A variable underwater vehicle for underwater communication

Abstract

This application provides a variant underwater navigation device for underwater communication, relating to the field of underwater vehicle technology. It combines acoustic guidance, optical guidance, electromagnetic guidance, and mechanical guidance modules, achieving high-precision docking and reconfiguration of underwater vehicles through multimodal collaborative operation. The device provides remote positioning and heading guidance through the acoustic guidance module, near-range attitude adjustment through the optical guidance module using a binocular vision system, pre-connection through the electromagnetic guidance module, and final precise locking through the mechanical guidance module. This multimodal guidance technology enables stable operation of the vehicle in complex underwater environments, while also possessing high adaptability and scalability, supporting flexible combination and reconfiguration of multiple vehicles according to mission requirements. It is suitable for various application scenarios such as building underwater communication networks. This variant underwater navigation device achieves high success rate and high stability in dynamic and complex underwater environments, demonstrating broad application prospects.

Description

Technical Field

[0001] This application relates to the field of underwater vehicle technology, and more specifically, to a variant underwater vehicle device for underwater communication. Background Technology

[0002] Underwater vehicles are core equipment for underwater communication, detection, and operations. In recent years, with the rapid development of tasks such as the construction of marine observation networks, collaborative operations of autonomous underwater vehicle swarms, and cross-media information exchange, underwater operations have placed higher demands on the reliability, flexibility, and real-time performance of information transmission. Especially in distributed scenarios requiring multi-node collaboration, a single vehicle is often constrained by factors such as strong underwater channel attenuation, limited bandwidth, and significant environmental disturbances. Its communication links are insufficient in terms of reliability, stability, and stealth, making it difficult to continuously meet the high-quality information exchange requirements of complex tasks.

[0003] To improve communication coverage and link resilience, distributed underwater communication solutions are emerging. These solutions typically utilize multiple underwater vehicles as mobile communication relay nodes, improving link quality through dynamic adjustments to node locations and topology. Building upon this, the concept of "variant reconfiguration" is introduced: multiple vehicles can dock and combine to form a stronger centralized capability (e.g., enhanced communication, increased energy and payload capacity) when needed for mission requirements, and can then separate into a distributed configuration when large-area coverage is required. This combines flexibility, environmental adaptability, multimodal communication support, and deformability to construct a reconfigurable, distributed, and centralized underwater communication network.

[0004] In existing technologies, modular reconfiguration of aircraft often employs docking mechanisms guided by physical insertion, emphasizing end-effector geometric fit, clamping and locking, or threaded / linkage structures to achieve reliable connections. For example, patent CN120922323A provides a docking scheme based on electromagnetic connection: initial docking is achieved through electromagnetic attraction, followed by secondary docking and locking using mechanical connection, thereby reducing radial and axial migration after docking and enhancing connection stability. This scheme is effective in the end-effector connection approach of "close-range rapid adsorption—mechanically reinforced locking" and is suitable for docking scenarios where aircraft have entered a very small distance range.

[0005] However, the above-mentioned approach strategies, which mainly rely on end-plugging and close-range adsorption, do not adequately describe the approach strategies for long-range guidance, step-by-step positioning, and resistance to water flow interference. When the initial docking distance is far or the water flow disturbance is significant, the lack of effective long-range guidance and precise mid-to-short-range alignment means that the vehicle's ability to resist environmental disturbances during the approach process will be significantly reduced, which can easily lead to problems such as low positioning efficiency, difficulty in alignment, and an increased probability of docking failure. This results in a low docking success rate and long docking time, making it difficult to meet the needs of the vehicle to carry out long-range autonomous guidance reconfiguration and rapid networking under real mission conditions. Summary of the Invention

[0006] The purpose of this application is to provide a variant underwater navigation device for underwater communication, addressing the shortcomings of the aforementioned technology.

[0007] To achieve the above objectives, the technical solution adopted in this application is as follows: This application provides a variant underwater navigation device for underwater communication, comprising several underwater vehicles, with adjacent underwater vehicles connected end-to-end via a connecting device, which includes an acoustic guidance module, an optical guidance module, an electromagnetic guidance module, and a mechanical guidance module; The acoustic guidance module includes two acoustic communication components, which are installed at the bow and stern of the underwater vehicle respectively. The acoustic communication components of the two underwater vehicles interact with each other to achieve long-distance guidance. The optical guidance module includes an optical identification component installed at the tail of the vehicle and a visual acquisition component installed at the bow of the vehicle. The visual acquisition component is used to identify and track the optical identification components of other underwater vehicles to achieve close-range guidance. The electromagnetic guidance module includes a magnetic drive unit installed at the tail of the vehicle and a magnetic response unit installed at the bow of the vehicle. The magnetic drive unit is used to attract the magnetic response units of other underwater vehicles to achieve pre-connection between adjacent vehicles. The mechanical guidance module includes a guide slot installed at the stern of the vehicle and a push rod installed at the bow of the vehicle. The push rod is driven to insert into the guide slot of another underwater vehicle to achieve the final connection between the two adjacent vehicles.

[0008] Furthermore, the mechanical guidance module also includes a base disk that is axially movable within the tail of the aircraft and several sets of clamping components that are circumferentially mounted on the base disk. Each set of clamping components includes a linkage assembly and an arc-shaped tile. The base disk is driven to move axially and, through each linkage assembly, drives the corresponding arc-shaped tile to move synchronously axially and simultaneously retract radially to clamp the push rod inserted into the guide slot, or to expand radially to release the push rod inserted into the guide slot.

[0009] Furthermore, the linkage assembly includes a base linkage, a first linkage, an L-shaped linkage, and a second linkage. The base linkage is axially fixedly installed inside the tail of the aircraft. One end of the first linkage is hinged to the base disc, and the other end of the first linkage is hinged to one end of the L-shaped linkage. The inflection point of the L-shaped linkage is hinged to the base linkage, and the other end of the L-shaped linkage is hinged to the arc-shaped tile. One end of the second linkage is hinged to the base linkage, and the other end of the second linkage is hinged to the arc-shaped tile. The base linkage, the L-shaped linkage, the second linkage, and the arc-shaped tile constitute a parallelogram linkage mechanism.

[0010] Furthermore, an elastic buffer layer is attached to the mating surface of the curved tile to increase the buffering force and friction between the push rod and the curved tile.

[0011] Furthermore, the mechanical guidance module also includes a second driver, a second lead screw, and a connecting rod. The connecting rod is a hollow rod with an inner diameter larger than the outer diameter of the second lead screw. The second driver is installed at the tail of the aircraft. One end of the second lead screw is connected to the second driver, and the other end of the second lead screw is coaxially threaded to one end of the connecting rod via a second trapezoidal nut. The other end of the connecting rod is fixedly connected to the base disc. The second driver is used to drive the second lead screw to rotate, and the rotation of the second lead screw drives the base disc to move axially via the connecting rod.

[0012] Furthermore, the mechanical guidance module also includes a first driver and a first lead screw. The first driver is installed at the bow of the aircraft. One end of the first lead screw is connected to the first driver. The push rod is a hollow rod with an inner diameter larger than the outer diameter of the first lead screw. The other end of the first lead screw is coaxially threaded to the push rod via a first trapezoidal nut. The first driver is used to drive the first lead screw to rotate. The rotation of the first lead screw drives the push rod to move axially, thereby realizing the insertion or release of the push rod from the guide groove.

[0013] Furthermore, the mechanical guiding module also includes a first guide rod arranged parallel to the first lead screw, a first connecting block fixed outside the first trapezoidal nut, and a first slider for passing through the first guide rod on the first connecting block. The first lead screw rotates and drives the first slider to slide along the first guide rod via the first connecting block.

[0014] Furthermore, the mechanical guidance module also includes several fins spaced apart on the outer periphery of the tail of the vehicle. The end face of each fin near the bow of the vehicle is a guide arc surface that is inclined toward the bow of the vehicle, so that the several fins enclose to form a trumpet-shaped opening for guiding the bow of the next vehicle.

[0015] Furthermore, the visual acquisition component consists of binocular cameras installed on both sides of the connecting end face at the bow of the aircraft along the width direction, and the optical marking component consists of several guide lights, which are arranged at intervals on the outer periphery of the tail of the aircraft.

[0016] Furthermore, the magnetic drive component is a ring-shaped electromagnet installed on the connecting end face at the tail of the vehicle, and the magnetic response component is two armatures installed along the height direction on both sides of the connecting end face at the bow of the vehicle.

[0017] The beneficial effects of this application include: This application provides a variant of an underwater navigation device for underwater communication, combining four guidance technologies: acoustic, optical, electromagnetic, and mechanical. Through multimodal collaborative operation, the underwater vehicle can achieve precise control throughout the entire process, from remote positioning and short-range correction to final mechanical connection, in complex underwater environments. Specifically, the acoustic guidance module provides long-range relative positioning and heading guidance via underwater acoustic communication; the optical guidance module utilizes a high-precision binocular vision system for short-range attitude adjustment, ensuring precise alignment of the vehicle during the approach phase; the electromagnetic guidance module achieves pre-connection between the vehicles using magnetic force; and the mechanical guidance module ensures high-precision locking through precise design. The four guidance technologies complement and coordinate with each other, significantly improving the docking success rate and system robustness of the underwater vehicle in various dynamic water currents and complex environments.

[0018] Furthermore, this application designs multiple sets of evenly distributed clamping components to further ensure the reliability and accuracy of the connection between the vehicles. These clamping components, through precise matching and uniform clamping force, not only ensure high-precision alignment of the vehicle's main shaft during docking but also form a strong and stable anti-disturbance connection after docking. Compared to traditional single-connection methods, the clamping components incorporating multimodal guidance technology provide higher stability and reliability in complex underwater environments, ensuring the vehicle can maintain stable operation under changing water flow and mission conditions.

[0019] In summary, the variant underwater vehicle of this application can be flexibly assembled and disassembled according to different mission requirements, significantly enhancing the system's adaptability and scalability. The combination of multimodal guidance technology and precision clamping components enables the vehicle to achieve efficient and precise assembly and disassembly under different mission conditions, while providing reliable technical support for building a reconfigurable underwater communication network. This system not only meets current mission requirements but can also cope with more complex underwater missions in the future, possessing broad application prospects and high system scalability. Attached Figure Description

[0020] Figure 1 A schematic diagram of the bow of any underwater vehicle in a variant underwater navigation device for underwater communication provided in this application; Figure 2 A schematic diagram of the tail section of any underwater vehicle in a variant underwater navigation device for underwater communication provided in this application; Figure 3A schematic diagram of the internal structure of the bow of any underwater vehicle in a variant underwater navigation device for underwater communication provided in this application; Figure 4 A schematic diagram of the internal structure of the tail section of any underwater vehicle in a variant underwater navigation device for underwater communication provided in this application; Figure 5 One of the process diagrams for reconfiguring two adjacent underwater vehicles in a variant underwater navigation device for underwater communication provided in this application; Figure 6 The second diagram shows the reconfiguration process of two adjacent underwater vehicles in a variant underwater navigation device for underwater communication provided in this application. Figure 7 A reconstructed cross-sectional view of a variant underwater navigation device for underwater communication provided in this application; Figure 8 This is a schematic diagram of the reconstructed structure of a variant underwater navigation device for underwater communication provided in this application.

[0021] Icons: 1-Board of the vehicle; 1.1-Board hull; 1.2-First acoustic communication component; 1.3-Magnetic response component; 1.4-Vision acquisition component; 1.5-Contact detection switch; 1.6.1-First connecting ring; 1.6.2-First motor bracket; 1.6.3-First driver; 1.6.4-First coupling; 1.6.5-First lead screw; 1.6.6-First guide rod; 1.6.7-First mounting platform; 1.6.8-First slider; 1.6.9-First trapezoidal nut; 1.6.10-First connecting block; 1.6.11-Push rod; 1.6.12-First limit switch; 2-Stern of the vehicle; 2.1-Stern hull; 2. 2-Second acoustic communication component; 2.3-Fin plate; 2.4-Optical marking component; 2.5-Magnetic drive component; 2.6-Guide groove; 2.7.1-Second connecting ring; 2.7.2-Second motor bracket; 2.7.3-Second driver; 2.7.4-Second coupling; 2.7.5-Second guide rod; 2.7.6-Second mounting platform; 2.7.7-Second connecting block; 2.7.8-Second limit switch; 2.7.9-Base disc; 2.7.10-First connecting rod; 2.7.11-L-shaped connecting rod; 2.7.12-Second connecting rod; 2.7.13-Base connecting rod; 2.7.14-Arched tile; 2.7.15-Elastic buffer layer. Detailed Implementation

[0022] This application provides a variant underwater navigation device for underwater communication, aiming to solve the problems of low docking success rate, poor stability, and insufficient adaptability in complex underwater environments in existing underwater communication devices. This variant underwater navigation device integrates four guidance and connection technologies—acoustic, optical, electromagnetic, and mechanical—to design a multi-stage, composite autonomous docking and reconfiguration scheme. Figures 1 to 8 As shown, this variant underwater navigation device includes several underwater vehicles. Adjacent vehicles are connected end-to-end via a connecting device; specifically, the tail section 2 of the forward vehicle and the bow section 1 of the aft vehicle are connected by the connecting device, ensuring that multiple vehicles can be flexibly combined and reconfigured through the connecting device. The connecting device includes an acoustic guidance module, an optical guidance module, an electromagnetic guidance module, and a mechanical guidance module. Each module performs its specific function, working together to ensure that the vehicles can dock and reconfigure efficiently and accurately in the underwater environment.

[0023] like Figure 1 and Figure 2 As shown, the acoustic guidance module is responsible for remote guidance. In this module, the second acoustic communication component 2.2 installed at the tail of the forward vehicle 2 and the first acoustic communication component 1.2 installed at the bow of the aft vehicle 1 establish an underwater acoustic communication network through acoustic signal interaction. The main task of the acoustic guidance module is to provide long-range positioning and heading guidance. When the two underwater vehicles are at a considerable distance, the second acoustic communication component 2.2 at the bow of the aft vehicle 1 and the first acoustic communication component 1.2 at the tail of the forward vehicle 2 interact through acoustic signals to complete relative positioning and navigation path guidance. This ensures that the aft vehicle gradually approaches the forward vehicle based on acoustic guidance information (such as the provided relative position and path planning), establishing a preliminary spatial reference and approach trajectory planning for the subsequent docking process.

[0024] When the distance between the two underwater vehicles gradually decreases to within the effective range of the optical guidance module, the system switches to the optical guidance module. The optical guidance module provides close-range guidance through an optical identification component 2.4 mounted on the stern 2 of the forward vehicle and a visual acquisition component 1.4 mounted on the bow 1 of the aft vehicle. The visual acquisition component 1.4 identifies the optical identification component 2.4 and provides real-time feedback on the three-dimensional relative position and attitude angles of the two vehicles. Based on this data, the aft vehicle adjusts its position and attitude according to attitude correction commands, gradually controlling the axis deviation between the two vehicles within a precise range, ensuring high-precision docking.

[0025] As the two vehicles approach and enter the effective range of the electromagnetic guidance module, the module activates. The electromagnetic guidance module includes a magnetic drive unit 2.5 mounted on the stern 2 of the forward vehicle and a magnetic response unit 1.3 mounted on the bow 1 of the aft vehicle. When the bow 1 of the aft vehicle approaches the stern 2 of the forward vehicle, the magnetic drive unit 2.5 is energized, generating magnetic attraction between it and the magnetic response unit 1.3, ensuring smooth contact and pre-connection of the end faces of the two vehicles. This process not only helps the two vehicles achieve precise alignment but also provides a buffer for subsequent mechanical connection.

[0026] Next, the mechanical guidance module is responsible for the final high-strength mechanical connection. The mating design of the push rod 1.6.11 installed on the bow section 1 of the aft vehicle and the guide slot 2.6 installed on the stern section 2 of the forward vehicle ensures precise alignment of the main shafts of the two vehicles. After the magnetic pre-connection is established, the push rod 1.6.11 on the bow section 1 of the aft vehicle is driven to move axially (the length direction of the vehicle) and insert into the guide slot 2.6 on the stern section 2 of the forward vehicle, thus achieving precise alignment and a stable final connection.

[0027] The variant underwater vehicle device of this application achieves precise, step-by-step control from remote positioning to final mechanical connection through the coordinated operation of four guidance technologies. Acoustic, optical, electromagnetic, and mechanical guidance modules work together to ensure high-precision docking and stable reconfiguration of the underwater vehicle in complex underwater environments. The multimodal guidance system ensures the adaptability and reliability of the vehicle under various environmental conditions, while the composite connection method combining electromagnetic pre-connection and mechanical locking enhances the underwater vehicle's resistance to disturbances and guarantees the reliability of the connection after reconfiguration. This technical solution not only significantly improves the docking success rate of underwater vehicles in dynamic environments but also enables flexible reconfiguration between vehicles. The device design supports the combination and expansion of multiple vehicles, and can construct modular formations or combined structures adapted to different operating environments according to mission requirements, providing technical support for building a reconfigurable, distributed, and centralized underwater communication network. Through this multimodal guidance and composite connection mechanism, the variant underwater vehicle device provided in this application greatly enhances its adaptability and stability under complex hydrodynamic conditions, promoting the widespread application of underwater vehicles in underwater communication, detection, and collaborative operations. This technical solution provides important technical support for future underwater missions, and has significant application value, especially in building large-scale underwater communication networks and performing complex underwater operations.

[0028] Furthermore, to meet the requirements for relative pose measurement accuracy and real-time performance during the close-range docking phase, the visual acquisition component 1.4 is installed on the connecting end face of the bow section 1 of the aft vehicle and is arranged on both sides along the width direction using binocular cameras. This creates a stable ranging baseline between the two cameras, thereby enabling stereoscopic ranging capabilities. Preferably, the two cameras are symmetrically mounted on the horizontal central axis of the bow connecting end face, ensuring that the main line of sight of the binocular imaging maintains a consistent geometric relationship with the longitudinal docking axis of the vehicle. The symmetrical coverage of the left and right fields of view is beneficial for maintaining stable parallax measurement conditions when there are attitude fluctuations caused by lateral offset, slight yaw, or water flow disturbances. This reduces the accumulation of errors caused by installation eccentricity or uneven field of view, and improves the reliability and repeatability of three-dimensional position calculation.

[0029] In conjunction with the visual acquisition component 1.4, the optical marking component 2.4 is positioned on the outer periphery of the tail section 2 of the forward vehicle to provide clear and distinguishable optical feature points to the rear vehicle. The optical marking component 2.4 employs a arrangement of several guide lights spaced along the outer periphery of the tail, ensuring high visibility of the markings under different incident angles and relative attitudes, and enhancing the stability of recognition and matching through spatial distribution. Preferably, the optical marking component 2.4 includes four high-brightness guide lights, which are symmetrically mounted on the outer periphery of the tail in a circular pattern. Two guide lights are located on the horizontal central axis, and the other two are located on the vertical central axis, forming a four-point spatial configuration with clear topological relationships and scale characteristics. This configuration provides the visual system with criteria for determining angle, scale, and rotation direction, and also maintains sufficient geometric constraints to support continuous tracking and ensure the continuity of guidance information output when individual marking points are temporarily invisible due to partial occlusion or changes in illumination.

[0030] During the approach and docking phase, the binocular camera on the bow section 1 of the aft vehicle identifies and tracks the four guide lights on the tail section 2 of the forward vehicle. Based on binocular parallax ranging and the spatial constraints of the four-point geometric configuration, it calculates the three-dimensional relative position and attitude angles between the two vehicles in real time. The calculation results are used to generate attitude correction information, enabling the aft vehicle to synchronously adjust its position and attitude during propulsion, gradually reducing the docking axis deviation and end-face relative angle error, thereby achieving high-precision close-range optical positioning and motion guidance. Through the above arrangement and operation, the optical guidance phase not only improves the accuracy and stability of end-face alignment but also provides more accurate end-face alignment conditions for subsequent electromagnetic pre-connection, reducing the risk of collision and lateral slippage at the moment of contact, thus improving the overall docking success rate and the reliability of reconnection.

[0031] Furthermore, to achieve a stable, controllable, and centering-capable magnetic pre-connection effect during the connection phase, the magnetic drive component 2.5 preferably employs a ring electromagnet and is coaxially mounted on the connection end face of the stern 2 of the forward vessel. The central axis of the ring electromagnet coincides with the docking axis of the vessel. After being energized, it forms a symmetrically distributed magnetic field along the axis, making the magnetic force primarily axially attractive with a relatively balanced lateral component. This helps suppress attitude disturbances caused by off-center loading when the end faces of the two vessels approach each other, reducing the risk of rubbing and slippage caused by water flow disturbances or minor lateral deviations during docking. By controlling the excitation current of the electromagnet, the magnitude of the magnetic attraction force can be adjusted, enabling the magnetic pre-connection phase to simultaneously possess the functions of adsorption retention and flexible buffering, thereby providing a stable centering foundation for subsequent mechanical insertion and locking.

[0032] In conjunction with the annular electromagnet, the magnetic response element 1.3 is disposed on the connecting end face of the bow section 1 of the aft vehicle. Preferably, two armatures are used and symmetrically arranged on both sides of the connecting end face of the bow section 1 along the height direction. The two armatures form a symmetrical magnetic response area in space, which enables them to generate a stable attraction torque and attraction force when near the annular electromagnet at the tail, avoiding eccentric adsorption caused by single-point response. This arrangement provides space for other functional components on the bow end face in terms of structure, and at the same time, it can provide a clear "capture range" under the action of the magnetic field. After the aft vehicle achieves end alignment under visual guidance, even if there are still small lateral deviations or attitude errors, it can still complete the end face bonding and pre-connection maintenance through the self-centering tendency of magnetic force.

[0033] Considering that visual guidance and magnetic docking need to work together on the same connection end face, this application adopts an integrated design for the spatial layout of the armature and the binocular camera to avoid interference: a first mounting platform 1.6.7 is fixed on the inner wall of the bow 1 of the aft vehicle. The center of the first mounting platform 1.6.7 has a through hole for the push rod 1.6.11 to pass through. The binocular camera is fixedly installed on the first mounting platform 1.6.7 and distributed along the width direction at the edge of the end face, thereby forming a stable stereoscopic visual baseline and obtaining a symmetrical field of view; two armatures are fixed on the first mounting platform 1.6.7 and distributed along the height direction at the edge of the end face, and do not overlap with the binocular camera within the projection range of the end face, thereby avoiding the armature from blocking the camera's field of view or introducing reflective interference, and also avoiding the camera structure from occupying the effective magnetic area of ​​the armature. This staggered layout of "binoculars arranged in the width direction and armatures arranged in the height direction" enables magnetic pre-connection without weakening optical recognition and tracking capabilities. This allows the high-precision alignment capability guided by vision and the capture, buffering and holding capabilities of electromagnetic adsorption to complement each other at the same end docking interface, further improving the stability and success rate of the docking process, and providing more reliable initial conditions for the mechanical rigid connection of the push rod 1.6.11 into the guide groove 2.6.

[0034] Furthermore, in order to balance "capture range" and "alignment accuracy" during end-of-line docking, such as Figure 2 As shown, the mechanical guidance module has several fins 2.3 arranged around the outer periphery of the stern 2 of the forward vehicle. These fins 2.3 are spaced circumferentially and form a guide arc surface inclined towards the bow 1 of the aft vehicle on the side closest to the bow 1. The guide arc surfaces of the multiple fins 2.3 spatially enclose a funnel-shaped opening, allowing the bow 1 of the aft vehicle to be gradually guided into the opening area under the geometric constraints of the guide arc surface, even if there are certain lateral or attitude deviations during the approach process. This completes the orientation guidance and coarse alignment in the initial docking stage. This funnel-shaped opening is equivalent to a "mechanical capture entrance" in the docking process. Its structure expands the acceptable approach error range, reduces the dependence on attitude control precision in the early stages of docking, and creates stable geometric conditions for subsequent higher-precision electromagnetic attraction and insertion locking.

[0035] Preferably, four fins 2.3 are provided, arranged symmetrically in a circular pattern on both sides of the height and width of the outer periphery of the tail section 2 of the forward vehicle, respectively located on the height midline and width midline, thus forming a balanced guiding constraint in the vertical and horizontal directions. To avoid the fins 2.3 obstructing the light emission path of the tail optical marking component 2.4, the connection position of the fins 2.3 to the tail section 2 of the forward vehicle is closer to the bow section 1 of the forward vehicle than the installation position of the guide light. That is, the fins 2.3 are farther away from the bow section 1 of the aft vehicle, so that the guide light remains unobstructed within the field of view of the bow section 1 of the aft vehicle, ensuring continuous and reliable identification and tracking during the optical guidance phase. The guide arc surface of each fin 2.3 is designed to match the shape of the bow 1 of the aft vehicle, so that when the bow 1 of the aft vehicle enters the flared opening, it forms a smooth contact or close-range guiding contact with the guide arc surface. The direction of the guiding force is directed towards the center of the opening and gradually reduces relative yaw and side deflection, realizing the transition from "capable approach" to "convergence of docking axes". After the coarse alignment is completed, the electromagnetic attraction stage is entered. The magnetic field provides centering and flexible buffering near the end face, so that the end faces of the two vehicles can be stably attached and enter a more refined alignment and connection process.

[0036] Furthermore, the guide groove 2.6 of the stern section 2 of the forward vessel is a conical structure coaxial with the docking axis and with its large opening facing the bow section 1 of the aft vessel. The conical inlet provides a progressive geometric convergence effect: when the driven push rod 1.6.11 of the bow section 1 of the aft vessel extends and approaches the guide groove 2.6, even if there is still a small radial deviation at the end of the push rod 1.6.11, the push rod 1.6.11 can still perform self-guided sliding along the conical surface and converge towards the center, thereby achieving further coaxiality between the push rod 1.6.11 and the axis of the guide groove 2.6. As the push rod 1.6.11 goes deeper, the constraint of the guide groove 2.6 on the push rod 1.6.11 gradually transitions from "inlet guidance" to "hole-slot fit", simultaneously correcting radial deviation and small end face tilt errors during axial insertion, so that the docking axes of the two vessels achieve a fine alignment and a reliable connection.

[0037] Through the coarse alignment capability of the trumpet-shaped opening of the aforementioned fin plate 2.3, the centering and buffering capability of magnetic attraction, and the fine correction capability of the conical guide groove 2.6, the mechanical guidance module forms a progressive guidance link at the structural level: expanding the capture range and suppressing the accumulation of attitude error in the early stage of docking, improving coaxiality and reducing insertion resistance at the end of docking, making the insertion process of push rod 1.6.11 more stable and controllable, reducing the risk of jamming, collision and off-center loading under hydrodynamic disturbance, thereby improving the docking success rate and connection stability, and providing a repeatable and scalable mechanical docking foundation for the tandem reconfiguration of multiple vehicles.

[0038] Furthermore, to enable the push rod 1.6.11 of the bow section 1 of the aft vehicle to achieve controllable axial extension and retraction during the end-dating stage, and to maintain motion accuracy and stability during the insertion process, the mechanical guidance module is equipped with a first actuator 1.6.3 and a first lead screw 1.6.5 in the bow section 1 of the vehicle. The first actuator 1.6.3 is fixedly installed inside the bow section 1 of the vehicle, and its output end is connected to one end of the first lead screw 1.6.5, enabling the first lead screw 1.6.5 to generate controlled rotation under the driving action. The push rod 1.6.11 is set as a hollow rod with an inner diameter larger than the outer diameter of the first lead screw 1.6.5, and is arranged coaxially with the first lead screw 1.6.5; the other end of the first lead screw 1.6.5 forms a coaxial threaded engagement with the first trapezoidal nut 1.6.9, and the push rod 1.6.11 is fixedly sleeved on the outside of the first trapezoidal nut 1.6.9. When the first actuator 1.6.3 drives the first lead screw 1.6.5 to rotate, the rotational motion of the lead screw is converted into the axial linear displacement of the push rod 1.6.11 through the threaded joint. This causes the push rod 1.6.11 to extend or retract relative to the connecting end face of the bow 1 of the aircraft, thereby completing the insertion or disengagement of the push rod 1.6.11 with the guide slot 2.6 of the tail 2 of the forward aircraft. This driving method can provide continuous and measurable stroke control, which is convenient for progressive insertion after the magnetic pre-connection is established, avoiding end face wobble and insertion off-center load caused by instantaneous impact.

[0039] Furthermore, to suppress lateral swaying caused by hydrodynamic disturbances, assembly deviations, or uneven force distribution on the push rod 1.6.11 during its extension and retraction, and to reduce the bending moment load on the first lead screw 1.6.5, the mechanical guide module provides first guide rods 1.6.6 parallel to the first lead screw 1.6.5 on both sides of the first lead screw 1.6.5, so that the extension and retraction of the push rod 1.6.11 is completed under rigid guiding constraints. A first connecting block 1.6.10 is fixedly installed on the outside of the first trapezoidal nut 1.6.9. The first connecting block 1.6.10 is also provided with a first slider 1.6.8 for passing through the first guide rod 1.6.6, so that the first connecting block 1.6.10 is constrained by the first guide rod 1.6.6 to maintain a stable posture during axial movement. When the first lead screw 1.6.5 rotates, the first trapezoidal nut 1.6.9 drives the first connecting block 1.6.10 to move axially, and the first connecting block 1.6.10 simultaneously drives the push rod 1.6.11 to move axially. Since the first connecting block 1.6.10 is simultaneously constrained by the linear guidance formed by the first guide rod 1.6.6 and the first slider 1.6.8, the movement trajectory of the push rod 1.6.11 is consistent with the docking axis, reducing jamming, rubbing, or insertion difficulties caused by lateral offset, and improving the coaxial fit accuracy between the push rod 1.6.11 and the guide groove 2.6.

[0040] Preferably, such as Figure 3As shown, the first driver 1.6.3 is a stepper motor, which is fixed to the first connecting ring 1.6.1 via the first motor bracket 1.6.2. The first connecting ring 1.6.1 is reliably connected to the bow shell 1.1 of the vehicle, ensuring the drive system maintains installation rigidity under the maneuvering and docking loads of the vehicle. The output shaft of the stepper motor is connected to one end of the first lead screw 1.6.5 via the first coupling 1.6.4. The first coupling 1.6.4 is used to compensate for minor coaxiality errors between the motor shaft and the lead screw and ensure stable torque transmission. The other end of the first lead screw 1.6.5 forms a threaded pair with the first trapezoidal nut 1.6.9. The first trapezoidal nut 1.6.9 is fixedly embedded inside the first connecting block 1.6.10. The first connecting block 1.6.10 is fixedly connected to the outer periphery of the push rod 1.6.11. The push rod 1.6.11, as a hollow structure, is sleeved on the outside of the first lead screw 1.6.5 and is coaxially arranged with it, ensuring that the push rod 1.6.11 and the first lead screw 1.6.5 do not interfere with each other. When the stepper motor drives the first lead screw 1.6.5 to rotate, the first trapezoidal nut 1.6.9 generates axial displacement under the constraint of the threaded pair and drives the first connecting block 1.6.10 to move. The first connecting block 1.6.10 then pushes the push rod 1.6.11 to extend or retract axially, realizing the insertion or disengagement of the push rod 1.6.11 with the guide groove 2.6. To further improve the smoothness of linear motion and the resistance to eccentric loads, two first guide rods 1.6.6 are symmetrically arranged on both sides of the first lead screw 1.6.5. The first connecting block 1.6.10 is embedded with a first rolling slider and cooperates with the first guide rod 1.6.6. This allows the first connecting block 1.6.10 to reduce frictional resistance and increase guiding stiffness through rolling contact during axial movement. When the first lead screw 1.6.5 drives the first connecting block 1.6.10 to move, the first connecting block 1.6.10 simultaneously drives the first rolling slider to slide along the first guide rod 1.6.6, thereby forming a linear guiding system with high bending stiffness and low motion resistance.

[0041] Furthermore, to achieve reliable radial clamping and locking after the push rod 1.6.11 is inserted into the guide slot 2.6 for coaxial precision alignment, the mechanical guidance module is equipped with a second actuator 2.7.3, a second lead screw, and a connecting rod at the tail section 2 of the forward vehicle. An axially movable base disk 2.7.9 is also installed within the tail cavity, with several sets of clamping components arranged circumferentially around its outer periphery. The connecting rod is a hollow rod with an inner diameter larger than the outer diameter of the second lead screw. The connecting rod and the second lead screw are coaxially arranged, allowing the second lead screw to rotate within the connecting rod without interfering with it. This ensures that the rotation of the second lead screw does not cause torsional drag on the connecting rod, and the connecting rod is only subjected to axial force and outputs linear displacement. This guarantees a smooth transmission process without introducing excessive lateral loads, thus achieving a compact coaxial transmission layout within the limited tail space.

[0042] Preferably, such as Figure 4As shown, the second driver 2.7.3 uses a stepper motor, which is fixed to the second connecting ring 2.7.1 via a second motor bracket 2.7.2. The second connecting ring 2.7.1 is reliably connected to the tail shell 2.1 of the vehicle. The output shaft of the stepper motor is connected to one end of the second lead screw via a second coupling 2.7.4. A second trapezoidal nut is fitted onto the external thread of the second lead screw, and the second trapezoidal nut is fixedly embedded inside the second connecting block 2.7.7. The second connecting block 2.7.7 is fixedly connected to the outer circumference of one end of the connecting rod, thereby transmitting the axial displacement of the nut to the connecting rod. The other end of the connecting rod is fixedly connected to the base disc 2.7.9, allowing the base disc 2.7.9 and the connecting rod to move axially synchronously. When the stepper motor drives the second lead screw to rotate, the threaded pair converts the rotational motion into axial linear displacement, causing the connecting rod to push the base disc 2.7.9 to move controllably along the axial direction of the vehicle, thereby providing a unified drive input for the clamping assembly and ensuring the synchronization of multiple clamping actions.

[0043] To further improve the smoothness of linear motion and the resistance to eccentric loads, second guide rods 2.7.5, parallel to the second lead screw, are symmetrically arranged on both sides of the second lead screw. The second connecting block 2.7.7 is embedded with the second slider and cooperates with the second guide rod 2.7.5, so that the second connecting block 2.7.7 is constrained by the second guide rod 2.7.5 to maintain a stable posture when moving axially. The rolling contact between the second slider and the second guide rod 2.7.5 reduces frictional resistance and increases guiding stiffness, thereby forming a linear guide system with strong bending resistance and low motion resistance, reducing the shaking and deflection of the base disc 2.7.9 during the propulsion process.

[0044] The axial displacement of the base disk 2.7.9 is used to drive the clamping assembly to achieve radial clamping. Each clamping assembly includes a linkage assembly and an arc-shaped tile 2.7.14. The linkage assembly establishes a motion transmission relationship with the base disk 2.7.9, the fixed structure of the tail section 2 of the aircraft, and the arc-shaped tile 2.7.14 through multi-point hinges. The linkage assembly includes a base linkage 2.7.13, a first linkage 2.7.10, an L-shaped linkage 2.7.11, and a second linkage 2.7.12. The base linkage 2.7.13 is axially fixed on the second mounting platform 2.7.6 at the tail of the vehicle 2. One end of the first linkage 2.7.10 is hinged to the base disc 2.7.9, and the other end is hinged to one end of the L-shaped linkage 2.7.11. The inflection point of the L-shaped linkage 2.7.11 is hinged to the base linkage 2.7.13, and the other end of the L-shaped linkage 2.7.11 is hinged to the arc-shaped tile 2.7.14. One end of the second linkage 2.7.12 is hinged to the base linkage 2.7.13, and the other end is hinged to the arc-shaped tile 2.7.14. The base link 2.7.13, the L-shaped link 2.7.11, the second link 2.7.12 and the arc-shaped tile 2.7.14 form a parallelogram constraint in terms of geometric relationship, so that the arc-shaped tile 2.7.14 maintains its posture without significant tilting during the movement and presents a clamping trajectory with parallel movement as the main feature.

[0045] Specifically, the hinge points of the base connecting rod 2.7.13 and the L-shaped connecting rod 2.7.11, the hinge points of the base connecting rod 2.7.13 and the second connecting rod 2.7.12, the hinge points of the L-shaped connecting rod 2.7.11 and the curved tile 2.7.14, and the hinge points of the second connecting rod 2.7.12 and the curved tile 2.7.14 constitute four connection points. The line connecting the first connection point and the second connection point is parallel to and equal in length to the line connecting the third connection point and the fourth connection point. The line connecting the first connection point and the third connection point is parallel to and equal in length to the line connecting the second connection point and the fourth connection point. This ensures that the curved tile 2.7.14 maintains a parallel movement state during the clamping process and fits the outer periphery of the push rod 1.6.11 with a small attitude error. The curved tile 2.7.14 is preferably made of metal to improve clamping rigidity and resistance to deformation. Its axis is parallel to the length direction of the aircraft, which facilitates the formation of circumferential clamping and provides stable radial constraint to the push rod 1.6.11.

[0046] During operation, once the push rod 1.6.11 has been inserted into the guide slot 2.6 and a coaxial reference has been established, the second driver 2.7.3 drives the second lead screw to rotate, and the base disc 2.7.9 moves axially. Through the connecting rod assemblies, the axial displacement is converted into the radial synchronous contraction of the arc-shaped tiles 2.7.14, so that multiple sets of arc-shaped tiles 2.7.14 cover and lock the push rod 1.6.11 inserted into the guide slot 2.6. When it is necessary to release the lock, the base disc 2.7.9 moves in the opposite direction, and the connecting rod assemblies drive the arc-shaped tiles 2.7.14 to expand radially synchronously, thereby releasing the push rod 1.6.11. Since all clamping components are driven by the same base disc 2.7.9, the arc-shaped tiles 2.7.14 have high synchronicity when retracting or unfolding. They can evenly distribute the clamping force under docking load, reduce the coaxiality offset caused by unilateral off-center load, and ensure that the front and rear vehicles remain coaxially aligned during the locking process, further improving the structural stability and anti-disturbance capability after reconstruction.

[0047] Preferably, the mechanical guidance module in this application includes four sets of clamping components, which are evenly spaced circumferentially along the two end faces of the tail of the vehicle, forming a ring structure. During the docking process, the arc-shaped tiles 2.7.14 of each clamping component will synchronously retract, gradually surrounding the push rod 1.6.11, and forming a sleeve shape that tightly fits the outer diameter of the push rod 1.6.11, ensuring the radial stability of the push rod 1.6.11. Because the four sets of clamping components are evenly distributed and work synchronously, they can apply radial clamping force evenly, avoiding local excessive off-center loading, effectively reducing the swaying or tilting of the push rod 1.6.11 caused by uneven pressure during the docking process, thereby ensuring precise docking between the push rod 1.6.11 and the guide groove 2.6.

[0048] To improve the impact and friction characteristics of the clamping contact, an elastic buffer layer 2.7.15 is attached to the mating surface of the curved tile 2.7.14. The elastic buffer layer 2.7.15 is preferably made of rubber and is fixedly attached to the mating surface of the curved tile 2.7.14. The elastic buffer layer 2.7.15 provides localized elastic deformation when the curved tile 2.7.14 retracts to clamp the push rod 1.6.11, absorbing transient impacts caused by minor assembly errors and hydrodynamic disturbances. Simultaneously, it increases the friction coefficient of the contact surface, enabling stable transmission of clamping force with a small radial stroke, reducing the probability of micro-slippage of the push rod 1.6.11 under fluid or maneuvering loads. Through the cooperation of the "axial drive—linkage conversion—radial clamping" locking link and the elastic buffer friction interface, the mechanical guidance module achieves a controllable, repeatable, and disturbance-resistant final locking connection after the push rod 1.6.11 is inserted, providing a stable and reliable mechanical connection foundation for the tandem reconfiguration of multiple aircraft.

[0049] Reconfiguration process of variant underwater navigation devices: like Figures 5 to 8As shown, during the reconfiguration preparation phase, the second acoustic communication component 2.2 at the tail section 2 of the forward vehicle and the first acoustic communication component 1.2 at the bow section 1 of the aft vehicle jointly construct an underwater acoustic communication network. This network enables the two vehicles to establish a spatial reference over a long distance, achieving relative positioning and heading guidance. Based on the acoustic guidance information, the aft vehicle gradually approaches the forward vehicle until it enters the effective range of the optical guidance module. When the distance between the two vehicles is reduced to a sufficiently close level, the system switches to optical guidance mode, and the binocular camera at the bow section 1 of the aft vehicle identifies the optical guidance lights at the tail section 2 of the forward vehicle. The optical system calculates and feeds back the three-dimensional relative position and attitude angle between the two vehicles in real time, and the generated attitude correction commands guide the aft vehicle to adjust its attitude and position, gradually controlling the axial deviation between the two vehicles within the allowable range, and continuing to approach the forward vehicle. As the aft vehicle enters the flared opening area defined by the fin 2.3 at the tail section 2 of the forward vehicle, the vehicle enters the mechanical guidance reconfiguration phase.

[0050] After entering the mechanical guidance and reconfiguration stage, the aft vehicle contacts the front vehicle's tail 2 via the guiding arc surface of the fin 2.3, completing preliminary mechanical alignment and coarse alignment. The aft vehicle then drives the push rod 1.6.11 to extend gradually via its built-in first actuator 1.6.3 and first lead screw 1.6.5. The front end of the push rod 1.6.11 completes fine axial and radial correction under the guidance of the conical guide groove 2.6 of the front vehicle's tail 2. As the aft vehicle's bow 1 approaches the end face of the front vehicle's tail 2, when the distance between them reaches the predetermined reconfiguration end distance, the electromagnet of the front vehicle's tail 2 is energized, generating a controllable magnetic attraction between it and the armature of the aft vehicle's tail 2. Under magnetic guidance, the end faces of the two vehicles make smooth contact, and the magnetic force helps the two vehicles complete the pre-connection, providing necessary alignment and buffering for subsequent rigid locking.

[0051] Next, the aft vehicle monitors the current changes of the electromagnet in real time via a contact detection switch 1.5 located on its bow end face, comprehensively determining whether the front and rear vehicles have completed the magnetic attraction connection. Once the magnetic connection is confirmed, the aft vehicle's push rod 1.6.11 extends to its maximum stroke, while the first limit switch 1.6.12 installed on the first connecting block 1.6.10 monitors the position of the push rod 1.6.11. At this time, the front vehicle activates the second drive 2.7.3, and the base disk 2.7.9 moves axially under the drive of the second lead screw. Based on the transmission of the parallelogram linkage mechanism, the four arc-shaped tiles 2.7.14 synchronously retract radially, gradually clamping the push rod 1.6.11. This action ensures high-precision alignment of the main shafts of the front and rear vehicles and completes the final high-strength mechanical connection. Simultaneously, the second limit switch 2.7.8 on the second connecting block 2.7.7 monitors the movement of the base disk 2.7.9, indirectly determining whether the clamping action is complete. The entire reconfiguration and docking process ends when all clamping components close synchronously, ensuring the mechanical connection is complete.

[0052] This variant of the reconfiguration process significantly improves docking success rate and system robustness in complex and dynamic underwater environments. Through a step-by-step, precisely controlled reconfiguration and docking process, the system effectively overcomes challenges posed by factors such as current interference and motion errors, ensuring the stability of the vehicle during docking and reconfiguration. Multiple vehicles can be combined and expanded through this system to form a tandem underwater formation, flexibly adapting to different mission requirements in multi-mission environments, ultimately constructing a reconfigurable, distributed, and centralized underwater communication network. This modular combination structure provides a more flexible, efficient, and reliable solution for underwater missions.

[0053] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A variant underwater navigation device for underwater communication, characterized in that, It includes several underwater vehicles, with two adjacent underwater vehicles connected end to end by a connecting device, which includes an acoustic guidance module, an optical guidance module, an electromagnetic guidance module, and a mechanical guidance module; The acoustic guidance module includes two acoustic communication components, which are installed at the bow and stern of the underwater vehicle respectively. The acoustic communication components of the two underwater vehicles interact with each other to achieve long-distance guidance. The optical guidance module includes an optical identification component installed at the tail of the vehicle and a visual acquisition component installed at the bow of the vehicle. The visual acquisition component is used to identify and track the optical identification components of other underwater vehicles to achieve close-range guidance. The electromagnetic guidance module includes a magnetic drive unit installed at the tail of the vehicle and a magnetic response unit installed at the bow of the vehicle. The magnetic drive unit is used to attract the magnetic response units of other underwater vehicles to achieve pre-connection between adjacent vehicles. The mechanical guidance module includes a guide slot installed at the stern of the vehicle and a push rod installed at the bow of the vehicle. The push rod is driven to insert into the guide slot of another underwater vehicle to achieve the final connection between the two adjacent vehicles.

2. The variant underwater navigation device according to claim 1, characterized in that, The mechanical guidance module also includes a base disk that is axially movable in the tail of the aircraft and several sets of clamping components that are circumferentially mounted on the base disk. Each set of clamping components includes a linkage assembly and an arc-shaped tile. The base disk is driven to move axially and, through each linkage assembly, drives the corresponding arc-shaped tile to move synchronously axially and simultaneously retract radially to clamp the push rod inserted into the guide slot or to expand radially to release the push rod inserted into the guide slot.

3. The variant underwater navigation device according to claim 2, characterized in that, The linkage assembly includes a base linkage, a first linkage, an L-shaped linkage, and a second linkage. The base linkage is axially fixed inside the tail of the vehicle. One end of the first linkage is hinged to the base disc, and the other end of the first linkage is hinged to one end of the L-shaped linkage. The inflection point of the L-shaped linkage is hinged to the base linkage, and the other end of the L-shaped linkage is hinged to the arc-shaped tile. One end of the second linkage is hinged to the base linkage, and the other end of the second linkage is hinged to the arc-shaped tile. The base linkage, the L-shaped linkage, the second linkage, and the arc-shaped tile constitute a parallelogram linkage mechanism.

4. The variant underwater navigation device according to claim 3, characterized in that, An elastic buffer layer is attached to the mating surface of the curved tile to increase the buffering force and friction between the push rod and the curved tile.

5. The variant underwater navigation device according to claim 3, characterized in that, The mechanical guidance module also includes a second driver, a second lead screw, and a connecting rod. The connecting rod is a hollow rod with an inner diameter larger than the outer diameter of the second lead screw. The second driver is installed at the tail of the vehicle. One end of the second lead screw is connected to the second driver, and the other end of the second lead screw is coaxially threaded to one end of the connecting rod via a second trapezoidal nut. The other end of the connecting rod is fixedly connected to the base disc. The second driver is used to drive the second lead screw to rotate, and the rotation of the second lead screw drives the base disc to move axially via the connecting rod.

6. The variant underwater navigation device according to any one of claims 1 to 5, characterized in that, The mechanical guidance module also includes a first driver and a first lead screw. The first driver is installed at the bow of the aircraft. One end of the first lead screw is connected to the first driver. The push rod is a hollow rod with an inner diameter larger than the outer diameter of the first lead screw. The other end of the first lead screw is coaxially threaded to the push rod via a first trapezoidal nut. The first driver is used to drive the first lead screw to rotate. The rotation of the first lead screw drives the push rod to move axially, thereby realizing the insertion or release of the push rod from the guide groove.

7. The variant underwater navigation device according to claim 6, characterized in that, The mechanical guiding module also includes a first guide rod arranged parallel to the first lead screw, a first connecting block fixed outside the first trapezoidal nut, and a first slider for passing through the first guide rod on the first connecting block. The first lead screw rotates and drives the first slider to slide along the first guide rod via the first connecting block.

8. The variant underwater navigation device according to any one of claims 1 to 5, characterized in that, The mechanical guidance module also includes several fins spaced apart on the outer periphery of the tail of the vehicle. The end face of each fin near the bow of the vehicle is a guide arc surface that is inclined toward the bow of the vehicle, so that the several fins enclose to form a trumpet-shaped opening for guiding the bow of the next vehicle.

9. The variant underwater navigation device according to any one of claims 1 to 5, characterized in that, The visual acquisition component consists of binocular cameras installed on both sides of the connecting end face at the bow of the aircraft along the width direction, and the optical marking component consists of several guide lights, which are arranged at intervals on the outer periphery of the tail of the aircraft.

10. The variant underwater navigation device according to any one of claims 1 to 5, characterized in that, The magnetic drive component is a ring-shaped electromagnet installed on the connecting end face at the tail of the vehicle, and the magnetic response component is two armatures installed along the height direction on both sides of the connecting end face at the bow of the vehicle.

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