Intelligent dock system for unmanned ship

Abstract

The invention discloses an intelligent dock system for an unmanned ship, which comprises a storage location, the storage location is provided with a ship berthing channel for the unmanned ship to enter and a berthing position matched with the ship berthing channel for use, and the unmanned ship is berthed at the berthing position through the ship berthing channel; the garbage recycling bin is arranged at the storage location and used for collecting floating objects collected in the operation process of the unmanned ship; the ship locking module is used for mechanically locking the unmanned ship berthing at the berthing position; the charging module is electrically connected with an external power supply and is used for charging the unmanned ship after the unmanned ship stops; the ship locking module comprises a locking piece and a first driving piece used for driving the position and posture of the locking piece to be changed, and the first driving piece is used for driving the locking piece to move forwards to be adjusted to the first position and posture to be clamped into a clamping groove formed in an external unmanned ship, so that mechanical locking of the unmanned ship is achieved; the problem that a traditional ship depends on manual operation is solved, full-automatic driving is achieved, labor cost is greatly saved, and safety risks are reduced.

Description

Technical Field

[0001] This invention relates to the field of unmanned cleaning vessel technology, and in particular to an intelligent docking system for unmanned vessels. Background Technology

[0002] With the increasing demand for aquatic ecological environment governance, unmanned surface vessels (USVs), as important environmental protection equipment, are experiencing exponential growth in application. USVs can be widely used in areas such as waterway garbage cleanup, water quality monitoring, and cyanobacteria control, offering advantages such as operational flexibility, low labor costs, and strong environmental adaptability. However, currently available USVs still suffer from significant deficiencies in supporting infrastructure, particularly in areas such as charging, refueling, and docking / locking, which still rely heavily on manual intervention, making truly unmanned operation difficult.

[0003] Most current surface cleaning operations still require manual control of unmanned surface vessels (USVs) via remote control. Operators not only need specialized skills but also must maintain prolonged concentration, making them highly susceptible to fatigue and errors, thus impacting efficiency and safety. Furthermore, there are no effective solutions for issues such as automated docking and locking upon return to the docking point, ensuring stability under currents and waves, automatic recharging, and centralized collection of floating debris. Existing dock structures are mostly single-function, providing only basic berthing space and lacking integrated intelligent management functions such as automatic locking, automatic charging, and waste collection for USVs.

[0004] Therefore, how to provide an intelligent dock system that can realize automatic docking, automatic locking, automatic charging, and centralized waste collection of unmanned vessels, thereby improving the automation, safety, and endurance of unmanned vessel operations, has become an urgent technical problem to be solved in this field. Summary of the Invention

[0005] To overcome the shortcomings of existing technologies, this invention provides an intelligent docking system for unmanned vessels.

[0006] The technical solution adopted by this invention to solve its technical problem is: This invention provides an unmanned marine intelligent dock system, comprising: The storage space is equipped with a berthing channel for unmanned vessels to enter and a berthing space used in conjunction with the berthing channel. The unmanned vessels are moored at the berthing space via the berthing channel. A waste collection bin, located at the storage location, is used to collect floating debris collected during unmanned vessel operations; The boat locking module is used to mechanically lock unmanned boats that are docked in the berth. The charging module is electrically connected to an external power source and is used to charge the unmanned vessel after it docks. The locking module includes a locking component and a first driving component for changing the position of the locking component. The first driving component is used to drive the locking component to move forward and adjust to the first position to engage with the slot opened on the external unmanned vessel, so as to achieve mechanical locking of the unmanned vessel. The first driving component is also used to drive the locking component to move backward and adjust to the second position to disengage it from the slot on the external unmanned vessel, so as to release the unmanned vessel.

[0007] Preferably, the boat locking module further includes a housing and an elastic element. A second rod is fixedly mounted on the housing, and a first rod is slidably mounted on the second rod. A locking element is located on the first rod, and an elastic element is located between the first rod and the second rod or between the first rod and the housing. The elastic element is used to reset the first rod after its position is changed by the first driving element. By setting up the housing, the elastic element, and the first rod slidably mounted on the second rod, and by placing the locking element on the first rod and the elastic element between the first rod and the second rod or the housing, the boat locking module enables the first rod to automatically reset after its position is changed by the first driving element. This allows the locking element to automatically return to its initial position after locking or unlocking the unmanned boat, preventing damage from accidental collisions due to the locking element being in an extended state for a long time. It also prepares for the next locking action, realizing the automatic reset function of the locking mechanism and improving the reliability and service life of the boat locking module.

[0008] Preferably, a second block is fixedly provided at the end of the first rod member away from the elastic member. A first block for use with the second block is provided at the output end of the first drive member. Both the first and second blocks have chamfered edges on their sides. The first drive member drives the first block to reciprocate in a straight line. The linear movement of the first block, under the force of the force acting against the second block and the elastic member, causes the second block to move along the axis of the second rod member. This achieves the locking member moving along the axis of the second rod member to limit and lock the unmanned vessel. By providing a second block at the end of the first rod member and... The output end of the drive unit is equipped with a first block with a chamfer. Both the first block and the second block have chamfers on their adjacent sides. When the first drive unit drives the first block to move linearly, the chamfered surface stops the second block. Combined with the force of the elastic element, the second block drives the locking element to move along the axis of the second rod. This chamfered driving method converts the linear motion of the first drive unit into the linear motion of the locking element. The smooth conversion of motion is achieved through the guiding effect of the chamfered surface. It also ensures that the locking element can be smoothly reset by the elastic element, thus achieving precise locking and smooth unlocking of the unmanned vessel.

[0009] Preferably, the first block has a strip-shaped first groove, the length of which is parallel to the displacement direction of the first block. The end of the second rod away from the elastic member passes through the first block and slides with the first block via the first groove. The elastic member is used by the first rod to apply force to the second block and fits against the first block. The first groove limits the movement of the second rod, ensuring the directional stability of the second block during movement and preventing the locking member from deflecting in the vertical direction. At the same time, the strip-shaped design of the first groove allows the locking member to move relative to the first block within a limited range, avoiding structural interference and ensuring that the second block can always maintain a good fit with the first block, thus improving the stability and reliability of the locking action.

[0010] Preferably, the storage location is equipped with a bracket, and the boat locking module also includes a mounting plate on the bracket. The housing and the first drive component are both mounted on the bracket via the mounting plate. The housing is provided with a second groove, and the free end of the locking component protrudes from the housing via the second groove. The end of the housing away from the mounting plate is arc-shaped. By modularly fixing the entire boat locking module to the bracket, it is easy to assemble and maintain. The arc-shaped design at the end of the housing can adapt to the curved shape of the unmanned boat hull, allowing the locking component to lock closer to the hull surface. At the same time, the second groove limits and guides the extension direction of the locking component, ensuring that the locking component can accurately align with the slot on the unmanned boat, improving the locking accuracy and structural compactness.

[0011] Preferably, the mounting plate is further provided with a positioning frame, on which a third groove and a fourth groove are provided. The third groove is strip-shaped, and the fourth groove is fan-shaped. The third groove is located at the end of the positioning frame closer to the mounting plate, and the fourth groove is located at the end of the positioning frame farther from the mounting plate. The groove distance of the fourth groove at the end closer to the third groove is equal to the groove distance of the third groove and less than the groove distance at the end of the fourth groove farther from the third groove. The mounting plate is provided with a positioning frame, on which the connected strip-shaped third groove and fan-shaped fourth groove are provided. The spacing of the fourth trough near the end of the third trough is equal to that of the third trough and less than that of the far end of the fourth trough. This variable-diameter trough structure forms a guide channel that gradually widens. When the unmanned vessel enters the storage position, the positioning structure on the hull first enters the narrower third trough for initial positioning. As the hull continues to move, the positioning structure enters the gradually widening fourth trough. This design not only ensures that the positioning structure can enter smoothly, but also accurately calibrates the final docking position of the hull through the change in the shape of the trough, thus achieving precise guidance and positioning of the unmanned vessel's docking position.

[0012] Preferably, two positioning frames are provided, with identical structures and respectively located on the left and right sides of the locking member. Each positioning frame is equipped with a position sensor of the same structure. The position sensor is used to detect whether the positioning structure on the unmanned vessel is in a preset position on the third trough. By setting two identical positioning frames on the left and right sides of the locking member, each positioning frame is equipped with a position sensor to detect whether the positioning structure on the unmanned vessel is in a preset position on the third trough. This dual-sided symmetrical sensor layout can simultaneously detect the positions of the positioning structures on the left and right sides of the unmanned vessel. By comparing the detection signals of the sensors on both sides, it can accurately determine whether the unmanned vessel is docked correctly and whether it has reached the preset locking position. When both sensors detect the positioning structure, the control system can confirm that the unmanned vessel has docked in place, providing an accurate trigger signal for subsequent locking actions, thus realizing precise perception and automated control of the unmanned vessel's docking position.

[0013] Preferably, the charging module includes a charging compartment and a charging connector disposed on the charging compartment. The charging compartment is fixedly mounted on a bracket, and the charging connector is located at the end of the charging compartment closer to the unmanned vessel. The end of the charging compartment closer to the unmanned vessel is also provided with several elastic components, which are arranged around the charging connector. The charging compartment provides a stable mounting base for the charging connector. When the unmanned vessel docks for charging, the elastic components around the charging connector first come into contact with the hull and are compressed. The buffering effect of the elastic components absorbs the impact energy when the hull docks. At the same time, the rebound force of the elastic components ensures that the charging connector can maintain a tight fit with the charging interface of the hull, ensuring the stability and reliability of the charging connection and avoiding charging interruption caused by hull swaying.

[0014] Preferably, the storage location is provided with a first guide component and a second guide component. Both the first guide component and the second guide component are located on the side wall of the berthing channel. The first guide component is located at the end of the storage location away from the locking module. The first guide component includes a first support member located on the storage location. A first wheel body is rotatably provided at the end of the first support member away from the storage location. The first wheel body is provided with a plurality of elastic protrusions arranged in a ring array. The elastic protrusions extend from the circumference of the first wheel body and are arranged in a strip shape. The length direction of the elastic protrusions is parallel to the axial direction of the first wheel body. The second guiding component includes a second support member mounted on the storage location. A second wheel is rotatably mounted on the end of the second support member furthest from the storage location. The second wheel and the first wheel are used to guide or limit the top and bottom of the unmanned surface vessel (USV), respectively. The second guiding component is located on the side of the first guiding component closer to the locking module. An elastic plate, arc-shaped and made of elastic metal, is located on the end of the second support member closest to the first guiding component. The first wheel on the first support member, along with its circumferentially arrayed strip-shaped elastic protrusions, guides the bottom of the USV. The second guiding component is located within the first guiding assembly. The first guide component, located near the locking module, guides the top of the unmanned vessel via a second wheel on the second support component. An arc-shaped elastic plate is also located at the front end of the second support component. This combined upper and lower guide structure forms a three-dimensional guide channel. The elastic protrusion on the first wheel can adapt to the concave and convex surfaces of the vessel top and provide flexible contact, reducing wear. The elastic plate at the front end of the second guide component can first contact the vessel when the unmanned vessel enters, using its arc-shaped elastic metal structure to provide initial guidance and buffering for the vessel, guiding it smoothly into the guide channel. This achieves smooth guidance of the unmanned vessel from entry to docking.

[0015] Preferably, the storage location is an inflatable structure or a floating platform structure. The waste recycling bin, the boat locking module, and the charging module are located at one end of the length direction of the storage location. A support is provided on the storage location, and a cover is fixed on the support. The cover is used to cover the top of the waste recycling bin. The waste recycling bin has an internally hollow structure and is located on the support and / or the cover. When the waste recycling bin contains preset floating objects, the bottom of the waste recycling bin protrudes from the bottom end of the storage location, so that the storage location itself can adapt to the floating environment on water. The cover protects the top of the waste recycling bin to prevent debris from falling in. At the same time, this installation structure makes full use of the space below the storage location, realizes the integrated design of waste recycling function, and improves the space utilization and functionality of the overall system.

[0016] The beneficial effects of this invention are: Automatic vessel locking: By integrating with the storage location and monitoring the vessel status at any time through the intelligent management cloud platform, the vessel automatically parks itself and uses mechanical locking hooks to firmly lock the vessel, solving the problem of traditional vessels relying on manual operation. It achieves fully automated driving from the "starting point" to the "end point" and supports unmanned operations such as automatic return, reducing reliance on professional operators, significantly saving labor costs and reducing safety risks.

[0017] Fully automated operation and energy replenishment: Combined with the storage space (charging pile), it realizes automatic berthing, automatic charging and automatic start of the unmanned vessel, realizing a truly "unmanned" operation of the entire process of "operation-return-locking-charging", extending the operation time, improving the operation efficiency, and is not limited by time or weather (within the design range), and can realize 24-hour automatic operation.

[0018] Centralized waste collection: Combined with storage locations, after automatic berthing and locking, waste can be collected centrally through the waste collection bins. Multiple operations by the vessels and centralized processing of waste in one go solve the problem of frequent reliance on manual waste collection by traditional cleaning vessels. This achieves waste collection and cleaning every 1-7 days, improving operational efficiency by 300%. Cloud Management Platform: This platform is built based on the Internet of Things to enable remote monitoring, task scheduling, data storage and analysis of unmanned vessel clusters. It solves the problem of data silos and allows managers to view the status and operation trajectory of vessels in real time via PC or mobile devices, realizing digital management of "people-vessel-water". Attached Figure Description

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

[0020] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0021] Figure 1 This is a schematic diagram of the intelligent dock system of the present invention; Figure 2 This is a schematic diagram of the ship-locking module of the present invention; Figure 3 This is a schematic diagram of the internal structure of the ship-locking module of the present invention; Figure 4 This is a schematic diagram of the charging module of the present invention; Figure 5 This is a schematic diagram of the structure of the waste recycling bin of the present invention; Figure 6 This is a schematic diagram of the storage location of the present invention, which shows the positional relationship between the first guide component and the second guide component; Figure 7 This is a schematic diagram of the structure of the second guide component of the present invention; Figure 8 This is a schematic diagram of the structure of the first guiding component of the present invention; Figure 9 This is a schematic diagram showing the position and structure of the cover relative to the storage location of the present invention.

[0022] The reference numerals in the figures include: 1. Storage location; 2. Waste recycling bin; 3. Boat locking module; 4. Charging module; 10. Bracket; 11. Mooring channel; 12. Cover; 13. First guide assembly; 131. First support member; 132. First wheel body; 133. Elastic protrusion; 14. Second guide assembly; 141. Second support member; 142. Second wheel body; 143. Elastic sheet; 20. Bin body; 21. Bending part; 22. Handle; 31. Locking member; 3 11. First rod component; 312. Second rod component; 313. Elastic component; 314. Second block; 32. First drive component; 321. First block; 322. First groove; 33. Housing; 331. Second groove; 34. Positioning frame; 341. Third groove; 342. Fourth groove; 343. Position sensor; 35. Mounting plate; 41. Charging compartment; 42. Charging connector; 43. Elastic component; 44. Support frame. Detailed Implementation

[0023] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0024] In the description of this application, terms such as "first" and "second" are used only to distinguish different objects, not to describe a specific order. Furthermore, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. Additionally, "at least one" refers to one or more, and "multiple" refers to two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c; a and b; a and c; b and c; or a and b and c. Where a, b, and c can be single or multiple.

[0025] The terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus.

[0026] In this application, the words "exemplary" or "for example" are used to indicate that something is an example, illustration, or illustration. Any embodiment or design described as "exemplary," "for example," or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Rather, the use of the words "exemplary," "for example," or "for example" is intended to present the relevant concepts in a specific manner.

[0027] It is understood that in this application, "when," "if," and "if" all refer to the device making a corresponding action under certain objective circumstances, and are not time-limited, nor do they require the device to make a judgment when it is implemented, nor do they imply any other limitations.

[0028] In this application, the use of singular designations for elements is intended to represent "one or more" rather than "one and only one," unless otherwise specified.

[0029] It is understood that in the embodiments of this application, "B corresponding to A" means that there is a correspondence between A and B, and B can be determined based on A. Determining B based on A does not mean that B can be determined solely based on A; B can also be determined based on A and / or other information.

[0030] Reference Figures 1 to 9 An unmanned marine intelligent dock system includes: Storage location 1 is equipped with a berthing channel 11 for unmanned vessels to enter and a berthing space used in conjunction with the berthing channel 11. The unmanned vessels are moored at the berthing space via the berthing channel 11. Waste recycling bin 2, located in the storage area 1, is used to collect floating debris collected during unmanned vessel operations; The boat locking module 3 is used to mechanically lock the unmanned boat that is docked at the berth. Charging module 4 is electrically connected to an external power source and is used to charge the unmanned vessel after it docks. The boat locking module 3 includes a locking member 31 and a first driving member 32 for changing the position of the locking member 31. The first driving member 32 is used to drive the locking member 31 to move forward and adjust to the first position to engage with the slot opened on the external unmanned boat, so as to achieve mechanical locking of the unmanned boat; the first driving member 32 is also used to drive the locking member 31 to move in the reverse direction and adjust to the second position to disengage it from the slot of the external unmanned boat, so as to release the unmanned boat.

[0031] Through the above structural setup, during use, the system achieves fully automated management of the unmanned vessel's docking, locking, energy replenishment, and waste collection via a storage space 1 (integrated with a berthing channel 11 and a berthing position), a waste collection bin 2, a locking module 3 (containing a locking element 31 and a first driving element 32), and a charging module 4. The system utilizes the berthing position to provide dedicated docking space for the unmanned vessel, ensuring its orderly and safe entry. During or after docking, the first driving element 32 of the locking module 3 drives the locking element 31 to engage with the unmanned vessel's slot, mechanically locking the hull and effectively preventing swaying or drifting caused by water currents or waves, thus ensuring the stability and safety of docking. Simultaneously, the charging module 4 connects to an external power source to automatically charge the unmanned vessel, ensuring its endurance. Floating debris collected by the unmanned vessel during operation can be transferred to the waste collection bin 2 for unified collection and transfer, avoiding secondary pollution and improving the continuity of environmental protection operations. These technological features work together to achieve integrated intelligent management of unmanned vessel docking, locking, charging, and waste recycling, significantly improving the automation level, safety, and endurance of operations.

[0032] Storage location 1 is equipped with a support frame 10, and the support frame 10 is equipped with a central control system.

[0033] In other embodiments, an intelligent docking system for unmanned vessels may include several unmanned vessels, each equipped with autonomous driving capabilities. Each unmanned vessel may be equipped with one or more sensors, such as lidar, millimeter-wave radar, cameras, marine radar, inertial navigation systems (INS), and GPS, to acquire real-time information about the surrounding environment (e.g., obstacles, other vessels, water depth, current, wind speed and direction). Through multi-sensor fusion technology, the unmanned vessels can maintain accurate perception under complex weather conditions such as rain, fog, and night, providing reliable data support for decision-making. Sensor data can be processed and analyzed uniformly on the unmanned vessels or transmitted to a central control system, ensuring the accuracy and real-time nature of environmental perception. Based on machine learning and deep learning algorithms, the unmanned surface vessel (USV) analyzes and processes perceived data to dynamically plan the optimal navigation path, avoiding obstacles and dangerous areas. For example, based on the movement trajectories of surrounding vessels and the positions of obstacles, the decision-making system can automatically adjust its course and speed to ensure safe navigation. The decision results need to be fed back to the central control system for operator monitoring or remote intervention; simultaneously, the central control system can issue task instructions (such as target points and navigation rules) to the decision-making module to optimize the navigation strategy.

[0034] The unmanned surface vessel (USV) autonomously controls its rudder, propellers, and motors via an autopilot controller to perform maneuvers such as steering, acceleration, and deceleration. The control system must communicate in real-time with the perception and decision-making modules to ensure the vessel follows a predetermined path. The control system also needs to receive remote commands from the central control system (such as emergency braking and course correction) and, when necessary, feed back the execution status to the central control system, forming a closed-loop control system.

[0035] The unmanned surface vessel (USV) is equipped with a remote communication module (such as 4G / 5G or satellite communication) to transmit real-time status information (such as position, speed, and equipment status) to a shore-based control center (such as the central control system on support 10) and receive remote commands. When necessary, the shore-based operator can take over control to ensure navigation safety. Of course, encrypted communication protocols can be used to prevent data leakage, and redundant communication links can be employed to avoid signal interruptions.

[0036] It is worth noting that technologies such as GPS, Beidou Navigation System, Differential GPS and Inertial Navigation System (INS) can be combined to achieve centimeter-level positioning accuracy for unmanned vessels, supporting precise navigation in complex scenarios such as narrow waterways and ports. Similarly, the positioning data needs to be synchronized to the central control system to assist in remote monitoring and path planning. At the same time, the central control system can provide high-precision map data to optimize the local path planning of unmanned vessels.

[0037] The central control system can also be connected to a mobile application using wireless technology.

[0038] The garbage collection compartment on the unmanned vessel can be slidably installed along the vertical direction with the unmanned vessel.

[0039] Specifically, the ship-locking module 3 also includes a housing 33 and an elastic element 313. A second rod 312 is fixedly mounted on the housing 33, and a first rod 311 is slidably mounted on the second rod 312. A locking element 31 is mounted on the first rod 311, and the elastic element 313 is located between the first rod 311 and the second rod 312 or between the first rod 311 and the housing 33. The elastic element 313 is used to reset the first rod 311 after its position is changed by the first driving element 32. The ship-locking module 3, by setting up the housing 33, the elastic element 313, and the first rod 311 slidably mounted on the second rod 312, achieves this functionality. The locking element 31 is mounted on the first rod 311, and the elastic element 313 is located between the first rod 311 and the second rod 312 or the housing 33. This allows the first rod 311 to automatically reset after being driven by the first driving element 32 to change its position. After locking or unlocking the unmanned vessel, the locking element 31 can automatically return to its initial position by relying on the elastic element 313. This avoids damage to the locking element 31 due to accidental collisions caused by it being in an extended state for a long time. It also prepares for the next locking action, realizing the automatic reset function of the locking mechanism and improving the reliability and service life of the locking module 3.

[0040] The elastic element 313 is a spring sleeved on the second rod 312. A circular limiting plate is fixedly provided at the end of the second rod 312 in the length direction. The second rod 312 is disposed on the housing 33 via the circular limiting plate. The end of the elastic element 313 in the length direction abuts against the circular limiting plate and the first rod 311 respectively.

[0041] It is worth noting that the radial cross-section of the second rod member 312 is irregularly shaped.

[0042] The locking member 31 is V-shaped and has two free ends. One of the free ends of the locking member 31 is arc-shaped, that is, it bends toward the other free end. Both free ends of the locking member 31 are directed toward the mounting plate 35 mentioned below. The first rod body 31 is provided with two locking members 31, which are respectively located at both ends of the length direction of the first rod body 311.

[0043] Specifically, a second block 314 is fixedly provided at the end of the first rod member 311 away from the elastic member 313. A first block 321 for use with the second block 314 is provided at the output end of the first drive member 32. Both the first block 321 and the second block 314 have chamfered edges on their sides. The first drive member 32 drives the first block 321 to reciprocate in a straight line. The linear movement of the first block 321, under the force of the force resisting the second block 314 and the elastic member 313, causes the second block 314 to move along the axis of the second rod member 312. This allows the locking member 31 to move along the axis of the second rod member 312 to limit and lock the unmanned vessel. By providing the second block 314 at the end of the first rod member 311... 14. A first block 321 with a chamfer is provided at the output end of the first driving member 32. The first block 321 and the second block 314 are both provided with chamfers on the side that is close to each other. When the first driving member 32 drives the first block 321 to move linearly, the chamfered slope abuts the second block 314. With the action of the elastic member 313, the second block 314 drives the locking member 31 to move along the axis of the second rod member 312. This chamfered driving method converts the linear motion of the first driving member 32 into the linear motion of the locking member 31. The smooth conversion of motion is achieved through the guiding effect of the chamfered slope. It also ensures that the locking member 31 can be smoothly reset by relying on the elastic member 313, thus realizing the precise locking and smooth unlocking of the unmanned vessel.

[0044] Reference Figure 3 Both the second block 314 and the first block 321 are arranged in a right trapezoidal shape when viewed from above, and the base dimension of the first block 321 is larger than the base dimension of the second block 314.

[0045] The first driving component 32 is an electric telescopic rod or other driving structure with an equivalent function.

[0046] Specifically, a strip-shaped first groove 322 is formed on the first block 321. The length direction of the first groove 322 is parallel to the displacement direction of the first block 321. The end of the second rod 312 away from the elastic member 313 passes through the first block 321 and is slidably set with the first block 321 via the first groove 322. The elastic member 313 is used by the first rod 311 to force the second block 314 to fit against the first block 321. The first groove 322 limits the second rod 312, ensuring the directional stability of the second block 314 during movement and preventing the locking member 31 from deflecting in the vertical direction. At the same time, the strip-shaped design of the first groove 322 allows the locking member 31 to move relative to it within a limited range, avoiding structural interference and ensuring that the second block 314 can always maintain a good fit with the first block 321, thus improving the stability and reliability of the locking action.

[0047] The end of the second rod member 312 away from the elastic member 313 passes through the second block 314. The second block 314 is fixedly disposed with the first rod member 311, and both the second block 314 and the first rod member 311 are slidably disposed on the second rod member 312.

[0048] Specifically, the storage location 1 is equipped with a bracket 10, and the boat locking module 3 also includes a mounting plate 35 on the bracket 10. The housing 33 and the first driving component 32 are both mounted on the bracket 10 via the mounting plate 35. The housing 33 is equipped with a second groove 331. The free end of the locking component 31 protrudes from the housing 33 via the second groove 331. The end of the housing 33 away from the mounting plate 35 is arc-shaped. By modularly fixing the boat locking module 3 to the bracket 10, it is easy to assemble and maintain. The arc-shaped design at the end of the housing 33 can adapt to the curved shape of the unmanned boat hull, so that the locking component 31 can be closer to the surface of the hull for locking. At the same time, the second groove 331 limits and guides the extension direction of the locking component 31, ensuring that the locking component 31 can be accurately aligned with the slot on the unmanned boat, improving the locking accuracy and structural compactness.

[0049] The support frame 10 is located at the berthing channel 11. The storage location 1 is made of an internal inflatable structure or floating platform structure combined with an outer rigid support structure. The support frame 10 is located on the rigid support structure of the storage location 1.

[0050] The second groove 331 can be used for the axial displacement of the locking member 31 along the second rod member 312 and its longitudinal displacement, where longitudinal refers to the vertical direction.

[0051] Specifically, the mounting plate 35 is also provided with a positioning frame 34, which has a third groove 341 and a fourth groove 342 connected to each other. The third groove 341 is strip-shaped, and the fourth groove 342 is fan-shaped. The third groove 341 is located at the end of the positioning frame 34 closest to the mounting plate 35, and the fourth groove 342 is located at the end of the positioning frame 34 furthest from the mounting plate 35. The groove distance of the fourth groove 342 near the end of the third groove 341 is equal to the groove distance of the third groove 341 and less than the groove distance of the fourth groove 342 furthest from the end of the third groove 341. The mounting plate 35 is provided with a positioning frame 34, which has openings on it. The interconnected strip-shaped third channel 341 and fan-shaped fourth channel 342 have a spacing at the end of the fourth channel 342 closest to the third channel 341 that is equal to that of the third channel 341 and less than that at the far end of the fourth channel 342. This variable-diameter channel structure forms a guide channel that gradually widens. When the unmanned vessel enters bay 1, the positioning structure on the hull first enters the narrower third channel 341 for initial positioning. As the hull continues to move, the positioning structure enters the gradually widening fourth channel 342. This design ensures that the positioning structure can enter smoothly and also accurately calibrates the final docking position of the hull through the change in the shape of the channel, thus achieving precise guidance and positioning of the unmanned vessel's docking position.

[0052] Specifically, there are two positioning frames 34, which are identical in structure and are respectively located on the left and right sides of the locking member 31. Each positioning frame 34 is equipped with a position sensor 343 of the same structure. The position sensor 343 is used to detect whether the positioning structure on the unmanned vessel is in the preset position on the third groove 341. The two identical positioning frames 34 are set on the left and right sides of the locking member 31, and each positioning frame 34 is equipped with a position sensor 343 to detect whether the positioning structure on the unmanned vessel is in the preset position on the third groove 341. This dual-sided symmetrical sensor layout can simultaneously detect the position of the positioning structure on the left and right sides of the unmanned vessel. By comparing the detection signals of the sensors on both sides, it can accurately determine whether the unmanned vessel is docked correctly and whether it has reached the preset locking position. When both sensors detect the positioning structure, the control system can confirm that the unmanned vessel has docked in place, providing an accurate trigger signal for subsequent locking actions, thus realizing the precise perception and automated control of the unmanned vessel's docking position.

[0053] Specifically, the charging module 4 includes a charging compartment 41 and a charging connector 42 disposed on the charging compartment 41. The charging compartment 41 is fixedly disposed on the bracket 10. The charging connector 42 is disposed at the end of the charging compartment 41 closest to the unmanned vessel. The end of the charging compartment 41 closest to the unmanned vessel is also provided with several elastic components 43. The elastic components 43 are arranged around the charging connector 42. The charging compartment 41 provides a stable installation base for the charging connector 42. When the unmanned vessel docks for charging, the elastic components 43 around the charging connector 42 first come into contact with the hull and are compressed. The buffering effect of the elastic components absorbs the impact energy when the hull docks. At the same time, the rebound force of the elastic components ensures that the charging connector 42 can keep tightly fitted with the charging interface of the hull, ensuring the stability and reliability of the charging connection and avoiding charging interruption caused by hull shaking.

[0054] The bottom of the charging compartment 41 is provided with a support frame 44, and the charging compartment 41 is detachably mounted on the bracket 10 via the support frame 44 and external bolts.

[0055] There are two charging modules 4, which are respectively located at both ends of the bracket 10 along its length.

[0056] Specifically, the storage space 1 is provided with a first guide component 13 and a second guide component 14. Both the first guide component 13 and the second guide component 14 are located on the side wall of the berthing channel 11. The first guide component 13 is located at the end of the storage space 1 away from the locking module 3. The first guide component 13 includes a first support member 131 located on the storage space 1. A first wheel body 132 is rotatably provided at the end of the first support member 131 away from the storage space 1. The first wheel body 132 is provided with a plurality of elastic protrusions 133 arranged in a ring array. The elastic protrusions 133 protrude from the circumference of the first wheel body 132 and are arranged in a strip shape. The length direction of the elastic protrusions 133 is parallel to the axial direction of the first wheel body 132. The second guide assembly 14 includes a second support member 141 disposed on the storage position 1. A second wheel 142 is rotatably mounted on the end of the second support member 141 away from the storage position 1. The second wheel 142 and the first wheel 132 are used to guide or limit the top and bottom of the unmanned surface vessel, respectively. The second guide assembly 14 is disposed on the side of the first guide assembly 13 near the locking module 3. An elastic piece 143 is provided on the end of the second support member 141 near the first guide assembly 13. The elastic piece 143 is arc-shaped and made of elastic metal. It guides the bottom of the unmanned surface vessel through the first wheel 132 on the first support member 131 and the circumferentially arrayed strip-shaped elastic protrusions 133 on the wheel. Component 14 is located on the side of the first guide component 13 near the lock-boat module 3. It guides the top of the unmanned boat through the second wheel 142 on the second support 141, and an arc-shaped elastic piece 143 is set at the front end of the second support 141. This combined upper and lower guide structure forms a three-dimensional guide channel. The elastic protrusion 133 on the first wheel 132 can adapt to the concave and convex surfaces of the top of the boat and provide flexible contact to reduce wear. The elastic piece 143 at the front end of the second guide component 14 can first contact the boat when the unmanned boat enters, and use its arc-shaped elastic metal structure to initially guide and buffer the boat, guiding the boat smoothly into the guide channel, realizing the smooth guidance of the unmanned boat from entry to docking.

[0057] A plurality of first guide components 13 are provided, and the plurality of first guide components 13 are arranged in an array along the arc segment of the berthing channel 11, while the second guide components 14 are provided on the straight segment of the berthing channel 11.

[0058] The mooring channel 11 provided on the storage location 1 is set in an arc at the end away from the waste recycling bin 2, so as to serve as an arc segment for the initial guidance of the external unmanned vessel. The mooring channel 11 provided on the storage location 1 is set in a straight line at the end closer to the waste recycling bin 2, so as to serve as a straight segment for secondary guidance and restraint of the external unmanned vessel.

[0059] Specifically, the storage location 1 is an inflatable structure or a floating platform structure. The waste recycling bin 2, the boat locking module 3, and the charging module 4 are located at one end of the length of the storage location 1. A support 10 is provided on the storage location 1, and a cover 12 is fixed on the support 10. The cover 12 is used to cover the top of the waste recycling bin 2. The waste recycling bin 2 has an internally hollow structure and is located on the support 10 and / or the cover 12. When the waste recycling bin 2 contains preset floating objects, the bottom of the waste recycling bin 2 protrudes from the bottom end of the storage location 1, so that the storage location 1 itself can adapt to the floating environment on water. The cover 12 protects the top of the waste recycling bin 2 to prevent debris from falling in. At the same time, this installation structure makes full use of the space below the storage location 1, realizes the integrated design of the waste recycling function, and improves the space utilization and functionality of the overall system.

[0060] Storage location 1 includes two air-supported structures or floating platform structures, with a first guide component 13 located on the upper air-supported structure or upper floating platform structure and a second guide component 14 located on the lower air-supported structure or lower floating platform structure.

[0061] The waste recycling bin 2 includes a bent part 21, on which several strip grooves are provided. The storage position 1 or the support 10 is provided with strip protrusions corresponding to the several strip grooves, so as to allow the waste recycling bin 2 to slide relative to the storage position 1 in the longitudinal direction. That is, the waste recycling bin 2 can be displaced in the longitudinal direction to separate from the storage position 1 and the support 10.

[0062] The waste recycling bin 2 also includes a bin body 20, with a bent portion 21 located at the upper end of the bin body 20. The bent portion 21 extends from the bin body 20 by bending. A handle 22 is also provided on the outer periphery of the bin body 20, which is used to facilitate operation of the bin body 20 by external personnel.

[0063] The silo 20 is a closed or semi-closed structure and is equipped with an openable cleaning port.

[0064] The container 20 is also provided with an arc-shaped opening, which is formed by bending and extending from the container 20 to facilitate the placement and retrieval of floating objects from the outside.

[0065] The enclosure 12 is also equipped with a disinfection lamp, which can be a UV germicidal lamp or other lamps with this function to sterilize the floating objects inside the enclosure 20.

[0066] Storage compartment 1 is also equipped with a cover, which is used to cover the waste recycling bin 2, the boat locking module 3, the charging module 4, and the unmanned boat docked in the berthing channel 11. The structure of the cover is as follows: Figure 9 As shown, the housing is equipped with a light. Of course, in the preferred case, the top of the housing can be made translucent to reduce the time required for lighting during the day.

[0067] For example, storage location 1 can also be vertically slidable with external components through its rigid structure to further improve its stability.

[0068] The complete working process of the intelligent dock system based on this application is as follows: When the unmanned surface vessel (USV) completes surface cleaning operations or its battery level drops below a preset threshold, it uses a variety of sensors, including lidar, millimeter-wave radar, cameras, marine radar, inertial navigation system (INS), and GPS / BeiDou navigation system, to perceive the surrounding environment in real time. This includes information such as obstacle distribution, water flow speed and direction, wind speed and direction, and water depth. The USV's built-in decision-making system, based on machine learning and deep learning algorithms, fuses, analyzes, and processes the perceived data, dynamically plans the optimal return route, and automatically adjusts its course and speed to avoid obstacles and dangerous areas during its journey.

[0069] During the return journey, the unmanned surface vessel (USV) transmits real-time location, speed, and equipment status information to the central control system mounted on support 10 via 4G / 5G or satellite communication modules. The central control system can remotely monitor the USV's return trajectory and issue commands to intervene or optimize the process when necessary. Simultaneously, the central control system can provide the USV with high-precision map data, assisting it in achieving centimeter-level precision navigation in complex environments such as narrow waterways and ports.

[0070] When the unmanned vessel approaches parking space 1, it first enters the curved segment of the berthing channel 11. Several first guide components 13 are arrayed on this curved segment. The first wheel 132 of each first guide component 13 has a ring-shaped array of elastic protrusions 133. These elastic protrusions 133 contact the top of the unmanned vessel, utilizing their elastic deformation to adapt to the curved shape of the vessel's top, providing flexible guidance and reducing wear between the vessel and the guide mechanism. Simultaneously, the front end of the second support member 141 of the second guide component 14, located on the straight segment of the berthing channel 11, has an arc-shaped elastic plate 143. This elastic plate 143, made of elastic metal, first contacts the vessel upon entry, using its elastic deformation to provide initial buffering and guidance, guiding the unmanned vessel smoothly into the berthing channel 11. Subsequently, the second wheel 142 of the second guide component 14 contacts the upper part of the unmanned vessel, further limiting and guiding its movement.

[0071] Through the combined upper and lower guidance structure of the second guide component 14 and the first guide component 13, the unmanned vessel is gradually guided to the preset docking position in the berthing channel 11, achieving smooth guidance throughout the entire process from entry to docking.

[0072] As the unmanned vessel continues to move inward towards storage location 1, the positioning structures on the hull (such as positioning pins or positioning protrusions) gradually approach the positioning frame 34 located on the mounting plate 35. The positioning frame 34 has a connected strip-shaped third groove 341 and a fan-shaped fourth groove 342. The groove distance of the fourth groove 342 near the end of the third groove 341 is equal to that of the third groove 341 and smaller than the groove distance at the far end of the fourth groove 342, forming a variable diameter guide channel that gradually widens.

[0073] The positioning structure on the hull first enters the narrower third channel 341 to achieve initial positioning. As the hull continues to move forward, the positioning structure enters the gradually widening fourth channel 342. This variable-diameter structure not only ensures that the positioning structure can enter smoothly, but also precisely calibrates the final docking position of the hull through the change in the shape of the channel.

[0074] Two identical positioning frames 34 are symmetrically arranged on the left and right sides of the locking component 31, each equipped with a position sensor 343. When the positioning structures on both sides of the hull enter the third slot 341 of the corresponding positioning frame 34 and reach the preset position, both position sensors 343 are triggered simultaneously, generating detection signals. After receiving the trigger signals from both sensors, the central control system confirms by comparison that the unmanned vessel has docked correctly and reached the preset locking position, and then issues a locking command.

[0075] After the central control system issues a locking command, the first drive component 32 (electric telescopic rod) is activated, driving the first block 321 to move along a straight line towards the side closer to the locking component 31. Both the first block 321 and the second block 314 have chamfered edges on their adjacent sides. When the first block 321 moves in a straight line, its chamfered surface abuts against the chamfered surface of the second block 314, generating a force perpendicular to the chamfered surface. The horizontal component of this force overcomes the elastic force of the elastic component 313, pushing the second block 314 to move the first rod component 311 along the axis of the second rod component 312 towards the side closer to the unmanned vessel. The first rod component 311 has two V-shaped locking components 31. As the first rod component 311 moves, its free end protrudes from the housing 33 via the second groove 331 on the housing 33 and engages in the corresponding slot on the unmanned vessel, achieving mechanical locking of the unmanned vessel after displacement.

[0076] During this process, the strip-shaped first groove 322 on the first block 321 slides into the second rod 312, limiting and guiding the movement direction of the first rod 311 to prevent the locking member 31 from deflecting in the vertical direction, ensuring that the locking member 31 is accurately aligned with the slot on the unmanned vessel. The end of the housing 33 away from the mounting plate 35 is arc-shaped, which can adapt to the curved shape of the unmanned vessel hull, allowing the locking member 31 to be closer to the hull surface for locking, improving the stability and reliability of the locking.

[0077] When unlocking is required, the first driving member 32 drives the first block 321 to move in the opposite direction. The chamfered surface of the first block 321 gradually disengages from the stop state of the second block 314. The elastic force of the elastic member 313 (a spring sleeved on the second rod member 312) is released, pushing the first rod member 311 to move the locking member 31 along the axis of the second rod member 312 away from the unmanned vessel. This causes the locking member 31 to exit the slot of the unmanned vessel and return to its initial position, completing the unlocking process. The elastic member 313 allows the locking member 31 to automatically reset after locking or unlocking, preventing damage from accidental collisions due to prolonged extension and preparing for the next locking action.

[0078] Simultaneously or after the locking module 3 mechanically locks the unmanned vessel, the charging module 4 begins operation. After the unmanned vessel docks, the charging interface on the hull is directly opposite or connected to the charging connector 42 located on the charging compartment 41. The charging compartment 41 is fixedly mounted on the bracket 10, and several elastic components 43 are arranged around the charging connector 42.

[0079] When the unmanned vessel is fully docked, the hull first comes into contact with and compresses the elastic component 43. The compression deformation of the elastic component 43 absorbs the impact energy when the hull docks. At the same time, the rebound force generated after the elastic component 43 is compressed allows the charging connector 42 to easily detach from the hull's charging interface, ensuring the stability and reliability of the charging connection and avoiding charging interruptions caused by hull swaying.

[0080] Two charging modules 4 are provided, located at both ends of the support frame 10 along its length. These modules can meet the charging needs of different types of unmanned surface vessels (USVs) or enable alternating charging between the two vessels. The charging modules 4 are electrically connected to an external power source and automatically charge the USV while it is docked, ensuring that the USV can quickly replenish its power and be ready for the next operation.

[0081] Floating debris collected during operation is stored in the unmanned surface vessel's onboard waste collection compartment. Upon returning and locking, the waste collection compartment is transferred to a recycling compartment 2 located at storage location 1 using an external robotic arm, manual labor, or other means. The recycling compartment 2 has a hollow internal structure and is mounted on a support frame 10 and / or a cover 12.

[0082] The waste recycling bin 2 includes a bin body 20 and a bent portion 21 located at the upper end of the bin body 20. The bent portion 21 has several strip-shaped grooves, and corresponding strip-shaped protrusions are provided on the storage location 1 or the support 10. Through the cooperation of the strip-shaped grooves and protrusions, the waste recycling bin 2 can be slidably positioned relative to the storage location 1 in the longitudinal direction, facilitating the installation and removal of the waste recycling bin 2 and preventing the waste recycling bin 2 from being affected by changes in gravity. A handle 22 is provided on the outer periphery of the bin body 20 for convenient operation by staff.

[0083] The waste recycling bin 2 has a closed or semi-closed structure with an openable collection port for easy waste removal. The bin body 20 also has an arc-shaped opening for easy placement and removal of floating debris. A cover 12 covers the top of the waste recycling bin 2 to prevent external debris from falling into the bin. The cover 12 is also equipped with a disinfection lamp (such as a UV germicidal lamp) to sterilize floating debris inside the bin 20, preventing odors and the growth of germs.

[0084] When the waste recycling bin 2 contains a preset amount of floating debris, its bottom protrudes from the bottom of the bin 1, providing a clear indication of fullness. Simultaneously, sensors can be installed to remind staff to empty the bin promptly. This enables multiple unmanned vessel operations and centralized, one-time waste processing, significantly reducing the frequency of manual waste collection and improving operational efficiency.

[0085] The entire intelligent dock system is managed and scheduled uniformly through a central control system mounted on support 10. The central control system is built on an intelligent management cloud platform based on Internet of Things (IoT) technology, enabling remote monitoring, task scheduling, data storage, and analysis of the unmanned vessel cluster.

[0086] The unmanned vessel transmits real-time status information (such as location, speed, battery level, equipment status, and operational trajectory) to the central control system via a remote communication module. Managers can view the vessel's status and operational data in real time via PC or mobile device (such as a mobile application), enabling digital management of the "people-vehicle-water" system.

[0087] The central control system can issue operational instructions (such as target waters, navigation rules, emergency braking, and course correction) to the unmanned vessel based on preset tasks or real-time needs. The unmanned vessel's decision-making and control systems dynamically adjust their navigation strategies according to these instructions, achieving closed-loop control. When necessary, a shore-based operator can take over control of the unmanned vessel through the central control system to ensure navigation safety.

[0088] The central control system can also network and manage multiple docks, coordinate energy loads, and schedule multiple unmanned vessels to return to port, charge, and operate in an orderly manner, avoiding collisions and resource conflicts.

[0089] The storage location 1 is constructed using an inflatable structure or a floating platform structure, combined with a rigid support structure on the outer perimeter, enabling it to adapt to floating environments on water. The support frame 10 is mounted on the rigid support structure of storage location 1, ensuring the stable installation of load-bearing components such as the boat locking module 3 and the charging module 4. The curved and straight sections of the mooring channel 11, along with the first guide component 13 and the second guide component 14, allow the unmanned vessel to smoothly enter storage location 1 under various water flow and wave conditions.

[0090] Storage compartment 1 is also equipped with a cover, which provides protection for the waste recycling bin 2, the boat locking module 3, the charging module 4, and the unmanned boat docked in the berthing channel 11. The cover is equipped with lighting, and the top can be made translucent to reduce daytime lighting energy consumption and ensure stable operation of the system around the clock.

[0091] In summary, the intelligent dock system for unmanned vessels of the present invention, through the coordinated operation of the storage space 1, the locking module 3, the charging module 4, the waste recycling bin 2 and the central control system, realizes the fully automated management of the unmanned vessel's "return-dock-lock-charging-waste recycling-redeparture" process, significantly improving the automation level, safety and endurance of unmanned vessel operations, and realizing truly "unmanned" operation.

[0092] The above descriptions provide one or more embodiments in conjunction with specific details, but do not imply that the specific implementation of the present invention is limited to these descriptions. Any methods or structures that are similar to or identical to those of the present invention, or any technical deductions or substitutions made based on the concept of the present invention, should be considered within the scope of protection of the present invention.

Claims

1. An unmanned marine intelligent dock system, characterized in that, include: Storage space (1), storage space (1) is equipped with a mooring channel (11) for unmanned vessels to enter and a berthing space used in conjunction with the mooring channel (11). Unmanned vessels are moored at the berthing space via the mooring channel (11). Waste recycling bin (2), located in the storage area (1), is used to collect floating debris collected during the operation of the unmanned vessel; The boat locking module (3) is used to mechanically lock the unmanned boat that is docked at the berth. The charging module (4) is electrically connected to an external power source and is used to charge the unmanned vessel after it docks. The locking module (3) includes a locking member (31) and a first driving member (32) for driving the locking member (31) to change its position. The first driving member (32) is used to drive the locking member (31) to move forward and adjust to the first position to engage in the slot opened on the unmanned boat outside, so as to realize the mechanical locking of the unmanned boat. The first driving member (32) is used to drive the locking member (31) to move backward and adjust to the second position so that it exits from the slot of the unmanned boat outside, so as to realize the release of the unmanned boat.

2. The unmanned marine intelligent dock system according to claim 1, characterized in that: The boat locking module (3) also includes a housing (33) and an elastic member (313). A second rod member (312) is fixedly provided on the housing (33), and a first rod member (311) is slidably provided on the second rod member (312). A locking member (31) is provided on the first rod member (311), and an elastic member (313) is provided between the first rod member (311) and the second rod member (312) or between the first rod member (311) and the housing (33). The elastic member (313) is used to reset the first rod member (311) after its position is changed by the first driving member (32).

3. The unmanned marine intelligent dock system according to claim 2, characterized in that: The first rod member (311) has a second block (314) fixed at one end away from the elastic member (313). The output end of the first drive member (32) has a first block (321) for use with the second block (314). The first block (321) and the second block (314) are both provided with chamfers on the side close to each other. The first drive member (32) is used to drive the first block (321) to reciprocate along a straight line. The linear movement of the first block (321) is caused by the force of the second block (314) and the elastic member (313) to move the second block (314) along the axis of the second rod member (312), thereby realizing the movement of the locking member (31) along the axis of the second rod member (312) to limit and lock the unmanned boat in the outside world.

4. The unmanned marine intelligent dock system according to claim 3, characterized in that: The first block (321) has a strip-shaped first groove (322) with the length direction of the first groove (322) being parallel to the displacement direction of the first block (321). The end of the second rod (312) away from the elastic member (313) passes through the first block (321) and slides with the first block (321) via the first groove (322). The elastic member (313) is used by the first rod (311) to force the second block (314) to fit against the first block (321).

5. The unmanned marine intelligent dock system according to claim 2, characterized in that: The storage location (1) is provided with a bracket (10), and the lock module (3) also includes a mounting plate (35) on the bracket (10). The housing (33) and the first drive member (32) are both mounted on the bracket (10) via the mounting plate (35). The housing (33) is provided with a second groove (331). The free end of the locking member (31) protrudes from the housing (33) via the second groove (331). The end of the housing (33) away from the mounting plate (35) is arc-shaped.

6. The unmanned marine intelligent dock system according to claim 5, characterized in that: The mounting plate (35) is also provided with a positioning frame (34), and the positioning frame (34) is provided with a third groove (341) and a fourth groove (342). The third groove (341) and the fourth groove (342) are connected. The third groove (341) is opened in a strip shape, and the fourth groove (342) is opened in a fan shape. The third groove (341) is located on the positioning frame (34) at one end close to the mounting plate (35), and the fourth groove (342) is located on the positioning frame (34) at one end away from the mounting plate (35). The groove distance of the fourth groove (342) at the end close to the third groove (341) is equal to the groove distance of the third groove (341) and less than the groove distance of the fourth groove (342) at the end away from the third groove (341).

7. The unmanned marine intelligent dock system according to claim 6, characterized in that: There are two positioning frames (34). The two positioning frames (34) have the same structure and are respectively located on the left and right sides of the locking member (31). Both positioning frames (34) are equipped with position sensors (343) with the same structure. The position sensors (343) are used to detect whether the positioning structure on the unmanned ship outside is at a preset position on the third tank (341).

8. The unmanned marine intelligent dock system according to claim 1, characterized in that: The charging module (4) includes a charging compartment (41) and a charging connector (42) on the charging compartment (41). A bracket (10) is provided on the storage space (1). The charging compartment (41) is fixedly installed on the bracket (10). The charging connector (42) is located at one end of the charging compartment (41) near the unmanned boat. Several elastic components (43) are also provided at one end of the charging compartment (41) near the unmanned boat. Several elastic components (43) are arranged around the charging connector (42).

9. The unmanned marine intelligent dock system according to claim 1, characterized in that: The storage space (1) is provided with a first guide component (13) and a second guide component (14). Both the first guide component (13) and the second guide component (14) are located on the side wall of the mooring channel (11). The first guide component (13) is located at the end of the storage space (1) away from the lock module (3). The first guide component (13) includes a first support member (131) located on the storage space (1). The end of the first support member (131) away from the storage space (1) is rotatably provided with a first wheel body (132). The first wheel body (132) is provided with a plurality of elastic protrusions (133) arranged in a ring array. The elastic protrusions (133) protrude from the circumference of the first wheel body (132) and are arranged in a strip shape. The length direction of the elastic protrusions (133) is parallel to the axial direction of the first wheel body (132). The second guide assembly (14) includes a second support member (141) disposed on the storage position (1). The second support member (141) is rotatably provided with a second wheel body (142) at the end away from the storage position (1). The second wheel body (142) and the first wheel body (132) are respectively used to guide or limit the top and bottom of the external unmanned boat. The second guide assembly (14) is disposed on the side of the first guide assembly (13) close to the boat locking module (3). The second support member (141) is provided with an elastic piece (143) at the end close to the first guide assembly (13). The elastic piece (143) is arc-shaped and is made of elastic metal.

10. The unmanned marine intelligent dock system according to claim 1, characterized in that: The storage location (1) is an inflatable structure or a floating platform structure. The waste recycling bin (2), the boat locking module (3) and the charging module (4) are located at one end of the length direction of the storage location (1). The storage location (1) is provided with a support (10), and a cover (12) is fixedly provided on the support (10). The cover (12) is used to cover the top of the waste recycling bin (2). The waste recycling bin (2) has an internal hollow structure and is located on the support (10) and / or the cover (12). When the waste recycling bin (2) contains a preset floating object, the bottom of the waste recycling bin (2) protrudes from the bottom end of the storage location (1).

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