A navigation stabilization device for small and medium-sized unmanned vessels and small and medium-sized unmanned vessels

Abstract

This utility model discloses a navigation stabilization device for small and medium-sized unmanned surface vessels (USVs), comprising: multiple damping plates disposed on both sides of the bow of the hull, the damping plates being located below the load line, which is the horizontal line at the water surface position when the hull is under its maximum permissible load; the multiple damping plates are arranged with gradually increasing height towards the bow of the hull, and adjacent damping plates have an overlapping area in the vertical direction. This utility model, by arranging multiple damping plates with gradually increasing height and overlapping areas in the vertical direction on both sides of the bow, can progressively increase the vertical resistance area of ​​the bow, significantly enhancing the hull's ability to reduce sway and maintain stability when facing waves, thus significantly improving the hull's stability and impact resistance. This arrangement not only ensures the navigation stability of the vessel in harsh water conditions but also prevents cracking or damage to the hull structure.

Description

Technical Field

[0001] This utility model relates to the field of ship technology, and in particular to a navigation stabilization device for small and medium-sized unmanned vessels and the small and medium-sized unmanned vessels themselves. Background Technology

[0002] Small and medium-sized unmanned vessels are crucial equipment in the current development and utilization of deep ocean resources, widely used in patrol and law enforcement, marine scientific surveys, and the operation and maintenance of offshore facilities. However, due to their small size and limited displacement, these vessels are easily affected by external environmental factors such as waves and strong winds in complex sea conditions, resulting in insufficient navigational stability and limitations on operational safety and capabilities. Especially in severe sea conditions, the vessel's attitude can change drastically, leading to unstable equipment operation and even structural damage.

[0003] In existing technologies, to improve the stability of small and medium-sized unmanned surface vessels (USVs), damping structures or other stabilization devices are typically installed at the bow or sides of the hull to increase hydrodynamic resistance and thus reduce hull roll. Existing stabilization devices for small and medium-sized USVs utilize large-area damping plates, which can improve stability to some extent, but also have significant drawbacks: firstly, large-area damping plates can cause stress concentration at the bow under surge impact, making them prone to cracks or structural fatigue, thereby affecting the overall reliability of the hull. Utility Model Content

[0004] The technical problem to be solved by this utility model is: how to reduce the pitch and roll amplitude of a ship, improve the propulsion efficiency of the ship's propulsion system in the horizontal direction, and further improve the ship's propulsion energy efficiency while improving the ship's sailing comfort.

[0005] To solve the above-mentioned technical problems, this utility model provides a navigation stabilization device for small and medium-sized unmanned vessels, including: multiple damping plates, which are disposed on both sides of the bow of the hull and located below the load line; the multiple damping plates are arranged with gradually increasing height towards the bow of the hull, and adjacent damping plates have overlapping areas in the vertical direction.

[0006] Furthermore, the damping plate includes a first baffle and a second baffle, both of which are disposed on the hull. The bottom surfaces of the first baffle and the second baffle are parallel to the horizontal plane. The first end of the first baffle is connected to the first end of the second baffle. The thickness of the first baffle gradually decreases from the first end to the second end, and the thickness of the second baffle gradually decreases from the first end to the second end.

[0007] Furthermore, the first baffle is located at one end of the second baffle near the bow of the hull, and the second end of the first baffle has an acute angle structure.

[0008] Furthermore, the length of the first baffle towards the bow of the hull is greater than the length of the second baffle towards the bow of the hull.

[0009] Furthermore, the thickness of the first baffle and the second baffle gradually decreases in the direction away from the hull.

[0010] Furthermore, the first baffle and the second baffle are integrally formed.

[0011] Furthermore, multiple of the damping plates are located above the bowpost of the ship.

[0012] Furthermore, the length of the overlapping area of ​​the damping plate is greater than one-fifth of the length of the damping plate.

[0013] Furthermore, the projected area of ​​the plurality of damping plates in the vertical direction is greater than one-tenth of the projected area of ​​the bow in the vertical direction.

[0014] This utility model also provides a small to medium-sized unmanned vessel, including a hull, a propeller, and the aforementioned small to medium-sized unmanned vessel navigation stabilization device. The propeller is disposed on the stern of the hull, and the small to medium-sized unmanned vessel navigation stabilization device is disposed on the bow of the hull.

[0015] Compared with the prior art, the navigation stabilization device for small and medium-sized unmanned vessels provided in this embodiment of the utility model has the following advantages: By setting multiple damping plates with gradually increasing height and overlapping areas in the vertical direction on both sides of the bow, the multiple damping plates with increasing height can gradually expand the vertical resistance area of ​​the bow, which significantly enhances the hull's ability to reduce sway and stabilize when facing waves, and significantly improves the hull's stability and impact resistance. Since the damping plates are located at the bow of the ship, they form a lever structure with the propeller as the fulcrum in terms of mechanics, which amplifies the reverse force generated by damping, further improving the overall vibration reduction and stabilization effect. This arrangement structure not only ensures the navigation stability of the ship in harsh water conditions, but also avoids the cracking or damage to the hull structure caused by the stress concentration due to a single large-area damping plate structure. Attached Figure Description

[0016] Figure 1 This is a front view of the navigation stabilization device for small and medium-sized unmanned vessels provided by this utility model;

[0017] Figure 2 This is a right view of the navigation stabilization device for small and medium-sized unmanned vessels provided by this utility model;

[0018] Figure 3This is a plan view of the damping plate of the navigation stabilization device for small and medium-sized unmanned vessels provided by this utility model.

[0019] The correspondence between the reference numerals and the component names is as follows:

[0020] 1. Hull; 11. Bow; 12. Stern; 2. Damping plate; 21. First baffle; 22. Second baffle; 3. Propeller. Detailed Implementation

[0021] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope. It should be noted that, unless otherwise specifically stated, the relative arrangement and numerical values ​​of the components and steps described in these examples do not limit the scope of this utility model.

[0022] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0023] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0024] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0025] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0026] like Figures 1 to 3 As shown in the figure, this utility model embodiment discloses a small and medium-sized unmanned vessel navigation stabilization device, including: multiple damping plates 2, which are arranged on both sides of the bow 11 of the hull 1. The damping plates 2 are located below the load line, which is the horizontal line of the water surface position of the hull 1 under the maximum allowable load. The multiple damping plates 2 are arranged with gradually increasing height towards the bow of the hull 1, and adjacent damping plates 2 have overlapping areas in the vertical direction.

[0027] The navigation stabilization device for small and medium-sized unmanned vessels disclosed in this application, by arranging multiple damping plates 2 at progressively increasing height along the bow of the hull 1, with adjacent damping plates 2 overlapping in the vertical direction, effectively expands the vertical resistance area of ​​the bow 11. The progressively increasing height of the damping plates 2 on the wave-facing surface better conforms to the shape of the bow 11 and has a more streamlined structure, significantly enhancing the hull 1's ability to reduce sway and maintain stability when facing waves, thereby significantly improving the damping effect. Furthermore, the increasing height and overlapping arrangement of the damping plates 2 can reduce the impact force of surges over multiple... The damping plates 2 distribute the load evenly, avoiding the problem of concentrated force at the same height caused by a single large-area damping plate 2, thereby reducing the risk of local structural cracking or damage to the bow 11. At the same time, since the damping plates 2 are located at the bow of the ship, they form a lever structure with the propeller 3 as the fulcrum, which amplifies the reverse force generated by damping, further improving the overall vibration reduction and stability effect. Only multiple damping plates 2 need to be installed at the bow 11 to effectively stabilize the ship's movement, which helps to reduce the installation area of ​​the damping plates 2 and reduce the occurrence of structural cracking or damage caused by concentrated force due to large-area damping plates 2.

[0028] Specifically, the stern 12 of the hull 1 is equipped with a propeller 3, and the height of the damping plate 2 is greater than the height of the propeller 3. By making the height of the damping plate 2 at the bow 11 greater than the height of the propeller 3 at the stern 12, the position of the damping plate 2 conforms to the mechanical lever principle. With the propeller 3 at the stern 12 as the fulcrum, a lever structure is formed in the vertical direction, which amplifies the reverse damping force in the vertical direction and reduces the occurrence of structural cracking or damage caused by the force concentration due to the large area of ​​the damping plate 2.

[0029] By installing multiple damping plates 2 with gradually increasing heights and overlapping areas in the vertical direction on both sides of the bow 11, and simultaneously installing a propeller 3 at the stern 12, a coordinated layout with complementary functions is formed. The damping plates 2 on the bow 11 can effectively expand the vertical resistance area and disperse the impact force of surges during navigation, significantly improving the stability and impact resistance of the hull 1; while the propeller 3 at the stern 12 provides stable forward thrust. Since the damping plates 2 are located at the bow, they mechanically form a lever structure with the propeller 3 as the fulcrum, amplifying the reverse force generated by damping and further improving the overall vibration reduction and stability effect. This coordinated arrangement not only ensures the navigation stability of the ship in severe wind and wave environments, but also avoids damage to the hull 1 caused by the force concentration due to a single large-area damping plate 2 structure, thus balancing propulsion efficiency and structural safety, and achieving efficient synergy between the damping of the bow 11 and the propulsion of the stern 12.

[0030] This distributed, layered damping structure maintains the overall strength of the hull 1 while ensuring high stability and reliability even in harsh sea conditions, enhancing operational safety and capability, and extending the service life of the damping device and hull 1 structure. By installing multiple damping plates 2 on both sides of the bow of hull 1, with the height of the damping plates 2 exceeding the height of the propeller 3 and located below the waterline, continuous and effective contact between the damping plates 2 and the water is ensured during navigation. This enhances the ship's stability under swell and strong wind conditions, while preventing the damping structure from interfering with the operation of the propeller 3. The bottom surface of the damping plates 2 is parallel to the horizontal plane, generating a stable hydrodynamic reaction force when impacted by waves, helping to reduce the longitudinal roll amplitude of hull 1.

[0031] Specifically, small and medium-sized unmanned vessels can be one of the following: monitoring vessels, fishing boats, or lifeboats.

[0032] like Figure 1 and Figure 3 As shown, in an optional embodiment of the utility model, the damping plate 2 includes a first baffle 21 and a second baffle 22. Both the first baffle 21 and the second baffle 22 are disposed on the hull 1. The bottom surfaces of the first baffle 21 and the second baffle 22 are parallel to the horizontal plane. The first end of the first baffle 21 is connected to the first end of the second baffle 22. The thickness of the first baffle 21 gradually decreases from the first end to the second end, and the thickness of the second baffle 22 gradually decreases from the first end to the second end.

[0033] By incorporating a first baffle 21 and a second baffle 22 within the damping plate 2, with both having bottom surfaces parallel to the horizontal plane, a stable contact surface is formed with the water during ship navigation. This generates a uniform reverse damping force under wave surge, effectively suppressing the pitching and rolling of the hull 1. The first baffle 21 and the first end of the second baffle 22 are connected, forming an integrated structure that enhances the overall strength and impact resistance of the damping plate 2 under stress, preventing deformation or detachment of individual damping components due to uneven stress.

[0034] By employing a structure where both the first baffle 21 and the second baffle 22 gradually decrease in thickness from one end to the other, a greater thickness is maintained near the hull 1 to enhance fixation and load-bearing capacity, while the thickness gradually decreases at the end farther from the hull 1, reducing water resistance and turbulence interference. This allows the damping device to provide sufficient damping while minimizing its impact on ship speed and propulsion efficiency. This gradually decreasing thickness structure also enables a smooth force transition during wave impact, further reducing stress concentration and improving the uniformity of stress distribution and structural safety at the bow of the hull 1. Therefore, this structure not only improves damping effect and ship stability but also extends the service life of the damping plate 2 and the hull 1 while maintaining speed and propulsion efficiency, significantly enhancing the operational capability and reliability of small and medium-sized unmanned surface vessels in complex sea conditions. Specifically, the first baffle 21 and the second baffle 22 are integrally formed.

[0035] like Figure 1 and Figure 2 As shown, in an optional embodiment of the utility model, the first baffle 21 is located at one end of the second baffle 22 near the bow of the hull 1, and the second end of the first baffle 21 has an acute angle structure.

[0036] By placing the first baffle 21 at the end of the second baffle 22 near the bow of the hull 1, the first baffle 21 contacts the water before the second baffle 22 when facing the waves. This serves to initially divert the flow and reduce the impact force of the surge, thereby reducing the direct impact pressure on the second baffle 22. This achieves two-stage synergistic damping, improving the overall wind and wave resistance and force dispersion. By making the second end of the first baffle 21 an acute angle structure, the water resistance during ship navigation is effectively reduced, allowing the bow 11 to cut into waves more smoothly, reducing the generation of eddies and turbulence, and thus mitigating the adverse effects of the damping plate 2 on ship speed and propulsion efficiency. Simultaneously, the acute angle end also acts as a wave clipper, directing some wave energy to both sides and dispersing the impact force, helping to reduce the force concentration at the bow of the hull 1 and extending the service life of the hull 1 and the damping structure. Therefore, this structure not only improves the damping effect and the ship's attitude stability, but also reduces hydrodynamic resistance while ensuring the damping effect, balancing the ship's stability and navigation efficiency, thus enabling small and medium-sized unmanned vessels to have higher safety and reliability in complex sea conditions. Specifically, the second end of the first baffle 21 is an acute angle structure of less than 5 degrees.

[0037] like Figure 1 and Figure 3 As shown, in an optional embodiment of the utility model, the length of the first baffle 21 towards the bow of the hull 1 is greater than the length of the second baffle 22 towards the bow of the hull 1.

[0038] By setting the length of the first baffle 21 at the bow of the hull 1 to be greater than the length of the second baffle 22, the first baffle 21 forms a longer force-bearing and flow-guiding path when encountering waves. This allows it to play a more significant wave-cutting and flow-diverting role in the initial stage of contact between the bow 11 and the waves, thereby effectively reducing the impact intensity of the surge on the bow of the hull 1. The longer first baffle 21 not only increases the contact area with the water and improves the vertical damping effect of the ship, but also forms a smooth transition area to a certain extent, allowing the surge energy to be gradually decomposed and transferred, avoiding instantaneous concentration on the bow 11, thus improving the uniformity of force distribution and the structural safety of the hull 1. At the same time, the shorter second baffle 22 can play an auxiliary damping role in the secondary water flow after the wave-cutting by the first baffle 21, forming a two-level, differentiated damping structure. This allows the entire damping system to have both strong wave-cutting capability and a force-buffering effect.

[0039] Therefore, this structure not only improves the wave resistance of small and medium-sized unmanned vessels in complex sea conditions, but also effectively extends the service life of the hull and damping structure. While ensuring the stability of the vessel, it reduces the risk of damage caused by stress concentration, thereby significantly improving the vessel's operational capability and reliability.

[0040] like Figure 1 As shown, in an optional embodiment of the utility model, the thickness of the first baffle 21 and the second baffle 22 gradually decreases in the direction away from the hull 1.

[0041] By gradually reducing the thickness of the first baffle 21 and the second baffle 22 in the direction away from the hull 1, the damping plate 2 exhibits a transitional structure from thick to thin. This structure maintains a greater thickness at the end closer to the hull 1, ensuring the connection strength and stability between the damping plate 2 and the hull 1, better withstanding the impact of wave surges, and improving the overall reliability of the structure. Simultaneously, the gradually thinning thickness at the end away from the hull 1 effectively reduces water resistance during navigation, ensuring that the damping plate 2, while providing damping, does not significantly affect the ship's speed or propulsion efficiency. The gradual change in thickness also creates a smooth mechanical transition during wave impact, reducing turbulence and abrupt impact changes between the water flow and the damping plate 2, mitigating stress concentration, and thus reducing the risk of cracking or damage to the damping plate 2. Therefore, this structure not only balances the strength and resistance control of the damping plate 2 but also extends the service life of the damping device and the hull 1, achieving a balance between ship stability and navigation efficiency, and significantly improving the operational reliability and safety of small and medium-sized unmanned surface vessels in complex sea conditions.

[0042] Specifically, the thickness of the first baffle 21 and the second baffle 22 gradually decreases in the direction away from the hull 1, and the thickness of the first baffle 21 and the second baffle 22 is zero at the farthest end away from the hull 1.

[0043] like Figure 1 and Figure 2 As shown, in an optional embodiment of the utility model, the first baffle 21 and the second baffle 22 are integrally formed. By designing the first baffle 21 and the second baffle 22 as an integrally formed structure, the overall strength and structural stability of the damping plate 2 can be significantly improved compared to the separate installation method. Since the connection gaps and fastener interfaces of the traditional separate structure are avoided, this design is less prone to loosening, deformation, or detachment under the impact of surges and strong winds, thereby improving the reliability and durability of the damping device. Furthermore, the integral structure reduces the number of parts and assembly steps, simplifying the manufacturing and installation process of the ship and reducing production and maintenance costs. At the same time, the integrated structure can achieve a more uniform stress distribution, further avoiding cracks and damage caused by stress concentration at the interfaces, and extending the service life of the damping plate 2 and the hull 1. Therefore, this design not only enhances the stability and safety of the damping device in complex sea conditions but also takes into account manufacturing efficiency and service life, providing a more reliable and economical damping structure solution for small and medium-sized unmanned vessels.

[0044] like Figure 1 and Figure 2 As shown, in an optional embodiment of the utility model, a plurality of damping plates 2 are located above the bowpost of the bow 11.

[0045] By placing multiple damping plates 2 above the bow 11, the damping plates 2 can better directly contact the surge while maintaining the structural integrity of the hull 1, thereby improving the damping effect at the point where the water meets the waves. Since the bow 1 is a crucial load-bearing component, placing the damping plates 2 above it not only enhances the stability of this area but also effectively disperses the impact force borne by the bow, reducing the stress concentration on the bow body and minimizing the risk of cracks and damage. Simultaneously, this placement prevents the damping plates 2 from interfering with the propeller 3 below the waterline and other critical components below the waterline, ensuring the normal operation of the propulsion system and the ship's navigation efficiency while fulfilling their damping function. Through this reasonable installation height, the damping plates 2 significantly reduce swaying and reduce wave impact under large waves, further improving the ship's attitude stability and operational safety in complex sea conditions. Therefore, while ensuring the structural safety and propulsion efficiency of the hull, this structure significantly enhances the damping effect and the uniformity of force distribution, enabling small and medium-sized unmanned vessels to have higher wind and wave resistance and reliability.

[0046] like Figure 1 As shown, in an optional embodiment of the utility model, the length of the overlapping area of ​​the damping plate 2 is greater than one-fifth of the length of the damping plate 2.

[0047] By designing the length of the adjacent overlapping area of ​​damping plate 2 to be greater than one-fifth of the length of damping plate 2, a large force overlap area is formed between damping plates 2 in the vertical direction. This design effectively increases the vertical resistance area of ​​the bow 11, allowing damping plates 2 to better disperse the force under wave impact, reducing the stress concentration problem of a single damping plate 2 or local structure of hull 1, thereby reducing the risk of cracks or structural damage. The larger overlap area also enhances the overall stability of damping plates 2, enabling multiple damping plates 2 to work synergistically under wave action, achieving a more uniform force distribution and a smoother damping effect. At the same time, this structure can effectively mitigate the instantaneous transmission of wave impact energy, improve the ship's anti-rolling ability during navigation, improve the attitude stability of hull 1, and enhance the operational safety and reliability of the ship in harsh sea conditions. Therefore, this structure not only enhances the synergistic damping effect of damping plates 2 and the ship's wave resistance performance, but also further extends the service life of hull 1 and damping structure, improving the stability and operational capability of small and medium-sized unmanned vessels in complex sea conditions.

[0048] In one optional embodiment of the utility model, the projected area of ​​the plurality of damping plates 2 in the vertical direction is greater than one-tenth of the projected area of ​​the bow 11 in the vertical direction.

[0049] By setting the vertical projected area of ​​multiple damping plates 2 to be greater than one-tenth of the vertical projected area of ​​the bow 11, the damping plates 2 can provide sufficient vertical resistance under wave surge, effectively suppressing the vertical rolling of the hull 1 and improving the ship's navigation stability. The larger vertical projected area enhances the absorption and dispersion of wave impact by the damping plates 2, making the stress on the bow 11 more uniform and reducing the risk of cracks or damage caused by concentrated stress in local structures. Simultaneously, this structure, while ensuring damping effectiveness, avoids interference with the ship's propeller 3 and structures below the waterline through the rational distribution of the damping plates 2, allowing the damping plates 2 to work in coordination with the hull 1 as a whole, achieving stable navigation attitude and excellent maneuverability. Because flowing water provides reverse resistance to relatively moving objects, and the magnitude of this resistance is linearly related to the object's surface area facing the water and exponentially related to the velocity, the damping plates 2 of the flat plate structure can provide the largest possible vertical area. The projected area of ​​multiple damping plates 2 in the vertical direction is greater than one-tenth of the projected area of ​​the bow 11 in the vertical direction, which can provide greater reverse resistance and thus improve the lateral stability of the unmanned vessel. In complex sea conditions, this structure is beneficial for improving the wind and wave resistance, operational safety, and reliability of small and medium-sized unmanned vessels, while extending the service life of the hull 1 and the damping device.

[0050] In an optional embodiment of the utility model, the damping plates 2 are installed on the left and right sides of the bow 11 by welding or screw connection.

[0051] The damping plate 2 is fixed to the port and starboard sides of the bow 11 using welding or screw connections, ensuring a secure and reliable connection between the damping plate 2 and the hull 1. Welding integrates the damping plate 2 with the hull 1, enhancing overall structural strength and improving impact resistance under swell and strong wind conditions. Screw connections facilitate disassembly and maintenance, making it easier to operate during routine ship inspections or replacement of the damping plate 2, thus improving maintenance convenience and comfort. This fixing method ensures stable operation of the damping plate 2 under complex sea conditions, preventing a decrease in damping effect due to loosening or detachment, thereby maintaining the ship's attitude stability and operational safety during navigation. Simultaneously, the robust fixing method also promotes even stress distribution on the damping plate 2, reducing the risk of structural damage caused by localized stress concentration and extending the service life of both the damping plate 2 and the hull 1.

[0052] When small and medium-sized unmanned surface vessels (USVs) navigate in areas with significant surges, their small size and relatively high speed cause them to experience severe vertical undulation due to the surges and waves generated by the vessel's movement. Multiple horizontally positioned damping plates 2 are arranged below the waterline on both sides of the bow 11 of the USV. When the USV experiences vertical rolling, the damping plates 2, made of elastic damping material, move relative to each other in the vertical direction. The increasing height of the multiple damping plates 2 creates a reverse resistance during this relative movement, passively suppressing the vertical rolling motion of the hull. Compared to existing ship rolling reduction devices, this structure with multiple damping plates 2 is simpler and less expensive. Furthermore, by suppressing the vertical rolling motion of the ship, it also improves the propulsion efficiency of small and medium-sized USVs.

[0053] In one optional embodiment of this utility model, a small to medium-sized unmanned vessel includes a hull, a propeller, and the aforementioned small to medium-sized unmanned vessel navigation stabilization device. The propeller is located on the stern of the hull, and the small to medium-sized unmanned vessel navigation stabilization device is located on the bow of the hull.

[0054] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present utility model, and these improvements and substitutions should also be considered within the protection scope of the present utility model.

Claims

1. A navigation stabilization device for small and medium-sized unmanned surface vessels, characterized in that, include: Multiple damping plates are disposed on both sides of the bow of the hull, and the damping plates are located below the load line, which is the horizontal line of the water surface position when the hull is under the maximum allowable load. The multiple damping plates are arranged with gradually increasing height towards the bow of the hull, and adjacent damping plates have overlapping areas in the vertical direction.

2. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 1, characterized in that, The damping plate includes a first baffle and a second baffle, both of which are disposed on the hull. The bottom surfaces of the first baffle and the second baffle are parallel to the horizontal plane. The first end of the first baffle is connected to the first end of the second baffle. The thickness of the first baffle gradually decreases from the first end to the second end, and the thickness of the second baffle gradually decreases from the first end to the second end.

3. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 2, characterized in that, The first baffle is located at one end of the second baffle near the bow of the hull, and the second end of the first baffle has an acute angle structure.

4. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 3, characterized in that, The length of the first baffle towards the bow of the hull is greater than the length of the second baffle towards the bow of the hull.

5. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 4, characterized in that, The thickness of the first baffle and the second baffle gradually decreases in the direction away from the hull.

6. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 2, characterized in that, The first baffle and the second baffle are integrally formed.

7. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 1, characterized in that, Multiple damping plates are located above the bowpost of the ship.

8. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 1, characterized in that, The length of the overlapping area of ​​the damping plate is greater than one-fifth of the length of the damping plate.

9. The navigation stabilization device for small and medium-sized unmanned vessels according to claim 1, characterized in that, The projected area of ​​the plurality of damping plates in the vertical direction is greater than one-tenth of the projected area of ​​the bow in the vertical direction.

10. A small to medium-sized unmanned surface vessel, characterized in that: The device includes a hull, a propeller, and a small-to-medium-sized unmanned surface vessel (USV) stabilization device as described in any one of claims 1 to 9, wherein the propeller is disposed on the stern of the hull and the USV stabilization device is disposed on the bow of the hull.

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