Multi-domain cooperative unmanned detection control method and system

Abstract

The application discloses a kind of multi-domain cooperative unmanned detection control method and system, it is related to unmanned system cooperative control and ocean intelligent equipment technical field, including: unmanned ship obtains cooperative instruction and current position information itself, according to cooperative instruction and current position information, determine the target operation depth of submersible and the target tow angle of cable, and send to submersible;Submersible obtains actual operation depth itself, actual tow angle of cable and tension of cable;According to actual operation depth, actual tow angle, tension, target operation depth and target tow angle, calculate the thrust compensation vector required by submersible and adjust the thrust of submersible.The application reduces dimension by data, and the multi-dimensional core control parameter of submersible is reduced to operation depth, cable tow angle, cable tension.Compress the data input scale in the solving process of thrust compensation vector, so as to reduce the amount of control parameters transmitted through cable, avoid link congestion.

Description

Technical Field

[0001] This invention relates to the field of collaborative control of unmanned systems and intelligent marine equipment, specifically to a multi-domain collaborative unmanned detection and control method and system. Background Technology

[0002] With the surge in demand for digitalization in fields such as fisheries, environmental protection, and water security, unmanned aquatic equipment is being rapidly applied in these fields. Relying on multi-domain detection systems, it enables collaborative perception across the air, surface, and underwater, and constructs high-precision three-dimensional aquatic detection models through data fusion technology, thereby comprehensively enhancing the digital monitoring capabilities of the aquatic environment.

[0003] Due to severe attenuation of electromagnetic waves underwater, existing underwater detection equipment relies on cable connections for data transmission and motion control. The massive amounts of data detected underwater and the control parameters of the detection equipment are all transmitted via cables.

[0004] However, the massive amounts of detection data and control parameters transmitted from the submersible to the unmanned vessel via cable are prone to link congestion at the cable, which restricts the real-time performance and stability of the multi-domain detection system and affects the accuracy and response efficiency of three-dimensional environmental monitoring in the water. Summary of the Invention

[0005] This invention provides a multi-domain collaborative unmanned exploration and control method and system, which can solve the technical problem in the prior art where the massive amount of exploration data and control parameters transmitted from the submersible to the unmanned vessel via cable can easily cause link congestion at the cable.

[0006] In a first aspect, embodiments of the present invention provide a multi-domain cooperative unmanned detection control method, comprising the following steps: The unmanned surface vessel acquires a coordination command and its current position information. Based on the coordination command and the current position information, it determines the target operating depth of the submersible and the target towing angle of the cable, and sends the target operating depth and the target towing angle to the submersible. The submersible acquires its actual operating depth, the actual drag angle of the cable, and the tension of the cable; based on the actual operating depth, the actual drag angle, the tension, the target operating depth, and the target drag angle, it calculates the thrust compensation vector required by the submersible; and adjusts the thrust of the submersible according to the thrust compensation vector.

[0007] In conjunction with the first aspect, in one embodiment, calculating the thrust compensation vector required by the submersible based on the actual operating depth, the actual tow angle, the tension, the target operating depth, and the target tow angle includes the following steps: The underwater vehicle calculates its attitude error vector, the horizontal longitudinal component of the tension, and the vertical depth component of the tension based on the actual operating depth, the actual towing angle, the cable tension, the target operating depth, and the target towing angle. The underwater vehicle calculates the required thrust compensation vector based on the attitude error vector, the horizontal longitudinal component, and the vertical depth component.

[0008] In conjunction with the first aspect, in one embodiment, calculating the thrust compensation vector required by the underwater vehicle based on the attitude error vector, the horizontal longitudinal component, and the vertical depth component includes the following steps: The thrust compensation vector is calculated using the following formula:

[0009]

[0010]

[0011] In the formula, Represents the thrust compensation vector. This represents the horizontal longitudinal component of the thrust compensation vector. This represents the component of the thrust compensation vector perpendicular to the depth direction. This represents the proportional gain that is adaptively tuned for the angle. This represents the drag angle error in the attitude error vector. This represents the integral gain with respect to angle adaptive tuning. Represents the time variable of integration. This represents the differential gain with respect to angle adaptive tuning. Indicates the tension of the cable. Indicates the actual drag angle. This represents the horizontal longitudinal component of the feedforward compensation term for the three-dimensional ocean current disturbance moment estimated based on the Kalman observer. This represents the proportional gain that is adaptively tuned for depth. This represents the working depth error in the attitude error vector. This represents the integral gain that is adaptively tuned for depth. This represents the differential gain that is adaptively tuned with respect to depth. This represents the component of the feedforward compensation term for the three-dimensional ocean current disturbance moment estimated based on the Kalman observer in the vertical depth direction.

[0012] In conjunction with the first aspect, in one implementation method, the multi-domain cooperative unmanned detection control method further includes the following steps: The UAV acquires its own location information, the current location information of the unmanned vessel, and coordination commands, and adjusts the UAV's airspeed and yaw angle based on the UAV's location information, the current location information of the unmanned vessel, and the coordination commands.

[0013] In conjunction with the first aspect, in one implementation method, the multi-domain cooperative unmanned detection control method further includes the following steps: The submersible identifies underwater obstacles and sends obstacle avoidance commands to the unmanned vessel, including the distance to the obstacle and the azimuth of the obstacle. The unmanned surface vessel calculates a safe obstacle avoidance displacement vector based on the obstacle avoidance command and sends the safe obstacle avoidance displacement vector to the underwater vehicle; The unmanned vessel and the underwater vehicle adjust their respective trajectories according to the safe obstacle avoidance displacement vector to avoid underwater obstacles.

[0014] In conjunction with the first aspect, in one implementation method, the multi-domain cooperative unmanned detection control method further includes the following steps: The unmanned vessel sends the safe obstacle avoidance displacement vector to the drone; The drone adjusts its flight trajectory based on the safe obstacle avoidance displacement vector.

[0015] In conjunction with the first aspect, in one implementation, the unmanned vessel acquiring cooperative instructions includes: Obtain coordination commands from the ground control terminal.

[0016] In conjunction with the first aspect, in one implementation, the multi-domain cooperative unmanned detection control method further includes the following steps: The ground control terminal also acquires detection data from the unmanned vessel, the drone, and the underwater vehicle.

[0017] Secondly, embodiments of the present invention provide a multi-domain cooperative unmanned detection and control system, including: Unmanned boat; The underwater vehicle is connected to the unmanned vessel via a cable; The unmanned vessel is used to acquire coordination instructions and its own current position information, determine the target operating depth of the submersible and the target towing angle of the cable based on the coordination instructions and the current position information, and send the target operating depth and the target towing angle to the submersible. The submersible is used to obtain its actual operating depth, the actual drag angle of the cable, and the tension of the cable; based on the actual operating depth, the actual drag angle, the tension, the target operating depth, and the target drag angle, it calculates the thrust compensation vector required by the submersible; and adjusts the thrust of the submersible according to the thrust compensation vector.

[0018] In conjunction with the second aspect, in one implementation, it further includes: The drone is communicatively connected to the unmanned vessel. The UAV acquires its own location information, the current location information of the unmanned vessel, and coordination commands, and adjusts the UAV's airspeed and yaw angle based on the UAV's location information, the current location information of the unmanned vessel, and the coordination commands.

[0019] The beneficial effects of the technical solutions provided by the embodiments of the present invention include: This invention discloses a multi-domain cooperative unmanned detection and control method and system. The multi-domain cooperative unmanned detection and control method includes the following steps: an unmanned surface vessel (USV) acquires a cooperative command and its current position information; based on the cooperative command and the current position information, it determines the target operating depth of the submersible and the target drag angle of the cable, and sends the target operating depth and the target drag angle to the submersible; the submersible acquires its actual operating depth, the actual drag angle of the cable, and the cable tension; based on the actual operating depth, the actual drag angle, the tension, the target operating depth, and the target drag angle, it calculates the thrust compensation vector required by the submersible; and it adjusts the thrust of the submersible according to the thrust compensation vector. This invention reduces the data input scale in the thrust compensation vector calculation process by simplifying the core control parameters of the submersible, such as attitude, position, speed, heading, depth, and propulsion status, into operating depth, cable drag angle, and cable tension. This reduces the amount of control parameters transmitted through the cable and avoids link congestion. Attached Figure Description

[0020] Figure 1 This is a flowchart illustrating an embodiment of the multi-domain collaborative unmanned detection and control method of the present invention; Figure 2 For the present invention Figure 1 A detailed flowchart of step S2; Figure 3 This is a schematic diagram of the multi-domain collaborative unmanned detection control system of the present invention; Figure 4 This is a schematic diagram of the structure of the unmanned vessel in the multi-domain collaborative unmanned detection and control system of the present invention; Figure 5 This is a schematic diagram of the structure of the UAV in the multi-domain collaborative unmanned detection and control system of the present invention; Figure 6 This is a schematic diagram of the underwater vehicle structure in the multi-domain collaborative unmanned detection and control system of the present invention; Figure 7 This is a schematic diagram of the kinematic coordinate system of the UAV in the multi-domain cooperative unmanned detection and control system of the present invention.

[0021] In the diagram: 100, Unmanned Surface Vessel (USV); 110, USV hull; 120, Integrated Communication Mast; 121, RTK Baseline Positioning Antenna; 122, Cross-Domain Relay RF Antenna; 130, Bow Environmental Sensing Module; 140, Edge Computing Core Module; 150, Conical Guide Groove; 160, Wireless Charging Transmitter; 170, Stern Constant Tension Winch; 180, Cable; 190, Bottom Hull Vector Thruster; 200, Unmanned Aerial Vehicle (UAV); 201, Propeller Blade; 202, Landing Gear; 203, Link; 204, Wireless Charging Receiver; 300, Submarine Vehicle; 310, Submarine Vehicle Hull; 320, Omnidirectional Vector Thruster; 400, Ground Control Terminal. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] like Figure 1 As shown, this invention discloses a multi-domain cooperative unmanned detection control method, comprising the following steps: In step S1, the unmanned surface vessel 100 obtains the coordination command and its current position information. Based on the coordination command and the current position information, it determines the target operating depth of the submersible 300 and the target towing angle of the cable 180, and sends the target operating depth and the target towing angle to the submersible 300. The submersible 300 obtains its actual operating depth, the actual towing angle of the cable 180, and the tension of the cable 180. Step S2: Calculate the thrust compensation vector required by the submersible 300 based on the actual operating depth, the actual towing angle, the tension, the target operating depth, and the target towing angle; adjust the thrust of the submersible 300 according to the thrust compensation vector.

[0024] The surface-mounted unmanned surface vessel 100, acting as the motion master node of the multi-domain cooperative unmanned detection and control system, continuously broadcasts its dynamic current position information as the absolute reference of the system. Simultaneously, the unmanned surface vessel 100 is also used to acquire cooperative commands. After acquiring the cooperative commands and its current position information, the unmanned surface vessel 100 can use its current position information as a reference, combined with the cooperative commands, to determine the target position of the underwater submersible 300 relative to the unmanned surface vessel 100. The multi-domain collaborative unmanned detection and control system extracts the desired constrained state of the underwater 3D operation vehicle 300 along the towing plane of cable 180 into two core kinematic parameters: working depth. With safety drag angle The target position of the submersible 300 relative to the unmanned surface vessel 100 is extracted as the target operating depth of the submersible 300. The target drag angle of the cable is 180 degrees. The actual operating depth of the submersible can be obtained in real time through the depth sensor built into the submersible and the attitude sensor at the end of the cable winch. And the actual drag angle of the cable is 180. At the same time, the tension of the cable at 180 degrees can also be obtained. .

[0025] The control model of the multi-domain collaborative unmanned detection and control system is mainly designed for the stability of the operating depth and cable tow angle of the submersible 300. Therefore, the underwater towing motion is simplified to a control problem in the XZ longitudinal plane. For the lateral offset in the Y-axis direction, this invention does not treat it as an independent control variable in the depth and tow angle control loop, but rather as a lateral disturbance, or corrected by external control loops such as heading maintenance, path tracking, and water flow disturbance compensation. In this way, the complexity of the control model can be reduced and the real-time performance can be improved while meeting the control requirements for depth stability and tow attitude stability. By reducing the core control parameters of the submersible 300, such as attitude, position, speed, heading, depth, and propulsion status, to operating depth, tow angle, and cable tension, the data transmission volume of the cable 180 can be effectively reduced.

[0026] This invention reduces the multi-dimensional core control parameters of a submersible, such as attitude, position, speed, heading, depth, and propulsion status, into operating depth, cable drag angle, and cable tension through data dimensionality reduction. This compresses the data input scale in the thrust compensation vector solution process, thereby reducing the amount of control parameters transmitted via cable and avoiding link congestion.

[0027] like Figure 2 As shown, in one embodiment, calculating the thrust compensation vector required by the submersible 300 based on the actual operating depth, the actual tow angle, the tension, the target operating depth, and the target tow angle includes the following steps: In step S21, the submersible 300 calculates the attitude error vector, the horizontal longitudinal component of the tension, and the vertical depth component of the tension based on the actual operating depth, the actual towing angle, the tension of the cable 180, the target operating depth, and the target towing angle. In step S22, the submersible 300 calculates the thrust compensation vector required by the submersible 300 based on the attitude error vector, the horizontal longitudinal component, and the vertical depth component.

[0028] Define the system's attitude error vector for: (Formula 1) To overcome the instability caused by the flexible dragging of cable 180, the system does not simply control the absolute tension of cable 180, but introduces real-time tension. And based on the actual drag angle The tension is orthogonally decomposed along the horizontal longitudinal direction (X-axis) and the vertical depth direction (Z-axis). The feedforward term matrix of the dynamic disturbance torque exerted by cable 180 on the submersible 300. The derivation is as follows: (Formula 2) In the formula, Represents the horizontal longitudinal component of tension. This represents the vertical depth component of the tension.

[0029] This invention decomposes tension into two components, depth and horizontal longitudinal, by dimensionality reduction, and the thrust compensation vector in the depth and horizontal longitudinal directions can be calculated separately.

[0030] In one embodiment, calculating the thrust compensation vector required by the submersible 300 based on the attitude error vector, the horizontal longitudinal component, and the vertical depth component includes the following steps: The thrust compensation vector is calculated using the following formula:

[0031]

[0032]

[0033] In the formula, Represents the thrust compensation vector. This represents the horizontal longitudinal component of the thrust compensation vector. This represents the component of the thrust compensation vector perpendicular to the depth direction. This represents the proportional gain that is adaptively tuned for the angle. This represents the drag angle error in the attitude error vector. This represents the integral gain with respect to angle adaptive tuning. Represents the time variable of integration. This represents the differential gain with respect to angle adaptive tuning. Indicates the tension of the cable. Indicates the actual drag angle. This represents the horizontal longitudinal component of the feedforward compensation term for the three-dimensional ocean current disturbance moment estimated based on the Kalman observer. This represents the proportional gain that is adaptively tuned for depth. This represents the working depth error in the attitude error vector. This represents the integral gain that is adaptively tuned for depth. This represents the differential gain that is adaptively tuned with respect to depth. This represents the component of the feedforward compensation term for the three-dimensional ocean current disturbance moment estimated based on the Kalman observer in the vertical depth direction.

[0034] For the submersible 300, which delves deep underwater, traditional pure geometric position control or single tension control cannot guarantee the safety of physical connections and the stability of the underwater formation due to the flexible drag of the 180° cable, the heave motion of the unmanned vessel, and the nonlinear disturbances of complex ocean currents. This system innovatively establishes an underwater thrust compensation derivation model based on spatial dimensionality reduction.

[0035] Combined with attitude error vector The horizontal longitudinal component and the vertical depth component of the tension are determined, and a variable parameter closed-loop coupled force control algorithm is introduced into the underlying drive of the omnidirectional vector thruster 320 of the submersible 300 to construct the final underwater total thrust compensation vector. The horizontal longitudinal component of the thrust compensation vector. and the component in the vertical depth direction The decoupling process, and its core computational model derivation, are as follows: (Formula 3) Expanding this into scalar form yields the core thrust compensation formula of this invention: (Formula 4) (Formula 5) In the formula, This indicates the proportional gain that is adaptively tuned for both angle and depth. This represents the integral gain that is adaptively tuned for angle and depth. This represents the differential gain that is adaptively tuned for angle and depth.

[0036] This vector dynamics derivation algorithm drives the Submarine-300 to output decoupled vector thrust in real time: vertical thrust. The main focus is on compensating for depth deviation and vertical tension components, as well as horizontal thrust. The key compensations are for angular lag and horizontal drag components. This not only precisely offsets the impact of lateral and longitudinal undercurrents, but also enables high-precision and stable escort at a specified water depth and towing angle 100 degrees below the unmanned vessel, completely eliminating the risk of disconnection or instability caused by uneven cable stress and attitude coupling.

[0037] like Figure 3 , 7 As shown, in one embodiment, the multi-domain cooperative unmanned detection control method further includes the following steps: the UAV 200 acquires its own position information, the current position information of the unmanned vessel 100, and cooperative instructions, and adjusts the flight airspeed and yaw angle of the UAV 200 according to the position information of the UAV 200, the current position information of the unmanned vessel 100, and the cooperative instructions.

[0038] To ensure that the UAV 200 and UAV 100 maintain a highly dynamic three-dimensional formation under complex ocean currents and wave disturbances, this system designs and incorporates a spatial topology cooperative and adaptive servo control algorithm based on a dynamic unified benchmark: Establishing an absolute reference point for the navigator and a rigid, airborne servo topology (air-water collaborative control): In fully automated formation operations, the unmanned surface vessel 100 acts as the navigator (Leader node). Its RTK module calculates and establishes an absolute reference point (i.e., its own position information) in real time, and continuously broadcasts its current position information to the outside world. and its maneuvering heading angle Among them, the maneuvering heading angle This is a piece of data in the collaborative command. The UAV 200 in the air, acting as a follower node, receives this position information and combines it with preset three-dimensional topology constraint parameters—including the longitudinal lag distance relative to the ship's hull. Lateral slip distance And the desired escort altitude H, and the real-time calculation of the desired absolute three-dimensional target point in the air. The specific formula for solving the 3D topology mapping is as follows: (Formula 6) In the formula, This is the yaw angle rotation matrix about the Z-axis. The onboard flight controller calculates the current actual position in real time. Error vector relative to the desired target Furthermore, by actively adjusting the yaw angle and airspeed of the UAV through a cascade control algorithm, the relative position deviation is strictly constrained within a safe threshold, thereby achieving high dynamic rigid overhead escort flight with a water surface reference.

[0039] This invention uses the location information of UAVs and unmanned vessels and the maneuver heading angle in the collaborative commands to adjust the position of the UAV relative to the unmanned vessel in real time, so as to ensure air-water collaborative control.

[0040] In one embodiment, the multi-domain cooperative unmanned detection and control method further includes the following steps: the underwater vehicle 300 identifies underwater obstacles and sends an obstacle avoidance command, including the obstacle distance and obstacle azimuth, to the unmanned vessel 100; the unmanned vessel 100 calculates a safe obstacle avoidance displacement vector based on the obstacle avoidance command and sends the safe obstacle avoidance displacement vector to the underwater vehicle 300; the unmanned vessel 100 and the underwater vehicle 300 adjust their respective trajectories based on the safe obstacle avoidance displacement vector to avoid underwater obstacles.

[0041] In one embodiment, the multi-domain cooperative unmanned detection and control method further includes the following steps: the unmanned vessel 100 sends the safe obstacle avoidance displacement vector to the unmanned aerial vehicle 200; the unmanned aerial vehicle 200 adjusts its flight trajectory according to the safe obstacle avoidance displacement vector.

[0042] When the underwater vehicle 300 detects an underwater obstacle ahead of the route and triggers a risk warning, it reports an obstacle avoidance command containing the distance and azimuth of the obstacle to the unmanned vessel 100. The local path planner of the unmanned vessel 100 recalculates the safe obstacle avoidance displacement vector and synchronously sends the vector to the underwater vehicle 300, and synchronously adjusts the absolute motion trajectory of the unmanned vessel 100 and the underwater vehicle 300 to perform translational avoidance.

[0043] Furthermore, the unmanned surface vessel 100 also broadcasts obstacle avoidance commands to the unmanned aerial vehicle 200; after receiving the obstacle avoidance displacement vector, the air, water, and underwater devices synchronously adjust their respective absolute motion trajectories to perform translational avoidance, thereby completing overall obstacle avoidance without disrupting the system's three-dimensional topology.

[0044] During the emergency target response and control flow decoupling phase: When the system detects a high-value or suspicious underwater target during patrol, the ground control terminal 400 continuously determines whether to initiate a "takeover" command. If the determination is no (NO), the system maintains the normal closed loop of edge computing and automatic homing detection; if the determination is yes (YES), the system instantly triggers the "control flow decoupling" mechanism: the unmanned surface vessel 100 and the unmanned aerial vehicle 200 immediately suspend their patrol missions and enter a spatial position hovering or anchoring mode to ensure the absolute stability of the relay communication network; simultaneously, the high-priority takeover command penetrates the route to the underwater vehicle 300, and the operator directly takes over its omnidirectional vector thruster 320 via the relay link to perform high-precision close-in reconnaissance operations. After the reconnaissance is completed and the takeover is released, the system seamlessly switches back to the automatic homing detection loop.

[0045] During the global formation synchronized obstacle avoidance phase: In automatic cyclic detection, if the submersible 300 detects an unknown reef and triggers a risk warning, the submersible 300 quickly reports an obstacle avoidance command containing the obstacle's distance and azimuth to the unmanned surface vessel 100. The unmanned surface vessel 100 then recalculates the global safe obstacle avoidance displacement vector. It is also broadcast simultaneously to both air and underwater ends. The three-terminal equipment is based on this unified vector... Synchronously adjust the absolute motion trajectory to achieve overall translational avoidance of the topological formation, effectively preventing formation disintegration or equipment scraping and collision.

[0046] This invention acquires underwater obstacle information by setting up a submersible and sends the information to an unmanned surface vessel (USV). The USV generates a safe obstacle avoidance displacement vector based on the underwater obstacle information and sends it to the submersible and the USV. This enables the USV, the USV, and the submersible to adjust their absolute motion trajectories synchronously, achieving overall translational avoidance of the topological formation and effectively preventing formation disintegration or equipment scraping and collision.

[0047] like Figure 3 As shown, in one embodiment, the unmanned vessel 100 acquires coordination instructions, including: acquiring coordination instructions from the ground control terminal 400.

[0048] The ground control terminal 400 sends collaborative commands to the unmanned vessel 100 via a wireless network.

[0049] This invention connects to the unmanned vessel via a ground control terminal, enabling the control of the movement of a multi-domain collaborative unmanned exploration and control system from the ground control terminal.

[0050] like Figure 3 As shown, in one embodiment, the multi-domain collaborative unmanned detection and control method further includes the following steps: the ground control terminal 400 also acquires the detection data of the unmanned vessel 100, the unmanned aerial vehicle 200 and the underwater vehicle 300.

[0051] The submersible 300 collects heterogeneous raw data of the underwater environment and transmits the raw data uplink to the unmanned surface vessel 100 via cable 180. The unmanned surface vessel 100 acts as an edge computing and communication routing hub, performs local processing on the received raw data to reduce communication bandwidth pressure, and sends fused status data containing spatial reference to the unmanned aerial vehicle 200 via wireless network. The unmanned aerial vehicle 200 acts as an air link relay node, receives the fused status data, reuses it with airborne monitoring data, and transmits it transparently to the ground control terminal 400.

[0052] The heterogeneous raw underwater environmental data collected by the submersible 300 includes: acoustic echoes of underwater terrain obtained using the onboard multi-band sonar module to generate underwater 3D contour point cloud data; and real-time underwater video streams acquired using the onboard high-definition camera module, with low-light enhancement processing performed. The acoustic echoes and video streams are transmitted back to the unmanned surface vessel 100 via cable 180 using a wired broadband protocol. The edge computing unit of the unmanned surface vessel 100 processes the acoustic echoes and video streams based on computer vision and artificial intelligence algorithms, extracting underwater target features and generating feature vectors containing fish species classification, fish density assessment, and underwater obstacle attributes.

[0053] The unmanned surface vessel 100 performs the conversion of acoustic data to wireless transmission protocol; reconstructs the feature vector into a visualized two-dimensional or three-dimensional fish heat map; and timestamps the fish heat map, the real-time dynamic state of the unmanned surface vessel, the high-precision positioning reference coordinates, and the heartbeat packets of the underlying devices, and encapsulates them into a low-latency fused state data packet and sends it to the unmanned aerial vehicle.

[0054] The UAV 200 acquires real-time high-altitude video streams overlooking the work area; using multiplexing technology, it merges the high-altitude video streams with fusion status data packets from the unmanned vessel 100; and through a high-frequency wireless radio frequency network with multi-link redundancy design, it sends the multiplexed global data packets to the ground control terminal 400 to ensure connection stability in complex aquatic environments.

[0055] This invention connects a drone to a ground control terminal via a wireless network, enabling the ground control terminal to acquire multi-domain detection data in real time.

[0056] like Figure 3 As shown, this invention discloses a multi-domain cooperative unmanned detection and control system, comprising: an unmanned surface vessel 100; and a submersible 300 connected to the unmanned surface vessel 100 via a cable 180. The unmanned surface vessel 100 is used to acquire cooperative commands and its current position information, and determines the target operating depth of the submersible 300 and the target tow angle of the cable 180 based on the cooperative commands and the current position information, and sends the target operating depth and the target tow angle to the submersible 300. The submersible 300 is used to acquire its actual operating depth, the actual tow angle of the cable 180, and the tension of the cable 180; calculate the thrust compensation vector required by the submersible 300 based on the actual operating depth, the actual tow angle, the tension, the target operating depth, and the target tow angle; and adjust the thrust of the submersible 300 according to the thrust compensation vector.

[0057] This invention reduces the multi-dimensional core control parameters of a submersible, such as attitude, position, speed, heading, depth, and propulsion status, into operating depth, cable drag angle, and cable tension through data dimensionality reduction. This compresses the data input scale in the thrust compensation vector solution process, thereby reducing the amount of control parameters transmitted via cable and avoiding link congestion.

[0058] like Figure 3 As shown, in one embodiment, it further includes: a drone 200, which is communicatively connected to the unmanned vessel 100; the drone 200 acquires its own position information, the current position information of the unmanned vessel 100 and the coordination command, and adjusts the flight airspeed and yaw angle of the drone 200 according to the position information of the drone 200, the current position information of the unmanned vessel 100 and the coordination command.

[0059] This invention uses the location information of UAVs and unmanned vessels and the maneuver heading angle in the collaborative commands to adjust the position of the UAV relative to the unmanned vessel in real time, so as to ensure air-water collaborative control.

[0060] This invention provides a multi-domain collaborative unmanned system for air, sea, and underwater operations, comprising: an unmanned surface vessel (USV) 100, an unmanned aerial vehicle (UAV) 200, an underwater vehicle (UV) 300, and a ground control terminal 400. The system constructs a cross-domain relay network of "submarine-ship-aircraft-shore" via wired and wireless heterogeneous links. The USV 100 serves as the system's edge computing hub and physical base, transmitting data upwards via the UAV 200 as a dynamic relay node, and downwards via cable 180 to the UV 300 for low-level sensing. Based on a unified dynamic spatial benchmark, the system achieves rigid topology responsiveness of the air, sea, and underwater devices, cross-domain data dimensionality reduction and fusion, and adaptive tolerance landing and resupply, thereby integrating the independent heterogeneous devices into a three-dimensional, interconnected detection network with full-domain sensing and long-term collaborative operation capabilities.

[0061] To achieve the relay and resolution of the aforementioned cross-domain network, the unmanned surface vessel 100 serves as the core physical foundation and edge computing brain of the system, such as... Figure 4 , 5 As shown in Figure 6, its specific structure and data flow are as follows: In terms of downstream connectivity and low-level perception reception, the unmanned surface vessel (USV) hull 110 is equipped with a stern constant tension winch 170, which establishes a flexible towing connection with the submersible 300 via cable 180 (optical-electric composite cable). Cable 180 not only transmits deep-water power downwards but also transmits massive amounts of acoustic point clouds and video streams collected by underwater multi-frequency sonar and vision modules back to the ship end without loss via gigabit wired bandwidth. Regarding data processing and edge computing, the edge computing core module 140, located in the middle of the hull, receives low-level data and performs localized computing power offloading through built-in artificial intelligence and computer vision algorithms. The edge computing core module 140 extracts underwater target features and obstacle attributes, reconstructs massive amounts of raw data into a "target elevation heatmap" with extremely low bandwidth usage, and encapsulates it with its own dynamic state into a fused state data packet, thereby completely solving the bottleneck of cross-media transmission link congestion.

[0062] In terms of air-to-ground communication and reference establishment, the integrated communication mast 120 on the hull of the unmanned surface vessel 100 is equipped with dual RTK reference positioning antennas 121 and a cross-domain relay radio frequency antenna 122. Among them, the RTK reference positioning antenna 121 acquires and broadcasts high-precision absolute three-dimensional coordinates (i.e., position information) and heading angle (Ψ) of the unmanned surface vessel 100 in real time, providing a unique spatial dynamic reference for the system; the cross-domain relay radio frequency antenna 122 is responsible for transmitting fused status data packets to the unmanned aerial vehicle 200 at high frequency.

[0063] In terms of physical docking and energy replenishment, the unmanned surface vessel 100 integrates a conical guide groove 150 and a wireless charging transmitter 160 on its hull deck, serving as the physical carrier for the unmanned aerial vehicle 200 to perform tolerance landing and non-contact energy recharging. In addition, the unmanned surface vessel 100's bow environmental perception module 130 and bottom hull vector thruster 190 work together to ensure the navigation safety and power output of the main node on the water surface.

[0064] like Figure 5 , 6 As shown, the UAV 200 and the submersible 300 respectively undertake the physical functions of high-altitude transmission relay and deep-sea bottom exploration.

[0065] like Figure 5As shown, the UAV 200 not only possesses a traditional high-altitude overlooking perspective, but more importantly, it serves as the system's "airborne radio frequency base station." The UAV 200 utilizes its communication link 203 to receive fused status data packets from the unmanned surface vessel 100. With the UAV 200's onboard computing power, these packets are multiplexed and encapsulated with the real-time high-altitude video stream collected by the UAV 200 itself. The global data is then transmitted unobstructed to the ground control terminal 400. In terms of hardware coordination, the propellers 201 provide flight propulsion for the UAV 200. The landing gear 202 at the bottom of the UAV 200 is geometrically well-matched to the conical guide groove 150 of the unmanned surface vessel 100. The wireless charging receiver 204 mounted under its fuselage enables non-contact electromagnetic coupling resonant energy recharge with the deck of the unmanned surface vessel 100 after a tolerance-controlled descent, ensuring its long-endurance relay operation.

[0066] See Figure 6 As the system's "sensing tentacles and execution end" deep underwater, the submersible 300 consists of a submersible hull 310 and an omnidirectional vector thruster 320. The submersible hull 310 integrates a multi-band sonar array and a low-light enhanced vision sensor, responsible for generating high-precision three-dimensional contour point cloud data in low-light and high-turbidity underwater environments. In terms of propulsion architecture, the submersible 300's tail is physically rigidly and communicatively connected to the surface master node unmanned surface vessel 100 via cable 180. The omnidirectional vector thruster 320 on the submersible 300 possesses six degrees of freedom attitude adjustment capabilities, not only used to counteract ocean current disturbances and maintain the tension balance of the towed cable during normal cruising, but also capable of performing highly dynamic close-range reconnaissance and mine clearance / obstacle avoidance micro-manipulation actions upon receiving a high-priority "exclusive takeover" command.

[0067] The multi-domain collaborative unmanned detection and control system comprises an underwater vehicle 300, an unmanned surface vessel 100, an unmanned aerial vehicle 200, and a ground control terminal 400, all interconnected via heterogeneous communication links. In response to collaborative commands, the unmanned surface vessel 100, the unmanned aerial vehicle 200, and the underwater vehicle 300 adaptively adjust their motion states based on a unified spatial dynamic position reference to maintain synchronized movement of the air, water, and underwater equipment within a pre-defined three-dimensional topological formation.

[0068] The unmanned surface vessel 100 acts as the main moving node, continuously broadcasting its dynamic position information as the absolute reference of the system. The unmanned aerial vehicle 200 receives the absolute reference, performs a differential calculation between the absolute reference and its own position information, inputs the result into the airborne controller, and actively adjusts its airspeed and yaw angle. The relative horizontal deviation and relative altitude between the unmanned aerial vehicle 200 and the unmanned surface vessel 100 are constrained within a preset safety threshold, enabling continuous overhead escort monitoring. The submersible 300 acquires real-time tension sensor feedback data from cable 180; combined with the submersible's built-in depth sensor, it dynamically adjusts its multi-vector thrusters through a closed-loop control algorithm; it automatically counteracts water flow disturbances and maintains synchronous escort at a specified water depth directly or diagonally below the unmanned vessel.

[0069] The multi-source UI interactive display logic of the ground control terminal 400 is as follows: after receiving the global data packet, the ground control terminal 400 performs demultiplexing; it performs simultaneous rendering on the user interface, displaying an aerial view, a real-time underwater high-definition video stream, and a converted visual sonar heat map of fish schools.

[0070] The control distribution logic of the ground control terminal 400 supports automated one-click deployment: In the global automation mode, the user sets the area inspection target through the terminal interface; the system automatically calculates the optimal latitude and longitude route of the unmanned vessel 100, and the unmanned aerial vehicle 200 and the underwater vehicle 300 automatically follow the formation without the need for manual intervention in the underlying power control of the three devices.

[0071] When the ground control terminal 400 receives a takeover command from a user for a specific device (such as the submersible 300), it initiates control flow decoupling. The takeover command is encapsulated as a high-priority traversal message and routed directly to the target device via the network link for execution. At the same time, the system automatically sends status suspension commands to the remaining untaken devices, causing them to enter powered anchor hold or spatial position hover mode to prevent excessive dragging of physical cables and ensure the stability of the network relay topology.

[0072] During the mission exit and adaptive resupply closed-loop phase: the system checks whether the mission has been completed or whether a low battery warning has been triggered during each loop. If the exit conditions are met, an automatic return command is triggered. At this point, the physical and mechanical aspects take over control: even if there is a horizontal coordinate error during the descent of the UAV 200 due to wind and waves, as long as its landing gear 202 enters the conical guide groove 150 on the deck of the unmanned vessel 100, it will undergo forced centripetal physical sliding under the combined action of its own gravity and the normal support force of the inclined plane. The landing gear is eventually rigidly locked in the dead point of the groove, thus completely eliminating the control error. At the same time as locking in position, the wireless charging receiver 204 at the bottom of the UAV 200 is precisely aligned with the wireless charging transmitter 160 on the deck with zero error in three dimensions. The system then initiates non-contact wireless energy recharging, thereby completing the automated full life cycle closed loop from mission issuance to resupply recovery.

[0073] In the description of this invention, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention 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 the invention. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this invention can be understood according to the specific circumstances.

[0074] It should be noted that in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0075] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features of the invention herein.

Claims

1. A multi-domain cooperative unmanned detection control method, characterized in that, Includes the following steps: The unmanned surface vessel acquires a coordination command and its current position information. Based on the coordination command and the current position information, it determines the target operating depth of the submersible and the target towing angle of the cable, and sends the target operating depth and the target towing angle to the submersible. The submersible acquires its actual operating depth, the actual drag angle of the cable, and the tension of the cable; based on the actual operating depth, the actual drag angle, the tension, the target operating depth, and the target drag angle, it calculates the thrust compensation vector required by the submersible; and adjusts the thrust of the submersible according to the thrust compensation vector.

2. The multi-domain coordinated unmanned exploration control method according to claim 1, characterized in that, The step of calculating the thrust compensation vector required by the submersible based on the actual operating depth, the actual tow angle, the tension, the target operating depth, and the target tow angle includes the following steps: The underwater vehicle calculates its attitude error vector, the horizontal longitudinal component of the tension, and the vertical depth component of the tension based on the actual operating depth, the actual towing angle, the cable tension, the target operating depth, and the target towing angle. The underwater vehicle calculates the required thrust compensation vector based on the attitude error vector, the horizontal longitudinal component, and the vertical depth component.

3. The multi-domain coordinated unmanned exploration control method according to claim 2, characterized in that, The step of calculating the thrust compensation vector required by the underwater vehicle based on the attitude error vector, the horizontal longitudinal component, and the vertical depth component includes the following steps: The thrust compensation vector is calculated using the following formula: In the formula, Represents the thrust compensation vector. This represents the horizontal longitudinal component of the thrust compensation vector. This represents the component of the thrust compensation vector perpendicular to the depth direction. This represents the proportional gain that is adaptively tuned for the angle. This represents the drag angle error in the attitude error vector. This represents the integral gain with respect to angle adaptive tuning. Represents the time variable of integration. This represents the differential gain with respect to angle adaptive tuning. Indicates the tension of the cable. Indicates the actual drag angle. This represents the horizontal longitudinal component of the feedforward compensation term for the three-dimensional ocean current disturbance moment estimated based on the Kalman observer. This represents the proportional gain that is adaptively tuned for depth. This represents the working depth error in the attitude error vector. This represents the integral gain that is adaptively tuned for depth. This represents the differential gain that is adaptively tuned with respect to depth. This represents the component of the feedforward compensation term for the three-dimensional ocean current disturbance moment estimated based on the Kalman observer in the vertical depth direction.

4. The multi-domain cooperative unmanned detection control method according to claim 1, characterized in that, The multi-domain cooperative unmanned detection control method further includes the following steps: The UAV acquires its own location information, the current location information of the unmanned vessel, and coordination commands, and adjusts the UAV's airspeed and yaw angle based on the UAV's location information, the current location information of the unmanned vessel, and the coordination commands.

5. The multi-domain cooperative unmanned detection control method according to claim 4, characterized in that, The multi-domain cooperative unmanned detection control method further includes the following steps: The submersible identifies underwater obstacles and sends obstacle avoidance commands to the unmanned vessel, including the distance to the obstacle and the azimuth of the obstacle. The unmanned surface vessel calculates a safe obstacle avoidance displacement vector based on the obstacle avoidance command and sends the safe obstacle avoidance displacement vector to the underwater vehicle; The unmanned vessel and the underwater vehicle adjust their respective trajectories according to the safe obstacle avoidance displacement vector to avoid underwater obstacles.

6. The multi-domain cooperative unmanned detection control method according to claim 5, characterized in that, The multi-domain cooperative unmanned detection control method further includes the following steps: The unmanned vessel sends the safe obstacle avoidance displacement vector to the drone; The drone adjusts its flight trajectory based on the safe obstacle avoidance displacement vector.

7. The multi-domain cooperative unmanned detection control method according to claim 4, characterized in that, The unmanned vessel acquires coordination commands, including: Obtain coordination commands from the ground control terminal.

8. The multi-domain cooperative unmanned detection control method according to claim 7, characterized in that, The multi-domain cooperative unmanned detection and control method also includes the following steps: The ground control terminal also acquires detection data from the unmanned vessel, the drone, and the underwater vehicle.

9. A multi-domain cooperative unmanned detection and control system, characterized in that, include: Unmanned boat; The underwater vehicle is connected to the unmanned vessel via a cable; The unmanned vessel is used to acquire coordination instructions and its own current position information, determine the target operating depth of the submersible and the target towing angle of the cable based on the coordination instructions and the current position information, and send the target operating depth and the target towing angle to the submersible. The submersible is used to obtain its actual operating depth, the actual drag angle of the cable, and the tension of the cable; based on the actual operating depth, the actual drag angle, the tension, the target operating depth, and the target drag angle, it calculates the thrust compensation vector required by the submersible; and adjusts the thrust of the submersible according to the thrust compensation vector.

10. The multi-domain cooperative unmanned detection and control system according to claim 9, characterized in that, Also includes: The drone is communicatively connected to the unmanned vessel. The UAV acquires its own location information, the current location information of the unmanned vessel, and coordination commands, and adjusts the UAV's airspeed and yaw angle based on the UAV's location information, the current location information of the unmanned vessel, and the coordination commands.

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