Wind-solar hybrid foldable wind turbine sail-effect surface vehicle and control method

Abstract

A wind-solar hybrid foldable wind turbine sail-effect surface vehicle and its control method are disclosed, relating to the field of surface vehicle technology. The vehicle includes a hull, an electric propulsion module, a wind-solar hybrid energy storage module, an adaptive retractable vertical wind turbine module, and a sail-effect control module. The wind-solar hybrid energy storage module includes a photovoltaic power generation unit and an energy storage battery pack; the adaptive retractable vertical wind turbine module includes wind turbine blades, a folding drive mechanism, a wind condition detection unit, and a generator. The wind turbine blades are connected to the generator rotor and charge the energy storage battery pack; the sail-effect control module controls the folding drive mechanism to switch the wind turbine blades between an deployed and retracted state based on real-time wind condition data. In the deployed state, the aerodynamic force generated by the wind turbine blades assists navigation using the sail effect; in the retracted state, it reduces wind resistance and simultaneously adjusts the output power of the electric drive unit to adjust the vehicle's heading and speed.

Description

Technical Field

[0001] This application relates to the field of surface vehicle technology, and in particular to a wind-solar hybrid foldable wind turbine sail-effect surface vehicle and its control method. Background Technology

[0002] Conventional surface vessels mostly use fuel-powered propulsion or single-cell lithium-ion electric propulsion. The former suffers from problems such as exhaust pollution, high maintenance costs, and limited range due to fuel refueling; the latter is highly dependent on shore-based charging facilities, has a short range, and cannot meet the needs of long-range, unmanned autonomous operations. Existing wind-solar hybrid electric vessels simply convert solar and wind energy into electricity for propulsion, without exploring the aerodynamic sail enhancement value generated by the wind turbine itself during navigation. This results in low integrated energy utilization of wind and solar power and limited range optimization methods. At the same time, conventional fixed wind turbine structures cannot adapt to variable ocean wind fields. Under adverse conditions such as headwinds, strong winds, and turbulent winds, they generate huge wind resistance, exacerbating yaw and drift, and significantly reducing navigation efficiency and stability.

[0003] Traditional sail-based unmanned surface vessels (USVs) rely on flexible sails for passive wind navigation, making them completely dependent on wind direction and force. They suffer from low efficiency when sailing against the wind, stop when there is no wind, and have numerous easily damaged components such as sails, masts, and rigging. Their reliability is poor in high sea states, making it difficult to perform tasks such as hovering and low-speed monitoring. Existing wind-powered USVs with integrated wind turbines all use fixed, non-foldable turbine structures, lacking wind-adaptive adjustment capabilities. In downwind conditions, they cannot maximize the use of sail thrust; in headwinds, against the wind, and in severe wind conditions, the excessively large windward area of ​​the turbine leads to a sharp increase in wind resistance and energy consumption, severely limiting the vehicle's range and environmental adaptability. Summary of the Invention

[0004] This application provides a wind-solar hybrid foldable wind turbine sail-effect water surface vehicle and its control method, the purpose of which is to build a wind-solar hybrid clean energy supply system and realize wind condition adaptive wind turbine deployment and retrieval.

[0005] To achieve the above objectives, this application adopts the following technical solution: In a first aspect, this application provides a wind-solar hybrid foldable wind turbine sail-effect surface vehicle, comprising: The main body of the ship; An electric propulsion module, the electric propulsion module comprising: Electric drive unit; A propeller propulsion mechanism is connected to the electric drive unit, and the electric drive unit drives the propeller propulsion mechanism to rotate. A wind-solar-hydro complementary energy storage module, comprising: An energy storage battery pack, wherein the energy storage battery pack is electrically connected to the electric drive unit; A photovoltaic power generation unit, wherein the photovoltaic power generation unit is electrically connected to the energy storage battery pack; An adaptive retractable vertical wind turbine module is mounted on the hull body; the adaptive retractable vertical wind turbine module includes: Fan blades; A folding drive mechanism is connected to the fan blades and is used to drive the fan blades to fold or unfold. A wind condition detection unit, which is used to detect the direction and magnitude of the wind; The generator has the wind turbine blades connected to the rotor of the generator. When the wind turbine blades rotate due to wind, they drive the rotor of the generator to rotate and generate electrical energy. The generator is electrically connected to the energy storage battery pack. The sail effect control module is electrically connected to the wind condition detection unit, the electric drive unit, and the folding drive mechanism. It is used to control the folding drive mechanism to switch the wind turbine blades between an deployed state and a retracted state based on the real-time wind condition data from the wind condition detection unit. In the deployed state, the aerodynamic force generated by the wind turbine blades is used to assist navigation. At the same time, the output power of the electric drive unit is adjusted to adjust the heading and speed of the vehicle.

[0006] In the above embodiments, by constructing a wind-solar complementary clean energy supply system, and combining an adaptive retractable vertical wind turbine module and a sail effect control module, the aerodynamic force generated by the sail effect of the wind turbine blades is used to assist propulsion under tailwind and crosswind conditions, reducing electric propulsion energy consumption and extending the range. Under adverse conditions such as headwind and strong wind, the wind turbine blades are automatically retracted to reduce wind resistance. At the same time, the wind turbine blades rotate to generate electricity to continuously replenish the energy storage battery pack, thereby improving the energy utilization efficiency, range and navigation stability of the surface vehicle in the variable marine wind field environment.

[0007] In some embodiments of this application, a first hinge point and a second hinge point are provided at intervals on one side of the wind turbine blade; The folding drive mechanism includes: A first motor, which is electrically connected to the sail effect control module; A screw, which is connected to the first motor; A nut, which is threadedly connected to the screw, and has a third hinge point; A guide sleeve is fitted around the outside of the screw. The first axial end of the guide sleeve is provided with a fourth hinge point, and the second axial end of the guide sleeve is provided with a guide groove that extends along the axial direction of the guide sleeve. A connecting rod assembly is connected to the first hinge point, the second hinge point, the third hinge point, and the fourth hinge point to realize the unfolding or retraction of the fan blades.

[0008] In the above embodiments, the wind turbine blades are smoothly deployed and retracted through the coordinated transmission of the screw, nut, guide sleeve and connecting rod assembly. The structure is compact and the transmission is reliable. It can complete the large-angle folding action of the blades in a limited deck space, and the self-locking characteristic of the screw makes the blades maintain a stable posture at any deployment angle.

[0009] In some embodiments of this application, the connecting rod assembly includes: A first connecting rod, one end of which is connected to the first hinge point of the wind turbine blade, and the other end of which passes through the guide groove and is connected to the third hinge point; The second connecting rod has one end connected to the second hinge point and the other end connected to the fourth hinge point; The limiting member is a stop block fixedly disposed on the guide sleeve and located on one side of the fourth hinge point. The limiting member is used to abut against the second connecting rod to limit its rotation angle.

[0010] In the above embodiments, a four-bar linkage is used, in conjunction with the angle constraint of the limiting component, to provide rigid limiting support for the wind turbine blades at the extreme position of expansion, while keeping the blade movement trajectory controllable during the retraction process, thus ensuring the repeatability and reliability of the folding action.

[0011] In some embodiments of this application, the connecting rod assembly further includes a third connecting rod, one end of which is connected to the third hinge point, and the other end of which is connected to the second hinge point.

[0012] In the above embodiment, the addition of a third connecting rod to form an auxiliary support configuration enhances the rigidity and load-bearing capacity of the force transmission path between the nut and the blade, effectively suppressing blade vibration under high wind speed conditions and improving the wind resistance stability of the wind turbine system.

[0013] In some embodiments of this application, the connecting rod assembly further includes a fourth connecting rod, one end of which is connected to the fourth hinge point, and the other end of which is connected to the first hinge point.

[0014] In the above embodiments, the addition of a fourth connecting rod forms an auxiliary constraint with the first hinge point and the fourth hinge point, which further optimizes the force distribution of the connecting rod group, reduces the concentrated stress at each hinge point, and extends the service life of the folding drive mechanism.

[0015] In some embodiments of this application, the photovoltaic power generation unit is installed in the top lighting area of ​​the hull body.

[0016] In the above embodiments, photovoltaic power generation units are laid on the top of the ship's hull in the light-receiving area, making full use of the large unobstructed space on the upper layer of the aircraft to maximize the daytime photovoltaic power generation, forming a day-night complementary and cloudy complementary all-weather energy supply system with wind power generation, ensuring that the energy storage battery pack continuously receives clean energy replenishment.

[0017] In some embodiments of this application, the sail effect control module also integrates a wireless communication unit and a Beidou positioning unit, supports remote control and autonomous navigation, and can adaptively optimize the wind turbine deployment and retraction strategy and navigation route by combining real-time wind field data.

[0018] In the above embodiments, by integrating a wireless communication unit and a Beidou positioning unit, the remote control and autonomous cruise capabilities of the aircraft are realized; by combining real-time wind field data and Beidou positioning information, the wind turbine deployment and take-off strategies and route planning can be adaptively optimized, and unfavorable wind areas can be autonomously avoided under unattended conditions, thereby improving the intelligence level and mission reliability of long-endurance autonomous operation.

[0019] Secondly, a control method, applied to the wind-solar hybrid foldable wind turbine sail-effect surface vehicle described in the first aspect, includes the following steps: S1: Real-time acquisition of the navigation status parameters and wind field environment parameters of the vehicle, wherein the navigation status parameters include at least real-time speed, real-time heading and the state of charge of the energy storage battery pack, and the wind field environment parameters include at least real-time wind speed and real-time wind direction; S2: Calculate the wind hull angle based on the real-time wind direction and the real-time heading, and determine the wind condition type based on the wind hull angle and the real-time wind speed; the wind condition type is at least divided into the tailwind enhancement zone, the crosswind yaw zone, and the headwind counter-current zone; S3: Based on the wind condition type determination result, combined with the state of charge of the energy storage battery pack and the preset mission route, generate a wind turbine deployment / retraction decision command, and control the folding drive mechanism to drive the wind turbine blades to switch to the target deployment angle state; wherein, the target deployment angle state includes the fully deployed state, the staged intermediate deployment state and the fully retracted state, and the angular velocity of the deployment or retraction action is negatively correlated with the real-time wind speed change rate. S4: When the wind turbine blades are in the deployed state, the wind turbine blade rigid structure is estimated to exert a sail thrust vector and a yaw moment on the hull based on the current wind hull angle and real-time wind speed. The output power of the electric drive unit is fed forward and derated based on the component of the sail thrust vector along the sailing direction. At the same time, the rudder angle of the vehicle is compensated by closed-loop feedback based on the yaw moment to counteract the lateral disturbance and yaw tendency introduced by the wind turbine deployment. S5: When the wind turbine blades are in the retracted state, calculate the wind resistance reduction based on the reduction in windward area, and correspondingly lower the maintenance power threshold of the electric drive unit to reduce navigation energy consumption. S6: When the current wind condition is determined to be a headwind and the wind turbine blades are in a retracted state, path planning is initiated. An alternating yaw angle sequence is generated based on the current route. The vehicle is controlled to yaw sequentially according to the alternating yaw angle sequence. At the segment switching node, the electric drive unit provides instantaneous thrust to overcome steering resistance and maintain the minimum speed of the vehicle.

[0020] In the above embodiments, the S1-S6 control strategy organically integrates real-time wind field perception, wind turbine deployment and retraction decision-making, sail thrust feedforward compensation, yaw moment closed-loop correction, drag reduction and energy saving in the retraction condition, and headwind path planning, thereby realizing adaptive and cooperative control of the aircraft under all wind conditions. It maximizes the use of the sail effect to assist propulsion, minimizes navigation resistance under adverse wind conditions, and improves comprehensive energy utilization efficiency and long-endurance capability while ensuring heading accuracy.

[0021] In some embodiments of this application, the wind condition type determination in step S2 specifically includes: Preset favorable wind angle ranges and unfavorable wind angle ranges, and set wind speed upper limit thresholds; When the wind angle enters the favorable wind angle range and the real-time wind speed is lower than the wind speed upper limit threshold, it is determined to be a downwind enhancement zone; When the wind yaw angle enters the transition zone between the favorable wind yaw angle zone and the unfavorable wind yaw angle zone, it is determined to be a crosswind yaw zone; When the windward angle enters the unfavorable windward angle range or the real-time wind speed exceeds the wind speed upper limit threshold, it is determined to be a headwind and reverse-flow zone.

[0022] In the above embodiments, a three-level wind condition classification system with preset favorable / unfavorable wind angle range and wind speed upper limit threshold is used to quickly and accurately identify three typical wind conditions: tailwind efficiency enhancement, crosswind yaw, and headwind counter-current. This provides a clear and quantifiable basis for wind turbine deployment and retraction decisions, avoiding misjudgments and inappropriate deployment and retraction actions under fuzzy boundary conditions.

[0023] In some embodiments of this application, the generation of wind turbine deployment / retraction decision instructions in step S3 further includes logic to prevent frequent switching hysteresis. An expansion switching threshold and a retraction switching threshold are set, and there is a preset hysteresis width between the expansion switching threshold and the retraction switching threshold; the retraction state switching is triggered only after the current wind condition parameter continuously exceeds the corresponding switching threshold and the duration exceeds a preset time window, so as to suppress the reciprocating oscillation retraction action of the wind turbine blades under critical wind conditions.

[0024] In the above embodiments, the introduction of dual-threshold hysteresis logic for unfolding / retracting and duration window judgment effectively suppresses the frequent reciprocating oscillation and unfolding of the wind turbine blades under critical wind conditions, avoids mechanical wear and energy waste caused by repeated switching of unfolding and retracting states in a short period of time, and ensures the stable operation of the wind turbine system in a variable wind field environment.

[0025] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of the wind-solar hybrid foldable wind turbine sail-effect surface vehicle of this application; Figure 2 This is a block diagram of the wind-solar hybrid foldable wind turbine sail-effect surface vehicle of this application; Figure 3 This is a partial cross-sectional view of the adaptive retractable vertical wind turbine module of the wind-solar hybrid foldable wind turbine sail effect surface vehicle of this application; Figure 4 This is a schematic diagram of the retracted state of the adaptive retractable vertical wind turbine module of the wind-solar hybrid foldable wind turbine sail-effect surface vehicle of this application. Figure 5 This is a flowchart of the control method for the wind-solar hybrid foldable wind turbine sail effect surface vehicle of this application; Figure 6 This is a flowchart of step 2 of the control method for the wind-solar hybrid foldable wind turbine sail effect surface vehicle of this application; Figure 7 This is a flowchart of step 3 of the control method for the wind-solar hybrid foldable wind turbine sail effect surface vehicle of this application; Figure 8 This is a flowchart of step 4 of the control method for the wind-solar hybrid foldable wind turbine sail-effect surface vehicle of this application.

[0027] In the above figures: 100. Hull body; 200. Electric propulsion module; 201. Electric drive unit; 202. Propeller propulsion mechanism; 300. Wind-solar hybrid energy storage module; 301. Energy storage battery pack; 302. Photovoltaic power generation unit; 400. Adaptive retractable vertical wind turbine module; 401. Wind turbine blade; 402. Folding drive mechanism; 4021. First motor; 4022. Screw; 4023. Nut; 4024. Guide sleeve; 4025. Connecting rod assembly; 40251. First connecting rod; 40252. Second connecting rod; 40253. Third connecting rod; 40254. Fourth connecting rod; 4026. Limiting component; 403. Wind condition detection unit; 404. Generator; 500. Sail effect control module; H1. First hinge point; H2. Second hinge point; H3. Third hinge point; H4. Fourth hinge point. Detailed Implementation

[0028] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0029] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0030] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0031] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0032] Additionally, if the meaning of "and / or" in the text is that it includes three parallel options, taking "A and / or B" as an example, it includes option A, option B, or an option that satisfies both A and B.

[0033] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0034] In existing technologies, conventional surface vessels mostly use fuel-powered propulsion or single-cell lithium-ion electric propulsion. The former suffers from problems such as exhaust pollution, high maintenance costs, and limited range due to fuel refueling; the latter is highly dependent on shore-based charging facilities, has a short range, and cannot meet the needs of long-range, unmanned autonomous operations. Existing wind-solar hybrid electric vessels simply convert solar and wind energy into electricity for propulsion, without exploring the aerodynamic sail enhancement value generated by the wind turbine itself during navigation. This results in low integrated energy utilization of wind and solar power and limited range optimization methods. At the same time, the conventional fixed wind turbine structure cannot adapt to variable ocean wind fields. Under adverse conditions such as headwinds, strong winds, and turbulent winds, it generates huge wind resistance, exacerbating yaw and drift, and significantly reducing navigation efficiency and stability.

[0035] Traditional sail-based unmanned surface vessels (USVs) rely on flexible sails for passive wind navigation, making them completely dependent on wind direction and force. They suffer from low efficiency when sailing against the wind, stop when there is no wind, and have numerous easily damaged components such as sails, masts, and rigging. Their reliability is poor in high sea states, making it difficult to perform tasks such as hovering and low-speed monitoring. Existing wind-powered USVs with integrated wind turbines all use fixed, non-foldable turbine structures, lacking wind-adaptive adjustment capabilities. In downwind conditions, they cannot maximize the use of sail thrust; in headwinds, against the wind, and in severe wind conditions, the excessively large windward area of ​​the turbine leads to a sharp increase in wind resistance and energy consumption, severely limiting the vehicle's range and environmental adaptability.

[0036] This application provides a wind-solar hybrid foldable wind turbine sail-effect surface vehicle. This vehicle achieves efficient, long-endurance autonomous navigation in varying marine wind field environments by constructing a wind-solar hybrid clean energy supply system and combining an adaptive retractable vertical wind turbine module with a sail-effect control module. The specific embodiments of this application are described in detail below with reference to the accompanying drawings.

[0037] Reference Figure 1 and Figure 2 The wind-solar hybrid foldable wind turbine sail-effect surface vehicle provided in this application mainly includes a hull body 100, an electric propulsion module 200, a wind-solar hybrid energy storage module 300, an adaptive retractable vertical wind turbine module 400, and a sail-effect control module 500. The hull body 100 provides a buoyancy support platform for the vehicle. The electric propulsion module 200 is installed at the stern of the hull. The wind-solar hybrid energy storage module 300 is arranged in an internal compartment of the hull. The adaptive retractable vertical wind turbine module 400 is vertically installed above the hull deck. The sail-effect control module 500 is installed in the hull control cabin and communicates with each module via signal cables.

[0038] In some embodiments, the electric propulsion module 200 includes an electric drive unit 201 and a propeller propulsion mechanism 202. The electric drive unit 201 employs a brushless DC motor, the rated power of which can be selected according to the tonnage and design speed of the aircraft. The propeller propulsion mechanism 202 is connected to the output shaft of the electric drive unit 201 via a coupling or gear reducer, and the electric drive unit 201 drives the propeller propulsion mechanism 202 to rotate and generate thrust. The electric drive unit 201 is speed-controlled by the sail effect control module 500 through a motor driver.

[0039] In some embodiments, the wind-solar hybrid energy storage module 300 includes an energy storage battery pack 301 and a photovoltaic power generation unit 302. The energy storage battery pack 301 preferably uses a lithium iron phosphate battery pack or a ternary lithium battery pack, with the battery capacity configured according to the designed range specifications. The energy storage battery pack 301 is electrically connected to the motor driver of the electric drive unit 201 via a DC bus, providing power for electric propulsion. The photovoltaic power generation unit 302 is installed in the top sunlight-receiving area of ​​the hull 100, preferably using monocrystalline silicon flexible solar panels, and is electrically connected to the energy storage battery pack 301 via an MPPT charging controller, continuously replenishing the battery pack with power under sunlight conditions. In a preferred embodiment, the peak power of the photovoltaic power generation unit 302 is not less than 500W to match the daytime cruise power consumption requirements of the vessel.

[0040] In some embodiments, the adaptive retractable vertical wind turbine module 400 is installed in the mid-deck area of ​​the hull 100. One or more adaptive retractable vertical wind turbine modules 400 may be installed, including wind turbine blades 401, a folding drive mechanism 402, a wind condition detection unit 403, and a generator 404. The wind turbine blades 401 may be two-bladed, three-bladed, or four-bladed, and the blade material is preferably carbon fiber composite material or fiberglass to balance structural strength and lightweight requirements. When the blades rotate in the wind, they simultaneously generate lift-type sail-like aerodynamic force and rotational driving torque. The former acts on the hull to generate auxiliary propulsion, while the latter drives the rotor of the generator 404 to rotate and generate electricity.

[0041] In some embodiments, the specific structure of the folding drive mechanism 402 is as follows: Figure 1 and Figure 3 As shown, the assembly includes a first motor 4021, a screw 4022, a nut 4023, a guide sleeve 4024, and a connecting rod assembly 4025. The first motor 4021 is electrically connected to the sail effect control module 500 and is controlled by the retraction and extension commands output by the sail effect control module 500. One end of the screw 4022 is fixedly connected to the output shaft of the first motor 4021 via a coupling, while the other end is a free end. The nut 4023 is threadedly connected to the screw 4022 via a trapezoidal thread or a ball screw pair, and a third hinge point H3 is provided on the nut 4023. The guide sleeve 4024 is sleeved on the outside of the screw 4022, and plays a guiding and limiting role in the axial movement of the nut 4023; a fourth hinge point H4 is provided at the first axial end of the guide sleeve 4024 (near the motor end), and a guide groove extending axially is provided at the second axial end (away from the motor end). The connecting rod assembly 4025, together with the first hinge point H1 and the second hinge point H2 on the fan blade 401, and the third hinge point H3 and the fourth hinge point H4 on the guide sleeve 4024, constitute a planar linkage mechanism. When the first motor 4021 drives the screw 4022 to rotate, the nut 4023 moves axially along the screw 4022, which in turn drives the fan blade 401 to swing around its root axis via the connecting rod assembly 4025, thus achieving deployment or retraction. Due to the self-locking characteristic of the trapezoidal thread or ball screw, when the first motor 4021 stops rotating, the fan blade 401 can be stably maintained at the current deployment angle without the need for additional braking or locking devices.

[0042] In one specific implementation, such as Figure 1 and Figure 3As shown, the connecting rod assembly 4025 includes a first connecting rod 40251 and a second connecting rod 40252. One end of the first connecting rod 40251 is hinged to a first hinge point H1 on the fan blade 401, and the other end passes through a guide groove on the guide sleeve 4024 and is hinged to a third hinge point H3 on the nut 4023. One end of the second connecting rod is hinged to a second hinge point H2 on the fan blade 401, and the other end is hinged to a fourth hinge point H4 on the guide sleeve 4024.

[0043] Furthermore, a limiting member 4026 is fixedly installed on the guide sleeve 4024. The limiting member 4026 is a stop block structure located on one side of the fourth hinge point H4. When the fan blade 401 is extended to its maximum angle, the second connecting rod 40252 abuts against the limiting member 4026, and the limiting member 4026 restricts the second connecting rod 40252 from continuing to rotate, thereby limiting the maximum extended position of the fan blade 401.

[0044] In some embodiments, one end of the third connecting rod 40253 is connected to the third hinge point H3, and the other end is connected to the second hinge point H2. The addition of the third connecting rod 40253 forms an auxiliary support configuration, which enhances the stiffness and load-bearing capacity of the force transmission path between the nut 4023 and the blade, effectively suppressing blade vibration under high wind speed conditions and improving the wind resistance stability of the wind turbine system.

[0045] In some embodiments, one end of the fourth connecting rod 40254 is connected to the fourth hinge point H4, and the other end is connected to the first hinge point H1. The addition of the fourth connecting rod 40254, together with the first hinge point H1 and the fourth hinge point H4, forms an auxiliary constraint, further optimizing the force distribution of the connecting rod assembly 4025, reducing the concentrated stress at each hinge point, and extending the service life of the folding drive mechanism 402. When the first motor 4021 drives the screw 4022 to rotate, the nut 4023 moves axially along the screw 4022, driving the fan blades 401 to swing around their root axis via the connecting rod assembly 4025, thus unfolding or retracting. Due to the self-locking characteristics of the trapezoidal thread or ball screw, when the first motor 4021 stops rotating, the fan blades 401 can stably maintain the current unfolded angle without the need for additional braking or locking devices.

[0046] In some embodiments, the wind condition detection unit 403 includes a wind speed sensor and a wind direction sensor, installed on the top of the ship's mast or the top of the wind turbine tower, for real-time detection of ambient wind speed and direction, and sending the detection data to the sail effect control module 500. In one embodiment, the wind speed sensor is an ultrasonic anemometer; the wind direction sensor is an electronic compass-type wind vane with a resolution of 1°. The rotor of the generator 404 is connected to the rotating shaft of the wind turbine blades 401 via a speed-increasing gearbox or direct drive. When the wind turbine blades 401 rotate under wind power, they drive the rotor of the generator 404 to rotate, cutting magnetic lines of force to generate alternating current, which is then rectified and regulated before being output to the energy storage battery pack 301. The rated power of the generator 404 can be selected according to the diameter of the wind turbine blades and the design wind speed. For example, for a vertical wind turbine with a blade diameter of 1.5m, a 300W-500W permanent magnet synchronous generator can be selected under a rated wind speed of 12m / s.

[0047] In some implementations, the sail effect control module 500 is the control unit of the aircraft, including a main control chip, motor drive circuit, sensor interface circuit, communication interface circuit, and power management circuit. For example... Figure 5 As shown, the workflow of the sail effect control module 500 is as follows: In step S1, the control module acquires wind speed and direction data in real time through the wind condition detection unit 403, acquires real-time flight speed and heading data through the GPS / BeiDou module, acquires the state of charge (SOC) of the energy storage battery pack 301 through the battery management system (BMS), and simultaneously reads the current target segment information from the preset mission route memory. The sampling frequency of the above multi-source data is preferably 1-10Hz to balance control real-time performance and data stability.

[0048] In step S2, as Figure 6 As shown, the control module calculates the wind angle (the angle between the wind direction and the heading) based on the real-time wind direction and heading, and determines the wind condition type based on the wind angle and real-time wind speed. Specifically, the preset favorable wind angle range is [-60°, +60°] (with the bow direction as 0°), the unfavorable wind angle range is [120°, 240°], and the remaining ranges are transitional ranges; the upper limit threshold for wind speed is set at 15 m / s, which can be adjusted according to the sea state designed for the vessel. When the wind angle falls into the favorable wind angle range and the real-time wind speed is lower than the upper limit threshold, it is determined to be a downwind enhancement zone; when the wind angle falls into the transitional range, it is determined to be a crosswind yaw zone; when the wind angle falls into the unfavorable wind angle range or the real-time wind speed exceeds the upper limit threshold, it is determined to be a headwind and anti-ship zone.

[0049] In step S3, as Figure 7As shown, the control module integrates the wind condition type determination result, the SOC of the energy storage battery pack, and the preset mission route to generate wind turbine deployment and retraction decision commands. The specific decision logic is as follows: When determined to be a tailwind enhancement zone and the SOC is below 80%, the wind turbine is commanded to fully deploy, simultaneously utilizing the sail effect for propulsion and generating electricity through turbine rotation; when determined to be a tailwind enhancement zone and the SOC is above 80%, the wind turbine is commanded to deploy in stages, such as at a 50% deployment angle, primarily using sail propulsion while moderately reducing power generation; when determined to be a crosswind yaw zone, the wind turbine is commanded to deploy in stages at intermediate levels, such as at 30%-50% deployment angles, obtaining limited sail propulsion while controlling the yaw moment within the rudder angle compensation range; when determined to be a headwind or anti-headwind zone, the wind turbine is commanded to fully retract to minimize wind resistance. Furthermore, the angular velocity of the deployment or retraction action is negatively correlated with the real-time wind speed change rate, meaning that the deployment and retraction speed is reduced when wind speed changes rapidly to prevent overshoot, and appropriately increased when wind speed is stable to quickly respond to wind condition changes.

[0050] Furthermore, such as Figure 7 As shown, in order to suppress frequent switching under critical wind conditions, step S3 also includes anti-frequent switching hysteresis logic: set the expansion switching threshold and the contraction switching threshold, such as wind hull angle 55° and wind hull angle 65°, with a preset hysteresis width of 10° between the two; the contraction and expansion state switching is only triggered after the current wind condition parameter continuously exceeds the corresponding switching threshold and the duration exceeds the preset time window of 30 seconds.

[0051] Step S4, as follows Figure 8 As shown, this operation is performed when the wind turbine blades 401 are in the deployed state. It converts the aerodynamic force generated by the sail effect into propulsion power compensation and rudder angle compensation. Specifically, the feedforward deduction correction is implemented as follows: First, based on the current wind hull angle, real-time wind speed, and wind turbine blade deployment angle, the vector of the sail thrust force exerted by the rigid structure of the wind turbine blades on the hull is estimated. and yaw moment Then calculate the projected components of the sail thrust vector in the direction of travel. , where θ is the windward angle.

[0052] Calculate the target value for propulsion power reduction based on the projection components. ,in For real-time speed, The preset power conversion coefficient (related to the ship's hydrodynamic characteristics and calibrated through tank testing) is used to set the current target power of the electric propulsion module. Set as base cruise power and The difference, that is = - Furthermore, a rate limit is set on the rate of change of the current target power to prevent speed oscillations caused by sudden changes in propulsion power.

[0053] The closed-loop feedback compensation is implemented by: using the estimated yaw moment The feedforward disturbance is input to the heading controller, and the PID closed-loop regulation of the heading deviation is also introduced. The target rudder angle command is generated by superimposing the feedforward compensation and the PID regulation. Where e is the deviation angle between the current heading and the target heading. , , These are PID control parameters, which can be tuned according to the aircraft's maneuverability model. The target rudder angle command drives the servo motor to perform dynamic deflection, keeping the aircraft's heading deviation within a preset accuracy range.

[0054] Step S5, as follows Figure 8 As shown, this is performed when the wind turbine blades 401 are in the retracted state. When the wind turbine blades are fully retracted, their windward area is significantly reduced, for example, from 2.5m in the extended state. 2 Reduced to 0.3m in its folded state 2 The reduction ratio is approximately 88%, and the corresponding wind resistance also decreases proportionally. The control module calculates the current wind resistance reduction ratio based on the reduction ratio of the frontal area after the retraction. Based on the reduction in wind resistance, the lower limit of the basic propulsion power required to maintain the current speed is lowered accordingly. Furthermore, the mapping curve between propulsion power and speed was recalibrated. This measure allows the aircraft to maintain cruising speed with lower electrical power even when sailing against the wind, as the wind turbines significantly reduce wind resistance, effectively reducing energy consumption.

[0055] Step S6, as follows Figure 5 As shown, wind-catching path planning is initiated in the headwind and wind turbine retracted state in the headwind and wind-countercurrent zone. The specific implementation method is as follows: based on the current target route, an alternating yaw angle sequence is generated on both sides of the route. For example, with the route as the axis of symmetry, the first segment yaws 30° to the left for a preset distance, and the second segment yaws 30° to the right for a preset distance. This alternation forms a zigzag track, so that while the vehicle generally maintains its forward direction towards the target, each segment converts the original headwind into a crosswind, thereby reducing equivalent wind resistance and reducing navigation energy consumption.

[0056] The zigzag wind-catching path planning also includes dynamic parameter update logic: in each segment, the deviation between the actual speed and the preset minimum speed is detected in real time. If the actual speed of the current segment is lower than the preset minimum speed, such as being lower than 60% of the design cruise speed, the instantaneous thrust of the electric propulsion module is increased at the turning node of the next segment. For example, the instantaneous output of 150% of the rated power is maintained for 2-3 seconds to overcome the turning resistance, and the wind-catching angle is increased accordingly, such as from 30° to 40°-45° to shorten the turning transition distance. This ensures that the aircraft can continue to advance towards the target point at a speed no lower than the design minimum speed even under severe headwind conditions.

[0057] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A wind-solar hybrid foldable wind turbine sail-effect surface vehicle, characterized in that, include: The main body of the ship; An electric propulsion module, the electric propulsion module comprising: Electric drive unit; A propeller propulsion mechanism is connected to the electric drive unit, and the electric drive unit drives the propeller propulsion mechanism to rotate. A wind-solar-hydro complementary energy storage module, comprising: An energy storage battery pack, wherein the energy storage battery pack is electrically connected to the electric drive unit; A photovoltaic power generation unit, wherein the photovoltaic power generation unit is electrically connected to the energy storage battery pack; An adaptive retractable vertical wind turbine module is mounted on the hull body; the adaptive retractable vertical wind turbine module includes: Fan blades; A folding drive mechanism is connected to the fan blades and is used to drive the fan blades to fold or unfold. A wind condition detection unit, which is used to detect the direction and magnitude of the wind; The generator has the wind turbine blades connected to the rotor of the generator. When the wind turbine blades rotate due to wind, they drive the rotor of the generator to rotate and generate electrical energy. The generator is electrically connected to the energy storage battery pack. The sail effect control module is electrically connected to the wind condition detection unit, the electric drive unit, and the folding drive mechanism. It is used to control the folding drive mechanism to switch the wind turbine blades between an deployed state and a retracted state based on the real-time wind condition data from the wind condition detection unit. In the deployed state, the aerodynamic force generated by the wind turbine blades is used to assist navigation. At the same time, the output power of the electric drive unit is adjusted to adjust the heading and speed of the vehicle.

2. The wind-solar hybrid foldable wind turbine sail-effect surface vehicle according to claim 1, characterized in that, The wind turbine blades are provided with a first hinge point and a second hinge point at intervals on one side. The folding drive mechanism includes: A first motor, which is electrically connected to the sail effect control module; A screw, which is connected to the first motor; A nut, which is threadedly connected to the screw, and has a third hinge point; A guide sleeve is fitted around the outside of the screw. The first axial end of the guide sleeve is provided with a fourth hinge point, and the second axial end of the guide sleeve is provided with a guide groove that extends along the axial direction of the guide sleeve. A connecting rod assembly is connected to the first hinge point, the second hinge point, the third hinge point, and the fourth hinge point to realize the unfolding or retraction of the fan blades.

3. The wind-solar hybrid foldable wind turbine sail-effect surface vehicle according to claim 2, characterized in that, The connecting rod assembly includes: A first connecting rod, one end of which is connected to the first hinge point of the wind turbine blade, and the other end of which passes through the guide groove and is connected to the third hinge point; The second connecting rod has one end connected to the second hinge point and the other end connected to the fourth hinge point; The limiting member is a stop block fixedly disposed on the guide sleeve and located on one side of the fourth hinge point. The limiting member is used to abut against the second connecting rod to limit its rotation angle.

4. The wind-solar hybrid foldable wind turbine sail-effect surface vehicle according to claim 3, characterized in that, The connecting rod assembly also includes a third connecting rod, one end of which is connected to the third hinge point, and the other end of which is connected to the second hinge point.

5. The wind-solar hybrid foldable wind turbine sail-effect surface vehicle according to claim 3, characterized in that, The connecting rod assembly also includes a fourth connecting rod, one end of which is connected to the fourth hinge point, and the other end of which is connected to the first hinge point.

6. The wind-solar hybrid foldable wind turbine sail-effect surface vehicle according to claim 1, characterized in that, The photovoltaic power generation unit is installed in the top lighting area of ​​the main body of the ship.

7. The wind-solar hybrid foldable wind turbine sail-effect surface vehicle according to claim 1, characterized in that, The sail effect control module also integrates a wireless communication unit and a Beidou positioning unit, supporting remote control and autonomous navigation, and can adaptively optimize the wind turbine deployment and take-off strategies and navigation routes by combining real-time wind field data.

8. A control method applied to the wind-solar hybrid foldable wind turbine sail-effect surface vehicle as described in any one of claims 1 to 7, characterized in that, Includes the following steps: S1: Real-time acquisition of the navigation status parameters and wind field environment parameters of the vehicle, wherein the navigation status parameters include at least real-time speed, real-time heading and the state of charge of the energy storage battery pack, and the wind field environment parameters include at least real-time wind speed and real-time wind direction; S2: Calculate the wind hull angle based on the real-time wind direction and the real-time heading, and determine the wind condition type based on the wind hull angle and the real-time wind speed; the wind condition type is at least divided into the tailwind enhancement zone, the crosswind yaw zone, and the headwind counter-current zone; S3: Based on the wind condition type determination result, combined with the state of charge of the energy storage battery pack and the preset mission route, generate a wind turbine deployment / retraction decision command, and control the folding drive mechanism to drive the wind turbine blades to switch to the target deployment angle state; wherein, the target deployment angle state includes the fully deployed state, the staged intermediate deployment state and the fully retracted state, and the angular velocity of the deployment or retraction action is negatively correlated with the real-time wind speed change rate. S4: When the wind turbine blades are in the deployed state, the wind turbine blade rigid structure is estimated to exert a sail thrust vector and a yaw moment on the hull based on the current wind hull angle and real-time wind speed. The output power of the electric drive unit is fed forward and derated based on the component of the sail thrust vector along the sailing direction. At the same time, the rudder angle of the vehicle is compensated by closed-loop feedback based on the yaw moment to counteract the lateral disturbance and yaw tendency introduced by the wind turbine deployment. S5: When the wind turbine blades are in the retracted state, calculate the wind resistance reduction based on the reduction in windward area, and correspondingly lower the maintenance power threshold of the electric drive unit to reduce navigation energy consumption. S6: When the current wind condition is determined to be a headwind and the wind turbine blades are in a retracted state, path planning is initiated. An alternating yaw angle sequence is generated based on the current route. The vehicle is controlled to yaw sequentially according to the alternating yaw angle sequence. At the segment switching node, the electric drive unit provides instantaneous thrust to overcome steering resistance and maintain the minimum speed of the vehicle.

9. The control method according to claim 8, characterized in that, The wind condition type determination in step S2 specifically includes: Preset favorable wind angle ranges and unfavorable wind angle ranges, and set wind speed upper limit thresholds; When the wind angle enters the favorable wind angle range and the real-time wind speed is lower than the wind speed upper limit threshold, it is determined to be a downwind enhancement zone; When the wind yaw angle enters the transition zone between the favorable wind yaw angle zone and the unfavorable wind yaw angle zone, it is determined to be a crosswind yaw zone; When the windward angle enters the unfavorable windward angle range or the real-time wind speed exceeds the wind speed upper limit threshold, it is determined to be a headwind and reverse-flow zone.

10. The control method according to claim 8, characterized in that, The generation of wind turbine deployment / retraction decision instructions in step S3 also includes logic to prevent frequent switching hysteresis: Set an expand switching threshold and a collapse switching threshold, and there is a preset hysteresis width between the expand switching threshold and the collapse switching threshold; The retraction / extension state is triggered only after the current wind condition parameters continuously exceed the corresponding switching threshold and the duration exceeds the preset time window, so as to suppress the reciprocating oscillation retraction / extension action of the wind turbine blades under critical wind conditions.

Images