Self-stabilized station-keeping system, adaptive stabilization control method and surface ship

Abstract

This application discloses a self-stabilizing terminal system, an adaptive stabilization control method, and a surface vessel. The self-stabilizing terminal system includes a gyro self-stabilizing module, a ship-adaptive structure module, a high-efficiency support actuator, and a parameter adaptation optimization module. The gyro self-stabilizing module generates a large angular momentum, directly applying an anti-disturbance torque to the terminal base, resulting in a fast response speed. The ship-adaptive structure module uses a combination of the terminal's arc-shaped stress wall and an omnidirectional ball bearing array, enabling the system to physically adapt to various arc-shaped cabin bulkhead structures. The high-efficiency support actuator includes a flexible take-off and landing platform, which provides reliable buffering and locking through a flexible carbon fiber fabric take-off and landing platform, a four-way tension structure, and magnetic lock support clamping, improving berthing reliability. The parameter adaptation optimization module can dynamically adjust the speed of the drive motor according to the ship's attitude information. Therefore, this application, based on the angular momentum stabilization principle of the gyro self-stabilizing module, can adapt to the dynamic self-balancing control of 2-ton and above surface vessels.

Description

Technical Field

[0001] This application relates to the field of aircraft carrier technology, and in particular to a shipborne support system for unmanned aerial vehicles (UAVs) used on surface ships. Specifically, it relates to a self-stabilizing terminal system for UAVs mounted on surface ships, an adaptive stabilization control method, and a surface ship equipped with the self-stabilizing terminal system. Background Technology

[0002] With the increasing application of large unmanned aerial vehicles (such as those weighing 2 tons and above) in maritime reconnaissance, search and rescue, and long-range supply delivery, the demand for surface ships as their core mobile carrier and resupply platforms is becoming increasingly prominent. To enable autonomous take-off and landing, energy replenishment, and routine maintenance of such large UAVs on ships, dedicated shipborne airfield systems have become indispensable key support equipment.

[0003] Different technical approaches have emerged during the development of related technologies. One mainstream approach involves deploying integrated automated airfields on ship decks. For example, Chinese invention patent CN121376267A discloses a self-leveling automated airfield for shipborne unmanned aerial vehicles (UAVs). This solution adopts a "box-type" integrated design, integrating a leveling mechanism, a clamping platform, an automatic propeller retraction mechanism, and a battery replacement manipulator, achieving automated operation through an electronic control system. Its leveling mechanism can actively adjust the levelness of the parking platform when the ship rolls, providing a relatively stable take-off and landing plane for the UAV. However, the leveling mechanism disclosed in this solution (such as using a multi-axis linkage telescopic cylinder structure) is primarily designed for small to medium-sized UAVs with low impact loads in terms of dynamic response speed, range of motion, and load-bearing capacity. When applied to large 2-ton class seaplanes with high take-off and landing inertia and stronger deck impact forces, this general-purpose leveling system may struggle to achieve rapid and accurate attitude stabilization under severe ship pitching and rolling conditions, posing risks of stabilization lag and insufficient torque compensation. Furthermore, the standardized rectangular box structure may cause stress concentration problems due to insufficient compatibility with the deck structure of certain special ships (such as large ships with curved bulkheads, deep draft, and high cargo holds), affecting the connection reliability and structural fatigue life under high load and long-term operation.

[0004] Another technological approach focuses on the adaptive design of the ship platform itself. For example, Chinese invention patent CN121317043A discloses a ship for unmanned aerial vehicle (UAV) take-off and landing and its application method. This solution uses a catamaran design to improve initial stability and designs an integrated system including a limiting base, holding components, and a counterweight mechanism to capture and fix the UAV and adjust the ship's center of gravity. Although it reduces the requirements for UAV landing accuracy through adjustable-angle limiting rods and complex holding mechanical structures, and provides reliable mechanical locking, as well as dynamic adjustment using a counterweight mechanism to compensate for changes in the center of gravity caused by the uncertainty of the UAV's landing position, this solution is essentially a special-purpose ship construction, rather than a modular terminal system that can be installed on various existing ships. For the vast majority of conventional surface ships already in service, this solution lacks deployment flexibility and universality.

[0005] In summary, existing technologies still face the following core technical challenges when supporting shipborne applications of large 2-ton or larger amphibious drones:

[0006] 1. Insufficient dynamic leveling performance: The existing leveling mechanism of the integrated terminal is difficult to match the high inertial torque and impact load generated by the take-off and landing of large UAVs with its dynamic response and load capacity. It cannot ensure the rapid and high-precision stability of the terminal platform under complex sea conditions.

[0007] 2. Challenges in structural adaptability and rigid connection: It is difficult to achieve optimal stress matching and high rigidity integration between standardized terminal frames and diverse ship decks (especially large ships with special structures), which poses a risk to long-term reliability.

[0008] 3. Lack of high-reliability locking protection: Faced with the higher take-off and landing impact of large drones, the reliability and redundancy of existing general clamping or locking solutions may be insufficient, posing a risk of failure.

[0009] Therefore, it is necessary to provide a new technical solution to meet the requirements for safe and reliable application of large-scale unmanned aerial vehicles (UAVs) on surface ships. Summary of the Invention

[0010] This application provides a self-stabilizing terminal system, an adaptive stabilization control method, and a surface ship to solve the problem that existing shipborne terminal systems are unable to adapt to the rapid and accurate attitude stabilization of high-tonnage loads of 2 tons or more.

[0011] To achieve the above objectives, this application provides the following technical solution:

[0012] In a first aspect, this application provides a self-stabilizing air station system for use on unmanned aerial vehicles mounted on surface ships, comprising:

[0013] A gyroscope self-stabilizing module includes a drive motor and a gyroscope assembly driven to rotate by the drive motor. The gyroscope assembly includes a central rod and multiple rotors fixed on the central rod. The multiple rotors are vacuum-encapsulated in a housing, and the housing is integrally fixedly connected to the central rod.

[0014] A ship-adaptive structural module, which constitutes a terminal base, has a terminal arc-shaped stress wall for adapting and connecting with the arc-shaped bulkhead of a ship. An omnidirectional ball bearing array is provided between the terminal arc-shaped stress wall and the arc-shaped bulkhead of the ship, and the terminal arc-shaped stress wall is slidably connected to the arc-shaped bulkhead of the ship through the omnidirectional ball bearing array.

[0015] An efficient support execution mechanism is installed on the top of the terminal base. The efficient support execution mechanism includes a flexible take-off and landing platform. The flexible take-off and landing platform includes a rigid clamping restraint device, a stretching buffer mechanism, and a flexible carbon fiber woven plate arranged sequentially from top to bottom.

[0016] A parameter adaptation and optimization module, which is electrically connected to the drive motor, is used to dynamically adjust the speed of the drive motor according to the ship's attitude information.

[0017] The gyroscope self-stabilizing module is fixedly installed inside the terminal base.

[0018] Furthermore, in the above technical solution, the gyroscope assembly includes six sets of rotors arranged along the axial direction of the central rod. The rotors are disc-shaped, and the central axis of the rotors coincides with the central axis of the central rod. The six sets of rotors are arranged at equal intervals.

[0019] Furthermore, the rotor has a mass range of 15~25kg, a rotational speed range of 4000~6000rpm, and a moment of inertia of 20~40kg·m. 2 The drive motor is a three-phase asynchronous drive motor with a rated power of ≥18kW.

[0020] Furthermore, the omnidirectional ball bearing array includes at least 4 sets of omnidirectional ball bearings, the load-bearing capacity of a single set of omnidirectional ball bearings is ≥625kg, the total load-bearing capacity of the omnidirectional ball bearing array is ≥2500kg, and the rotational friction coefficient of the omnidirectional ball bearings is ≤0.01.

[0021] Furthermore, the terminal's curved stress wall is made of 6061-T6 aluminum alloy with a thickness of 14~16mm, a curvature radius of 1.5~2 meters, and an overall load-bearing capacity of ≥2 tons.

[0022] Furthermore, the terminal base is hemispherical, and its interior integrates a static counterweight water tank and a rotary battery compartment; the surface of the terminal's arc-shaped stress wall is coated with an anti-corrosion coating, which is a polytetrafluoroethylene anti-corrosion coating with a thickness of 50~80μm; the top of the cabin enclosed by the ship's arc-shaped bulkhead is equipped with an openable and closable hatch.

[0023] Furthermore, the flexible carbon fiber woven board utilizes a flax weaving model to form a plastic take-off and landing platform that is rigid under stress and flexible under impact. The flexible carbon fiber woven board achieves impact landing and flexible shock absorption of the unmanned aerial vehicle through the stretching and buffering mechanism, and is used in conjunction with the rigid clamping restraint device to restrain the unmanned aerial vehicle, thereby achieving the fixation of the unmanned aerial vehicle after landing.

[0024] Furthermore, the stretching and buffering mechanism includes at least one set of hydraulic or pneumatic actuators controlled by solenoid valves, as well as pressure sensors for monitoring the internal load of the actuators and / or displacement sensors for monitoring the buffer stroke of the actuators.

[0025] Furthermore, the rigid clamping restraint device includes a linear drive source, a transmission amplification mechanism driven by the linear drive source, and a clamping terminal connected to the transmission amplification mechanism. The transmission amplification mechanism is used to convert the output motion of the linear drive source into the opening and closing motion of the clamping terminal to lock or release the unmanned aerial vehicle.

[0026] Furthermore, the efficient support execution mechanism also includes a propeller retraction mechanism linkage belt and a charging robotic arm located next to the flexible take-off and landing platform, and the propeller retraction mechanism linkage belt is equipped with a liftable propeller retraction lever.

[0027] Furthermore, the parameter adaptation and optimization module includes a control unit, which is connected to the ship's attitude sensor signal and is used to receive the pitch angle signal and roll angle signal from the ship's attitude sensor.

[0028] Furthermore, the parameter adaptation and optimization module is configured to: acquire ship pitch and roll angle data at a sampling frequency of not less than 100Hz; when the fluctuation amplitude of the pitch or roll angle data exceeds a preset threshold, generate a motor speed control command and send the motor speed control command to the drive motor to drive the gyroscope assembly to accelerate or decelerate, thereby achieving precise control of torque by combining the weight of the gyroscope with speed changes, thus meeting the purpose of gravity simulation of the take-off and landing platform; the parameter adaptation and optimization module can adjust the speed of the drive motor to the target value within 1 second; wherein, the preset threshold is ±3°, and the speed adjustment to the target value is an increase or decrease of 500 rpm based on the current speed.

[0029] Secondly, this application provides an adaptive stabilization control method for the aforementioned self-stabilizing terminal system, comprising the following steps:

[0030] S1: Real-time attitude information of surface ships during navigation is acquired, and the real-time attitude information includes at least the pitch angle and roll angle;

[0031] S2: Based on the real-time attitude information, determine whether the ship's attitude fluctuation exceeds the stable operating condition threshold;

[0032] S3: If the stable operating condition threshold is exceeded, the target speed of the drive motor in the gyroscope self-stabilization module is obtained by querying the preset speed-attitude mapping table according to the amplitude and rate of change of the pitch and roll angles.

[0033] S4: Send a control command to the drive motor to drive it to adjust its speed to the target speed, so as to improve the anti-disturbance stabilizing torque of the terminal base by changing the angular momentum of the gyroscope assembly.

[0034] Thirdly, this application provides a surface vessel for carrying unmanned aerial vehicles, wherein the aforementioned self-stabilizing air station system is installed on the curved bulkhead of the vessel.

[0035] Furthermore, in the above technical solution, the surface vessel is a twin-channel hull / cathull vessel with a draft greater than 3 meters; or, the surface vessel is a large vessel with a cargo depth greater than 2.2 meters and a draft greater than 1.7 meters.

[0036] Compared with the prior art, this application has at least the following beneficial effects:

[0037] 1. The self-stabilizing terminal system provided in this application mainly includes: a gyro self-stabilizing module, a ship-adaptive structure module, a high-efficiency support actuator, and a parameter adaptation and optimization module. The gyro self-stabilizing module drives the gyro assembly to rotate via a drive motor. The gyro assembly includes a central rod and a vacuum-sealed rotor structure. This application generates a large angular momentum through the gyro self-stabilizing module, directly applying an anti-disturbance torque to the terminal base, changing from the traditional "platform following leveling" to "providing a counter-torque to directly cancel it out," achieving active torque stabilization. Theoretically, the response speed is only limited by the gyro precession law, and is much faster than mechanical leveling mechanisms. Secondly, the ship-adaptive structure module adopts a combination of the terminal's arc-shaped stress wall and an omnidirectional ball bearing array, enabling the system to physically adapt to the arc-shaped ship cabin bulkhead structure. The arc-shaped wall disperses stress, and the bearings allow for micro-movements, jointly solving the problem of standardized products being compatible with special ships (such as arc-shaped bulkheads). The system addresses the challenges of rigid connections between vessels (both high- and deep-draft types) and reduces fatigue risks caused by stress concentration. Furthermore, the efficient execution mechanism, including a flexible take-off and landing platform, decouples high-impact energy management (flexible) and reliable static locking (rigid) in space and time through rigid clamping restraint devices, stretching buffer mechanisms, and flexible carbon fiber woven plates, allowing for sequential execution and systematically resolving the conflicting needs of buffering and fixation during the landing of large UAVs. Additionally, the parameter adaptation and optimization module dynamically adjusts the drive motor speed based on the ship's attitude information, solving the problem that traditional passive gyroscopes or fixed-speed gyroscopes cannot maintain optimal stability under changing sea conditions. Therefore, the self-stabilizing station system provided in this application, based on the angular momentum stabilization principle of the gyroscope self-stabilization module, can adapt to application scenarios of 2-ton and above high-tonnage shipborne vessels, achieving dynamic self-balancing control in 2-ton shipborne scenarios.

[0038] 2. This application uses vacuum encapsulation of the rotor to eliminate friction between the rotor and the air when the rotor rotates at high speed, allowing the rotor to reach and maintain extremely high speeds for a long time (thus obtaining a large angular momentum), while significantly reducing the power demand and heat generation of the drive motor, and improving system efficiency and reliability. This is a key structural guarantee for achieving the core performance indicator of "large angular momentum".

[0039] 3. This application integrates a static counterweight water tank and a rotary battery compartment within a hemispherical base. The static counterweight water tank allows for dynamic adjustment of the overall center of gravity of the station system after installation or for different mission loads, matching it with the gyroscope axis and bearing support points to optimize stability and avoid additional disturbance torque caused by center of gravity shift. The rotary battery compartment integrates high-energy-density battery modules inside the base, providing continuous and stable energy for UAV charging and system operation, thus enhancing the system's independent support capability.

[0040] 4. This application uses a fluid actuator controlled by an electromagnetic valve to form a stretching and buffering mechanism. The damping characteristics of the buffering process and the locking state at the end can be precisely and quickly controlled by an electrical signal. In addition, the rigid clamping restraint device uses a mechanical clamp based on electromagnetic drive. It uses electromagnetic force to generate huge clamping force directly or through a simple mechanism, and completes physical locking in a very short time. After power failure, it can usually use mechanical self-locking force to retain the clamping force, which fundamentally overcomes the defects of traditional vacuum chucks, such as limited load-bearing capacity, reliance on continuous vacuuming, and easy instability due to vibration.

[0041] 5. This application incorporates an automatic propeller recovery device and a charging robotic arm into the self-stabilizing ground station system, which can automate all critical support operations after the UAV lands on the ship (recovering the propellers to prevent damage, replacing / replenishing energy), shorten the preparation time for re-deployment, reduce the need for shipboard personnel to be exposed to dangerous environments, and improve overall operational efficiency and safety.

[0042] 6. This application uses a parameter adaptation and optimization module to sample in real time to ensure that the ship's high-frequency swaying attitude can be captured, providing a real-time data basis for control decisions. When the fluctuation amplitude exceeds a preset threshold (such as ±3°), the speed of the drive motor is adjusted. The speed is adjusted by ±500 rpm within 1 second. The rapid change in speed directly and linearly changes the angular momentum, thereby enhancing the system's anti-disturbance capability by a predetermined ratio within 1 second when the sea state deteriorates, with an extremely high response speed.

[0043] 7. The self-stabilizing terminal system provided in this application adopts a combination of the terminal's arc-shaped stress wall and an omnidirectional ball bearing array, which enables the system to be physically adapted to various surface ships with arc-shaped cabin bulkhead structures, such as twin-channel hull / cathull ships with a draft greater than 3 meters, or large ships with a cargo depth greater than 2.2 meters and a draft greater than 1.7 meters, satisfying the requirements for rapid and precise attitude stabilization of high-tonnage horizontal ships of 2 tons or more. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the embodiments will be briefly described below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. It should be understood that the specific shapes and structures shown in the drawings should not generally be regarded as limiting conditions for implementing this application. For example, based on the technical concepts disclosed in this application and the exemplary drawings, those skilled in the art are able to easily make conventional adjustments or further optimizations to the addition / reduction / classification, specific shapes, positional relationships, connection methods, and size ratios of certain units (components).

[0045] Figure 1 This is a schematic diagram of the installation structure of the self-stabilizing air station system and surface ship provided in this application in one embodiment;

[0046] Figure 2 This is a schematic diagram of the overall structure of the self-stabilizing airport terminal system provided in this application in one embodiment;

[0047] Figure 3 for Figure 2 A schematic diagram of the self-stabilizing terminal system from another perspective is shown.

[0048] Figure 4 This is a side sectional view of the self-stabilizing airport terminal system provided in this application in one embodiment;

[0049] Figure 5 This is a schematic diagram of the gyroscope self-stabilizing module in this application;

[0050] Figure 6 This is a schematic diagram of the structure of a self-stabilizing airport terminal system provided in this application in one embodiment;

[0051] Figure 7 This is a schematic diagram of the installation structure of a ship's arc-shaped bulkhead and an omnidirectional ball bearing array in one embodiment;

[0052] Figure 8 This is a top view of the self-stabilizing terminal system provided in this application in one embodiment, mainly illustrating the planar structure of the flexible take-off and landing platform;

[0053] Figure 9 Figure 1 shows the structural layout of a traditional shipborne terminal system on a ship. Figure 2 shows the positional relationship between the shipborne terminal system and the ship under calm sea conditions, and Figure 3 shows the positional relationship between the shipborne terminal system and the ship under wave disturbance conditions.

[0054] Figure 10 Figure (a) shows the structural layout of the self-stabilizing station system provided in this application on a ship, and Figure (b) shows the positional relationship between the self-stabilizing station system and the ship under calm sea conditions.

[0055] Explanation of reference numerals in the attached figures:

[0056] 100. Ship cabin structure; 200. Ship's curved bulkhead; 300. Gyro assembly; 301. Rotor; 302. Center rod; 400. Terminal curved stress wall; 500. Omnidirectional ball bearing; 600. Static counterweight water tank; 700. Rotary battery compartment; 800. Propeller recovery mechanism linkage belt; 801. Propeller recovery lever; 900. Rechargeable robotic arm; 1000. Flexible take-off and landing platform; 1001. Rigid clamping restraint device; 1002. Flexible carbon fiber woven board; 1003. Stretching buffer mechanism; 1100. Hatch cover. Detailed Implementation

[0057] The present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0058] In the description of this application: unless otherwise stated, "a plurality of" means two or more. The terms "first," "second," etc., in this application are intended to distinguish the objects referred to and do not have any special meaning in terms of technical connotation (e.g., they should not be construed as an emphasis on importance or order). Expressions such as "including," "comprising," and "having" also mean "not limited to" (certain units, components, materials, steps, etc.).

[0059] The terms used in this application, such as "upper," "lower," "left," "right," and "middle," are generally used to facilitate intuitive understanding by referring to the accompanying drawings, and are not absolute limitations on the positional relationships in the actual product. Changes in these relative positional relationships, without departing from the technical concept disclosed in this application, should also be considered within the scope of this application.

[0060] When a 2-ton class seaplane and its terminal take off and land, the pitch (±5°) and roll (±3°) caused by the waves will cause the terminal's attitude to fluctuate violently, with a torque of about 9800 N·m under total weight.

[0061] To address the technical problems existing in the shipborne application of existing technologies for large seaplanes (UAVs) weighing over 2 tons, this application provides a self-stabilizing air station system adapted for use on surface ships with a total weight of 2 tons for both the air station and the UAV. This application employs a gyro self-balancing structure and a water-adaptive structural design, optimizing each module for the 2-ton total weight and the characteristics of the aquatic environment. It is used for shipborne take-off, landing, and berthing support of 2-ton-class seaplanes and air stations (such as the M350RTK and M400, which are medium-sized or smaller UAVs). The following detailed description, in conjunction with specific embodiments, provides a detailed explanation of the self-stabilizing air station system, adaptive stabilization control method, and the structural principles and control methods of the surface ship provided in this application.

[0062] Example 1

[0063] This application provides a self-stabilizing terminal system (hereinafter referred to as "self-stabilizing terminal system") for unmanned aerial vehicles (UAVs) mounted on surface ships. The system optimizes the take-off and landing platform of the UAV based on its take-off and landing characteristics and adapts it to the stress structure of the curved cabin of the surface ship.

[0064] The self-stabilizing air station system provided in this application mainly includes: a gyro self-stabilization module, a ship-adaptive structure module, a high-efficiency support actuator, and a parameter adaptation and optimization module. This application achieves self-balancing of a 2-ton load through the anti-interference characteristics of gyro angular momentum, and the arc-shaped stress shell and omnidirectional bearing are adapted to the structure of seagoing vessels. The system achieves attitude stabilization accuracy of ±0.3°, is compatible with ships such as dual-channel hulls with a draft greater than 3 meters, and can be deployed as a 2-ton seaplane and air station. Recovery efficiency is improved by 40%, making it suitable for scenarios such as maritime reconnaissance and sea area monitoring. The gyro self-stabilization module, ship-adaptive structure module, high-efficiency support actuator, and parameter adaptation and optimization module constituting this self-stabilizing air station system are described in detail below.

[0065] I. Gyroscope Self-stabilizing Module

[0066] The gyroscope self-stabilizing module includes a drive motor and a gyroscope assembly connected to the output shaft of the drive motor. The gyroscope assembly includes a central rod and multiple disk-shaped rotors fixed on the central rod. The rotors are coaxially arranged with the central rod, and all rotors are vacuum-sealed in a housing connected to the central rod. This gyroscope assembly is a vacuum-sealed flying gyroscope with a speed-coupled mechanism; the faster the speed after acceleration, the greater the angular momentum correction and the faster the recovery.

[0067] In a preferred embodiment, the gyroscope assembly includes six sets of rotors arranged axially along the central rod. The rotors are disc-shaped, and the central axis of the rotors coincides with the central axis of the central rod. The six sets of rotors are equally spaced.

[0068] The gyro self-stabilizing module in this application is the first self-balancing core introduced into a shipborne air station, which uses angular momentum to counteract the wave torque of a 2-ton load. It includes an alloy steel rotor and a three-phase asynchronous drive motor, and uses the anti-interference characteristics of angular momentum to counteract the pitch and roll attitude fluctuations of the ship on the water, adapting to the torque requirements of the air station and UAV with a total weight of 2 tons.

[0069] The design principle of the gyroscope self-stabilizing module is as follows:

[0070] To determine the weight and rotational speed of the gyroscope required to support a 2-ton load, it is necessary to analyze the anti-interference principle of the gyroscope's angular momentum. The core principle is to use a sufficiently large angular momentum to counteract external torque interference and maintain a vertical orientation. The derivation process is as follows:

[0071] (I) Core Formulas and Principles

[0072] The angular momentum of a gyroscope is L = Iω (where I is the moment of inertia and ω is the angular velocity). When subjected to an external torque M, it will experience a precession angular velocity Ω = M / L. To maintain perpendicularity, the precession angular velocity must be sufficiently small (or the response time must be sufficiently fast). Therefore, L must be much larger than M / Ω. max (Ω max (Maximum permissible precession angular velocity).

[0073] (II) Parameter Assumptions and Calculations

[0074] Assumptions: The center of gravity shift arm of a 2-ton weight is d = 0.5m, and the maximum permissible precession angular velocity is Ω. max =0.1 rad / s (i.e., correcting the tilt by approximately 5.7° per second), the gyroscope is disk-shaped, and the moment of inertia I = (m t ·r 2 ) / 2,m t Let r be the mass of the gyroscope, r = 0.5m.

[0075] 1. Calculation of external torque: M = mgd = 2000kg × 9.8m / s 2 ×0.5m=9800N·m.

[0076] 2. Required angular momentum: L = M / Ω max =98000kg·m² / s.

[0077] 3. Moment of inertia and angular velocity of a gyroscope:

[0078] Let the mass of the gyroscope be m. t =200kg (0.2 tons, which is 1 / 10 of a 2-ton load, within the feasible range for engineering), then the moment of inertia I = (200 × 0.5) 2 ) / 2=25kg·m².

[0079] Angular velocity ω = L / I = 3920 rad / s, which translates to rotational speed n = ω / 2π ≈ 624 revolutions per second (or 37440 revolutions per minute).

[0080] (III) Conclusions and the Influence of Variables

[0081] The weight of the gyroscope is set at 200kg (0.2 tons). The actual weight can be adjusted according to design requirements (e.g., increasing the mass of the gyroscope can reduce the rotation speed, or decreasing the mass requires increasing the rotation speed).

[0082] Rotational speed: It needs to reach approximately 37,000 revolutions per minute (or 624 revolutions per second), and the specific value needs to be optimized in combination with parameters such as the shape of the gyroscope (e.g., cylinder, flywheel), lever arm length, and allowable precession speed.

[0083] In practical engineering, simulation or experimentation can be used to verify the results. Factors such as bearing friction, air resistance, and dynamic response also need to be considered. If necessary, vacuum encapsulation can be used to reduce losses, or multiple gyroscopes can be combined to improve stability.

[0084] In a preferred embodiment of this application, the rotor is made of 40Cr alloy steel (high strength, corrosion resistant), with a rotor mass of 15~25kg, a radius of 0.5m, a rotational speed of 4000~6000rpm, and a moment of inertia of 20~40kg·m². The drive motor is a three-phase asynchronous motor with a rated power of ≥18kW, capable of outputting angular momentum (L≥98000kg·m² / s) to meet the stability requirements of a total weight of 2 tons.

[0085] II. Ship Adaptive Structure Module

[0086] The ship-mounted adapter module is a dedicated take-off and landing adapter for seaplanes, employing an arc-shaped stress-relief shell paired with omnidirectional ball bearings to accommodate surface ships with varying draft and cargo depth parameters. The gyro self-stabilizing module is securely connected to the ship-mounted adapter module using high-strength bolts.

[0087] In this application, a ship-adaptive structural module constitutes a terminal base. The terminal base has a terminal arc-shaped stress wall for adapting and connecting with the ship's arc-shaped bulkhead. An omnidirectional ball bearing array is provided between the terminal arc-shaped stress wall and the ship's arc-shaped bulkhead, and the terminal arc-shaped stress wall is slidably connected to the ship's arc-shaped bulkhead through the omnidirectional ball bearing array. A gyro self-stabilizing module is fixedly installed inside the terminal base.

[0088] The terminal base is hemispherical, enclosing multiple static counterweight water tanks and multiple rotary battery compartments. The top plane of the base houses the propeller recovery mechanism linkage, takeoff and landing platform, clamping structure, and charging robotic arm. The propeller recovery mechanism linkage includes a propeller recovery lever. The cabin structure contains a curved stress wall for installing the self-stabilizing terminal system, and the top of this curved stress wall has an openable / closable hatch.

[0089] The ship-adaptive structural module is compatible with the following ship types: twin-channel hulls / cathulls with a draft greater than 3 meters, or large ships with a cargo depth greater than 2.2 meters and a draft greater than 1.7 meters; the terminal's arc-shaped stress wall (arc-shaped stress shell) is made of 6061-T6 aluminum alloy with a thickness of 14~16mm, a curvature radius of 1.5~2 meters, and an overall load-bearing capacity of ≥2 tons, providing dedicated take-off and landing support for seaplanes.

[0090] In a preferred embodiment of this application, the omnidirectional ball bearing is model SX01-25, with a quantity of ≥4 sets, evenly distributed at the bottom of the arc-shaped stress shell, with a single set bearing capacity ≥625kg, a total bearing capacity ≥2500kg, and a rotational friction coefficient ≤0.01, which helps to achieve fine adjustment of the attitude of the terminal take-off and landing platform under the turbulent environment of the ship.

[0091] In a preferred embodiment of this application, the surface of the arc-shaped stress shell is coated with a polytetrafluoroethylene anti-corrosion coating with a thickness of 50~80μm and a salt spray resistance rating of ≥500 hours, making it suitable for highly corrosive aquatic environments.

[0092] In one specific embodiment, the arc-shaped stress shell is designed to adapt to the arc-shaped hull of a seagoing vessel. It is made of 6061-T6 aluminum alloy (tensile strength 310MPa), with a wall thickness of 15mm, a radius of curvature of 1.8 meters, and a maximum stress of <280MPa and deformation of <0.2mm under a 2-ton load, which is completely matched with the stress of the hull wall. The surface is coated with a polytetrafluoroethylene anti-corrosion coating (thickness 60μm), with a salt spray resistance of 500 hours, making it suitable for highly corrosive aquatic environments.

[0093] In one specific embodiment, the omnidirectional ball bearing array in this application includes: 8 sets of SX01-25 model bearings (each set has a load capacity of 650kg, and the total load capacity is 2600kg), with a rotational friction coefficient of 0.008, which can finely adjust the station's attitude in 360° to counteract small fluctuations in the ship's attitude.

[0094] III. Ensuring the Efficiency of Enforcement Agencies

[0095] The efficient support mechanism is embedded in the top working surface of the ship-adaptive structural module. This mechanism comprises a flexible take-off and landing platform with buffer components, consisting of a flexible carbon fiber woven board, a stretching and buffering mechanism, and rigid clamping restraint equipment. Its principle is to utilize a flax-woven model to create a plastic take-off and landing platform that is rigid under stress and flexible under impact. The stress mechanism stretches the platform to achieve impact landing and flexible shock absorption for the unmanned aerial vehicle (UAV). Combined with rigid clamping to restrain the UAV, it ultimately achieves the purpose of landing and securing the UAV. It is adapted to the impact loads during the take-off and landing of seaplanes, solving the problem of unreliable locking on existing general-purpose platforms.

[0096] As the core damping and energy dissipation unit of the flexible take-off and landing platform, the stretching buffer mechanism's core function is to actively and controllably absorb and dissipate the enormous vertical impact kinetic energy generated during UAV landing, transforming the instantaneous rigid collision into a controlled, delayed buffer stroke to ensure that the UAV structure and terminal system are protected from damage. Essentially, this mechanism is a fast-response, lockable linear actuator.

[0097] In this application, the stretching buffer mechanism includes at least one set of hydraulic actuators or pneumatic actuators (such as single-acting or double-acting hydraulic cylinders or pneumatic cylinders) controlled by solenoid valves, as well as pressure sensors for monitoring the internal load of the actuators and / or displacement sensors for monitoring the buffer stroke of the actuators.

[0098] In a specific installation example, the actuator cylinder is fixedly connected to the lower flexible carbon fiber woven plate, and the top of the piston rod is fixedly connected to the base or mounting plate of the upper rigid clamping restraint device. High-speed electromagnetic directional valves and proportional throttle valves are integrated at key locations in the hydraulic or pneumatic circuit to switch the on / off state of the actuator's oil chamber / air chamber within milliseconds, achieving rapid switching between "free-damped-locked" modes. The proportional valve is used to precisely adjust the flow channel opening, achieving stepless or graded adjustment of the buffer force. Furthermore, high-precision pressure and displacement sensors are integrated inside the actuator or on the piston rod. The pressure sensor monitors the impact load on the actuator in real time, and the displacement sensor accurately measures the buffer stroke.

[0099] The working process of the stretching and buffering mechanism can be briefly described as follows:

[0100] 1. Flexible standby: The upper and lower chambers of the solenoid valve control actuator are connected (or connected to the accumulator), so that it is in a "floating" state, and the platform has a certain degree of initial compliance.

[0101] 2. Dynamic Buffering: At the instant the UAV wheels / landing gear contact the platform, the pressure sensor detects a sudden increase in load. The control system immediately triggers the solenoid valve to disconnect the "floating" circuit, causing the actuator to enter a controlled compression stroke. Hydraulic oil or gas is throttled through a preset damping channel, converting the impact kinetic energy into heat energy for dissipation. Simultaneously, the proportional valve dynamically adjusts the damping force based on sensor feedback to achieve the optimal buffering curve.

[0102] 3. Locking and Holding: When the displacement sensor detects the end of the buffer stroke (the center of gravity of the UAV is stable) or the pressure sensor shows that the load is stabilizing, the control system controls the solenoid valve to lock the actuator oil chamber / air chamber, so that the stretching buffer mechanism instantly becomes a rigid support, providing a stable foundation for subsequent clamping operations.

[0103] 4. Automatic Reset: When the UAV needs to take off after completing its operation, the control system controls the solenoid valve to switch, introduce pressurized fluid into the actuator rod chamber (or air chamber), drive the piston rod to extend, reset the platform to the initial altitude, and prepare for the next landing.

[0104] In this application, the rigid clamping restraint device mainly applies reliable multi-point, multi-directional mechanical restraint to specific stress-bearing parts of the UAV landing gear or airframe after the buffering process, so as to resist the shear force and overturning moment that may be generated by the continuous swaying of the ship, and achieve a rigid integrated connection with the terminal platform, completely eliminating slippage, bouncing or detachment.

[0105] In this application, the rigid clamping restraint device mainly includes a linear drive source, a transmission amplification mechanism driven by the linear drive source, and a clamping terminal connected to the transmission amplification mechanism. The transmission amplification mechanism is used to convert the output motion of the linear drive source into the opening and closing motion of the clamping terminal to lock or release the unmanned aerial vehicle.

[0106] In one specific embodiment, the drive source of the rigid clamping restraint device in this application can be a high-power DC linear electromagnet (sole) or a servo motor in conjunction with a ball screw. The linear electromagnet has a millisecond-level response speed (capable of action within 0.2-0.5 seconds). If a linear electromagnet is used, its moving iron core can directly drive a wedge-shaped slider or an eccentric cam mechanism, converting the linear motion of the electromagnet into the closing motion of the gripper, and utilizing the principle of inclined plane or cam to mechanically amplify the force, maintaining self-locking even after power failure. If a servo motor is used, self-locking is achieved through a worm gear or a reverse irreversible screw mechanism, ensuring that the clamping force is continuously maintained.

[0107] In one specific embodiment, a force sensor and a position sensor are integrated on the gripper. The force sensor is used to monitor the gripping force in real time to achieve constant force gripping or overload protection; the position sensor is used to confirm whether the gripper has reached the predetermined locking position.

[0108] The working process of the rigid clamping restraint device is as follows:

[0109] 1. Preparation and Guidance Phase: Before or during the drone's landing, the gripping device is in the open position. A vision / laser guidance system ensures the drone's landing gear is within the gripping device's effective range.

[0110] 2. Rapid locking phase: Upon receiving the "lock" command, the drive source (such as a linear electromagnet) is instantly energized, generating a strong electromagnetic force that drives the grippers to close at high speed via the force amplification mechanism. At the end of the closure, the force sensor begins to operate.

[0111] 3. Closed-loop force holding stage: After the gripper contacts the UAV landing gear, the control system switches to force control mode. Based on the feedback from the force sensor, it dynamically adjusts the drive current (for the electromagnet) or the motor torque (for the servo motor) to stabilize the gripping force within the preset safety range and keep it unchanged.

[0112] 4. Safe unlocking phase: After receiving the "release" command, the drive source reverses (the electromagnet is energized in reverse or the servo motor reverses), and the gripper smoothly opens to the safe opening degree. The drone can only take off after the positioning sensor confirms that it has reached the safe position.

[0113] Therefore, in this system, the stretching and buffering mechanism and the rigid clamping and restraining device can be deeply coordinated in terms of timing and logic through the control system, following the process of buffer absorption, mechanism locking, and clamping tightening. The stretching and buffering mechanism solves the problem of dynamic impact energy management and belongs to the "flexible" component; the rigid clamping and restraining device solves the problem of static or quasi-static connection reliability and belongs to the "rigid" component. The two combine rigidity and flexibility to form an integrated solution for addressing the contradictory needs of "high impact" and "reliable locking".

[0114] Furthermore, this application achieves the offsetting of the impact of take-off and landing on the seaplane by using a flexible take-off and landing platform in conjunction with a vacuum-linked gyro assembly (i.e., a gyroscope assembly). This application, with its flexible take-off and landing platform component and a 0.2s unlocking time for the solenoid valve, solves the problem of unreliable locking in existing universal suction cups.

[0115] IV. Parameter Adaptation and Optimization Module

[0116] The parameter adaptation and optimization module is electrically connected to the drive motor of the gyroscope self-stabilization module, and is used to dynamically adjust the speed of the drive motor according to the ship's attitude information.

[0117] The parameter adaptation and optimization module includes a control unit connected to the ship's attitude sensor signals. The control unit receives pitch and roll angle signals from the ship's attitude sensor. The module is configured to acquire pitch and roll angle data at a sampling frequency of at least 100Hz. When the fluctuation amplitude of the pitch or roll angle data exceeds a preset threshold, a motor speed control command is generated and sent to the drive motor to drive the gyroscope assembly for acceleration and deceleration. This achieves precise torque control by combining the gyroscope's weight with speed changes, fulfilling the gravity simulation purpose of the take-off and landing platform. The module can adjust the drive motor's speed to the target value within one second; the preset threshold is ±3°, and adjusting the speed to the target value involves increasing or decreasing the current speed by 500 rpm.

[0118] In one specific application embodiment, the parameter adaptation and optimization module incorporates an STM32F407 control chip and acquires signals from the ship's attitude sensor (MPU6050) (sampling frequency 100Hz). When the ship's fluctuations exceed ±3°, the motor speed is adjusted within 1 second (e.g., from 6000rpm to 6500rpm) to enhance angular momentum stabilization and achieve dynamic self-balancing control. For special types such as dual-channel hulls and large ships, rotor parameters can be preset.

[0119] Therefore, the self-stabilizing air station system provided in this application can achieve gyro self-stabilization of the shipborne air station, with an attitude stabilization accuracy of ±0.3° under a total weight of 2 tons, reducing the risk of takeoff and landing collisions by 70%; the arc-shaped anti-corrosion shell + high load-bearing bearing can adapt to the structure of the ship and the corrosive environment, and the structural life is ≥5000 hours under a 2-ton load; the flexible impact-resistant takeoff and landing platform is combined with a rigid clamping mechanism, and the docking drop rate of the 2-ton class unmanned aerial vehicle air station is <0.5%, with high locking reliability; this application can cover large ships with a draft >3 meters and a cargo depth >2.2 meters, fully meeting the needs of 2-ton class seaplanes and shipborne air stations.

[0120] Example 2

[0121] This application provides an adaptive stability control method for the aforementioned self-stabilizing terminal system, comprising the following steps:

[0122] S1: Real-time attitude information of surface ships during navigation, including at least pitch and roll angles;

[0123] S2: Based on real-time attitude information, determine whether the ship's attitude fluctuation exceeds the stable operating condition threshold;

[0124] S3: If the stable operating condition threshold is exceeded, the target speed of the drive motor in the gyroscope self-stabilization module is obtained by querying the preset speed-attitude mapping table based on the amplitude and rate of change of the pitch and roll angles.

[0125] S4: Send control commands to the drive motor to adjust its speed to the target speed, thereby improving the anti-disturbance stabilizing torque of the terminal base by changing the angular momentum of the gyroscope assembly.

[0126] Therefore, this application can realize gyroscope adaptive stabilization control of shipborne stations, and achieve rapid and accurate attitude stabilization of high-tonnage loads of 2 tons or more.

[0127] Example 3

[0128] This application also provides a surface vessel equipped with the aforementioned self-stabilizing navigation station system. The surface vessel can be a twin-hull / cathull vessel with a draft greater than 3 meters; or a large vessel with a cargo depth greater than 2.2 meters and a draft greater than 1.7 meters.

[0129] In one specific embodiment, the self-stabilizing terminal system described above can be installed on a twin-channel hull with a draft of 3.5 meters. The relevant structural parameters of the self-stabilizing terminal system are designed as follows:

[0130] 1. Gyroscope self-stabilizing module: rotor mass 20kg, speed 6000rpm, motor power 18kW, angular momentum meets 98000kg·m² / s.

[0131] 2. Ship-compatible structural modules: The terminal's arc-shaped stress wall has a thickness of 15mm, a curvature radius of 1.8 meters, 8 sets of SX01-25 bearings (total load capacity 2600kg), and a 60μm anti-corrosion coating.

[0132] 3. Highly efficient actuator: flexible carbon fiber fabric lifting platform, four-way tension structure, and clamping mechanism with fixed magnetic lock support, with a clamping and locking response of 0.4s.

[0133] 4. Parameter adaptation and optimization module: fluctuation threshold ±3°, speed adjustment range 5500~6500rpm.

[0134] Regarding installation: The terminal's arc-shaped stress wall is fixed to the dual-channel hull deck using 8 sets of M24 high-strength bolts (grade 8.8). The gap between the terminal's arc-shaped stress wall and the arc-shaped bulkhead is less than 0.5mm. A 2mm silicone rubber pad is added between the omnidirectional ball bearing array and the hull to reduce vibration transmission.

[0135] Regarding debugging: Input the "dual-channel hull" parameter into the host computer, and the system will automatically set the rotor speed to 6000 rpm.

[0136] The workflow of this self-stabilizing terminal system is as follows:

[0137] 1. Stabilization preparation: The gyroscope self-stabilization module is activated, and the rotor rotates at high speed to generate angular momentum, which counteracts the ship's pitch / roll in real time, stabilizing the station's attitude at ±0.3°.

[0138] 2. Drone landing: The waterborne drone approaches via UWB positioning (accuracy ±10cm). Upon contact, the flexible take-off and landing platform absorbs the impact, the mechanism locks in place, and the drone is clamped and locked.

[0139] 3. Drone takeoff: The solenoid valve of the flexible takeoff and landing platform is depressurized and unlocked, the motor speed is reduced to 5500rpm, and the drone takes off smoothly.

[0140] In another specific embodiment, the aforementioned self-stabilizing terminal system can be installed on a large ship with a cargo depth of 2.5 meters and a draft of 1.9 meters. In this embodiment, the structural parameters differ from those of the self-stabilizing terminal system installed on a twin-channel hull with a draft of 3.5 meters: the radius of curvature of the terminal's curved stress wall is 2 meters, and the wall thickness is 16 mm (matching the hull of a large ship); the gyroscope rotor has a mass of 22 kg and a rotational speed of 5500 rpm (moment of inertia 2.75 kg·m²), while the angular momentum still meets the requirements.

[0141] In summary, compared with the prior art, this application has at least the following beneficial effects:

[0142] 1. Achieving Omnidirectional Self-Balancing for Shipborne Terminals: Introducing the gyro angular momentum stabilization principle into a 2-ton shipborne scenario. Through a customized 40Cr alloy steel rotor (15-25kg) and an 18kW three-phase asynchronous drive motor, the required 98,000 kg·m² / s angular momentum for a 2-ton payload is precisely matched, effectively counteracting torque interference from the ship's ±5° pitch and ±3° roll. Compared to existing general-purpose platforms without self-balancing structures, attitude stabilization accuracy is improved to ±0.3°, completely resolving the core pain points of UAV takeoff and landing collisions and crashes into the sea under a 2-ton payload.

[0143] 2. Adaptation to the curved hull structure of seagoing vessels: Designed to address the stress characteristics of curved hulls on seagoing vessels, a curved stress-reducing shell (curvature radius 1.5~2 meters) is constructed using 6061-T6 aluminum alloy with an optimized thickness of 14~16mm. Stress simulation verification confirms perfect matching with the ship's bulkhead, with structural deformation <0.2mm under a 2-ton load. Equipped with 8 sets of SX01-25 omnidirectional ball bearings (total load capacity ≥2500kg), it allows for 360° lateral attitude fine-tuning and ±35° longitudinal attitude adjustment. The shell surface is coated with a polytetrafluoroethylene anti-corrosion coating (salt spray resistance ≥500 hours), filling the technological gap in dedicated take-off and landing platforms for seagoing UAVs and solving the problems of stress mismatch and corrosion failure in general-purpose platforms.

[0144] 3. Dual protection mechanism of flexible impact resistance and rigid clamping: Abandoning the single locking mode of existing general-purpose vacuum suction cups, this design features a highly efficient protection mechanism consisting of a flexible carbon fiber fabric landing platform, a four-way tension structure, and magnetic lock support clamping. Utilizing the impact-absorbing properties of the flexible fabric (offsetting 20% ​​of the additional takeoff and landing impact of the underwater drone), combined with the stress-adaptive adjustment of the four-way tension structure, and a 0.4s rapid locking mechanism via magnetic lock clamping, it achieves integrated protection of "impact buffering - attitude calibration - stable fixation." Compared to traditional 3-4 suction cups (total load <1200kg), this mechanism has a total load capacity ≥2500kg, and the docking detachment rate is reduced to <0.5% under a 2-ton load, significantly improving docking reliability in aquatic environments.

[0145] 4. Dynamic Parameter Adaptive Control: An intelligent control system is built using an integrated STM32F407 chip, acquiring ship attitude signals at a 100Hz frequency. It features a pioneering "fluctuation amplitude-angular momentum" dynamic matching algorithm. When ship fluctuations exceed ±3°, the gyroscope speed is automatically adjusted by ±500rpm within 1 second to enhance angular momentum and counteract interference. Simultaneously, it supports parameter presets for different scenarios such as dual-channel hulls and large ships, achieving "one platform adaptable to multiple ships." This design overcomes the limitations of existing airfields with "fixed parameters and no adaptation," achieving dynamic self-balancing control for 2-ton class vessels in water scenarios for the first time, adapting to complex operating environments in medium to high sea states.

[0146] The technical features of the above embodiments can be combined in any way (as long as there is no contradiction in the combination of these technical features). For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described; these embodiments not explicitly written should also be considered to be within the scope of this specification.

[0147] The present application has been described in a relatively specific and detailed manner above through general descriptions and specific embodiments. It should be understood that, based on the technical concept of the present application, several conventional adjustments or further innovations can be made to these specific embodiments; however, as long as they do not depart from the technical concept of the present application, the technical solutions obtained by these conventional adjustments or further innovations also fall within the protection scope of the claims of the present application.

Claims

1. A self-stabilizing air station system for use on unmanned aerial vehicles mounted on surface ships, characterized in that, include: A gyroscope self-stabilizing module includes a drive motor and a gyroscope assembly driven to rotate by the drive motor. The gyroscope assembly includes a central rod and multiple rotors fixed on the central rod. The multiple rotors are vacuum-encapsulated in a housing, and the housing is integrally fixedly connected to the central rod. A ship-adaptive structural module, which constitutes a terminal base, has a terminal arc-shaped stress wall for adapting and connecting with the arc-shaped bulkhead of a ship. An omnidirectional ball bearing array is provided between the terminal arc-shaped stress wall and the arc-shaped bulkhead of the ship, and the terminal arc-shaped stress wall is slidably connected to the arc-shaped bulkhead of the ship through the omnidirectional ball bearing array. An efficient support execution mechanism is installed on the top of the terminal base. The efficient support execution mechanism includes a flexible take-off and landing platform. The flexible take-off and landing platform includes a rigid clamping restraint device, a stretching buffer mechanism, and a flexible carbon fiber woven plate arranged sequentially from top to bottom. A parameter adaptation and optimization module, which is electrically connected to the drive motor, is used to dynamically adjust the speed of the drive motor according to the ship's attitude information. The gyroscope self-stabilizing module is fixedly installed inside the terminal base.

2. The self-stabilizing air station system for unmanned aerial vehicles mounted on surface ships according to claim 1, characterized in that, The gyroscope assembly includes six sets of rotors arranged along the axial direction of the central rod. The rotors are disc-shaped, and the central axis of the rotors coincides with the central axis of the central rod. The six sets of rotors are equally spaced. The rotor has a mass range of 15~25kg, a rotational speed range of 4000~6000rpm, and a moment of inertia of 20~40kg·m. 2 The drive motor is a three-phase asynchronous drive motor with a rated power of ≥18kW.

3. The self-stabilizing air station system for unmanned aerial vehicles mounted on surface ships according to claim 1, characterized in that, The omnidirectional ball bearing array comprises at least 4 sets of omnidirectional ball bearings, the load-bearing capacity of a single set of omnidirectional ball bearings is ≥625kg, the total load-bearing capacity of the omnidirectional ball bearing array is ≥2500kg, and the rotational friction coefficient of the omnidirectional ball bearings is ≤0.

01. The terminal's curved stress wall is made of 6061-T6 aluminum alloy, with a thickness of 14~16mm, a curvature radius of 1.5~2 meters, and an overall load-bearing capacity of ≥2 tons. The terminal base is hemispherical, and its interior integrates a static counterweight water tank and a rotary battery compartment. The surface of the arc-shaped stress wall of the terminal is coated with an anti-corrosion coating, which is a polytetrafluoroethylene anti-corrosion coating with a thickness of 50~80μm. The ship's cabin, enclosed by its curved bulkheads, has an openable and closable hatch at the top.

4. The self-stabilizing air station system for unmanned aerial vehicles mounted on surface ships according to claim 1, characterized in that, The flexible carbon fiber woven board is a plastic take-off and landing platform formed by using a flax weaving model to achieve a rigidity in force balance and flexibility when impacted. The flexible carbon fiber woven board achieves impact landing and flexible shock absorption of the unmanned aircraft through the stretching and buffering mechanism, and is used in conjunction with the rigid clamping restraint device to restrain the unmanned aircraft, thereby achieving the fixation of the unmanned aircraft after landing. The stretching and buffering mechanism includes at least one set of hydraulic actuators or pneumatic actuators controlled by solenoid valves, as well as pressure sensors for monitoring the internal load of the actuators and / or displacement sensors for monitoring the buffer stroke of the actuators. The rigid clamping restraint device includes a linear drive source, a transmission amplification mechanism driven by the linear drive source, and a clamping terminal connected to the transmission amplification mechanism. The transmission amplification mechanism is used to convert the output motion of the linear drive source into the opening and closing motion of the clamping terminal to lock or release the unmanned aerial vehicle.

5. The self-stabilizing air station system for unmanned aerial vehicles mounted on surface ships according to claim 1, characterized in that, The efficient support mechanism also includes a propeller retraction mechanism linkage belt and a charging robotic arm located next to the flexible take-off and landing platform. The propeller retraction mechanism linkage belt is equipped with a liftable propeller retraction lever.

6. The self-stabilizing air station system for unmanned aerial vehicles mounted on surface ships according to claim 1, characterized in that, The parameter adaptation and optimization module includes a control unit, which is connected to the ship's attitude sensor signal and is used to receive the pitch angle signal and roll angle signal from the ship's attitude sensor.

7. The self-stabilizing air station system for unmanned aerial vehicles mounted on surface ships according to claim 6, characterized in that, The parameter adaptation and optimization module is configured to: acquire ship pitch and roll angle data at a sampling frequency of not less than 100Hz; when the fluctuation amplitude of the pitch or roll angle data exceeds a preset threshold, generate a motor speed control command and send the motor speed control command to the drive motor to drive the gyroscope assembly to accelerate or decelerate, thereby achieving precise control of torque by combining the weight of the gyroscope with speed changes, to meet the purpose of gravity simulation of the take-off and landing platform; the parameter adaptation and optimization module can adjust the speed of the drive motor to the target value within 1 second; wherein, the preset threshold is ±3°, and the speed adjustment to the target value is an increase or decrease of 500 rpm based on the current speed.

8. An adaptive stabilization control method for a self-stabilizing terminal system according to any one of claims 1 to 7, characterized in that, Includes the following steps: S1: Real-time attitude information of surface ships during navigation is acquired, and the real-time attitude information includes at least the pitch angle and roll angle; S2: Based on the real-time attitude information, determine whether the ship's attitude fluctuation exceeds the stable operating condition threshold; S3: If the stable operating condition threshold is exceeded, the target speed of the drive motor in the gyroscope self-stabilization module is obtained by querying the preset speed-attitude mapping table according to the amplitude and rate of change of the pitch and roll angles. S4: Send a control command to the drive motor to drive it to adjust its speed to the target speed, so as to improve the anti-disturbance stabilizing torque of the terminal base by changing the angular momentum of the gyroscope assembly.

9. A surface vessel for carrying unmanned aerial vehicles, characterized in that, The ship's curved bulkhead is equipped with any one of claims 1 to 7.

10. The surface vessel according to claim 9, characterized in that, The surface vessel is a twin-hull / cathull vessel with a draft greater than 3 meters; or, the surface vessel is a large vessel with a cargo depth greater than 2.2 meters and a draft greater than 1.7 meters.

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