A wave power unmanned trimaran based on heave motion response between main and side bodies

Abstract

The application discloses a wave power generation unmanned trimaran based on heave motion response between a main body and side bodies, and relates to the technical fields of marine renewable energy utilization and ship engineering. The wave power generation unmanned trimaran comprises the main body, a first side body and a second side body which are symmetrically arranged on the two sides of the main body, and a connecting bridge which is arranged across the main body and connected with the first side body and the second side body at the ends, wherein a mechanical speed regulation module, a locking control module and an energy conversion module are arranged on the connecting bridge; a front side body hinged support and a rear side body hinged support are arranged on the first side body and the second side body, the front side body hinged support is hinged with the end of the connecting bridge, the rear side body hinged support is hinged with one end of a connecting rod mechanism, and the other end of the connecting rod mechanism is connected with the mechanical speed regulation module. The application fully utilizes the heave motion response characteristics of the trimaran in the wave environment through a novel energy capturing and conversion mechanism, and realizes good wave energy capturing efficiency and system environmental adaptability.

Description

Technical Field

[0001] This invention relates to the fields of marine renewable energy utilization and marine engineering technology, and to a shipborne wave power generation device and system, particularly to an unmanned trimaran that generates waves based on the heave motion response between the main and side bodies. Background Technology

[0002] Ocean energy is a renewable energy source stored in seawater. Among them, wave energy is considered one of the most promising marine renewable energy sources for large-scale development due to its high energy density, wide distribution, strong predictability, and continuous existence. Efficiently and stably capturing wave energy and converting it into electricity is of great significance for providing green power support for remote islands, marine observation platforms, and unmanned underwater vehicles (UUVs). With the rapid development of intelligent marine equipment and unmanned systems, unmanned surface vessels (USVs) are widely used in marine environmental observation, target reconnaissance, emergency search and rescue, and resource exploration. However, existing USVs generally suffer from shortcomings such as small platform size and lack of active roll reduction capabilities, which limit their navigation stability and payload capacity, restricting their ability to perform monitoring tasks only in nearshore, coastal, and shallow water areas with good sea conditions. Furthermore, due to size and weight limitations, USVs typically rely on lithium batteries or diesel engines for power, creating a trade-off between energy density and fuel capacity. Long-duration missions require frequent refueling or recovery, making it difficult to meet the requirements for "persistent presence at sea." In addition, although there is research on unmanned trimaran / pentamaran platforms that can withstand extreme sea conditions in existing technologies, they generally do not consider the coupling design with the hull's self-powered technology. Even if a power generation device is loaded, the power generation efficiency drops sharply under high sea conditions, and may even cause mechanical damage or mooring cable breakage due to violent swaying, resulting in insufficient reliability. Summary of the Invention

[0003] To address the problems of insufficient endurance, poor adaptability to high sea states, and low wave energy conversion efficiency of existing unmanned vessels, this application proposes a wave-powered unmanned trimaran based on the heave motion response between the main and side bodies. This fully utilizes the heave motion response characteristics of trimaran vessels in wave environments, achieving better wave energy capture efficiency and system environmental adaptability.

[0004] The technical means employed in this invention are as follows:

[0005] A wave-generating unmanned trimaran based on the heave motion response between the main body and the side bodies includes a main body and a first side body and a second side body symmetrically arranged on both sides of the main body. A connecting bridge is provided across the main body. The connecting bridge is rigidly fixed to the main body, and its two ends are respectively hinged to the front of the first side body and the second side body through front hinged supports. The connecting bridge is equipped with an energy conversion module, a mechanical speed regulation module, and a locking control module. The energy conversion module includes a linear motor and a push rod connected to its mover, with the stator of the linear motor rigidly fixed to the connecting bridge. The mechanical speed regulation module is a rigid multi-pin hole configuration that rotates around a fixed rotation center. Its input end is connected to the rear hinged support of the first and second side bodies through a linkage mechanism, and its output end is connected to the linear motor through the push rod. The input and output connection ends of the rigid multi-pin hole configuration are respectively provided with multiple switchable mechanical connection points along their respective force arm directions, so as to adjust the transmission ratio of input torque to output thrust by changing the connection points. The locking control module is fixedly installed on the connecting bridge and forms a pluggable rigid limit fit with a preset locking fit part on the rigid multi-pin hole configuration. It is used to prevent the rigid multi-pin hole configuration from rotating around the fixed rotation center in the plugged state, thereby interrupting the energy transmission path. Under wave excitation, the first and second side bodies generate a swaying motion with amplitude and phase differences relative to the main body. After being constrained by the front hinge, they drive the rear hinge support to drive the linkage mechanism to reciprocate, thereby driving the rigid multi-pin hole configuration to swing around a fixed rotation center, pushing the push rod to drive the linear motor mover to reciprocate, realizing the direct conversion of wave mechanical energy into electrical energy.

[0006] Furthermore, the connecting bridge includes six crossbeams and six longitudinal beams, which are directly fixed to each other using angle brackets to form a rectangular connecting bridge.

[0007] Furthermore, the main body of the mechanical speed regulating module is in the shape of a right-angled triangular prism, with a fixed hinge point at its right-angle vertex, which is hinged to the connecting bridge as the rotation center of the entire mechanical speed regulating module.

[0008] Furthermore, the main body of the locking control module is an actuator equipped with a telescopic pin. The size and shape of the pin body are perfectly matched with the dedicated locking pin hole preset on the inclined side of the mechanical speed regulating module. The extension and retraction of the pin is controlled by a spring structure.

[0009] Furthermore, the main body of the energy conversion module consists of a linear motor and a matching push rod. One end of the push rod is hinged to the mechanical speed regulation module, and the other end is connected to the mover of the linear motor.

[0010] This invention also discloses a wave power generation control method based on the heave motion response between the main and side bodies, for the aforementioned wave power generation unmanned trimaran, comprising the following steps: S1: Under wave excitation, the main body and the first and second side bodies generate a heave motion response with amplitude and phase differences. The front hinge support constrains the vertical degree of freedom of the front part of the side body, forcing the rear parts of the first and second side bodies to swing up and down around their respective front hinge points. S2: The rear swing is transmitted to the mechanical speed control module through a linkage mechanism, driving the module to swing back and forth around its fixed rotation center; S3: The output connection side of the mechanical speed regulation module drives the push rod to perform reciprocating linear motion, which pushes the linear motor mover to move back and forth along the axial direction in the stator magnetic field, and converts mechanical energy into electrical energy based on the electromagnetic induction effect and outputs it. S4: Depending on the sea state or power supply requirements, the linkage mechanism and push rod are selectively installed at connection points with different radial distances on the input connection side and output connection side of the mechanical speed control module, so as to adjust the transmission ratio of input torque to output thrust and enable the linear motor to work in the high-efficiency power range. S5: When extreme sea state parameters are detected or a shutdown command is received, the locking control module's pin extends and inserts into the locking engagement part on the mechanical speed control module, rigidly restricting its rotation around the fixed rotation center, thereby interrupting the energy transfer path; when the sea state returns to normal or a start command is received, the pin retracts, the mechanical speed control module resumes oscillation, and the energy conversion module resumes operation.

[0011] Compared with the prior art, the present invention has the following advantages: This invention designs a novel trimaran structure that innovatively integrates a wave energy generation device with the trimaran's hull structure. This structure efficiently utilizes the trimaran's heave motion response in waves to capture wave energy, achieving energy recovery while simultaneously reducing sway. Specifically, the trimaran converts the mechanical energy of its relative heave into electrical energy through an energy conversion module. This not only enables continuous and stable green power generation, providing electrical support for equipment operation during shipboard work, but also reduces the hull's motion response during power generation, effectively improving the ship's stability and seakeeping, thereby significantly enhancing its survivability and operational safety in harsh sea conditions. This invention combines energy capture and motion control functions, has a compact structure, strong adaptability, and possesses promising engineering application prospects and market promotion value. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a perspective view of an unmanned trimaran that generates waves based on the heave motion response between the main and side bodies according to the present invention.

[0014] Figure 2This is a top view of an unmanned trimaran that generates waves based on the heave motion response between the main and side bodies according to the present invention.

[0015] Figure 3 This is a side view of an unmanned trimaran that generates waves based on the heave motion response between the main and side bodies according to the present invention.

[0016] Figure 4 This is a partial view of the stern of the side hull of an unmanned trimaran that generates waves based on the heave motion response between the main and side hulls according to the present invention.

[0017] Figure 5 This is a schematic diagram of the mechanical speed regulation module in an embodiment of the present invention.

[0018] Figure 6 This is a schematic diagram of the mechanical speed regulation module structure and locking structure combination in an embodiment of the present invention.

[0019] Figure 7 This is a schematic diagram of the connection between the mechanical speed regulation module and the connecting bridge in an embodiment of the present invention.

[0020] Figure 8 This is a schematic diagram of the motion transmission principle of an unmanned trimaran for wave power generation based on the heave motion response between the main and side bodies according to the present invention.

[0021] In the diagram: 1. Main body; 2a. First side body; 2b. Second side body; 3. Connecting bridge; 4a. Front hinged support of the first side body; 4b. Front hinged support of the second side body; 5a. Rear connecting support of the first side body; 5b. Rear connecting support of the second side body; 6a. Left linkage mechanism; 6b. Right linkage mechanism; 7a. Left mechanical speed control module; 7b. Right mechanical speed control module; 8a. Left locking control module; 8b. Right locking control module; 9a. Left energy conversion module; 9b. Right energy conversion module. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. 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 should fall within the scope of protection of the present invention.

[0023] like Figure 1-8As shown, this embodiment of the invention provides a wave-generating unmanned trimaran based on the heave motion response between the main and side bodies. The unmanned trimaran includes a main body and a first side body and a second side body symmetrically arranged on both sides of the main body. A connecting bridge is provided across the main body, which is rigidly fixed to the main body. Its two ends are respectively hinged to the front of the first side body and the second side body through front hinged supports.

[0024] Specifically, the main body serves as the primary load-bearing and control platform, with the first and second side bodies symmetrically distributed on both sides to provide additional buoyancy and stability, forming a stable trimaran structure. The connecting bridge spans above or extends laterally across the main body, serving as a crucial structure connecting the main body and the side bodies, while also supporting core modules related to power generation. The connecting bridge is rigidly fixed to the main body, ensuring no relative movement between them and forming a fixed reference frame for the system. Furthermore, the hinged design at both ends of the connecting bridge, with the front hinged supports connecting to the front of the side bodies, allows the side bodies to undergo vertical displacement relative to the main body under wave action; this is the kinematic basis for wave energy capture.

[0025] The connecting bridge is equipped with an energy conversion module, a mechanical speed regulation module, and a locking control module. These three core modules are integrated on the connecting bridge, making full use of the space between the trimaran hulls. The structure is compact, avoids additional resistance, and achieves a deep integration of power generation function and hull structure.

[0026] Furthermore, the energy conversion module includes a linear motor and a push rod connected to its mover, with the stator of the linear motor rigidly fixed to the connecting bridge. As a device that directly converts electrical energy and linear motion mechanical energy, the linear motor eliminates the intermediate conversion mechanisms such as cranks, connecting rods, and gearboxes required by traditional rotary motors, improving energy transfer efficiency and reducing mechanical losses. The stator, fixed to the connecting bridge, provides a stable magnetic field environment for the reciprocating motion of the mover. The mechanical speed control module is a rigid multi-pin-hole configuration rotatable around a fixed rotation center. Its input end is connected to the rear hinged supports of the first and second side bodies via a linkage mechanism, and its output end is connected to the linear motor via the push rod. The input and output connection points of the rigid multi-pin-hole configuration are each arranged with multiple switchable mechanical connection points along their respective force arm directions, allowing adjustment of the transmission ratio from input torque to output thrust by changing the connection points.

[0027] The mechanical speed control module is a key component for achieving efficient wave energy capture and adaptive adjustment. The rigid multi-pin-hole configuration acts as a mechanical lever mechanism, rotating around a fixed center of rotation. The input end connects to a linkage mechanism on the rear side of the component, receiving mechanical energy from the waves; the output end connects to a push rod, driving a linear motor. By setting multiple switchable mechanical connection points (i.e., pin holes) at the input and output ends, the operator can change the connection position of the linkage or push rod according to actual sea conditions (such as wave amplitude), thereby changing the length of the input or output lever arm and adjusting the transmission ratio. For example, in small wave conditions, adjusting the connection points increases torque transmission efficiency; in large wave conditions, adjusting the points limits the movement speed and protects the motor. This purely mechanical speed control method has the advantages of high reliability, fast response speed, and no need for additional hydraulic or electrical control systems.

[0028] The locking control module is fixedly installed on the connecting bridge and forms a pluggable rigid limiting fit with the locking engagement part preset on the rigid multi-pin hole configuration component. It is used to prevent the rigid multi-pin hole configuration component from rotating around the fixed rotation center in the plugged state, thereby interrupting the energy transfer path.

[0029] The locking control module provides safety assurance for the system under extreme operating conditions. When encountering extreme sea conditions such as typhoons, or when the system needs to be shut down for maintenance, the locking control module activates, and its actuator (such as a pin) inserts into the locking mating part of the rigid multi-pin hole configuration component to form a rigid connection, forcibly locking the position of the mechanical speed control module, cutting off the energy transmission path, and preventing excessive wave torque from damaging the power generation equipment.

[0030] In this process, the first and second side bodies generate a swaying motion with amplitude and phase differences relative to the main body under wave excitation. After being constrained by the front hinge, they drive the rear hinge support to drive the linkage mechanism to reciprocate, thereby driving the rigid multi-pin hole configuration component to swing around a fixed rotation center, pushing the push rod to drive the linear motor mover to reciprocate, thus realizing the direct conversion of wave mechanical energy into electrical energy.

[0031] Combination Figure 5As shown, the working principle of the trimaran in this embodiment is as follows: When waves act on the trimaran, the main body and the side hulls have different drafts, geometries, and wave positions, resulting in heave motions (i.e., up-and-down movements) with different amplitudes and phases. Since the front of the side hull is hinged to the connecting bridge via a front hinge support, this hinge point constrains the vertical movement of the front of the side hull relative to the main body, forcing the rear of the side hull to swing up and down relative to the main body around the front hinge point. This swinging motion of the rear of the side hull is transmitted to the linkage mechanism via the rear hinge support, which pulls the mechanical speed control module to reciprocate around its fixed rotation center. The swinging motion of the mechanical speed control module is converted into the reciprocating linear motion of the linear motor's mover via a push rod. The mover cuts the magnetic field lines generated by the stator, thereby inducing an electromotive force in the mover coil, realizing the direct conversion of wave mechanical energy into electrical energy. This process eliminates the need for complex intermediate transmission links, resulting in a simple and efficient structure.

[0032] In one implementation, the connecting bridge includes six crossbeams and six longitudinal beams, with the crossbeams and longitudinal beams directly connected to each other using angle brackets to form a rectangular connecting bridge. Figure 1 and Figure 2 As shown, the connecting bridge, as a key load-bearing structure spanning the main body, plays a crucial role in the stability of the energy conversion module. Specifically, six crossbeams and six longitudinal beams are interlocked and fixed together using angle brackets. Compared to solid plate structures, this frame structure reduces its weight while maintaining the same structural strength, thus reducing the ship's load. Simultaneously, the rectangular frame shape provides a flat and highly rigid mounting surface for the linear motor stator, ensuring that the stator does not undergo structural deformation under long-term reciprocating loads, thereby maintaining the uniformity of the motor's air gap and guaranteeing power generation efficiency. Furthermore, the rectangular frame structure naturally creates several open areas or hollow spaces between the crossbeams and longitudinal beams. These spaces not only facilitate the installation and wiring of components such as the locking control module and hinged supports, but more importantly, they provide ample space for the swaying motion of the lower side body, preventing mechanical interference between the connecting bridge and the side body. It should be understood that although this embodiment specifically defines six crossbeams and six longitudinal beams, in actual applications, the specific number of crossbeams and longitudinal beams can be adaptively adjusted according to the size and load requirements of the trimaran. For example, four or eight crossbeams can be used, and alternative solutions such as welding or bolting can be adopted for connection, as long as a stable rectangular frame structure can be formed to meet the support and avoidance requirements.

[0033] Furthermore, combined Figure 3-7As shown, the main body of the mechanical speed regulating module is a right-angled triangular prism, with a fixed hinge point at its right-angle vertex, which is hinged to the connecting bridge and serves as the rotation center of the entire mechanical speed regulating module. Multiple connecting pin holes are evenly distributed on the two right-angled sides of the mechanical speed regulating module, serving as switchable mounting points for the connecting rods. The pin holes on the horizontal sides connect to the connecting rod mechanism on the rear side of the side body, while the pin holes on the vertical sides connect to the push rod of the energy conversion module. A locking pin hole is provided on the inclined side of the mechanical speed regulating module, which works in conjunction with the locking control module.

[0034] Specifically, the adoption of a right-angled triangular prism shape as the main body of the mechanical speed control module is based on a comprehensive consideration of mechanical transmission and spatial layout. The right-angle vertex serves as the sole center of rotation, ensuring clear force distribution and a defined motion trajectory during module rotation, avoiding the additional inertial torque caused by eccentric rotation. The two right-angled sides serve as input and output functions respectively: pin holes on the horizontal side connect to the linkage mechanism from the rear of the side body, acting as the interface for wave energy input; pin holes on the vertical side connect to the push rod driving the linear motor, acting as the interface for mechanical energy output. This vertical layout ensures that the oscillating motion at the input end and the linear reciprocating motion at the output end are spatially independent, effectively avoiding motion interference and ensuring a smooth energy transmission path. Furthermore, the pin hole configuration is the key physical basis for achieving "adjustable transmission ratio." Operators can select different pin holes on the horizontal or vertical sides for connection based on the wave amplitude and period of the actual sea conditions. For example, when increased output thrust is required, a pin hole farther from the rotation center can be selected to increase the lever arm length; when increased speed is required, a pin hole closer to the rotation center can be selected. This multi-level mechanical adjustment method is simple in structure and extremely reliable, completely avoiding the risk of electronic speed control systems failing in harsh marine environments. Furthermore, the inclined side fully utilizes the remaining space of the right-angled triangular prism as a locking mating part. The inclined side typically has a long side length, providing ample space for locking hole placement. When the locking control module activates, its pin inserts into the locking pin hole on the inclined side. Since the inclined side is not parallel to either of the two right-angled sides, this locking method more effectively restricts the module's rotation around the rotation center, forming a rigid fixation, thereby completely cutting off the energy transfer path under extreme sea conditions and protecting the power generation equipment. It should be understood that although the preferred shape of this embodiment is a right-angled triangular prism, in actual engineering applications, the module can also be a sector plate, a polygonal plate, or other geometric configurations with equivalent lever arm adjustment function, as long as it has a rotation center, an input lever arm adjustment area, an output lever arm adjustment area, and a locking area.

[0035] Furthermore, the locking control module is fixedly installed on the connecting bridge. Its main body is an actuator equipped with a telescopic pin. The size and shape of the pin body are perfectly matched with the special locking pin hole preset on the inclined side of the mechanical speed regulating module. The extension and retraction of the pin is controlled by a spring structure.

[0036] Specifically, the locking control module, acting as a safety barrier for the system, is precisely positioned to align with the inclined trajectory of the mechanical speed control module. During normal power generation, the pin remains retracted under the biasing force of the spring structure, completely disengaging from the inclined area of ​​the mechanical speed control module. This ensures the module can freely swing around its rotation center without interfering with the energy conversion process. At this time, the spring is in a compressed, energy-storing state, providing preload for any potential locking action.

[0037] When encountering extreme sea conditions (such as typhoons or giant waves) or when the system needs to be shut down for maintenance, the locking control module receives control commands (such as solenoid valve activation or manual cable triggering) and drives the latch to extend outward. Because the shape of the latch perfectly matches the dedicated locking pin hole on the bevel, the latch can be precisely inserted into the hole. Once the latch is inserted, the mechanical speed control module is forcibly locked, preventing any relative rotation around the rotation center. This physical engagement forms a rigid limiting fit, directly cutting off the mechanical transmission chain from the side linkage mechanism to the linear motor, thus interrupting the energy transfer path.

[0038] It is worth noting that choosing to place the locking control module on the inclined side of the mechanical speed control module has significant mechanical advantages. Because the inclined side is at an angle relative to both the input (horizontal side) and output (vertical side), when the pin is inserted into the inclined side pin hole, the impact load from the linkage mechanism or push rod is evenly distributed by the pin, reducing the likelihood of concentrated shear force in a single direction. This greatly improves the load-bearing capacity and reliability of the locking mechanism. Compared to locking only on one side of the horizontal or vertical side, inclined side locking can more effectively resist torsional moments under complex working conditions, preventing damage to the mechanism due to overload. Furthermore, this purely mechanical hard locking structure is completely independent of the electrical control system. Even in the event of a failure of the ship's electrical system, safe locking can still be achieved through manual operation or mechanical triggering, effectively avoiding the risk of "software crashes leading to locking failure." This provides a final physical line of defense for the survivability of the unmanned trimaran in extreme environments.

[0039] Furthermore, the main body of the energy conversion module consists of a linear motor and a matching push rod. One end of the push rod is hinged to the mechanical speed regulation module, and the other end is connected to the mover of the linear motor.

[0040] Specifically, the push rod serves as a crucial transmission bridge between the mechanical speed control module and the linear motor, with its two ends connecting mechanisms of two different motion types. One end of the push rod is hinged to the output end of the mechanical speed control module via a pin, specifically the pin hole on the aforementioned vertical side. This hinged connection allows the push rod to adaptively swing with changes in angle during the swinging process of the mechanical speed control module, avoiding motion jamming or additional stress that might result from a rigid connection, thus ensuring smooth motion transmission. The other end of the push rod is fixedly connected to the mover of the linear motor, converting the rotational swing of the mechanical speed control module into the linear reciprocating motion of the mover.

[0041] When the mechanical speed control module reciprocates around its fixed rotation center under wave energy drive, the motion trajectory of its output end is an arc. One end of the push rod moves along this arc trajectory, while the other end pulls the mover of the linear motor to perform linear reciprocating motion inside the stator. During the motion, the mover cuts the magnetic field lines generated by the stator windings, thereby inducing current in the mover coil and realizing the direct conversion of mechanical energy into electrical energy. This direct drive method eliminates the complex crank-connecting rod or gear-rack conversion mechanism of traditional power generation systems, reduces mechanical friction loss, and improves the system's response speed and power generation efficiency, making it particularly suitable for the low-frequency, reciprocating motion characteristics of wave energy. In addition, the length of the push rod and the connection point can be optimized according to the stroke requirements of the linear motor to ensure that the mover works within the effective stroke and avoids impacting the end cap.

[0042] The mechanical speed regulating module is connected to the connecting bridge via a hinge: the hinge end of the mechanical speed regulating module is connected to the hinge support of the connecting bridge via a pin, so that when the mechanical speed regulating module rotates around the hinge axis of the connecting bridge, it can directly drive the push rod of the energy conversion module to perform synchronous transmission action.

[0043] Combination Figure 4 As shown, the hinged support, as an extension structure on the connecting bridge, is typically rigidly fixed to the crossbeams or longitudinal beams of the connecting bridge by welding or bolting, providing a unique fixed rotational reference point for the mechanical speed regulating module. A through hole is provided at the right-angle vertex of the mechanical speed regulating module, through which a pin passes and engages with the hinged support, thereby rotatably supporting the mechanical speed regulating module on the connecting bridge. This pin connection method is a typical revolute joint structure, possessing advantages such as simple structure, high load-bearing capacity, and flexible rotation.

[0044] Specifically, this hinge point plays a crucial fulcrum role in the entire wave energy capture system. According to the lever principle, the mechanical speed control module, as a rigid lever, must have a stable fulcrum to effectively convert the driving torque of the input linkage mechanism into the thrust of the output push rod. If this hinge point wobbles or has any misalignment, it will lead to a decrease in motion transmission accuracy and may even trigger abnormal impact loads. Therefore, a high-precision fit is typically used between the pin and the hinge support, and self-lubricating bearings or bushings may even be added to reduce friction and wear and improve service life in high-salt-spray marine environments.

[0045] Furthermore, since the mechanical speed control module directly drives the push rod, the positional accuracy of the hinge point directly determines whether the push rod's motion trajectory is parallel to the axis of the linear motor. By pre-setting the hinge support, the initial installation angle of the mechanical speed control module can be precisely calibrated, ensuring that the push rod always moves along the axial direction of the linear motor during reciprocating motion, avoiding lateral forces that could cause the motor to jam or experience accelerated wear. It should be understood that although this embodiment preferably uses a pin hinge, in actual engineering, spherical bearings or ball joints can also be used to achieve an equivalent rotational connection, as long as the mechanical speed control module can reliably rotate around a fixed center.

[0046] Combination Figure 4-7 As shown, the installation range of the push rod of the energy conversion module on the mechanical speed regulating module is the pre-set connecting pin hole on the vertical side of the mechanical speed regulating module. The connecting pin hole is arranged along the rotation radius direction of the mechanical speed regulating module. By adjusting the installation position of the push rod in the above-mentioned area, the lever arm length of the push rod force relative to the hinge fulcrum of the mechanical speed regulating module can be changed, thereby adjusting the torque transmission efficiency.

[0047] Specifically, the mechanical speed control module has multiple pin holes arranged in a straight line along its vertical edge, each at a different distance from the center of rotation (i.e., the right-angle vertex). According to the lever principle, the torque applied to the mechanical speed control module by the push rod is equal to the push rod's thrust multiplied by the lever arm length. When the push rod is connected to a pin hole farther from the center of rotation, the lever arm is longer. In this case, a smaller push rod thrust can generate a larger rotational torque, or, under the same input torque, the push rod's stroke will change, thus altering the linear motor's motion characteristics.

[0048] This adjustment mechanism is crucial for adapting to different sea states. For example, in calmer waves, the lateral heave motion is limited, and the mechanical energy transmitted by the linkage mechanism is weak. In this case, the connection point of the push rod can be selected on the vertical side, away from the center of rotation, i.e., a long lever arm configuration can be used. The long lever arm can amplify the driving effect of the push rod on the linear motor, allowing the linear motor's mover to obtain sufficient stroke and cutting speed of magnetic field lines even at small swing angles. This effectively improves the starting performance and power generation efficiency in low sea states, preventing the system from failing to generate electricity due to insufficient input energy.

[0049] Conversely, when the waves are large, the side body sways violently, and the force and speed transmitted by the linkage mechanism increase significantly. In this case, to protect the linear motor from damage due to overspeed or overload, the connection point of the push rod can be adjusted to a position closer to the center of rotation, i.e., a short lever arm configuration can be used. The short lever arm configuration is equivalent to increasing the transmission ratio of the mechanical speed control module. Under the same input swing angle, the linear displacement of the push rod decreases, thereby reducing the movement speed of the mover and keeping it within the efficient operating range of the linear motor. This also serves as a mechanical speed limiter.

[0050] It should be understood that although this embodiment uses the adjustment of the pin hole on the vertical side as an example, in practical applications, this lever arm adjustment mechanism can be used independently or in conjunction with the lever arm adjustment at the input end to form a multi-degree-of-freedom speed regulation system. Furthermore, the distribution of the pin holes is not limited to a straight line arrangement; it can also be an arc arrangement or other geometric distribution that can change the lever arm length, as long as it achieves the purpose of changing the torque applied by the push rod.

[0051] The installation range of the linkage mechanism on the mechanical speed regulating module is the pre-set connecting pin hole on the horizontal side of the mechanical speed regulating module. The connecting pin hole is arranged along the rotation radius direction of the mechanical speed regulating module. By adjusting the installation position of the linkage mechanism in the above-mentioned area, the lever arm length of the linkage mechanism force relative to the hinge fulcrum of the mechanical speed regulating module can be changed, thereby adjusting the torque transmission efficiency.

[0052] Specifically, multiple pin holes are arranged along the length of the horizontal side of the mechanical speed control module, forming the gear positions at the wave energy input end. One end of the linkage mechanism is connected to the rear hinge support of the side body, and the other end is connected to a pin hole on the horizontal side. According to the lever principle, the farther the connection point of the linkage mechanism is from the rotation center (right-angle vertex) of the mechanical speed control module, the longer its lever arm. Under the same amplitude and force of the side body's swaying motion, a longer input lever arm can generate a larger rotational driving torque, thus making it easier to drive the mechanical speed control module to rotate; conversely, the closer the connection point is to the rotation center, the shorter the lever arm, and the smaller the driving torque generated.

[0053] This input-end lever arm adjustment mechanism, combined with the output-end lever arm adjustment mechanism described in Example 7, constitutes the core of the bidirectional adaptive speed control system of this invention. The adjustment of the input-end lever arm primarily affects the wave energy capture capability, i.e., the system's sensitivity to wave excitation; while the adjustment of the output-end lever arm primarily affects the energy conversion work characteristics, i.e., the stroke and speed of the push rod. Through the synergistic cooperation of these two mechanisms, this invention can achieve optimal matching of wave energy capture efficiency under different sea conditions.

[0054] For example, in low sea states with low wave energy, to overcome internal frictional resistance and start the linear motor, the operator can connect the linkage to the outermost pin hole on the horizontal side and the push rod to the pin hole on the vertical side near the center of rotation. This force-amplifying combination maximizes the heave torque of the side body, lowers the starting threshold, and ensures that even weak wave energy can be effectively captured and converted into electrical energy. Conversely, in high sea states with high wave energy, to avoid excessive impact torque damaging the linear motor or mechanical structure, the linkage can be adjusted to the inner pin hole on the horizontal side, while the push rod is adjusted to the outer pin hole on the vertical side. This force-limiting and speed-increasing combination effectively reduces the impact load at the input end while ensuring sufficient stroke stability of the push rod, thereby maintaining efficient power generation while ensuring system safety. It should be understood that this two-way adjustment mechanism is not limited to the combination of the two extreme conditions mentioned above. The operator can flexibly select various lever arm ratios between the input and output ends according to the wave period and amplitude of the actual sea conditions, so that the unmanned trimaran always operates within the optimal energy efficiency range.

[0055] Combination Figure 8 As shown, under moderate sea conditions, with moderate wave amplitude, the first and second side bodies exhibit stable heaving motion relative to the main body under wave excitation. At this time, the input linkage mechanism and output push rod of the mechanical speed control module can be connected to the preset standard pin hole position. The heaving motion of the side bodies, constrained by the front hinge, drives the rear hinge support to reciprocate the linkage mechanism, which in turn drives the mechanical speed control module to oscillate around a fixed rotation center, pushing the push rod to drive the linear motor mover to reciprocate, thus realizing the direct conversion of wave mechanical energy into electrical energy. Under this condition, the system operates smoothly, and the linear motor operates within its high-efficiency power generation range, continuously supplying power to the equipment of the unmanned trimaran.

[0056] When sea conditions worsen, wave amplitude increases, and the heave motion of the side body intensifies, the torque and speed transmitted to the mechanical speed control module increase significantly. To prevent damage to the linear motor due to overspeed or overload, while maintaining high power generation efficiency, the system requires adaptive speed adjustment. Specifically, based on actual wave parameters, the connection point of the linkage mechanism on the horizontal side of the mechanical speed control module can be adjusted closer to the center of rotation, reducing the input lever arm and thus decreasing the sensitivity to input torque. Simultaneously, the connection point of the push rod on the vertical side can be adjusted further away from the center of rotation, increasing the output lever arm. Through this coordinated adjustment of the input and output lever arms, the transmission ratio from input torque to output thrust is altered, effectively limiting the linear motion speed of the push rod. This ensures that the linear motor remains within its rated operating range even under large wave energy input, achieving adaptive matching for high sea states. It should be understood that the above adjustment process can be achieved either manually by the operator adjusting the pin hole connection position based on sea state forecasts, or automatically by setting up a servo drive mechanism for gear switching.

[0057] When encountering extreme storms or other unforeseen sea conditions, wave loads may far exceed the system's design limits. In this situation, the locking control module activates its safety protection program. Its telescopic pin extends outward and inserts into a pre-designed locking pin hole on the inclined side of the mechanical speed control module. The pin and the pin hole form a rigid limiting fit, forcibly locking the mechanical speed control module and preventing it from rotating around its center of rotation. This action directly cuts off the energy transmission path from the side linkage mechanism to the linear motor, causing the energy conversion module to suspend operation. This physical locking mechanism effectively prevents disorderly impacts or overload damage to the mechanism during violent shaking, ensuring the structural safety of the unmanned trimaran in extreme environments. Once the sea conditions return to normal, the pin retracts and disengages from the pin hole, and the system can resume its power generation function.

[0058] Another aspect of this invention discloses a wave power generation control method based on the heave motion response between the main and side bodies, used in the aforementioned wave power generation unmanned trimaran, comprising the following steps: S1: Under wave excitation, the main body and the first and second side bodies generate a heave motion response with amplitude and phase differences. The front hinge support constrains the vertical degree of freedom of the front part of the side body, forcing the rear parts of the first and second side bodies to swing up and down around their respective front hinge points. S2: The rear swing is transmitted to the mechanical speed control module through a linkage mechanism, driving the module to swing back and forth around its fixed rotation center; S3: The output connection side of the mechanical speed regulation module drives the push rod to perform reciprocating linear motion, which pushes the linear motor mover to move back and forth along the axial direction in the stator magnetic field, and converts mechanical energy into electrical energy based on the electromagnetic induction effect and outputs it. S4: Depending on the sea state or power supply requirements, the linkage mechanism and push rod are selectively installed at connection points with different radial distances on the input connection side and output connection side of the mechanical speed control module, so as to adjust the transmission ratio of input torque to output thrust and enable the linear motor to work in the high-efficiency power range. S5: When extreme sea state parameters are detected or a shutdown command is received, the locking control module's pin extends and inserts into the locking engagement part on the mechanical speed control module, rigidly restricting its rotation around the fixed rotation center, thereby interrupting the energy transfer path; when the sea state returns to normal or a start command is received, the pin retracts, the mechanical speed control module resumes oscillation, and the energy conversion module resumes operation.

[0059] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A wave power generation control method based on the heave motion response between the primary and secondary bodies, characterized in that, The application is in a wave-generating unmanned trimaran based on the heave motion response between the main and side bodies. It includes a main body and a first side body and a second side body symmetrically arranged on both sides of the main body. A connecting bridge is provided across the main body. The connecting bridge is rigidly fixed to the main body, and its two ends are respectively hinged to the front of the first side body and the second side body through front hinged supports. The connecting bridge is equipped with an energy conversion module, a mechanical speed regulation module, and a locking control module. The energy conversion module includes a linear motor and a push rod connected to its mover. The stator of the linear motor is rigidly fixed to the connecting bridge. The mechanical speed regulation module is a rigid multi-pin hole configuration that rotates around a fixed rotation center. Its input end is connected to the rear hinged support of the first and second side bodies through a linkage mechanism, and its output end is connected to the linear motor through the push rod. The input and output connection ends of the rigid multi-pin hole configuration are respectively provided with multiple switchable mechanical connection points along their respective force arm directions, so as to adjust the transmission ratio of input torque to output thrust by changing the connection points. The locking control module is fixedly installed on the connecting bridge and forms a pluggable rigid limit fit with the locking fit part preset on the rigid multi-pin hole configuration. It is used to prevent the rigid multi-pin hole configuration from rotating around the fixed rotation center in the plugged state, thereby interrupting the energy transmission path. Under wave excitation, the first and second side bodies generate a heaving motion with amplitude and phase differences relative to the main body. After being constrained by the front hinge, they drive the rear hinge support to drive the linkage mechanism to reciprocate, thereby driving the rigid multi-pin hole configuration to swing around a fixed rotation center, pushing the push rod to drive the linear motor mover to reciprocate, realizing the direct conversion of wave mechanical energy into electrical energy. The main body of the mechanical speed regulating module is in the shape of a right-angled triangular prism, with a fixed hinge point at the right-angle vertex, which is hinged to the connecting bridge and serves as the rotation center of the entire mechanical speed regulating module. The main body of the locking control module is an actuator equipped with a telescopic pin. The size and shape of the pin body are perfectly matched with the special locking pin hole preset on the inclined side of the mechanical speed regulating module. The extension and retraction of the pin is controlled by a spring structure. The main body of the energy conversion module consists of a linear motor and a matching push rod. One end of the push rod is hinged to the mechanical speed regulation module, and the other end is connected to the mover of the linear motor. Includes the following steps: S1: Under wave excitation, the main body and the first and second side bodies generate a heave motion response with amplitude and phase differences. The front hinge support constrains the vertical degree of freedom of the front part of the side body, forcing the rear parts of the first and second side bodies to swing up and down around their respective front hinge points. S2: The rear swing is transmitted to the mechanical speed control module through the linkage mechanism, driving the mechanical speed control module to swing back and forth around its fixed rotation center. S3: The output connection side of the mechanical speed regulation module drives the push rod to perform reciprocating linear motion, which pushes the linear motor mover to move back and forth along the axial direction in the stator magnetic field, and converts mechanical energy into electrical energy based on the electromagnetic induction effect and outputs it. S4: Depending on the sea state or power supply requirements, the linkage mechanism and push rod are selectively installed at connection points with different radial distances on the input connection side and output connection side of the mechanical speed control module, so as to adjust the transmission ratio of input torque to output thrust and enable the linear motor to work in the high-efficiency power range. S5: When extreme sea state parameters are detected or a shutdown command is received, the locking control module's pin extends and inserts into the locking engagement part on the mechanical speed control module, rigidly restricting its rotation around the fixed rotation center, thereby interrupting the energy transfer path; when the sea state returns to normal or a start command is received, the pin retracts, the mechanical speed control module resumes oscillation, and the energy conversion module resumes operation.

2. The wave power generation control method based on the heave motion response between the main and side bodies according to claim 1, characterized in that, The connecting bridge consists of six horizontal beams and six vertical beams, which are directly fixed to each other using angle brackets to form a rectangular connecting bridge.

Images