Unmanned ship for hydrographic surveying and mapping and method

Abstract

The invention discloses an unmanned ship and method for hydrographic surveying and mapping, and relates to the technical field of hydrographic surveying and mapping, the unmanned ship comprises a ship body, and a posture detection mechanism and a ballast leveling mechanism are arranged in the ship body; the attitude detection mechanism is used for detecting the roll angle, the pitching angle and the underwater slope data of the ship body. The ballast leveling mechanism is arranged, a plurality of electromagnetic coils of a sectional type electromagnetic driving mechanism of the ballast leveling mechanism are sequentially electrified to generate directional electromagnetic thrust, a permanent magnet is driven to drive a balancing weight to move along a linear electromagnetic sliding rail, and the gravity center distribution of the ship body is adjusted through synchronous, same-direction and same-distance displacement or different displacement logic; and after leveling is completed, the adjacent electromagnetic coils are powered on to form magnetic field locking. The mechanism can quickly respond to the gradient change of a shoal area, so that the posture of the ship body tends to be horizontal quickly, the balancing weight is stable in movement and reliable in positioning, and a stable ship body basic posture is provided for subsequent surveying and mapping work.

Description

Technical Field

[0001] This invention relates to the field of hydrological surveying technology, and in particular to an unmanned vessel and method for hydrological surveying. Background Technology

[0002] In fields such as water conservancy engineering surveying, water resource management, and underwater topographic surveying, hydrological mapping is a core foundational task. Accurate underwater topographic data is crucial for water conservancy project construction and optimal water resource allocation, and the accuracy of the mapping data directly impacts the scientific validity and feasibility of engineering planning and design. When operating in dangerous and complex waters such as coastal shoals, the underwater topography in silty shoals is highly variable, with abrupt slopes, high sediment content, and weak bottom bearing capacity. To ensure the detection accuracy of core mapping equipment such as depth sounding sonar, it is necessary to ensure that unmanned surface vessels (USVs) maintain an absolutely horizontal attitude throughout the operation. However, existing unmanned surface vessels used for hydrological mapping still have the following shortcomings in use: For example, Chinese patent CN216508940U discloses a small unmanned surface vessel (USV) automatic ballast balancing device, including a USV hull, a sealed cabin, a midship compartment, and an equipment compartment. The equipment compartment houses a controller. A support plate is fixedly connected to the inner wall of the sealed cabin. A water tank is movably connected to the inner wall of the support plate. A water inlet pipe is movably connected to the surface of the water tank. An air extraction pipe is movably connected to the surface of the water tank. A vacuum pump is fixedly connected to the surface of the air extraction pipe. An exhaust pipe is provided on the surface of the vacuum pump. The exhaust pipe penetrates and is fixedly connected to the side wall of the USV hull. A drain pipe is movably connected to the lower surface of the water tank. A water pump is installed on the surface of the drain pipe. From top to bottom, a solenoid valve and a manual ball valve are respectively installed on the surface of the water inlet pipe. This allows the USV hull to increase its own weight as needed, thereby enabling it to perform measurements along a predetermined route. This effectively avoids the phenomenon of the hull capsizing due to the bow tilting up, effectively improving measurement accuracy and extending the service life of the equipment.

[0003] The aforementioned automatic ballast balancing device is essentially a water-injection ballast leveling structure. This device, along with existing similar unmanned surface vessel (USV) ballast leveling devices, has significant technical defects when operating in silty shallow shoal slope areas for hydrological surveying USVs. The specific problems are as follows: Firstly, the existing fixed ballast tanks have a slow water injection and leveling speed and cannot adapt to changes in slope in real time. When the unmanned vessel travels to a sudden change in the underwater slope, it cannot quickly complete the ballast adjustment to correct the hull attitude and is difficult to adapt to the real-time changing slope conditions in the shallow water area. Secondly, most existing devices only adjust the ship's center of gravity to prevent the bow from tilting and capsizing, without considering the increase in draft on one side of the hull caused by the slope. As a result, they cannot solve the core problem of the offset of the depth sounding sonar transmission angle, which ultimately leads to a systematic directional deviation in the underwater elevation data. This deviation cannot be eliminated by simple parameter calibration. Summary of the Invention

[0004] The purpose of this application is to provide an unmanned vessel and method for hydrological surveying, which can effectively solve the problems mentioned in the background art.

[0005] To achieve the above objectives, this application provides the following technical solution: an unmanned surface vessel (USV) for hydrological surveying, comprising a hull, wherein an attitude detection mechanism and a ballast leveling mechanism are installed within the hull; the attitude detection mechanism is used to detect the roll angle, pitch angle, and seabed slope data of the hull; the ballast leveling mechanism includes: two sets of linear electromagnetic rails, two sliders, two counterweights, two sets of permanent magnets, and a segmented electromagnetic drive mechanism; wherein, ballast chambers are symmetrically arranged on both sides of the hull near its center of gravity, and the two sets of linear electromagnetic rails are respectively arranged along the length of the two ballast chambers; each slider is slidably connected to one set of linear electromagnetic rails; each counterweight... Each block is fixed to a slider; two sets of permanent magnets are fixed to two counterweights, and each set of permanent magnets is arranged to attract each other along the length of the linear electromagnetic slide rail; the segmented electromagnetic drive mechanism includes multiple electromagnetic coils, and an installation groove is provided at the bottom of the ballast tank. Multiple electromagnetic coils are arranged in the installation groove along the length of the ballast tank, with adjacent electromagnetic coils arranged close together, and multiple electromagnetic coils are arranged close to the bottom of the permanent magnets; the interior of multiple electromagnetic coils and the gap between the electromagnetic coils and the coil groove are filled with epoxy resin potting; when multiple electromagnetic coils are energized in sequence, directional electromagnetic thrust is generated, allowing the counterweights to move along the linear electromagnetic slide rail.

[0006] Preferably, both ends of the linear electromagnetic slide rail are provided with limit blocks, and a buffer rubber pad is fixed on the side of the limit block near the slider.

[0007] Preferably, a laser displacement sensor is installed on one of the limiting blocks, the laser emission direction of the laser displacement sensor is parallel to the length direction of the linear electromagnetic slide rail, and a reflective target is provided on the side wall of the slider, which is directly opposite the emitting end of the laser displacement sensor.

[0008] Preferably, the attitude detection mechanism includes a detection radar, a detection window, a dual-axis tilt sensor, a central controller, and a rotation control mechanism. A sealed detection chamber is provided within the hull, and the detection radar is housed within it. A cover plate is provided on the top of the sealed detection chamber, and the sealed detection chamber and the cover plate are sealed together by a nitrile rubber gasket. A detection window is provided at the bottom of the hull, with the detection end of the detection radar facing the window. The detection window is sealed and isolated from the outside world by quartz glass. The dual-axis tilt sensor and the central controller are both installed within the sealed detection chamber, and the dual-axis tilt sensor and the segmented electromagnetic drive mechanism are both connected to the central controller via signal control. The rotation control mechanism is located within the sealed detection chamber and is used to control the rotation of the detection radar around its axis to expand the detection range of the detection radar.

[0009] Preferably, the rotation control mechanism includes a mounting base, a motor, a belt, and a pair of pulleys; the mounting base is installed in the sealed detection chamber, the motor is installed in the mounting base, the pair of pulleys are rotatably connected to the mounting base around their axes, and the belt is tensioned on the pair of pulleys; the output end of the motor is coaxially fixed to one of the pulleys, and the detection radar is coaxially fixed to the other pulley.

[0010] Preferably, a sonar angle compensation mechanism is installed within the hull, and the sonar angle compensation mechanism is connected to the central controller via signal control. The sonar angle compensation mechanism includes a sonar mounting bracket, a sonar probe, a roll adjustment mechanism, and a pitch adjustment mechanism. The sonar mounting bracket is installed within the hull, and the sonar probe is installed on the sonar mounting bracket, with one end of the sonar probe extending beyond the bottom of the hull. The roll adjustment mechanism and the pitch adjustment mechanism are both located between the sonar mounting bracket and the sonar probe. The roll adjustment mechanism is used to adjust the roll angle of the sonar probe, and the pitch adjustment mechanism is used to adjust the pitch angle of the sonar probe.

[0011] Preferably, the roll adjustment mechanism includes a first rotating shaft, an adjustment bracket, a first electric actuator, a first rack, and a first gear; a pair of mounting blocks are fixed on the sonar mounting frame, the first rotating shaft is rotatably connected to the mounting blocks around its axis, the adjustment bracket is fixed on the first rotating shaft, the sonar probe is disposed on the adjustment bracket, the first electric actuator is mounted on the sonar mounting frame, the first rack is fixed on the output end of the first electric actuator, and the first gear is coaxially fixed on the first rotating shaft, and the first rack is meshed with the first gear; when the first electric actuator drives the first rack to move, the adjustment bracket is allowed to rotate through the first gear and the first rotating shaft to adjust the roll angle of the sonar probe.

[0012] Preferably, the pitch adjustment mechanism includes a sleeve, a second rotating shaft, a second gear, a second electric actuator, and a second rack; the second rotating shaft is fixed to the sleeve, and the axis of the second rotating shaft is perpendicular to the axis of the sleeve; the sleeve is rotatably connected to the adjustment bracket via the second rotating shaft; the sonar probe is coaxially mounted on the sleeve; the second gear is coaxially fixed to the second rotating shaft; the second electric actuator is mounted on the adjustment bracket; the second rack is fixed to the output end of the second electric actuator, and the second gear meshes with the second rack; when the second electric actuator drives the second rack to move, the sonar probe on the sleeve is allowed to rotate via the second gear and the second rotating shaft to adjust the pitch angle of the sonar probe.

[0013] Preferably, the bottom of the hull has a through hole, one end of the sonar probe is coaxially inserted into the through hole, and the diameter of the through hole is larger than the outer diameter of the sonar probe; an elastic isolation membrane is provided between the sonar probe and the through hole to seal the gap between the sonar probe and the through hole; a shock-absorbing buffer bushing is provided between the sonar probe and the sleeve, and the surface of the shock-absorbing buffer bushing is provided with an annular groove.

[0014] A method for hydrological surveying, employing the aforementioned unmanned surface vessel (USV) for hydrological surveying; specifically including the following steps: Step 1: Real-time perception: After the hull enters the shallow water operation area, the attitude detection mechanism collects the hull roll angle and pitch angle data to capture the instantaneous attitude deviation caused by the slope change; it also detects and calculates the bottom elevation at multiple points, fits and generates the real-time bottom slope value and change rate, and uses the Kalman filter algorithm to eliminate noise interference caused by water ripples and hull vibration, and finally generates control commands to match the hull attitude deviation and bottom slope. Step 2, Dynamic Leveling: Based on the control commands generated in Step 1, the segmented electromagnetic drive mechanism is controlled to energize multiple electromagnetic coils sequentially, generating directional electromagnetic thrust to drive the permanent magnet and counterweights to move along the linear electromagnetic rail. If the pitch angle needs to be corrected, the two sets of counterweights are controlled to move synchronously in the same direction and at the same distance to adjust the forward and backward center of gravity distribution of the hull. If the roll angle needs to be corrected, the left and right center of gravity distribution of the hull is adjusted through a differential displacement logic of unilateral movement, bilateral reverse movement, or movement at different distances. After leveling is completed, adjacent electromagnetic coils are energized to form a magnetic field lock, fixing the position of the counterweights to prevent displacement.

[0015] In summary, the technical effects and advantages of this invention are as follows: 1. This invention employs a ballast leveling mechanism. Multiple electromagnetic coils in its segmented electromagnetic drive mechanism are sequentially energized to generate directional electromagnetic thrust, driving a permanent magnet to move a counterweight along a linear electromagnetic rail. Through synchronous, same-direction, and same-distance displacement or slightly different displacement logic, the ship's center of gravity distribution is adjusted, achieving precise correction of roll and pitch angles. After leveling, adjacent electromagnetic coils are energized to form a magnetic field lock. This mechanism can quickly respond to slope changes in shallow water areas, rapidly leveling the ship's attitude. The counterweight movement is smooth and the positioning is reliable, providing a stable basic attitude for subsequent surveying work.

[0016] 2. This invention employs an attitude detection mechanism with a dual-axis tilt sensor that collects real-time hull attitude data. A detection radar emits signals to the seabed and acquires multi-point seabed elevation data. Both types of data are processed using a Kalman filter algorithm and transmitted to a central controller to generate precise control commands. Simultaneously, a rotation control mechanism drives the detection radar to rotate, expanding the detection range. This mechanism achieves coordinated and precise sensing of hull attitude and seabed slope, providing comprehensive data sources with minimal noise interference and a wide detection range. It provides reliable data support for the precise operation of the ballast leveling mechanism and the sonar angle compensation mechanism.

[0017] 3. This invention incorporates a sonar angle compensation mechanism. Under the command of the central controller, the roll and pitch adjustment mechanisms are driven by electric actuators via rack and pinion transmission, allowing for independent adjustment of the sonar probe's roll and pitch angles. This mechanism enables precise compensation of the sonar emission angle across all dimensions, ensuring the sonar probe's emission direction remains perpendicular to the seabed. Combined with the design of the sonar probe extending beyond the hull, the detection signal remains unobstructed, significantly improving the accuracy and stability of underwater elevation data mapping.

[0018] 4. This invention utilizes an elastic isolation membrane and a shock-absorbing buffer bushing. The elastic isolation membrane seals the gap between the sonar probe and the through-hole at the bottom of the hull, while the annular groove on the surface of the shock-absorbing buffer bushing enhances the buffering effect. This effectively prevents water from entering the hull without affecting the sonar probe's angle adjustment, ensuring the normal operation of internal components. Simultaneously, it absorbs vibrations to reduce interference, extends component lifespan, and enables the sonar probe to maintain stable detection performance in complex shallow water environments. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the present invention; Figure 2 This is a first-view partial cross-sectional three-dimensional structural diagram of the hull of the present invention; Figure 3 This is a three-dimensional enlarged structural schematic diagram of the rotation control mechanism of the present invention; Figure 4 This is a partial cross-sectional three-dimensional structural diagram of the hull of the present invention from a second perspective; Figure 5 For the present invention Figure 4 Enlarged structural diagram of region A in the middle; Figure 6 This is a three-dimensional enlarged structural diagram of a portion of the ballast leveling mechanism of the present invention; Figure 7 This is a three-dimensional enlarged structural diagram of the attitude detection mechanism and sonar angle compensation mechanism of the present invention; Figure 8 This is a three-dimensional enlarged structural schematic diagram of the sonar angle compensation mechanism of the present invention; Figure 9 This is a partially cross-sectional, enlarged three-dimensional structural diagram of the sonar angle compensation mechanism of the present invention. Figure 10 This is a flowchart of the method of the present invention.

[0021] In the diagram: 1. Hull; 2. Attitude detection mechanism; 21. Sealed detection chamber; 22. Cover plate; 23. Detection radar; 24. Detection window; 25. Dual-axis tilt sensor; 26. Central controller; 27. Rotation control mechanism; 271. Mounting base; 272. Motor; 273. Pulley; 274. Belt; 3. Ballast leveling mechanism; 31. Ballast tank; 32. Linear electromagnetic slide rail; 33. Slider; 34. Limit stop; 35. Counterweight; 36. Permanent magnet; 37. Mounting slot; 38. Electromagnetic coil; 39. Laser 4. Displacement sensor; 4. Sonar angle compensation mechanism; 41. Sonar mounting bracket; 42. Sonar probe; 43. Roll adjustment mechanism; 431. Mounting block; 432. First rotating shaft; 433. Adjustment bracket; 434. First electric actuator; 435. First rack; 436. First gear; 44. Pitch adjustment mechanism; 441. Sleeve; 442. Second rotating shaft; 443. Second gear; 444. Second electric actuator; 445. Second rack; 45. Elastic isolation diaphragm; 46. Anti-vibration buffer bushing; 47. Annular groove. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Example 1: Please refer to Figures 1-2 and Figures 5-6The unmanned surface vessel (USV) for hydrological surveying shown includes a hull 1, within which an attitude detection mechanism 2 and a ballast leveling mechanism 3 are installed. The attitude detection mechanism 2 is used to detect the roll angle, pitch angle, and seabed slope data of the hull 1. The ballast leveling mechanism 3 includes: two sets of linear electromagnetic rails 32, two sliders 33, two counterweights 35, two sets of permanent magnets 36, and a segmented electromagnetic drive mechanism. Two ballast chambers 31 are symmetrically located near the center of gravity of the hull 1, and the linear electromagnetic rails 32 are arranged along the length of the ballast chambers 31. Each slider 33 is slidably connected to one set of linear electromagnetic rails 32. Each counterweight 35 is fixed to one... A slider 33; two sets of permanent magnets 36 are respectively fixed on two counterweights 35, and each set of permanent magnets 36 is arranged to attract each other along the length of the linear electromagnetic slide rail 32; the segmented electromagnetic drive mechanism includes multiple electromagnetic coils 38, the bottom of the ballast tank 31 is provided with an installation groove 37, the multiple electromagnetic coils 38 are closely attached to each other and arranged in the installation groove 37 along their length, and the multiple electromagnetic coils 38 are closely attached to the bottom of the permanent magnets 36; the interior of the multiple electromagnetic coils 38 and the gap between the electromagnetic coils 38 and the coil groove are filled with epoxy resin potting; when the multiple electromagnetic coils 38 are energized in sequence, a directional electromagnetic thrust is generated, which allows the counterweights 35 to move along the linear electromagnetic slide rail 32.

[0024] It should be noted that when the unmanned vessel is in operation, the attitude detection mechanism 2 first starts and continuously monitors the roll angle, pitch angle, and bottom slope data of the hull 1. When the hull 1 enters the shallow water operation area and exhibits attitude deviation, multiple electromagnetic coils 38 of the segmented electromagnetic drive mechanism in the ballast leveling mechanism 3 are sequentially energized according to the attitude deviation, generating directional electromagnetic thrust. This thrust acts on the permanent magnet 36 fixed to the counterweight block 35, causing the counterweight block 35 to move along the linear electromagnetic slide rail 32 with the slider 33. When it is necessary to correct the pitch angle, the two sets of counterweight blocks 35 move synchronously in the same direction and at the same distance to adjust the front and rear center of gravity distribution of the hull 1; when it is necessary to correct the roll angle, the left and right center of gravity distribution of the hull 1 is adjusted by a differential displacement logic of unilateral movement, bilateral reverse movement, or movement at different distances, thereby achieving attitude leveling of the hull 1.

[0025] Through the coordinated operation of attitude detection mechanism 2 and ballast leveling mechanism 3, real-time adaptation to slope changes and rapid leveling are achieved. Electromagnetic drive is used to move the counterweight 35, resulting in a fast leveling response and rapid adaptation to the changing slope conditions in shallow waters. Two sets of symmetrically arranged linear electromagnetic rails 32 and different displacement logics of the counterweight 35 simultaneously correct roll and pitch angles, preventing the bow from lifting and capsizing, and resolving the issue of sonar emission angle deviation caused by increased draft on one side of the hull 1, laying the foundation for improving the accuracy of underwater elevation data. The combined design of permanent magnet 36 and electromagnetic coil 38 ensures smooth movement and reliable positioning of the counterweight 35, guaranteeing attitude stability after leveling.

[0026] See Figure 6 Both ends of the linear electromagnetic slide rail 32 are provided with limit blocks 34, and a buffer rubber pad is fixed on the side of the limit block 34 near the slider 33.

[0027] It should be noted that during the operation of the ballast leveling mechanism 3, when the slider 33 drives the counterweight 35 to move along the linear electromagnetic slide rail 32, the limiting blocks 34 at both ends of the linear electromagnetic slide rail 32 can limit the movement range of the slider 33, preventing the slider 33 from causing the counterweight 35 to slip off from both ends of the linear electromagnetic slide rail 32. When the slider 33 moves close to the limiting block 34, the slider 33 contacts the buffer rubber pad on the limiting block 34. The buffer rubber pad absorbs the impact force generated by the movement of the slider 33, reducing the collision damage between the slider 33 and the limiting block 34, and at the same time reducing the impact of the vibration generated by the collision on the attitude of the hull 1 and the operation of other structures.

[0028] See Figures 5-6 One of the limit blocks 34 is equipped with a laser displacement sensor 39. The laser emission direction of the laser displacement sensor 39 is parallel to the length direction of the linear electromagnetic slide rail 32, and a reflective target is provided on the side wall of the slider 33, which is directly opposite the emission end of the laser displacement sensor 39. It is understood that the laser displacement sensor 39 is existing technology and will not be described in detail.

[0029] It should be noted that during the operation of the ballast leveling mechanism 3, when the segmented electromagnetic drive mechanism drives the counterweight 35 to move along the linear electromagnetic slide rail 32, the laser displacement sensor 39 installed on one of the limit blocks 34 continuously operates. Its laser emission direction is parallel to the length direction of the linear electromagnetic slide rail 32, and the laser irradiates the reflective target on the side wall of the slider 33 and receives the reflected signal. The laser displacement sensor 39 calculates the real-time position of the slider 33 based on the time difference between the emission and reception signals, thereby obtaining the actual displacement of the counterweight 35 and comparing it with the target displacement. If there is a deviation, the energization state of the electromagnetic coil 38 is adjusted to correct the displacement of the counterweight 35, thus realizing closed-loop control of the displacement of the counterweight 35.

[0030] By setting up a laser displacement sensor 39, real-time detection and feedback of the displacement of the counterweight 35 are achieved, further improving the leveling accuracy of the ballast leveling mechanism 3. The laser displacement sensor 39 has high detection accuracy and can accurately acquire the actual displacement data of the counterweight 35; the implementation of closed-loop control can correct displacement deviations in a timely manner, avoiding under-leveling or over-leveling caused by factors such as fluctuations in electromagnetic driving force, ensuring that the attitude of the hull 1 can be accurately corrected to the target state, providing a stable basic attitude for subsequent sonar angle compensation, while reducing energy consumption and time waste caused by repeated leveling.

[0031] See Figures 1-3 The attitude detection mechanism 2 includes a detection radar 23, a detection window 24, a dual-axis tilt sensor 25, a central controller 26, and a rotation control mechanism 27. It is understood that the detection radar 23, the dual-axis tilt sensor 25, and the central controller 26 are all existing technologies. The dual-axis tilt sensor 25 collects real-time roll and heel angle data of the hull 1, capturing instantaneous attitude deviations caused by slope changes. The detection radar 23 transmits frequency-modulated continuous waves to a 30° range on each side below the hull 1, receives reflected signals from the seabed, calculates the seabed elevation at multiple points, and fits the data to generate real-time seabed slope values ​​and change rates. Both types of data are synchronously transmitted to the central controller 26, where a Kalman filter algorithm eliminates noise interference from water ripples and hull 1 vibrations, ultimately generating precise linkage control commands that match the attitude deviation of the hull 1 with the seabed slope. The Kalman filter algorithm is existing technology and will not be described in detail here. A sealed detection chamber 21 is provided inside the hull 1. The detection radar 23 is installed inside the sealed detection chamber 21. A cover plate 22 is provided on the top of the sealed detection chamber 21. The sealed detection chamber 21 and the cover plate 22 are sealed and connected by a nitrile rubber sealing gasket. A detection window 24 is provided at the bottom of the hull 1. The detection end of the detection radar 23 faces the detection window 24. The detection window 24 is sealed and isolated from the outside world by quartz glass. A dual-axis tilt sensor 25 and a central controller 26 are both installed inside the sealed detection chamber 21. The dual-axis tilt sensor 25 and the segmented electromagnetic drive mechanism are connected to the central controller 26 by signal control. A rotation control mechanism 27 is provided inside the sealed detection chamber 21 and is used to control the detection radar 23 to rotate around its axis to expand the detection range of the detection radar 23.

[0032] It should be noted that the components of the attitude detection mechanism 2 work in concert. The detection radar 23 emits detection signals to the seabed and receives reflected signals to obtain relevant seabed data. The dual-axis tilt sensor 25 collects the roll and pitch angle data of the hull 1 in real time, and both the data and the data acquired by the detection radar 23 are transmitted to the central controller 26. At the same time, the rotation control mechanism 27 drives the detection radar 23 to rotate around its axis, expanding the detection range of the detection radar 23 and enabling it to acquire seabed elevation data over a wider area. The central controller 26 processes the received data, generates corresponding control commands, and transmits them to the segmented electromagnetic drive mechanism.

[0033] Through the specific structural design of the attitude detection mechanism 2, precise coordinated detection of the hull 1's attitude and seabed slope is achieved. The sealed detection chamber 21 and the various sealing structures effectively protect the internal precision components from water erosion and adapt to shallow water wading environments. The rotation control mechanism 27 drives the detection radar 23 to rotate, expanding the detection range and enabling the acquisition of more comprehensive seabed data, thus improving the accuracy of seabed slope calculation. The coordinated operation of the dual-axis tilt sensor 25 and the detection radar 23 allows the central controller 26 to simultaneously acquire hull 1's attitude and seabed slope data, providing a comprehensive and reliable data source for the precise leveling of the ballast leveling mechanism 3. This solves the leveling lag problem caused by the traditional leveling structure's lack of real-time slope sensing capability and reliance solely on hull 1 attitude feedback.

[0034] See Figures 2-3 It is understood that this application does not limit the specific structure and installation method of the rotation control mechanism 27. The following only provides a feasible technical solution: The rotation control mechanism 27 includes a mounting base 271, a motor 272, a belt 274 and a pair of pulleys 273; the mounting base 271 is installed on the sealed detection chamber 21, the motor 272 is installed on the mounting base 271, the pair of pulleys 273 are rotatably connected to the mounting base 271 around their axes, and the belt 274 is tensioned on the pair of pulleys 273. The output end of the motor 272 is coaxially fixed to one of the pulleys 273, and the detection radar 23 is coaxially fixed to the other pulley 273.

[0035] It should be noted that when the rotation control mechanism 27 drives the detection radar 23 to rotate, the motor 272 mounted on the mounting base 271 starts, and the output end of the motor 272 drives a pulley 273 fixed coaxially with it to rotate. Since the belt 274 is tensioned on a pair of pulleys 273, the pulley 273 drives the other pulley 273 to rotate through the belt 274. Since the detection radar 23 is fixed coaxially on the pulley 273, the rotation of the pulley 273 drives the detection radar 23 to rotate around its axis, thereby expanding the detection range.

[0036] See Figures 7-8 The hull 1 is equipped with a sonar angle compensation mechanism 4, which is connected to the central controller 26 via signal control. The sonar angle compensation mechanism 4 includes a sonar mounting bracket 41, a sonar probe 42, a roll adjustment mechanism 43, and a pitch adjustment mechanism 44. It is understood that the sonar probe 42 is existing technology and will not be described in detail. The sonar mounting bracket 41 is located inside the hull 1, and the sonar probe 42 is located on the sonar mounting bracket 41, with one end of the sonar probe 42 extending out of the bottom of the hull 1. The roll adjustment mechanism 43 and the pitch adjustment mechanism 44 are both located between the sonar mounting bracket 41 and the sonar probe 42. The roll adjustment mechanism 43 is used to adjust the roll angle of the sonar probe 42, and the pitch adjustment mechanism 44 is used to adjust the pitch angle of the sonar probe 42.

[0037] It should be noted that while the ballast leveling mechanism 3 is leveling the hull 1, the central controller 26 sends control commands to the sonar angle compensation mechanism 4. The sonar mounting bracket 41 of the sonar angle compensation mechanism 4 provides mounting support for the entire mechanism. The roll adjustment mechanism 43 and the pitch adjustment mechanism 44 adjust the roll angle and pitch angle of the sonar probe 42 respectively according to the commands of the central controller 26. The roll adjustment mechanism 43 drives the sonar probe 42 to rotate around the roll direction, correcting the roll angle deviation; the pitch adjustment mechanism 44 drives the sonar probe 42 to rotate around the pitch direction, correcting the pitch angle deviation, ensuring that the emission direction of the sonar probe 42 is always perpendicular to the bottom plane.

[0038] By adding a sonar angle compensation mechanism 4, the systematic deviation of the seabed elevation data caused by sonar angle offset is reduced. The signal connection between the sonar angle compensation mechanism 4 and the central controller 26 enables precise control of the angle adjustment; the independent setting of the roll adjustment mechanism 43 and the pitch adjustment mechanism 44 can respectively adjust the roll angle and pitch angle of the sonar probe 42, realizing full-dimensional compensation of the sonar emission angle; the design of the sonar probe 42 extending out of the bottom of the hull 1 ensures that the detection signal is unobstructed, and combined with the angle compensation function, it can significantly improve the depth measurement accuracy and eliminate the systematic deviation of the seabed elevation data.

[0039] See Figures 8-9 The roll adjustment mechanism 43 includes a first rotating shaft 432, an adjustment bracket 433, a first electric actuator 434, a first rack 435, and a first gear 436. A pair of mounting blocks 431 are fixed on the sonar mounting bracket 41. The first rotating shaft 432 is rotatably connected to the mounting blocks 431 around its axis. The adjustment bracket 433 is fixed to the first rotating shaft 432. The sonar probe 42 is disposed on the adjustment bracket 433. The first electric actuator 434 is mounted on the sonar mounting bracket 41. The first rack 435 is fixed to the output end of the first electric actuator 434. The first gear 436 is coaxially fixed to the first rotating shaft 432, and the first rack 435 meshes with the first gear 436. When the first electric actuator 434 drives the first rack 435 to move, the adjustment bracket 433 is allowed to rotate through the first gear 436 and the first rotating shaft 432 to adjust the roll angle of the sonar probe 42.

[0040] It should be noted that when the roll angle of the sonar probe 42 needs to be adjusted, the first electric actuator 434 of the roll adjustment mechanism 43 is activated, and the output end of the first electric actuator 434 drives the first rack 435 fixed thereon to move. Since the first rack 435 is meshed with the first gear 436 coaxially fixed to the first rotating shaft 432, the movement of the first rack 435 drives the first gear 436 to rotate, which in turn drives the first rotating shaft 432 to rotate around its axis. Since the first rotating shaft 432 is rotatably connected to the mounting block 431 of the sonar mounting bracket 41, the adjustment bracket 433 is fixed to the first rotating shaft 432, and the sonar probe 42 is set on the adjustment bracket 433, the rotation of the first rotating shaft 432 drives the adjustment bracket 433 and the sonar probe 42 to rotate synchronously, thereby realizing the adjustment of the roll angle of the sonar probe 42.

[0041] The first electric actuator 434 is characterized by high control precision and fast response speed, which can quickly and accurately drive the first rack 435 to move. The transmission efficiency of the first gear 436 and the first rack 435 is high and the transmission ratio is stable, which ensures the precise controllability of the rotation angle of the first rotating shaft 432, thereby realizing the precise adjustment of the roll angle of the sonar probe 42.

[0042] See Figures 8-9 The pitch adjustment mechanism 44 includes a sleeve 441, a second rotating shaft 442, a second gear 443, a second electric actuator 444, and a second rack 445. The second rotating shaft 442 is fixed to the sleeve 441, and the axis of the second rotating shaft 442 is perpendicular to the axis of the sleeve 441. The sleeve 441 is rotatably connected to the adjustment bracket 433 through the second rotating shaft 442. The sonar probe 42 is coaxially mounted on the sleeve 441. The second gear 443 is coaxially fixed to the second rotating shaft 442. The second electric actuator 444 is mounted on the adjustment bracket 433. The second rack 445 is fixed to the output end of the second electric actuator 444, and the second gear 443 and the second rack 445 are meshed. When the second electric actuator 444 drives the second rack 445 to move, the sonar probe 42 on the sleeve 441 is allowed to rotate through the second gear 443 and the second rotating shaft 442 to adjust the pitch angle of the sonar probe 42.

[0043] It should be noted that when the pitch angle of the sonar probe 42 needs to be adjusted, the second electric actuator 444 of the pitch adjustment mechanism 44 is activated, and the output end of the second electric actuator 444 drives the second rack 445 fixed thereon to move. Since the second rack 445 is meshed with the second gear 443 coaxially fixed to the second rotating shaft 442, the movement of the second rack 445 drives the second gear 443 to rotate, which in turn drives the second rotating shaft 442 to rotate around its axis. Since the sleeve 441 is rotatably connected to the adjustment bracket 433 through the second rotating shaft 442, and the sonar probe 42 is coaxially mounted on the sleeve 441, the rotation of the second rotating shaft 442 drives the sleeve 441 and the sonar probe 42 to rotate synchronously, thereby realizing the adjustment of the pitch angle of the sonar probe 42.

[0044] Through a drive structure similar to the roll adjustment mechanism 43, precise adjustment of the pitch angle of the sonar probe 42 is achieved. This enables high-precision adjustment and fast response of the pitch angle. The sleeve 441 ensures a stable connection between the sonar probe 42 and the second rotating shaft 442, guaranteeing that the rotation of the second rotating shaft 442 is accurately transmitted to the sonar probe 42. This allows the roll and pitch adjustments to work together, achieving full-dimensional precise compensation of the sonar probe 42's emission angle and further improving depth sounding accuracy.

[0045] See Figures 7-9 The bottom of the hull 1 has a through hole, one end of the sonar probe 42 is coaxially inserted into the through hole, and the diameter of the through hole is larger than the outer diameter of the sonar probe 42; an elastic isolation membrane 45 is provided between the sonar probe 42 and the through hole to seal the gap between the sonar probe 42 and the through hole; a shock-absorbing buffer bushing 46 is provided between the sonar probe 42 and the sleeve 441, and an annular groove 47 is provided on the surface of the shock-absorbing buffer bushing 46.

[0046] It should be noted that by setting the elastic isolation membrane 45 and the anti-vibration buffer bushing 46, the sealing performance and operational stability of the sonar angle compensation mechanism 4 are further improved. It is understood that the elastic isolation membrane 45 is existing technology, achieving internal and external isolation without affecting the angle adjustment of the sonar probe 42; the elastic isolation membrane 45 effectively blocks the channel for water to enter the interior of the hull 1, ensuring the normal operation of the internal components of the hull 1 and improving the waterproof performance of the unmanned surface vessel; the anti-vibration buffer bushing 46 can effectively absorb vibration, reducing vibration interference to the sonar probe 42, ensuring the detection accuracy of the sonar probe 42 remains stable, while reducing wear on component connection parts and extending service life; the design of the annular groove 47 enhances the buffering effect, making the anti-vibration performance better and adaptable to the complex vibration environment of shallow water areas.

[0047] Example 2: The technical solution of this example differs from that of Example 1 in that: (See below) Figures 1-10 A hydrological surveying method, employing the aforementioned unmanned surface vessel for hydrological surveying; specifically including the following steps: Step 1, Real-time Sensing: After the hull 1 enters the shallow water operation area, the attitude detection mechanism 2 collects the roll angle and pitch angle data of the hull 1 to capture the instantaneous attitude deviation caused by the slope change; and detects and calculates the bottom elevation at multiple points, fits and generates the real-time bottom slope value and change rate, and uses the Kalman filter algorithm to eliminate the noise interference caused by water ripples and hull 1 vibration, and finally generates the control command to match the attitude deviation of the hull 1 and the bottom slope. Step 2, Dynamic Leveling: Based on the control commands generated in Step 1, the segmented electromagnetic drive mechanism is controlled to energize multiple electromagnetic coils 38 sequentially, generating directional electromagnetic thrust to drive the permanent magnet 36 and counterweight 35 to move along the linear electromagnetic slide rail 32. If the pitch angle needs to be corrected, the two sets of counterweights 35 are controlled to move synchronously in the same direction and at the same distance to adjust the front and rear center of gravity distribution of the hull 1. If the roll angle needs to be corrected, the left and right center of gravity distribution of the hull 1 is adjusted by a differential displacement logic of unilateral movement, bilateral reverse movement, or movement at different distances. After leveling is completed, adjacent electromagnetic coils 38 are energized to form a magnetic field lock, fixing the position of the counterweight 35 to prevent displacement.

[0048] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An unmanned surface vessel for hydrological surveying, comprising a hull (1), characterized in that: The hull (1) is equipped with an attitude detection mechanism (2) and a ballast leveling mechanism (3); the attitude detection mechanism (2) is used to detect the roll angle, pitch angle and seabed slope data of the hull (1); the ballast leveling mechanism (3) includes: Two sets of linear electromagnetic slide rails (32) are provided. Ballast tanks (31) are symmetrically provided on both sides of the hull (1) near its center of gravity. The two sets of linear electromagnetic slide rails (32) are respectively provided in the two ballast tanks (31). Two sliders (33), each of which is slidably connected to a set of linear electromagnetic rails (32); Two counterweights (35), each of which is fixed to a slider (33); Two sets of permanent magnets (36) are fixed on two counterweights (35) respectively, and each set of permanent magnets (36) is arranged to attract each other along the length of the linear electromagnetic slide rail (32). And a segmented electromagnetic drive mechanism, the segmented electromagnetic drive mechanism includes multiple electromagnetic coils (38), the bottom of the ballast tank (31) is provided with an installation groove (37) along its length direction, and the multiple electromagnetic coils (38) are arranged in the installation groove (37); when multiple electromagnetic coils (38) are energized in sequence, a directional electromagnetic thrust is generated, which allows the counterweight (35) to move along the linear electromagnetic slide rail (32).

2. The unmanned surface vessel for hydrological surveying according to claim 1, characterized in that: Both ends of the linear electromagnetic slide rail (32) are provided with limit blocks (34), and a buffer rubber pad is fixed on the side of the limit block (34) near the slider (33).

3. The unmanned surface vessel for hydrological surveying according to claim 2, characterized in that: A laser displacement sensor (39) is installed on one of the limiting blocks (34). The laser emission direction of the laser displacement sensor (39) is parallel to the length direction of the linear electromagnetic slide rail (32), and a reflective target is provided on the side wall of the slider (33) that is directly opposite the emitting end of the laser displacement sensor (39).

4. The unmanned surface vessel for hydrological surveying according to claim 1, characterized in that: The attitude detection mechanism (2) includes a detection radar (23), a detection window (24), a dual-axis tilt sensor (25), a central controller (26), and a rotation control mechanism (27); a sealed detection chamber (21) is provided inside the hull (1), the detection radar (23) is installed inside the sealed detection chamber (21), a cover plate (22) is provided on the top of the sealed detection chamber (21), and the sealed detection chamber (21) and the cover plate (22) are sealed together by a nitrile rubber sealing gasket; a detection window (24) is provided at the bottom of the hull (1), the detection radar (23) is installed inside the sealed detection chamber (25), the central controller (26), and the rotation control mechanism (27). The detection end of the radar (23) faces the detection window (24), which is sealed and isolated from the outside world by quartz glass; the dual-axis tilt sensor (25) and the central controller (26) are both installed in the sealed detection chamber (21), and the dual-axis tilt sensor (25) and the segmented electromagnetic drive mechanism are connected to the central controller (26) by signal control; the rotation control mechanism (27) is set in the sealed detection chamber (21) and is used to control the radar (23) to rotate around its axis to increase the detection range of the radar (23).

5. The unmanned surface vessel for hydrological surveying according to claim 4, characterized in that: The rotation control mechanism (27) includes a mounting base (271), a motor (272), a belt (274), and a pair of pulleys (273); the mounting base (271) is installed in the sealed detection chamber (21), the motor (272) is installed in the mounting base (271), the pair of pulleys (273) are rotatably connected to the mounting base (271) around their axes, and the belt (274) is tensioned on the pair of pulleys (273). The output end of the motor (272) is coaxially fixed to one of the pulleys (273), and the detection radar (23) is coaxially fixed to the other pulley (273).

6. The unmanned surface vessel for hydrological surveying according to claim 4, characterized in that: A sonar angle compensation mechanism (4) is provided inside the hull (1), and the sonar angle compensation mechanism (4) is connected to the central controller (26) via signal control. The sonar angle compensation mechanism (4) includes a sonar mounting frame (41), a sonar probe (42), a roll adjustment mechanism (43), and a pitch adjustment mechanism (44). The sonar mounting frame (41) is located inside the hull (1), and the sonar probe (42) is located on the sonar mounting frame (41), with one end of the sonar probe (42) extending out of the bottom of the hull (1). The roll adjustment mechanism (43) and the pitch adjustment mechanism (44) are both located between the sonar mounting frame (41) and the sonar probe (42). The roll adjustment mechanism (43) is used to adjust the roll angle of the sonar probe (42), and the pitch adjustment mechanism (44) is used to adjust the pitch angle of the sonar probe (42).

7. The unmanned surface vessel for hydrological surveying according to claim 6, characterized in that: The roll adjustment mechanism (43) includes a first rotating shaft (432), an adjustment bracket (433), a first electric actuator (434), a first rack (435), and a first gear (436); a pair of mounting blocks (431) are fixed on the sonar mounting bracket (41), the first rotating shaft (432) is rotatably connected to the mounting blocks (431) around its axis, the adjustment bracket (433) is fixed on the first rotating shaft (432), the sonar probe (42) is disposed on the adjustment bracket (433), and the first electric actuator (434) is fixed on the first rotating shaft (432). 34) Installed on the sonar mounting bracket (41), the first rack (435) is fixed to the output end of the first electric actuator (434), the first gear (436) is coaxially fixed to the first rotating shaft (432), and the first rack (435) and the first gear (436) are meshed and connected; when the first electric actuator (434) drives the first rack (435) to move, the first gear (436) and the first rotating shaft (432) are allowed to drive the adjustment bracket (433) to rotate, so as to adjust the roll angle of the sonar probe (42).

8. The unmanned surface vessel for hydrological surveying according to claim 7, characterized in that: The pitch adjustment mechanism (44) includes a sleeve (441), a second rotating shaft (442), a second gear (443), a second electric actuator (444), and a second rack (445). The second rotating shaft (442) is fixed to the sleeve (441), and the axis of the second rotating shaft (442) is perpendicular to the axis of the sleeve (441). The sleeve (441) is rotatably connected to the adjustment bracket (433) through the second rotating shaft (442). The sonar probe (42) is coaxially mounted on the sleeve (441). The second gear (443) is... 3) The second electric push rod (444) is coaxially fixed to the second rotating shaft (442), the second electric push rod (444) is installed on the adjusting bracket (433), the second rack (445) is fixed to the output end of the second electric push rod (444), and the second gear (443) meshes with the second rack (445); when the second electric push rod (444) drives the second rack (445) to move, the sonar probe (42) on the sleeve (441) is allowed to rotate through the second gear (443) and the second rotating shaft (442) to adjust the pitch angle of the sonar probe (42).

9. The unmanned surface vessel for hydrological surveying according to claim 8, characterized in that: The bottom of the hull (1) is provided with a through hole, one end of the sonar probe (42) is coaxially inserted into the through hole, and the diameter of the through hole is larger than the outer diameter of the sonar probe (42); an elastic isolation membrane (45) is provided between the sonar probe (42) and the through hole to block the gap between the sonar probe (42) and the through hole; a shock-absorbing buffer bushing (46) is provided between the sonar probe (42) and the sleeve (441), and an annular groove (47) is provided on the surface of the shock-absorbing buffer bushing (46).

10. A method for hydrological surveying, characterized in that: The method employs the unmanned surface vessel for hydrological surveying as described in any one of claims 1-9; specifically, it includes the following steps: Step 1, Real-time perception: When the hull (1) enters the shallow water operation area, the attitude detection mechanism (2) collects the roll angle and pitch angle data of the hull (1) to capture the instantaneous attitude deviation caused by the slope change; and detects and calculates the bottom elevation at multiple points, fits and generates the real-time bottom slope value and change rate, and eliminates the noise interference caused by water ripples and hull (1) vibration through the Kalman filter algorithm, and finally generates the control command matching the attitude deviation of the hull (1) and the bottom slope. Step 2, Dynamic Leveling: According to the control command generated in Step 1, control the segmented electromagnetic drive mechanism so that multiple electromagnetic coils (38) are energized in sequence to generate directional electromagnetic thrust, driving the permanent magnet (36) and counterweight (35) to move along the linear electromagnetic slide rail (32). If the pitch angle needs to be corrected, control the two sets of counterweights (35) to move synchronously in the same direction and at the same distance to adjust the front and rear center of gravity distribution of the hull (1). If the roll angle needs to be corrected, adjust the left and right center of gravity distribution of the hull (1) through the differential displacement logic of single-sided movement, double-sided reverse movement or movement at different distances. After leveling is completed, adjacent electromagnetic coils (38) are energized to form a magnetic field lock, fixing the position of the counterweight (35) to prevent displacement.

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