conduction path of the MOSFET switch, direct energy transfer between floating body units can be achieved without discharging the wave energy recovery units, reducing the electrochemical losses of traditional wave energy recovery methods.

[0013] The above general description and the description below are exemplary and illustrative only and are not intended to limit this application. Attached Figure Description

[0014] One or more embodiments are illustrated by way of example with reference to the accompanying drawings. These illustrations and drawings do not constitute a limitation on the embodiments. Elements having the same reference numerals in the drawings are shown as similar elements. The drawings are not to be scaled. And wherein:

[0015] Figure 1 This is a schematic diagram of the structure of the unmanned surface vessel provided in the embodiments of this disclosure;

[0016] Figure 2 This is a schematic diagram of the electromagnetic suspension system provided in the embodiments of this disclosure;

[0017] Figure 3 This is a cross-sectional view of the electromagnetic suspension system provided in the embodiments of this disclosure;

[0018] Figure 4 This is a schematic diagram of the structure of the internal coolant circulation device of the main hull provided in the embodiments of this disclosure;

[0019] Figure 5 This is a schematic diagram of the first method for active attitude control and wave energy recovery of an unmanned surface vessel provided in this disclosure embodiment;

[0020] Figure 6 This is a schematic diagram of a method for transferring electrical energy converted by the electromagnetic suspension system on the control crest side to the electromagnetic suspension system on the opposite side, provided in an embodiment of this disclosure.

[0021] Figure 7This is a schematic diagram of a method for controlling a corresponding electromagnetic suspension system to apply force to a corresponding floating body unit, provided in an embodiment of this disclosure;

[0022] Figure 8 This is a schematic diagram of the second method for active attitude control and wave energy recovery of an unmanned surface vessel provided in this embodiment of the present disclosure.

[0023] Figure label:

[0024] 10. Main hull; 11. First assembly slot; 12. Second assembly slot; 13. Bottom edge of main hull; 20. Float unit; 21. Float; 22. Float mounting base; 23. Propeller; 30. Electromagnetic suspension system; 31. Ball screw mechanism; 311. Screw housing; 312. Screw screw; 313. Screw nut; 314. Push rod; 315. First spring seat; 316. Second spring seat; 317. Spring; 318. Lubricating oil chamber; 32. Transmission mechanism; 321. Transmission housing; 322. First pulley; 323. Second pulley; 324. Belt; 33. Electromagnetic damper motor; 34. Swing arm; 341. Upper swing arm; 342. Lower swing arm; 40. Hinge joint; 50. First pipe; 60. Second pipe; 70. Third pipe. Detailed Implementation

[0025] To provide a more detailed understanding of the features and technical content of the embodiments of this disclosure, the implementation of the embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for illustrative purposes only and are not intended to limit the embodiments of this disclosure. In the following technical description, for ease of explanation, several details are used to provide a full understanding of the disclosed embodiments. However, one or more embodiments may still be implemented without these details. In other cases, well-known structures and devices may be simplified in their depiction to simplify the drawings.

[0026] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this disclosure described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion.

[0027] Unless otherwise stated, the term "multiple" means two or more.

[0028] In this embodiment of the disclosure, the character " / " indicates that the objects before and after it are in an "or" relationship. For example, A / B means: A or B.

[0029] The term "and / or" describes an association between objects, indicating that three relationships can exist. For example, A and / or B means: A or B, or A and B.

[0030] The term "correspondence" can refer to an association or binding relationship. The correspondence between A and B means that there is an association or binding relationship between A and B.

[0031] Combination Figure 1 As shown, this disclosure provides an unmanned surface vessel, including: a main hull 10, a control module, a MOSFET (metal-oxide-semiconductor field-effect transistor) switch, and multiple sets of floating suspension assemblies.

[0032] The main hull 10 is a long, horizontally oriented strip extending along the unmanned surface vessel's (USV) direction of travel (forward and backward). Its overall dimensions are designed according to operational requirements, serving as the core load-bearing and control hub of the USV. The main hull 10 employs a segmented, modular design for easy maintenance of internal modules. A sealed hatch is bolted to the front end (along the travel direction), while a connecting flange with cable routing holes is fixed to the rear end. The sealed hatch utilizes a waterproof design with a sealing ring (made of marine-resistant nitrile rubber) and can be opened for inspection of internal equipment. Multiple cable routing holes are evenly distributed along the flange edge for power supply wires, attitude sensor signal wires, and onboard equipment communication cables. Adaptor holes are located in the central areas of the sealed hatch, main hull 10, and connecting flange, and these holes are interconnected, forming an equipment mounting cavity. The core control modules, such as the control module and wave energy recovery unit, are housed within this cavity. The cavity walls are lined with sound-absorbing and vibration-damping cotton to reduce interference from electromagnetic damper motor vibrations on the control module.

[0033] Each floating suspension assembly includes: a floating body unit 20, an electromagnetic suspension system 30, and a wave energy recovery unit. The floating body unit 20 is used to receive wave loads and transmit them to the main hull 10 through the electromagnetic suspension system 30. Each floating body unit 20 corresponds to an independent electromagnetic suspension system 30 between itself and the main hull 10, serving as the core actuator for attitude control and energy conversion.

[0034] The top of the electromagnetic suspension system 30 is hinged to the side of the main hull 10, and the bottom of the electromagnetic suspension system 30 is hinged to the floating body unit 20, thereby constraining the movement of the floating body unit 20 and transmitting mechanical energy. The control module is communicatively connected to the electromagnetic suspension system 30 and the wave energy recovery unit, and can control the wave energy recovery unit to switch between charging and discharging modes. Waves act on the floating body unit 20, causing it to move up and down in a direction perpendicular to the navigation direction. The floating body unit 20 transmits the motion and force synchronously to the electromagnetic suspension system 30. When wave energy needs to be recovered, the wave energy recovery unit is controlled to be in charging mode, and the electromagnetic suspension system is controlled to convert the wave energy into electrical energy and store the electrical energy in the corresponding wave energy recovery unit. When active attitude control is required, the wave energy recovery unit is controlled to be in discharging mode, and the electrical energy is converted into mechanical energy and transmitted to the floating body unit 20 through the electromagnetic suspension system 30, applying a reverse damping force (to suppress excessive undulation) or a supporting force (to correct tilt) to the floating body unit 20. Optionally, the floating suspension assembly consists of four sets, respectively located at the left front, left rear, right front, and right rear of the main hull 10.

[0035] Each channel of the MOSFET switch is electrically connected to the power output terminal of each electromagnetic suspension system 30. The control module is also connected to the MOSFET switch to control the conduction path of the MOSFET switch to switch the two electrically connected electromagnetic suspension systems 30. When the MOSFET switch is turned on and two electromagnetic suspension systems 30 are connected, the power generated by one electromagnetic suspension system 30 can be directly transferred to the other two electromagnetic suspension systems 30, realizing direct energy transfer between the floating units 20 without the need for the wave energy recovery unit to discharge, thus reducing the electrochemical loss of the traditional wave energy recovery mode.

[0036] The unmanned surface vessel (USV) provided in this embodiment has floating suspension assemblies on both sides of the main hull 10. Each floating suspension assembly includes a corresponding floating unit 20, an electromagnetic suspension system 30, and a wave energy recovery unit. The bottom of the electromagnetic suspension system 30 is hinged to the floating unit 20 to receive the force from the floating unit 20, thereby converting wave energy into electrical energy. The top of the electromagnetic suspension system 30 is hinged to the main hull 10 to ensure the controllable trajectory of the floating unit 20. The control module is communicatively connected to each wave energy recovery unit and each electromagnetic suspension system 30. By controlling the charging and discharging mode of the wave energy recovery unit, the electrical energy generated by the electromagnetic suspension system 30 can be stored in the wave energy recovery unit, thus ensuring sufficient electrical energy supply to the USV. Furthermore, the electrical energy stored in the wave energy recovery unit can be converted into mechanical energy through the electromagnetic suspension system 30 and applied to the floating unit 20, thereby achieving active attitude control of the USV and allowing for more flexible adjustment of the USV's attitude. The control module is also connected to a MOSFET switch. By controlling the conduction path of the MOSFET switch, the energy transfer between the 20 floating units can be realized directly without the need for the wave energy recovery unit to discharge, thus reducing the electrochemical loss of the traditional wave energy recovery mode.

[0037] In addition, the electromagnetic suspension system 30 can not only perform active damping control to stabilize the attitude of the unmanned surface vessel, but also realize "floating body unit motion-electric energy conversion". It does not require additional independent anti-wave modules or energy storage devices, avoiding problems such as increased navigation resistance and excessive space occupation caused by external equipment, and greatly improving the operational continuity (endurance extended by more than 60%) and environmental adaptability of the unmanned surface vessel.

[0038] Optionally, combined Figure 2 and Figure 3 As shown, each electromagnetic suspension system 30 includes: a ball screw mechanism 31, a transmission mechanism 32, an electromagnetic damper motor 33, and multiple swing arms 34. The first end of each swing arm 34 ( Figure 2 The lower end shown is hinged to the top of the floating unit 20, and the second end ( Figure 2The upper end of the float unit 34 is hinged to the outer wall of the main hull 10. Each swing arm 34 is parallel to the other in both the lateral and vertical directions. For example, the multiple swing arms 34 include two upper swing arms 341 and two lower swing arms 342. A first mounting groove 11 is provided at a first height on the outer wall of the main hull 10. The second ends of the two upper swing arms 341 are hinged to the first mounting groove 11 via hinge joints 40, and are parallel to each other in the lateral direction. The second ends of the two lower swing arms 342 are hinged to the bottom edge 13 of the main hull 10 via hinge joints 40, and are parallel to each other in the lateral direction. Simultaneously, the two upper swing arms 341 and the two lower swing arms 342 correspond one-to-one and are parallel to each other in the vertical direction. When the float unit 20 moves relative to the main hull 10, each swing arm 34 rotates synchronously around its respective hinge point, maintaining a parallelogram shape, thereby constraining the corresponding float unit 20 to move in a direction perpendicular to the direction of travel, preventing lateral offset or torsion, and ensuring the stability of motion transmission.

[0039] The bottom of the ball screw mechanism 31 is hinged to the top of the floating body unit 20, and the force output end at the top is connected to the rotor of the electromagnetic damper motor 33 via a transmission mechanism 32. The transmission mechanism 32 includes a transmission housing 321 and transmission components disposed within the transmission housing 321. A second mounting groove 12 is provided at a second height on the side of the main hull 10, wherein the second height is higher than the first height. The transmission housing 321 is hinged to the second mounting groove 12 via a hinge joint 40. In this way, the electromagnetic suspension system 30 is assembled between the floating body unit 20 and the main hull 10. The electrical energy output end of the electromagnetic damper motor 33 is electrically connected to the corresponding wave energy recovery unit via a variable resistor. The variable resistor is disposed within the main hull 10.

[0040] Optionally, wear-resistant pads are attached to the inner walls of the first assembly groove 11 and the second assembly groove 12.

[0041] Optionally, the rotor and ball screw mechanism 31 of the electromagnetic damper motor 33 employ a double-layer protection system consisting of a ceramic-based nano-coating and a metal bellows seal. The coating is made of Al2O3 ceramic containing lanthanum oxide, which forms a dense layer through plasma spraying to block salt spray penetration and prevent transmission jamming caused by corrosion. The bellows is made of Hastelloy alloy and can expand and contract with the ball screw mechanism to prevent seal failure under impact. A grease containing nano-copper powder is injected into the sealed cavity. When trace amounts of salt spray penetrate and cause localized corrosion, the copper powder reacts with corrosion products (such as Fe2O3) to form a conductive passivation film, achieving a closed-loop "corrosion-repair" process and extending service life.

[0042] Optionally, the transmission mechanism 32 includes: a transmission housing 321, a first pulley 322, a second pulley 323, and a belt 324. The first pulley 322 and the second pulley 323 are rotatably disposed inside the transmission housing 321. The belt 324 is sleeved on the outside of the first pulley 322 and the second pulley 323. A ball screw mechanism 31 is connected to the transmission housing 321, and the force output end of the top of the ball screw mechanism 31 is connected to the first pulley 322 via a key. The rotor of the electromagnetic damper motor 33 is connected to the second pulley 323 via a key.

[0043] Optionally, the ball screw mechanism 31 includes: a screw housing 311, a screw 312, a screw nut 313, a push rod 314, a first spring seat 315, a second spring seat 316, and a spring 317. The screw housing 311 has a cylindrical structure and is connected to the transmission housing 321. The axial direction of the screw 312 is arranged along the axial direction of the screw housing 311 and is disposed within the screw housing 311. The first end of the screw 312 ( Figure 3 The left end shown is sequentially inserted into the lead screw housing 311 and the transmission housing 321, and is connected to the first pulley 322 for transmission. The second end of the lead screw 312 (shown on the left) Figure 3 The right end shown is inserted into the lead screw housing 311. The lead screw nut 313 is disposed inside the lead screw housing 311 and sleeved on the outside of the lead screw thread 312, thereby being threadedly connected to the lead screw thread 312. The bottom end of the push rod 314 ( Figure 3 The right end shown is hinged to the float unit 20 via a hinge joint 40, and the top of the push rod 314 ( Figure 3 The left end (shown) passes through the lead screw housing 311, is sleeved on the outside of the lead screw 312, and is connected to the lead screw nut 313. A lubrication oil cavity 318 is provided inside the push rod 314 along its own axial direction. The threaded hole of the lead screw nut 313 communicates with the lubrication oil cavity 318, and the second end of the lead screw 312 extends into the lubrication oil cavity 318. A first spring seat 315 is sleeved and connected to the outside of the connection between the push rod 314 and the hinge joint 40. A second spring seat 316 is sleeved and connected to the outside of the lead screw housing 311, and is also connected to the transmission housing 321. A spring 317 is sleeved on the outside of the lead screw housing 311 and the push rod 314, and both ends of the spring 317 are connected to the first spring seat 315 and the second spring seat 316, respectively. The stiffness coefficient of the spring 317 is 5000 N / m, used to assist in buffering the vibration of the floating body unit 20 under small wave conditions, reducing the control load of the electromagnetic damper motor 33.

[0044] Optionally, the wave energy recovery unit includes a rectifier module and a battery. Both the rectifier module and the battery are located within the main hull 10. The input terminal of the rectifier module is electrically connected to the power output terminal of the electromagnetic suspension, i.e., a variable resistor, and the battery is electrically connected to the output terminal of the rectifier module.

[0045] The control module is connected to the variable resistor. By adjusting the resistance value of the variable resistor, the rotor current of the electromagnetic damper motor 33 is controlled, thereby regulating the torque of the electromagnetic damper motor 33 and realizing the attitude control of the unmanned surface vessel.

[0046] See you again Figure 1 and Figure 2 Optionally, the float unit 20 includes a float 21, a float mounting base 22, and a propeller 23. The float 21 has a streamlined block structure. The float mounting base 22 is connected to the top of the float 21 and is hinged to the bottom of the electromagnetic suspension system 30, i.e., the hinge joint 40 at the second end of each swing arm 34 and the bottom end of the push rod 314. The propeller 23 is located at the tail of the float 21.

[0047] When waves act on the floating unit 20, they first push the floating unit 20 to move up and down perpendicular to the direction of navigation. The floating unit 20 transmits this motion and force synchronously to the lead screw nut 313 through the floating mounting base 22 fixed on its surface. The lead screw nut 313 and the lead screw 312 form a helical transmission pair. Under the driving force of the floating unit 20, the lead screw nut 313 moves linearly along the axial direction, thereby driving the lead screw 312 to rotate around its own axis. The first pulley 322 rotates synchronously with the lead screw 312, and then transmits the rotational motion to the rotor of the electromagnetic damper motor 33 through the meshing transmission of the belt 324 and the second pulley 323. If the wave energy recovery or passive response state is in progress, the control module adjusts the external variable resistor of the electromagnetic damper motor 33 to a high resistance state (50 Ω to 100 Ω). At this time, the electromagnetic damping force is small, and the rotor rotates with the transmission of the belt 324, cutting the magnetic field and generating induced electrical energy. If active attitude control is required, the control module immediately triggers the battery to switch to discharge mode. First, it reduces the resistance of the external variable resistor of the electromagnetic damper motor 33 from a high value to a low value (0 to 20 Ω), lowering the circuit impedance to increase the current. Alternatively, it controls the MOSFET switch to switch the power conduction path, directing the power transferred between the floating body units 20 to the stator windings of the electromagnetic damper motor 33 after voltage regulation by a converter. By adjusting the resistance of the variable resistor, the current in the stator windings can be precisely controlled (control accuracy ±0.1A). The current generates an alternating magnetic field in the stator windings, which interacts with the rotor permanent magnets to generate an electromagnetic torque adapted to the current rotation direction. This torque is transmitted in the reverse direction via belt drive (the second pulley 323 drives the first pulley 322) to the lead screw 312. The rotation of the lead screw 312 is converted into the axial linear extension and retraction motion of the lead screw nut 313, which in turn applies a reverse damping force (to suppress excessive undulation) or a supporting force (to correct tilt) to the floating body unit 20, thereby achieving active control of the attitude of the main hull 10.

[0048] As can be seen from the above, the electromagnetic suspension system 30 consists of an electromagnetic damper motor 33 and a ball screw transmission assembly combined with a parallelogram structure of upper and lower swing arms. The upper and lower swing arms are hinged between the main hull 10 and the floating body unit 20 in a parallelogram configuration, primarily responsible for constraining the motion trajectory of the floating body unit 20 and preventing it from deviating beyond a threshold. The electromagnetic damper motor 33 is connected to the floating body unit 20 via a ball screw mechanism 31. Combined with a variable resistor and control module, the torque of the electromagnetic damper motor 33 can be adjusted in real time (torque control accuracy reaches...). This design does not rely on a fixed damping coefficient, but dynamically optimizes the damping force through feedback signals from attitude sensors. This suppresses excessive undulation of the floating body unit 20 and the roll / pitch of the main hull 10 (with the angle controlled within ±2°), thereby stabilizing the attitude and improving the accuracy of control. Combined with the closed-loop feedback of the control module, it can provide a stable and controllable attitude foundation for the main hull 10 in complex wave environments, providing reliable working conditions for onboard equipment (such as water quality sensors and high-definition cameras).

[0049] Combination Figure 4 As shown, the coolant circulation system is located inside the main hull 10 (forward and backward direction). The pipes are made of corrosion-resistant aluminum alloy and circulate marine-grade anti-corrosion coolant (such as ethylene glycol aqueous solution). The first pipe 50 connects to the coolant pump in the equipment mounting cavity, the second pipe 60 delivers the coolant to the third pipe 70, and the third pipe 70 connects to each electromagnetic damper motor 33, forming a closed-loop circulation. This can control the operating temperature of the electromagnetic damper motor 33 below 60 ℃, avoiding torque fluctuations caused by high temperatures. Meanwhile, a wire guideway is located inside the main hull 10 (near the electromagnetic damper motor 33 mounting slot), and is long and narrow, with an insulating and flame-retardant conduit inside. The power supply wires of the electromagnetic damper motor 33 and the signal wires of the attitude sensor are all run through the wire guideway, ensuring neat wiring and preventing seawater corrosion or mechanical wear.

[0050] The main hull 10 is constructed from fiberglass composite materials (such as fiberglass-reinforced epoxy resin), which meets structural strength requirements while reducing the overall weight of the unmanned surface vessel and improving navigational flexibility. The float 21 is made of closed-cell foam aluminum alloy with an outer fiberglass cladding, combining lightweight design with impact resistance to reduce wave damage. The hinge joint 40 and fasteners are all made of 316L stainless steel with passivated surfaces to ensure reliable connections in long-term marine environments.

[0051] The control module, as the core of the "perception-decision-execution" system, includes: an attitude sensor, a laser displacement sensor, a current regulation module, and an attitude controller. The attitude sensor, a MEMS inertial sensor, is mounted on the float mounting base 22 and can detect the relative displacement and relative angular velocity between the float 21 and the main hull 10 in real time, feeding the data back to the attitude controller via a shielded signal line. The attitude controller uses an industrial-grade PLC (Programmable Logic Controller), placed inside the equipment mounting cavity, and has preset stable attitude thresholds (e.g., main hull 10 roll angle ±2°, float 21 relative displacement ±100mm). After receiving the attitude sensor data, the attitude controller compares it with the stable attitude thresholds to determine the attitude deviation. If the vertical displacement of the float 21 exceeds the threshold, a current regulation command is immediately generated. The current regulation module is installed in the inner compartment of the main hull 10 and connected in series with a variable resistor. After receiving instructions from the attitude controller, the current regulation module adjusts the rotor current of the electromagnetic damper motor 33 by changing the resistance value of the variable resistor: when increased damping force is needed (the float 21 is excessively lifted), the resistance value is decreased, thereby increasing the current and boosting the torque of the electromagnetic damper motor 33, which is converted into a "downward linear damping force" to suppress the lifting of the float 21. When decreased damping force is needed (the waves are calm), the resistance value is increased, thereby reducing the current and energy consumption.

[0052] Combination Figure 5 As shown, based on the aforementioned unmanned surface vessel (USV), this disclosure provides a method for active attitude control and wave energy recovery of an USV, including:

[0053] S101 collects navigation information and attitude data of the unmanned surface vessel (USV).

[0054] S102, when the unmanned surface vessel's navigation information meets the conditions for wave energy recovery and the unmanned surface vessel needs attitude correction, obtain the displacement of the two-sided floating body units;

[0055] S103, when any floating body unit is in a preset wave crest state, control the electromagnetic suspension system on the wave crest side to conduct with the electromagnetic suspension system on the opposite side, and control the electrical energy converted by the electromagnetic suspension system on the wave crest side to transfer to the electromagnetic suspension system on the opposite side, so that the electromagnetic suspension system on the opposite side applies force to the floating body unit on the opposite side;

[0056] S104, when the floatless unit is in the preset wave peak state, control the wave energy recovery unit corresponding to the floatless unit that needs to be regulated to discharge, and control the corresponding electromagnetic suspension system to apply force to the corresponding floatless unit.

[0057] The attitude controller collects navigation information from the unmanned surface vessel (USV) via sensors to determine whether the sea conditions meet the wave energy recovery conditions. It also acquires the USV's attitude via attitude sensors to determine if attitude correction is needed. Optionally, the USV's navigation information is considered to meet the wave energy recovery conditions when it pauses navigation, the wave intensity reaches the wave energy recovery threshold, or the USV's attitude stabilizes. Optionally, the USV is considered to have paused navigation when its propulsion system power is less than 100 W during detection. Optionally, the wave energy recovery threshold includes wave heights of 0.8 m to 2.2 m and wave frequencies of 0.3 Hz to 1.8 Hz. USV attitude stability includes a roll angle less than or equal to a first angle threshold and a pitch angle less than or equal to a second angle threshold. Optionally, the first angle threshold is 10°, and the second angle threshold is 8°.

[0058] If the unmanned surface vessel's (USV) navigation information meets the wave energy recovery conditions and the USV needs attitude correction, the attitude controller acquires the displacement of the bilateral floating body units via laser displacement sensors. Here, displacement refers to the specific value of the floating body relative to the main hull's "initial reference point," thus accurately characterizing the real-time spatial attitude and displacement of the floating body in the vertical direction (or a preset monitoring direction), rather than its independent position detached from the main hull. Combined with a preset still water surface displacement reference value (i.e., the initial relative displacement between the floating body and the main hull when the USV is static), the floating body unit state is accurately determined. It should be noted that in this embodiment, the displacement of the floating body unit mainly refers to the displacement of the floating body itself.

[0059] Optionally, when the floating body displacement is greater than the sum of the reference value and the reference value of the still water surface displacement, and the acceleration changes from positive to negative, the floating body is determined to be in a preset wave crest state. At this time, the floating body is lifted by the waves, and the electromagnetic damper motor rotates and generates electricity as the floating body moves, which is the energy release stage. When the floating body displacement is less than the difference between the reference value and the reference value of the still water surface displacement, and the acceleration changes from negative to positive, the floating body is determined to be in a preset wave trough state. At this time, the floating body is pulled down by the waves, and the electromagnetic damper motor needs to output additional damping force to offset the impact, which is the energy absorption stage.

[0060] If any one of the two floating body units is in a preset wave crest state, the "direct energy transfer between floating bodies" mechanism is triggered: the AC power generated by the electromagnetic damper motor on the wave crest side is first converted into DC power by a three-phase rectifier bridge, then the onboard standard operating voltage is regulated by an adaptive DC-DC converter, and then the conduction path of the MOSFET switch is controlled to make the electromagnetic suspension system on the wave crest side conduct with the electromagnetic suspension system on the opposite side. The electrical energy generated by the electromagnetic damper motor on the wave crest side is directly transmitted to the power supply terminal of each electromagnetic damper motor on the opposite side, so that the electromagnetic suspension system on the opposite side applies damping force or support force to the corresponding floating body unit on the opposite side.

[0061] If the two floating body units are not in the preset wave peak state, the attitude controller will control the wave energy recovery unit corresponding to the floating body unit that needs to be adjusted as the controlled object, and control the wave energy recovery unit to discharge, so that the corresponding electromagnetic suspension system applies damping force or support force to the floating body unit that needs to be adjusted. That is, for the floating body unit that needs to be adjusted, the adjustment is performed by powering its corresponding electromagnetic damper motor.

[0062] The method for active attitude control and wave energy recovery of an unmanned surface vessel (USV) provided in this disclosure monitors the USV's navigation information and attitude to determine whether wave energy can be recovered and whether the USV needs attitude correction. If both conditions are met, the displacement of the bilateral floating body units is further acquired. It is then determined whether any floating body unit is in a preset wave crest state. When a floating body unit is in a preset wave crest state, it indicates that the recoverable wave energy is at its maximum, and the real-time recovered wave energy is sufficient for adjusting the floating body unit. If so, the electromagnetic suspension system on the wave crest side is connected to the electromagnetic suspension system on the opposite side, allowing the electrical energy generated by the electromagnetic damper motor on the wave crest side to be directly transferred to the opposite side. This allows the electromagnetic suspension system on the opposite side to apply force to the floating body unit using the electrical energy from the wave crest side, without needing to go through the battery charging and discharging process, thus reducing electrochemical losses. If not, the wave energy recovery unit in this group is controlled to discharge, using the electrical energy stored in this group of wave energy recovery units to apply force to the floating body unit in this group. Regardless of whether electrical energy is transferred, active attitude control of the unmanned surface vessel (USV) can be achieved, allowing for more flexible adjustment of its attitude. Furthermore, by controlling the charging and discharging modes of the wave energy recovery unit, the electrical energy generated by the electromagnetic suspension system can be stored in the wave energy recovery unit, ensuring a sufficient power supply to the USV.

[0063] Optionally, combined Figure 6 As shown, S103, controlling the transfer of electrical energy converted by the electromagnetic suspension system on the crest side to the electromagnetic suspension system on the opposite side, includes:

[0064] S113, based on the current demand of the electromagnetic suspension system on the opposite side and the bus voltage fluctuation, adjust the output current of the electromagnetic suspension system on the peak side to dynamically match the power required by the electromagnetic suspension system on the opposite side;

[0065] S123, when the phase difference of the opposite floating unit deviates from the effective range, or when the wave height is greater than the preset wave height, the electrical power for controlling the transfer is reduced until the transfer stops.

[0066] The attitude controller collects real-time data on the current demand of the electromagnetic damper motor on the opposite side (e.g., dynamically changing by 3-8A according to attitude correction requirements) and bus voltage fluctuations (allowable range ±10%). Dynamic power adaptation is achieved by fine-tuning the output current of the DC-DC converter on the wave crest side. If the phase difference of the opposite floating body unit deviates from the effective range, or if the wave height exceeds the preset wave height (indicating a sudden increase in wave intensity), the transferred power is gradually reduced until it stops. Optionally, the effective range is 150° to 210°. The preset wave height is 2.5 m. This adjustment, based on the wave response characteristics of the quadruple-hulled unmanned surface vessel, ensures that energy transfer does not affect attitude control stability while maximizing the utilization of wave energy.

[0067] Optionally, combined Figure 7 As shown, S104, controlling the corresponding electromagnetic suspension system to apply force to the corresponding floating body unit includes:

[0068] S114, obtain the displacement deviation and local wave period of the two-sided floating body unit;

[0069] S124, when the displacement deviation of any floating body unit is greater than the preset displacement deviation and the displacement deviation of another floating body unit on the same side is normal, the current output of the electromagnetic suspension system corresponding to the floating body unit whose displacement deviation is greater than the preset displacement deviation is increased;

[0070] S134, when the displacement deviation of the floating body units on the same side is greater than the preset displacement deviation, the current output of the corresponding electromagnetic suspension system is adjusted according to the displacement deviation and the local wave period; wherein, the larger the displacement deviation and the shorter the local wave period, the larger the current output of the corresponding electromagnetic suspension system is.

[0071] S144, while regulating the output current of the electromagnetic suspension system, the output current of the corresponding electromagnetic suspension system is corrected according to the rate of change of the displacement deviation of the floating body unit corresponding to the controlled electromagnetic suspension system.

[0072] For attitude correction under wave action, the attitude controller acquires real-time parameters of the dual-sided floating body units via laser displacement sensors, and then formulates differentiated control strategies. The real-time parameters of the dual-sided floating body units include: displacement deviation of the floating body units. And the local wave period T. Wherein, the displacement deviation is equal to the difference between the actual displacement of the floating body and the displacement threshold. Optionally, the displacement threshold is ±150 mm.

[0073] When the displacement deviation of any floating body unit (such as the left front floating body) exceeds the preset displacement deviation, and the other floating body unit on the same side is normal, the attitude controller will immediately send a command to the current regulation module corresponding to the floating body that exceeds the preset displacement deviation: first, reduce the resistance value of the variable resistor, and then increase the current of the electromagnetic damper motor, for example, from the basic operating 5A to 8A. In this way, the torque of the electromagnetic damper motor is increased through the positive correlation between torque and current, and then, with the transmission action of the ball screw mechanism, the torque of the electromagnetic damper motor is converted into a "downward damping force," which is calculated using the damping force formula: ,in, =0.8 N / (mm A), A value of 8A can generate a damping force of approximately 800N. This damping force acts directly on the corresponding floating body (such as the left front floating body), pulling it down to within the displacement threshold, thereby maintaining the horizontal attitude of the main hull.

[0074] When the displacement deviations of the float units on the same side (such as the left front float and the left rear float) are both greater than the preset displacement deviation, differential adjustment should be performed according to the logic of "prioritizing larger displacement deviations and shorter wave periods." Specifically, this means that the larger the displacement deviation and the shorter the local wave period, the greater the current output of the motor controlling the corresponding electromagnetic suspension system. For example, the real-time parameters of the left front float unit are: =180mm, =1.5s (rapid load change), then the output current of the motor controlling the left front electromagnetic damper increases from 5A to 9A, thereby generating a damping force of approximately 1152N. =0.8×180×8, here we take (Based on 8A with minor adjustments), the real-time parameters of the left front floating body unit are: =160mm =2.5s (the load change is slow), then the current output of the left rear electromagnetic damper motor is increased from 5A to 7A, generating a damping force of about 896N, thereby avoiding imbalance due to over-adjustment on one side.

[0075] After the adjustment command is sent, the attitude controller collects the electromagnetic damper motor current and float displacement every 0.1 seconds, and further corrects the corresponding electromagnetic damper motor output current based on the rate of change of the float unit's displacement deviation. Specifically, this includes: determining whether the displacement of the float unit corresponding to the controlled electromagnetic suspension system returns to a preset displacement range (e.g., ±150 mm) within a preset time period. If yes, the current resistance of the controlled electromagnetic suspension system is maintained to maintain the current output current. If no, the resistance of the controlled electromagnetic suspension system is further reduced to increase the current output (e.g., from 8A to 9A) until the unmanned surface vessel's attitude stabilizes. Optionally, the preset time period is 500 ms.

[0076] Optionally, the ideal current can be obtained by adjusting the resistance of the variable resistor, thereby accurately obtaining the required damping force. When the actual force generated by the electromagnetic suspension system is in the same direction as the ideal force, i.e., the voltage in the control circuit... With current When the directions are the same, the ideal resistance can be calculated according to Kirchhoff's laws. When the actual force generated by the electromagnetic suspension system is opposite in direction to the ideal force, that is, in the control circuit... and When the directions are opposite, the damping needs to be adjusted to the minimum value to ensure that the difference between the actual force and the ideal force is minimized. It should be the maximum value. Specifically, the ideal resistance... It can be obtained in the following ways:

[0077] ;

[0078] in, The resistance of the variable resistor. The internal resistance of the electromagnetic damper motor is... To control the voltage of the circuit, To control the current in the circuit.

[0079] Combination Figure 8 As shown, based on the aforementioned unmanned surface vessel (USV), this disclosure provides another method for active attitude control and wave energy recovery of USVs, including:

[0080] S101 collects navigation information and attitude data of the unmanned surface vessel (USV).

[0081] S102, when the unmanned surface vessel's navigation information meets the conditions for wave energy recovery and the unmanned surface vessel needs attitude correction, obtain the displacement of the two-sided floating body units;

[0082] S103, when any floating body unit is in a preset wave crest state, control the electromagnetic suspension system on the wave crest side to conduct with the electromagnetic suspension system on the opposite side, and control the electrical energy converted by the electromagnetic suspension system on the wave crest side to transfer to the electromagnetic suspension system on the opposite side, so that the electromagnetic suspension system on the opposite side applies force to the floating body unit on the opposite side.

[0083] S104, when the floatless unit is in the preset wave peak state, control the wave energy recovery unit corresponding to the floatless unit that needs to be regulated to discharge, and control the corresponding electromagnetic suspension system to apply force to the corresponding floatless unit.

[0084] S105, Calculate the phase difference between any two floating body units located on both sides when the unmanned surface vessel's navigation information meets the conditions for wave energy recovery and the unmanned surface vessel does not need to correct its attitude.

[0085] S106, when the phase difference is less than the first phase threshold, control the dual-sided electromagnetic suspension system to generate electricity according to the scheme of the first preset voltage and the first preset current, and store it in the wave energy recovery unit.

[0086] S107, when the phase difference is greater than the second phase threshold, control one side of the electromagnetic suspension system to generate electricity according to the first preset voltage and the first preset current, and control the other side of the electromagnetic suspension system to generate electricity according to the first preset voltage and the second preset current, and store it in the wave energy recovery unit; wherein, the second preset current is less than the first preset current.

[0087] If the unmanned surface vessel's (USV) navigation information meets the wave energy recovery conditions, but the USV does not need to correct its attitude, the wave energy recovery unit is switched to charging mode. Simultaneously, the resistance of the variable resistor connected to the electromagnetic damper motor is adjusted to its highest value (e.g., 100 Ω to 150 Ω) to recover wave energy. First, the attitude controller synchronously collects the dynamic data of each float via the high-speed CAN bus. Then, it uses the cross-correlation function method to fit and analyze the displacement-time curves of any two float units located on opposite sides (e.g., left front float-right rear float, right front float-left rear float). For example, the displacement function of the left front float unit is fitted as... The displacement function of the right rear floating body element is fitted as follows: Calculate the phase difference .

[0088] If the phase difference If the phase angle is less than the first phase threshold, it indicates that the two floating units are moving synchronously. In this case, the electromagnetic damper motors on both sides will generate electricity according to the first preset voltage and first preset current scheme, and store the electrical energy in the corresponding batteries, thus improving the overall recovery efficiency. Optionally, the first phase threshold is set to 30°. The first preset voltage is set to 24 V, and the first preset current is set to 5 A.

[0089] If the phase difference If the current exceeds the second phase threshold, it indicates that the two floating units are moving asynchronously. In this case, the electromagnetic damper motor on one side maintains a first preset voltage and first preset current to generate electricity, while the electromagnetic damper motor on the other side generates electricity according to a first preset voltage and second preset current, storing the electrical energy in the corresponding battery. The second preset current is less than the first preset current, thus reducing the output current on the other side to avoid inefficient losses. Optionally, the second phase threshold is set to 60°. The second preset current is set to 3 A.

[0090] Optionally, when storing electrical energy in a wave energy recovery unit, the method further includes:

[0091] Monitor the remaining power of the dual-sided wave energy recovery unit.

[0092] The greater the remaining power, the lower the decrease in power generation of the corresponding electromagnetic suspension system.

[0093] If the remaining power is greater than the power threshold, the corresponding electromagnetic suspension system will stop generating electricity and switch to a low-damping standby state.

[0094] During the process of controlling the electromagnetic damper to generate electricity and store it in the battery, the energy storage sensor monitors the remaining charge of the battery on either side in real time, and adjusts the generating current of the electromagnetic damper motor according to the remaining charge. Specifically, the larger the remaining charge of the battery, the lower the generating current of the corresponding electromagnetic damper motor. For example, when the remaining charge is less than 60%, the generating current of the corresponding electromagnetic damper motor is increased to 6 A, which allows for short-term overload and shortens the energy storage time. When the remaining charge is greater than or equal to 60% and less than or equal to 80%, the generating current is maintained at 5 A to match the daily recovery target of 1.2 kWh. When the remaining charge is greater than 80%, the generating current is stopped to avoid overcharging the battery, and the corresponding electromagnetic damper motor is switched to "low-damping standby mode" (current 3 A, resistance 8 Ω).

[0095] Optionally, when any of the following conditions are detected, the attitude controller will stop the attitude correction and power generation process of the unmanned surface vessel and start the propulsion system to execute the evacuation command:

[0096] (1) If the wave height is greater than 2.5 m or the wave frequency is greater than 2 Hz, it exceeds the design load of the electromagnetic suspension system (damping force upper limit 1500N), which can easily lead to deformation of the ball screw mechanism;

[0097] (2) The load rate of the motors with dual electromagnetic dampers on the same side is greater than 95%. Continuous overload will burn out the motor (protection threshold). β max =95%);

[0098] (3) If the main hull roll angle is greater than 20°, continuing to control the attitude after exceeding the safety threshold may easily lead to capsizing;

[0099] (4) When the remaining charge of the battery is less than 15%, the energy is insufficient and cannot support the energy consumption of the propulsion system during evacuation. Therefore, the power supply should be prioritized.

[0100] The operating procedure for unmanned surface vessels (USVs) during marine operations is as follows:

[0101] First, conduct an inspection: open the sealed hatch and check the control module inside the equipment installation cavity and the battery power (must be greater than or equal to 80%); check the electromagnetic suspension system corresponding to each float: the upper and lower swing arm hinges are not loose, the electromagnetic damper motor and ball screw transmission are smooth, and there are no leaks in the coolant circulation pipes.

[0102] The onboard operating equipment (such as water quality sensors) is installed on the equipment bracket on the top of the main hull, and connected to the control module through the wiring hole of the connecting flange to complete the signal docking.

[0103] Then, parameter settings are performed: Using the attitude controller's touchscreen, preset the "stable attitude threshold" (for near-shore operations, set to roll angle ±1.5° and float displacement ±40 mm; for offshore operations, set to roll angle ±2° and float displacement ±50 mm). Activate the wave energy recovery function and set the activation threshold (automatic recovery when wave height is greater than 0.5 m). Next, during operation, close the sealed hatch and activate the unmanned surface vessel's propulsion system (the propeller at the stern of the main hull). The unmanned surface vessel travels along the preset route. During navigation, attitude sensors collect real-time motion data from each float and feed it back to the attitude controller. The attitude controller achieves active attitude control and wave energy recovery for the unmanned surface vessel using the above method, which will not be elaborated further here.

[0104] The foregoing description and accompanying drawings fully illustrate embodiments of this disclosure to enable those skilled in the art to practice them. Other embodiments may include structural, logical, electrical, procedural, and other changes. The embodiments represent only possible variations. Individual components and functions are optional unless explicitly required, and the order of operation may vary. Parts and features of some embodiments may be included in or replace parts and features of other embodiments. Moreover, the terminology used in this application is for descriptive purposes only and is not intended to limit the claims. Similarly, the term "and / or" as used herein means including one or more of the associated listed elements and all possible combinations thereof. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, or apparatus that includes said element. In this document, each embodiment may focus on the differences from other embodiments, and similar parts between embodiments may be referred to mutually. For methods, products, etc., disclosed in the embodiments, if they correspond to the method section disclosed in the embodiments, the relevant parts may be referred to the description of the method section.

[0105] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the embodiments of this disclosure. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0106] The methods and products disclosed in the embodiments herein (including but not limited to devices and equipment) can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of units may be merely a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of devices or units may be electrical, mechanical, or other forms. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to implement this embodiment according to actual needs. In addition, the functional units in the embodiments of this disclosure may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0107] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than that shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. In the descriptions corresponding to the flowcharts and block diagrams in the accompanying drawings, the operations or steps corresponding to different blocks may also occur in a different order than disclosed in the description, and sometimes there is no specific order between different operations or steps. For example, two consecutive operations or steps may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. Each block in a block diagram and / or flowchart, and combinations of blocks in a block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

Claims

1. An unmanned surface vessel, characterized in that, include: Main hull; Multiple sets of floating suspension components are evenly distributed on both sides of the main hull; Each of the floating suspension assemblies includes: a floating body unit, an electromagnetic suspension system, and a wave energy recovery unit; the top of the electromagnetic suspension system is hinged to the main hull, the bottom of the electromagnetic suspension system is hinged to the floating body unit, and the wave energy recovery unit is electrically connected to the power output terminal of the electromagnetic suspension system. MOSFET switches are electrically connected to the power output terminals of each of the electromagnetic suspension systems. The control module is communicatively connected to each of the wave energy recovery units and each of the electromagnetic suspension systems to control the wave energy recovery units to be in charging mode, thereby using the electromagnetic suspension system to convert wave energy into electrical energy and store the electrical energy in the corresponding wave energy recovery unit; and to control the wave energy recovery units to be in discharging mode, thereby adjusting the output force by controlling the resistance of the electromagnetic suspension system, thereby regulating the attitude of the unmanned surface vessel. The control module is also connected to the MOSFET switch to control the conduction path of the MOSFET switch; The electromagnetic suspension system includes: A ball screw mechanism, the bottom end of which is hinged to the top of the float unit, and the top end of which is connected to the rotor of the electromagnetic damper motor through a transmission mechanism. The transmission housing of the transmission mechanism is hinged to the outer wall of the main hull; Multiple swing arms, the first end of each swing arm is hinged to the top of the floating body unit, the second end of each swing arm is hinged to the outer wall of the main hull, and each swing arm is parallel to each other in the horizontal and vertical directions, and can rotate synchronously around their respective hinge points and maintain a parallelogram state, thereby constraining the corresponding floating body unit to move in a direction perpendicular to the navigation. The power output terminal of the electromagnetic damper motor is electrically connected to the corresponding wave energy recovery unit through a variable resistor, so as to store the power in the wave energy recovery unit. When any floating body unit is in a preset wave crest state, the electromagnetic suspension system on the wave crest side is controlled to conduct with the electromagnetic suspension system on the opposite side, and the electrical energy converted by the electromagnetic suspension system on the wave crest side is controlled to be transferred to the electromagnetic suspension system on the opposite side, so that the electromagnetic suspension system on the opposite side applies force to the floating body unit on the opposite side.

2. The unmanned surface vessel according to claim 1, characterized in that, The wave energy recovery unit includes: A rectifier module is installed inside the main hull, and the input terminal of the rectifier module is electrically connected to the power output terminal of the electromagnetic suspension system. The battery is located inside the main hull and is electrically connected to the output of the rectifier module.

3. The unmanned surface vessel according to claim 1 or 2, characterized in that, The ball screw mechanism includes: The lead screw housing is connected to the transmission housing; A lead screw is disposed within the lead screw housing along the axial direction of the lead screw housing; the first end of the lead screw passes through the lead screw housing and the transmission housing, and is connected to the transmission part of the transmission mechanism; the second end of the lead screw passes through the lead screw housing. A lead screw nut is disposed inside the lead screw housing and threadedly connected to the lead screw screw. The push rod has its bottom end hinged to the top of the float unit, and its top end passes through the lead screw housing, is sleeved on the lead screw thread, and is connected to the lead screw nut; the push rod has a lubricating oil cavity that communicates with the screw hole of the lead screw nut; wherein, the second end of the lead screw thread extends into the lubricating oil cavity.

4. A method for active attitude control and wave energy recovery of an unmanned surface vessel, characterized in that, The method for active attitude control and wave energy recovery of the unmanned surface vessel (USV) according to any one of claims 1 to 3 includes: Collect the navigation information and attitude of the unmanned surface vessel; When the unmanned surface vessel's navigation information meets the wave energy recovery conditions and the unmanned surface vessel needs to correct its attitude, the displacement of the two-sided floating body unit is obtained. When any floating body unit is in a preset wave crest state, the electromagnetic suspension system on the wave crest side is controlled to conduct with the electromagnetic suspension system on the opposite side, and the electrical energy converted by the electromagnetic suspension system on the wave crest side is controlled to be transferred to the electromagnetic suspension system on the opposite side, so that the electromagnetic suspension system on the opposite side applies force to the floating body unit on the opposite side. When no floating body unit is in the preset wave peak state, the wave energy recovery unit corresponding to the floating body unit that needs to be regulated is controlled to discharge, and the corresponding electromagnetic suspension system is controlled to apply force to the corresponding floating body unit.

5. The method for active attitude control and wave energy recovery of an unmanned surface vessel according to claim 4, characterized in that, The transfer of electrical energy converted by the wave crest-side electromagnetic suspension system to the opposite-side electromagnetic suspension system includes: Based on the current demand of the opposite electromagnetic suspension system and the bus voltage fluctuation, adjust the output current of the peak side electromagnetic suspension system so that the output current dynamically matches the power required by the opposite electromagnetic suspension system. If the phase difference of the opposite floating body unit deviates from the effective range, or if the wave height is greater than the preset wave height, the electrical power controlling the transfer is reduced until the transfer stops.

6. The method for active attitude control and wave energy recovery of an unmanned surface vessel according to claim 5, characterized in that, The control of the corresponding electromagnetic suspension system to apply force to the corresponding floating body unit includes: Obtain the displacement deviation and local wave period of the dual-sided floating body unit; If the displacement deviation of any floating body unit is greater than the preset displacement deviation and the displacement deviation of another floating body unit on the same side is normal, the current output of the electromagnetic suspension system corresponding to the floating body unit whose displacement deviation is greater than the preset displacement deviation is increased. When the displacement deviation of the floating body units on the same side is greater than the preset displacement deviation, the current output of the corresponding electromagnetic suspension system is adjusted according to the displacement deviation and the local wave period; wherein, the larger the displacement deviation and the shorter the local wave period, the larger the current output of the corresponding electromagnetic suspension system is. When regulating the output current of the electromagnetic suspension system, the output current of the corresponding electromagnetic suspension system is corrected according to the rate of change of the displacement deviation of the floating body unit corresponding to the controlled electromagnetic suspension system.

7. The method for active attitude control and wave energy recovery of an unmanned surface vessel according to claim 6, characterized in that, The step of correcting the current output by the electromagnetic suspension system based on the rate of change of displacement deviation of the floating body unit corresponding to the controlled electromagnetic suspension system further includes: Determine whether the displacement of the floating body unit corresponding to the controlled electromagnetic suspension system returns to the preset displacement range within a preset time period; If so, maintain the current resistance of the controlled electromagnetic suspension system to maintain the current output current; If not, the resistance of the controlled electromagnetic suspension system is reduced until the unmanned surface vessel's attitude stabilizes.

8. The method for active attitude control and wave energy recovery of an unmanned surface vessel according to any one of claims 5 to 7, characterized in that, The method further includes: When the navigation information of the unmanned surface vessel meets the conditions for wave energy recovery and the unmanned surface vessel does not need to correct its attitude, calculate the phase difference between any two floating body units located on opposite sides. When the phase difference is less than the first phase threshold, the dual-sided electromagnetic suspension system is controlled to generate electricity according to the scheme of the first preset voltage and the first preset current, and the electricity is stored in the wave energy recovery unit. When the phase difference is greater than the second phase threshold, one side of the electromagnetic suspension system is controlled to generate electricity according to the first preset voltage and the first preset current, and the other side of the electromagnetic suspension system is controlled to generate electricity according to the first preset voltage and the second preset current, and the electricity is stored in the wave energy recovery unit. Wherein, the second preset current is less than the first preset current.

9. The method for active attitude control and wave energy recovery of an unmanned surface vessel according to claim 8, characterized in that, When electrical energy is stored in the wave energy recovery unit, the method further includes: Monitor the remaining power of the dual-sided wave energy recovery units; The greater the remaining power, the lower the power generation current of the corresponding electromagnetic suspension system. If the remaining power is greater than the power threshold, the corresponding electromagnetic suspension system is controlled to stop generating power and switch to a low-damping standby state.

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