Bimodal semi-submersible unmanned ship with integrated turbulence observation system

Abstract

The utility model relates to the technical field of unmanned ships, in particular to a bimodal semi-submersible unmanned ship with an integrated turbulent flow observation system, which comprises an unmanned ship body, the unmanned ship body comprises a fore peak, an instrument and equipment compartment, a moon pool compartment, a rear battery compartment, a cabin, a stern compartment, a front battery compartment and a fuel tank compartment, a ballast water pump and a liquid level sensor for detecting the liquid level in the two front ballast tanks are respectively arranged in the two front ballast tanks, an integrated turbulent flow observation system integrated with a turbulent flow profile observation instrument, a lowering type acoustic Doppler ocean current profiler and a temperature-salinity-depth instrument is arranged in the moon pool tank, and a lifting mechanism is arranged above the cabin. An automatic opening and closing type cover plate is arranged at the bottom of the moon pool cabin, the device further comprises a controller, by carrying an integrated turbulence observation system, the problem that small-scale turbulence observation frequency is insufficient or time resolution is low is solved, and synchronous observation of turbulence and thermohaline depth / flow is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of unmanned ships, in particular to a dual-mode semi-submersible unmanned ship with an integrated turbulence observation system. Background Art

[0002] Currently, with the progress of technology, there are no technical barriers to using unmanned ships for ocean observation and investigation. Moreover, it has low costs and strong flexibility, achieving twice the result with half the effort, and will surely become a new trend in ocean surveys. The semi-submersible unmanned ship combines the functional characteristics of unmanned ships and submersibles and is currently mainly applied in the fields of nearshore hydrological measurement and topographic mapping. When working, compared with surface unmanned ships, the main hull of this type is below the water surface, and only some appendages of the hull are above the water surface. It can greatly reduce the interference of surface wind and waves, and significantly improve safety and stability.

[0003] "Turbulence" is a small-scale irregular motion in fluids and is called "the last important unsolved problem in classical physics" (Feynman, 1963). It cannot be explained by accurate physical and mathematical expressions and is a bottleneck that has not been broken through in physical oceanography and the entire fluid mechanics theory. The reason for this situation is the lack of sufficient observational data, making it impossible to understand the occurrence law of small-scale turbulent mixing under different conditions. For example, numerical simulation results show that when the resolution of the model can more fully resolve the submesoscale, the sea surface turbulent heat flux shows systematic changes and its intensity approaches the average value (Su et al., 2008), indicating the influence of multi-scale ocean processes such as the submesoscale on turbulence. However, these results have not been confirmed by observations. Therefore, how to break through the shackles of traditional thinking, adopt innovative technical solutions, and obtain sufficient first-hand turbulence data has become the key to achieving a breakthrough in turbulence theory and is also one of the focuses of competition in international ocean and fluid mechanics.

[0004] In addition to affecting the large-scale circulation, water masses, and carbon dioxide distribution by influencing the vertical redistribution of ocean heat, turbulence also has significant climatological effects. In current ocean science and atmospheric science research, small-scale ocean turbulence processes with scales of O(0.1 m)–O(1 m) are a hot topic, which mainly affect climate change by influencing the air-sea interface heat flux. For example, when changing the turbulent mixing coefficient in the ocean interior in an ocean model, the deep circulation structure in the ocean will change drastically (e.g., Simmons et al, 2003); when changing the turbulent mixing intensity of the ocean barrier layer or thermocline in an ocean-climate model, the intensity of El Niño and the Southern Oscillation (ENSO) will change significantly, and ENSO may even be suppressed or even eliminated (e.g., Maes et al., 2005; Meehl et al, 2011). Therefore, turbulent mixing is considered an important theoretical path to improve ENSO prediction in the future (Weng et al., 2021).

[0005] Based on the scientific importance of turbulence and its close connection with climate and human ocean activities, clarifying the impact of "turbulence" has also become a major need. Currently, there is a lack of in-depth understanding of the occurrence law of turbulent mixing, including its temporal and spatial distribution variation characteristics and its interaction with multi-scale ocean and atmospheric processes. The inability to establish an accurate relationship between turbulence and other processes further restricts the understanding of the redistribution processes of ocean heat, salinity, carbon dioxide concentration, etc. caused by it, making it impossible for traditional ocean and ocean-atmosphere dynamic models to well parameterize sub-grid processes, affecting the accurate construction of ocean and ocean-atmosphere numerical models, leading to prediction deviations for high-impact events such as typhoons and ENSO, and also affecting the understanding of the process of the ocean absorbing and storing carbon dioxide. At the same time, the depth of influence of turbulent mixing can reach up to hundreds of meters, significantly changing the density structure in the vertical direction of the water body, thus affecting the direction and intensity of underwater sound propagation, and having an important impact on the operation stability, maneuverability, and communication safety of underwater platforms. The lack of understanding of the "turbulence" process and mechanism leads to the inability to accurately predict the variation of the ocean background and the underwater sound propagation field, restricting the mobility and safety of underwater mobile platforms, and therefore becoming a major demand problem that urgently needs to be solved.

[0006] There are three reasons why the theory of ocean turbulence has been difficult to make breakthroughs for a long time. First, there is a lack of long-term continuous and high-frequency turbulence observations, which makes it impossible to fully observe all the physical laws contained in the turbulence process and find out the variation laws of turbulent mixing. Currently, most small-scale turbulence observations are limited to single-point and single-profile observations, similar to the blind men feeling an elephant, unable to form effective samples and discover the real laws. Second, current scientific research vessels do not have the ability to automatically lower turbulence observation equipment and temperature-salinity-depth / current observation equipment simultaneously. Separately observing turbulence and temperature-salinity-depth / current is extremely labor-consuming and unsustainable. It not only makes the observation times out of sync but also greatly reduces the time continuity. That is to say, due to the limitations of instrument equipment, it is also impossible to achieve synchronous observation of turbulence and temperature-salinity-depth / current and high-frequency high-ergodicity sampling, which hinders the research on the generation and variation mechanism of turbulence. Finally, current observations are mostly single-vessel observations or continuous observations of moored buoys that are far apart. Neither of them can achieve coordinated observation and high vertical resolution observation within the sub-mesoscale and mesoscale, which hinders the research on the influence of multi-scale processes on turbulence. Summary of the Invention

[0007] In view of the deficiencies of the above-mentioned prior art, a dual-mode semi-submersible unmanned vessel with an integrated turbulence observation system is provided. By carrying an integrated turbulence observation system, the problem of insufficient small-scale turbulence observation frequency or low time resolution is solved, and synchronous observation of turbulence and temperature-salinity-depth / current is achieved.

[0008] To solve the above technical problems, the technical solution adopted by the present utility model is that a dual-mode semi-submersible unmanned vessel with an integrated turbulence observation system includes an unmanned vessel body. The unmanned vessel body is successively provided with a bow peak tank, an instrument equipment cabin, a moon pool cabin, a rear battery cabin, an engine room, and a stern cabin from the bow to the stern. A front battery cabin is provided below the instrument equipment cabin, fuel tank cabins are provided on both sides of the front battery cabin, front ballast tanks are provided on both sides of the moon pool cabin, and a ballast water pump with a forward and reverse function for filling or emptying the two front ballast tanks with seawater and a liquid level sensor for detecting the liquid level in the two front ballast tanks are respectively provided in the two front ballast tanks. An integrated turbulence observation system integrating a turbulence profiler, a lowered acoustic Doppler current profiler, and a temperature-salinity-depth instrument is provided in the moon pool cabin. A lifting mechanism for lifting and lowering the integrated turbulence observation system is provided above the engine room. An automatically opening and closing cover plate is provided at the bottom of the moon pool cabin. A controller is also included.

[0009] The above-mentioned dual-mode semi-submersible unmanned ship with an integrated turbulence observation system, the integrated turbulence observation system includes an instrument cabin and a probe cabin. There is a floating platform on the upper part of the instrument cabin, a bracket on the bottom of the instrument cabin, a fixed plate in the instrument cabin, a micro battery compartment and a turbulence profile observer on the fixed plate. A conductivity-temperature-depth (CTD) instrument is vertically arranged on the outer wall of the instrument cabin through a positioning block. There is a connecting piece on the bottom of the instrument cabin, and a lowered acoustic Doppler current profiler and a battery compartment are correspondingly arranged on the connecting piece. Deceleration wings are correspondingly arranged under the floating platform.

[0010] The above-mentioned dual-mode semi-submersible unmanned ship with an integrated turbulence observation system, the lifting mechanism includes a winch base, a winch body arranged on the winch base, a cable and two correspondingly arranged guide rollers. It also includes a first seat plate arranged outside the moon pool cabin. There is a first pulley and a first pulley frame under the first seat plate. A guide rod rotatably connected to the first pulley frame is arranged on the first pulley frame, and a guide wheel is arranged on the guide rod. A second seat plate is arranged on the inner wall of the moon pool cabin. A second pulley and a second pulley frame are arranged on the second seat plate. A conduit allowing the cable to pass through is arranged on the cabin wall of the moon pool cabin. A hanging plate is arranged above the cylinder body, and a hanging hole is arranged on the hanging plate.

[0011] The above-mentioned dual-mode semi-submersible unmanned ship with an integrated turbulence observation system is provided with rear ballast tanks extending backward on both sides of the engine room for assisting the ship's self-righting, and also includes two regulating water pumps for regulating the water volume in the rear ballast tanks.

[0012] The above-mentioned dual-mode semi-submersible unmanned ship with an integrated turbulence observation system is provided with wireless charging transmitting coils in a circular array on the floating platform, and wireless charging receiving coil devices in a circular array under the wireless charging transmitting coils.

[0013] The above-mentioned wireless charging receiving coil device of the dual-mode semi-submersible unmanned ship with an integrated turbulence observation system includes a first circular seat. There is a waterproof potting layer in the first circular seat. A second circular seat is arranged above the waterproof potting layer. A pressure-resistant potting layer is arranged in the second circular seat. A wireless charging receiving coil is arranged above the pressure-resistant potting layer. It also includes an independent charging controller.

[0014] The above-mentioned connecting piece of the dual-mode semi-submersible unmanned ship with an integrated turbulence observation system includes a first hoop arranged at the bottom of the instrument cabin, and second hoops correspondingly arranged on both sides of the first hoop and connected to the first hoop.

[0015] The number of the above-mentioned wireless charging receiving coil devices of the dual-mode semi-submersible unmanned ship with an integrated turbulence observation system is eight, and the number of independent charging controllers is 8 channels; the number of the micro battery compartments is six, and lithium batteries are arranged in each micro battery compartment.

[0016] In the above-mentioned dual-mode semi-submersible unmanned ship with an integrated turbulence observation system, a wireless data transmission module is also provided on the fixed plate.

[0017] In the above-mentioned dual-mode semi-submersible unmanned ship with an integrated turbulence observation system, two marine diesel engines, two marine gearboxes, and two sets of jet pumps are provided in the engine room.

[0018] The beneficial effects of the dual-mode semi-submersible unmanned ship with an integrated turbulence observation system of the present utility model are that the hull and the integrated turbulence observation system adopt a conformal integrated design, and the integrated turbulence observation system is installed in an embedded manner, which not only ensures the integrity and watertightness of the hull structure, but also reduces the resistance during navigation and ensures the propulsion efficiency.

[0019] It can reach the investigation area by being carried by a mother ship ("Science" ship). After being flexibly released to the target position, it can automatically complete the actions of lowering and recovering the observation equipment to achieve automatic observation. After the equipment is integrated, a single lowering can complete the synchronous observation of the trinity of turbulence / temperature-salinity-depth / current (VMP / CTD / LADCP). After being lowered to the target depth, it can be quickly recovered, and then the second release can be quickly started, repeating in cycles. It is estimated that it can achieve 5-8 high-frequency observations per hour, which is 10 times the speed of manual observation, thus well solving the problem of insufficient observation frequency or low time resolution of small-scale turbulence observation.

[0020] Since the unmanned ship does not affect other operations of the mother ship, it can specifically conduct concentrated observations on turbulence. During the automatic observation of the unmanned ship, the mother ship can sail to other stations for operations without having to take care of the unmanned ship nearby. The unmanned ship can also form a formation with the "Science" mother ship to carry out synchronous collaborative observations. It can not only achieve collaborative observations with both parties in fixed positions, but also achieve synchronous collaborative observations with moving positions. Moreover, their relative positions and distances can be flexibly set according to the marine field conditions, thus well solving the problem of low observation spatial resolution.

[0021] By setting a front ballast tank, a ballast water pump, a liquid level sensor, a controller, and installing two marine diesel engines and two marine gearboxes in the engine room, and providing two jet pumps with dynamic positioning functions behind the two marine diesel engines, the high-speed navigation state on the water surface and the semi-submersible low-speed navigation state are realized, which is convenient for the rapid tracking, multi-point, and high-frequency measurement of typhoons and vortices, and realizes the synchronous detection of one ship equivalent to multiple ships.

[0022] When in semi-submerged navigation, the hull is below the water surface, and only part of the appendages of the hull are above the water surface. This can significantly reduce the interference of wind and waves on the water surface, greatly improving safety and stability. Rear ballast tanks extending backward are provided on both sides of the engine room for assisting the ship's self-righting, and two regulating water pumps for adjusting the water volume in the rear ballast tanks are also included, increasing the water contact area at the bottom of the hull and acting as fin stabilizers. This improves the constant stability in the semi-submerged state, thus providing a stable environment for the precise measurement of the turbulent flow observation equipment. It has the self-righting ability in both dual modes, becoming an "ever-steady" on the sea, meeting the requirements of normal operation in sea state 3 and safe navigation in sea state 4. According to the dual-mode operation requirements, taking into account the hull weight, speed, and endurance performance, the dual-mode conversion is smooth and time-consuming. Brief Description of the Drawings

[0023] Figure 1 It is a side view of the present utility model;

[0024] Figure 2 It is a bottom view of the present utility model;

[0025] Figure 3 It is a schematic diagram of the layout positions of each compartment of the present utility model;

[0026] Figure 4 It is a side view of the lifting mechanism;

[0027] Figure 5 It is a schematic diagram of the working state of the integrated turbulent flow observation system;

[0028] Figure 6 It is a schematic diagram of the structure of the automatic opening and closing cover plate;

[0029] Figure 7 It is a front view of the integrated turbulent flow observation system;

[0030] Figure 8 It is a top view of the floating platform in Embodiment 1;

[0031] Figure 9 It is a top view of the wireless charging transmitting coil in Embodiment 1;

[0032] Figure 10 It is a schematic diagram of the structure of the wireless charging receiving coil device in Embodiment 1;

[0033] Figure 11 It is a schematic diagram of the structure of the first circular seat in Embodiment 1;

[0034] Figure 12 It is a schematic diagram of the structure of the second circular seat in Embodiment 1;

[0035] Figure 13 It is a schematic diagram of the structure of the wireless charging receiving coil in Embodiment 1;

[0036] Figure 14 It is a schematic diagram of the internal structure of the battery compartment in Embodiment 1;

[0037] Figure 15 It is a top view of the floating platform in Embodiment 2. Specific Embodiments

[0038] The following will make a detailed description of the present utility model in conjunction with the accompanying drawings and specific embodiments.

[0039] Embodiment 1

[0040] As Figure 1-14 shown, a dual-mode semi-submersible unmanned ship with an integrated turbulence observation system includes an unmanned ship body 1. The unmanned ship body 1 is successively provided with a bow peak tank 2, an instrument and equipment compartment 3, a moonpool compartment 4, a rear battery compartment 5, an engine room 6, and a stern compartment 7 from the bow to the stern. A front battery compartment is provided below the instrument and equipment compartment 3. Fuel tank compartments 8 are provided on both sides of the front battery compartment. Front ballast compartments 9 are provided on both sides of the moonpool compartment 4. The diameter of the moonpool compartment 4 is not less than 550 mm. A convex deck 14 is provided in the middle of the unmanned ship body 1. A weathertight hatch cover is provided on the convex deck. A navigation radar and an antenna are provided above the instrument and equipment compartment. The lifting mast 15 is adopted for the bearing method. After descending, the equipment above the lifting mast is embedded into the convex deck. Hardware equipment of the navigation control system and power distribution equipment are provided in the instrument and equipment compartment. By means of technologies such as the semi-submersible mode and the lifting mast, the windward area is reduced and the stability is enhanced. A ballast water pump with a forward and reverse function for filling or emptying the two front ballast compartments with seawater and a liquid level sensor for detecting the liquid level in the two front ballast compartments are respectively provided in the two front ballast compartments. An integrated turbulence observation system 31 integrating a turbulence profiler, a downward acoustic Doppler current profiler, and a CTD is provided in the moonpool compartment. A lifting mechanism for lifting the integrated turbulence observation system is provided above the engine room. An automatically opening and closing cover plate is provided at the bottom of the moonpool compartment. The automatically opening and closing cover plate includes two rod bodies whose tops are rotatably connected to the inner wall of the moonpool compartment 4. Cover plate bodies 16 rotatably connected to the two rod bodies are respectively provided at the bottoms of the two rod bodies, and hydraulic cylinders 17 for driving the cover plate bodies 16 to operate and hinged to the inner wall of the moonpool compartment 4 are provided, which are symmetric left and right. It also includes a controller. The controller is a PLC.

[0041] The integrated turbulence observation system includes an instrument cabin 32 and a probe cabin 33. There is a floating platform 34 above the instrument cabin 32, a support 35 at the bottom of the instrument cabin 32, a fixed plate 36 inside the instrument cabin 32, a micro battery compartment 37 and a turbulence profile detector 38 on the fixed plate 36. A conductivity-temperature-depth (CTD) profiler 40 is vertically arranged on the outer wall of the instrument cabin 32 through a positioning block 39. A connecting piece is provided at the bottom of the instrument cabin 32, and a lowered acoustic Doppler current profiler (LADCP) 41 and a battery compartment 42 are correspondingly arranged on the connecting piece. Watertight connectors 43 are provided on both the lowered acoustic Doppler current profiler and the battery compartment. The battery compartment includes a compartment body, cover bodies 44 provided at both ends of the compartment body, and a battery support 45 provided inside the compartment body for carrying batteries. Deceleration wings 55 are correspondingly arranged below the floating platform 34. The connecting piece includes a first hoop 46 provided at the bottom of the instrument cabin 32, and second hoops 47 correspondingly arranged on both sides of the first hoop 46 and connected to the first hoop 46. Through the above structure, the lowered acoustic Doppler current profiler and the CTD profiler are made to be as far away from the probe of the turbulence profile detector as possible, eliminating the influence of the lowered acoustic Doppler current profiler and the CTD profiler on the shear probe of the turbulence profile detector during the lowering process, and facilitating the acquisition of high-quality turbulence profile data. The height of the integrated turbulence observation system is 1650 mm, and the maximum diameter is not greater than 300 mm. The weight in air is about 78.7 kg.

[0042] The lifting mechanism includes a winch base 18, a winch body 19 provided on the winch base 18, a cable 20 and two correspondingly arranged guide rollers 21. It also includes a first seat plate 22 provided outside the moonpool cabin 4. A first pulley 23 and a first pulley bracket 24 are provided below the first seat plate 22. A guide rod 25 rotatably connected to the first pulley bracket 24 is provided on the first pulley bracket 24. A guide wheel 26 is provided on the guide rod 25. A second seat plate 27 is provided on the inner wall of the moonpool cabin 4. A second pulley and a second pulley bracket 28 are provided on the second seat plate. A conduit 29 allowing the cable to pass through is provided on the cabin wall of the moonpool cabin. A hanging plate is provided above the cylinder body, and a hanging hole is provided on the hanging plate.

[0043] Wireless charging transmitting coils 48 are annularly arrayed on the floating platform. Wireless charging receiving coil devices are annularly arrayed below the wireless charging transmitting coils 48. The wireless charging receiving coil devices include a first circular seat 49. A waterproof potting layer 50 is provided inside the first circular seat 49. A second circular seat 51 is provided above the waterproof potting layer 50. A pressure-resistant potting layer 52 is provided inside the second circular seat 51. A wireless charging receiving coil 53 is provided above the pressure-resistant potting layer 52. It also includes an independent charging controller 56.

[0044] The number of the wireless charging receiving coil devices is eight, and the number of the independent charging controllers is 8 channels; to ensure an ideal charging effect, a mode of using 1 wireless charging transmitting coil corresponding to 2 wireless charging receiving coils is adopted; so that the 8 coils can work at full power. The number of the micro battery compartments is six, and lithium batteries are arranged in each micro battery compartment.

[0045] A camera 30 is further arranged on the unmanned ship body 1. Frame rate of the camera: 50Hz: 25fps (1920×1080, 1280×960, 1280×720), 50fps (1280×960, 1280×720); Optical zoom: 23x zoom; Digital zoom: 16x zoom; Infrared irradiation distance ≥100m; Focal length: 4.8 - 115mm; Horizontal viewing angle: 64.5 - 3.2° (wide angle - telephoto); Adjustment range: horizontal 360°, vertical -15° to 90°; Storage function supports MicroSD / SDHC / SDXC card (256G); Video compression standard: H.265 / H.264 / MJPEG.

[0046] In each of the two fore ballast tanks 9, there is respectively provided a ballast water pump with forward and reverse functions for filling the two fore ballast tanks with seawater or emptying them, and a liquid level sensor. Through the above system, rapid switching between the high-speed and semi-submerged navigation modes is achieved. The two ballast water pumps are respectively arranged at the bottom of the two fore ballast tanks, with a pump flow rate ≥ 100 L / min, and can be quickly filled / emptied within 20 minutes. The liquid level sensor in the ballast tank can feedback the liquid level state in the tank to the navigation control module. The navigation control module sends a signal to the controller according to the instructions of the on-board control module to inject or discharge seawater into the ballast tank, realizing the dual-mode switching. There are 2 marine diesel engines 12, 2 marine gearboxes, and 2 sets of jet pumps 13 in the engine room. The marine diesel engine is a Japanese YANMAR marine diesel engine. The gearboxes are 2 ZF68 marine gearboxes produced by German ZF Company, with a speed ratio of 1.514. The jet pump is a KAMEWA FF240 water jet propulsion device, which can provide dynamic positioning control. The dual-mode semi-submersible unmanned ship has structural features such as a single hull, single deck, and a mid-“V” type sharp bilge to ensure the high-speed navigation ability on the water surface. When in semi-submerged navigation, it is in the low-profile vessel (LPV) state. Because of its very low profile, the low-profile vessel has the function of reducing the characteristic signal in the infrared, radar, visual, acoustic, and electronic warfare spectra, thus having good stealth performance. The mid-“V” hull design reduces the high-speed navigation resistance in waves and improves the seakeeping performance. When in semi-submerged navigation, the hull is below the water surface, and only part of the appendages of the hull are above the water surface. It can greatly weaken the interference of wind and waves on the water surface, and greatly improve the safety and stability. There are rear ballast tanks 10 extending backward on both sides of the engine room for assisting the ship's self-righting, and also including two regulating water pumps 11 for adjusting the water volume in the rear ballast tanks, increasing the contact area of the hull bottom with water, and playing the role of anti-rolling fins. It improves the constant stability in the semi-submerged state, thus providing a stable environment for the accurate measurement of the integrated turbulence observation system. It has the self-righting ability in both dual modes, becoming an “upside-down tumbler” on the sea, meeting the normal operation under sea state 3 and safe navigation under sea state 4. According to the dual-mode operation requirements, taking into account the hull weight, speed, and endurance performance, the dual-mode conversion is smooth and time-consuming is less. The dimensions of the dual-mode semi-submersible unmanned ship in length, width, and height are: 8.5 × 2.5 × 2.6 meters. It is made of high-performance composite materials mainly including aramid and carbon fiber, and the core materials are selected as Balsa and PVC, etc. The weight ≯ 8t, making it light in weight and strong in strength. It can be single-point hoisted and lowered by the mother ship, propelled by dual diesel engines and dual jet pumps. The dual mode is controlled by the ballast water tank, and the conversion time ≮ 10 minutes. The full-load displacement in the high-speed water surface state is 7.45t, and the speed is 25 kn. The full-load displacement in the semi-submerged state is 11.69t, and the speed is 5 kn. It is equipped with 2300L of fuel and 80 kW·h of lithium batteries, meeting the high-speed water surface endurance ≮ 450 n miles or the semi-submerged working endurance ≮ 360 h.

[0047] Example 2

[0048] The same parts of this embodiment as those of Embodiment 1 will not be described again. The differences are as follows. As Figure 15 shown, a wireless data transmission module 54 is further provided on the fixing plate. The wireless data transmission module 54 is connected to the on-board data server through a serial port, and transmits the data in the VMP memory to the on-board data server, realizing the real-time acquisition of on-site observation data with a large sample size. The wireless data transmission module is a prior art and will not be described again here. Transmitting the data in the VMP memory to the on-board data server realizes the real-time acquisition of on-site observation data with a large sample size. With the help of the turbulent profile data processing system, the turbulent mixing characteristic information of a specific sea area is obtained. Combining new technologies such as China's independent satellite communication system and intelligent navigation control system, the real-time transmission of feature-level fusion data is realized, and the turbulent mixing process in the deep ocean is live broadcast on-site.

[0049] Certainly, the above description is not a limitation to the present utility model, and the present utility model is not limited to the above examples either. Changes, modifications, additions or substitutions made by those of ordinary skill in the art within the scope of the essence of the present utility model shall also fall within the protection scope of the present utility model.

Claims

1. A dual-mode semi-submersible unmanned vessel with an integrated turbulence observation system, comprising an unmanned vessel body, characterized in that: The unmanned ship body is successively provided with a bow peak tank, an instrument equipment cabin, a moonpool cabin, a rear battery cabin, an engine room, and a stern cabin from the bow to the stern. A front battery cabin is arranged below the instrument equipment cabin, fuel tank cabins are arranged on both sides of the front battery cabin, front ballast tanks are arranged on both sides of the moonpool cabin, and a ballast water pump with a forward and reverse function for filling or emptying the two front ballast tanks with seawater is respectively arranged in the two front ballast tanks, as well as a liquid level sensor for detecting the liquid level in the two front ballast tanks. An integrated turbulence observation system integrating a turbulence profile observation instrument, a lowered acoustic Doppler current profiler, and a CTD is arranged in the moonpool cabin. A lifting mechanism for lifting and lowering the integrated turbulence observation system is arranged above the engine room. An automatically opening and closing cover plate is arranged at the bottom of the moonpool cabin, and a controller is also included.

2. The dual-mode semi-submersible unmanned vessel with an integrated turbulence observation system according to claim 1, characterized in that, The integrated turbulence observation system includes an instrument cabin and a probe cabin. A floating platform is arranged at the upper part of the instrument cabin, a bracket is arranged at the bottom of the instrument cabin, a fixing plate is arranged in the instrument cabin, a micro battery compartment and a turbulence profile observation instrument are arranged on the fixing plate, a CTD is vertically arranged on the outer wall of the instrument cabin through a positioning block, a connecting piece is arranged at the bottom of the instrument cabin, a lowered acoustic Doppler current profiler and a battery compartment are correspondingly arranged on the connecting piece, and deceleration wings are correspondingly arranged below the floating platform.

3. The dual-mode semi-submersible unmanned vessel with an integrated turbulence observation system according to claim 2, characterized in that, The lifting mechanism includes a winch seat, a winch body arranged on the winch seat, a cable, and two correspondingly arranged guide rollers. It also includes a first seat plate arranged outside the moonpool cabin, a first pulley and a first pulley bracket arranged below the first seat plate, a guide rod rotatably connected to the first pulley bracket is arranged on the first pulley bracket, a guide wheel is arranged on the guide rod, a second seat plate is arranged on the inner wall of the moonpool cabin, a second pulley and a second pulley bracket are arranged on the second seat plate, a conduit allowing the cable to pass through is arranged on the cabin wall of the moonpool cabin, a hanging plate is arranged above the cylinder body, and a hanging hole is arranged on the hanging plate.

4. The dual-mode semi-submersible unmanned ship with an integrated turbulence observation system according to claim 3, characterized in that, Rear ballast tanks extending rearward for assisting the ship's self-righting are arranged on both sides of the engine room, and two regulating water pumps for regulating the water volume in the rear ballast tanks are also included.

5. The dual-mode semi-submersible unmanned ship with an integrated turbulence observation system according to claim 4, characterized in that, Wireless charging transmitting coils are annularly arrayed on the floating platform, and a wireless charging receiving coil device is annularly arrayed below the wireless charging transmitting coils.

6. The dual-mode semi-submersible unmanned ship with an integrated turbulence observation system according to claim 5, characterized in that, The wireless charging receiving coil device includes a first circular seat, a waterproof potting layer is arranged inside the first circular seat, a second circular seat is arranged above the waterproof potting layer, a pressure-resistant potting layer is arranged inside the second circular seat, a wireless charging receiving coil is arranged above the pressure-resistant potting layer, and an independent charging controller is also included.

7. The dual-mode semi-submersible unmanned ship with an integrated turbulence observation system according to claim 6, characterized in that, The connecting piece includes a first hoop arranged at the bottom of the instrument cabin, and second hoops correspondingly arranged on both sides of the first hoop and connected to the first hoop.

8. The dual-mode semi-submersible unmanned vessel with an integrated turbulence observation system according to claim 7, characterized in that, The number of the wireless charging receiving coil devices is eight, and the number of the independent charging controllers is 8 channels; the number of the micro battery compartments is six, and lithium batteries are arranged in each micro battery compartment.

9. The dual-mode semi-submersible unmanned ship with an integrated turbulence observation system according to claim 8, characterized in that, A wireless data transmission module is also arranged on the fixing plate.

10. The dual-mode semi-submersible unmanned ship with an integrated turbulence observation system according to claim 9, characterized in that, Two marine diesel engines, two marine gearboxes, and two sets of jet pumps are arranged in the engine room.

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