ES2916299A1 - Unmanned surface and submarine navigation vessel (Machine-translation by Google Translate, not legally binding) - Google Patents

Abstract

Unmanned and underwater navigation hybrid vessel, which is formed by a main body that is submerged at all times under the surface of the water (1), in which a propulsion system, an energy storage system is arranged and an on -board computer, and an auxiliary body (3) arranged on the main body (2), which goes in contact with the surface of the water (1) during the surface navigation of the boat, in which they are willing media. The vessel also presents a maneuvering system in the stern of the main body (2), which by generating hydrodynamic forces provides the boat with piping movements, alabus and wink, and supporting means arranged in the main body (2), the which provide sufficient force to compensate for surface displacement and submerge the vessel. (Machine-translation by Google Translate, not legally binding)

Description

description

Unmanned surface and underwater navigation vessel

field of invention

The present invention belongs to the naval sector, to the technical field of vessels, specifically to autonomous vehicles and more specifically to autonomous surface and underwater navigation vehicles. The present invention relates to an autonomous unmanned vessel for surface and underwater navigation capable of submerging solely due to the action of hydrodynamic forces generated by support means arranged in the vessel that counteract its buoyancy.

Background of the invention

There is currently a growing demand for autonomous unmanned vehicles or vessels for the maritime field, which means that they are offered depending on the operating environment of the same, dividing fundamentally into two groups, the navigation vessels on the surface of the water (USV Unmanned Surface Vehicle), and Submerged Underwater Navigation Vessels (UUV).

For a surface vehicle (USV) it is desirable that it has great stability, as well as survivability for its correct operation regardless of the state of the sea, as well as a minimum resistance to advance. Given that the size of these vehicles is smaller than manned vessels, the Froude number associated with the vehicle and its speed is very high, thus causing resistance due to wave formation to be high. To solve this drawback, two antagonistic solutions can be used, the first of which is to separate the body from the sea surface by means of a lift hull or hydrofoils, or alternatively, use a very slender body in which the angle of entry of the body at sea be as sharp as possible.

The second of the options presents the difficulty that the initial stability of the boat is linearly dependent on the inertia of the flotation section, and this is dependent on the beam of the body. Therefore, this makes it necessary to resort to having a very low center of mass to maintain the stability of the boat.

In the case of underwater vehicles (UUVs), depth control is limited by the use of ballast or vertical thrusters, which increases the complexity and power needs of the vessel and reduces its payload.

Another problem with traditional underwater vehicles (UUV) is that in the event of failure of the propulsion system and/or the ballast system, it is not possible to bring the vessel to the surface by itself, and the use of auxiliary vessels is required. or complex systems.

The maneuverability of underwater vehicles that use lifting surfaces to submerge is much greater than in a conventional submersible, so that once submerged it navigates as if it were an airplane, allowing great flexibility of use.

In addition, the performance of small and medium-sized unmanned underwater vehicles (UUVs) is currently severely limited by energy density, both by the energy storage system and by the power density of the propulsion system. For the latter, the most current trend in the market is to have a direct current system with the highest possible voltage to have high power density in its electric motor, in such a way that a single motor is coupled to the shaft line. that communicates with the propeller, being the most frequent in this type of boats the use of a single propeller.

In this way, an engine failure leaves the vehicle completely immobilized, and can cause a total loss of it, adding the difficulty of recovering it for future repairs.

The high DC voltage entails great risks for the operation and repair of the system, as well as high prices for the associated equipment, due to the difficulties in isolating these, especially difficult in the marine environment and/or on board ships.

It is also desirable that the vessel or vehicle be low cost and expendable in a pinch, for example clearing a path in a naval minefield or carrying an explosive charge to attack a target. This is particularly important in the field of anti-torpedo defense, in which a highly maneuverable vehicle is needed to neutralize these threats and an adequate speed once submerged, of at least 15 knots.

It is therefore desirable to have a lightweight and highly maneuverable unmanned surface and underwater navigation vessel that avoids the drawbacks of both types of vessels existing in the state of the art.

Description of the invention

The present invention solves the existing problems in the state of the art by means of an autonomous unmanned vessel for surface and underwater navigation, which is formed by a main body that during navigation is submerged at all times under the surface of the water, and in in which a propulsion system, an energy storage system and an on-board computer are arranged inside watertight boats, and by an auxiliary body arranged on the main body that is in contact with the water surface during navigation on the surface, protruding at least partially from the water, and in which means of communication are arranged, in such a way that the auxiliary body, including the elements arranged in it, has a density lower than that of water. These means of communication, although they can be of various kinds, are preferably selected from multispectral cameras, radiofrequency antennas, acoustic transducers, GPS antennas, and a combination of all of the above.

Preferably, the auxiliary body can house buoyancy foam inside it, to increase the buoyancy of the boat.

The boat has a maneuvering system located at the stern of the main body, which by generating hydrodynamic forces controls movements in three degrees of freedom and provides the boat with pitch, roll and yaw movements.

In addition, the ship has supporting means arranged on the main body which provide sufficient force to offset the thrust of the ship on the surface and submerge the ship, to achieve underwater navigation. These support means do not have control surfaces, and the force they provide is controlled through the change in the angle of attack of said support means, which in turn determines the own pitch of the boat.

The heaviest elements of the boat are in the main body and the lightest in the auxiliary body, together with flotation foam if it exists. In this way the center of mass is always below the center of thrust in underwater navigation, making it passively stable in this condition. Given that in surface navigation the center of mass of the boat will be located well below its waterline, it will be very stable also in this condition. Having the center of mass below the waterline is essential for the surface stability of a vessel with a reduced beam and inertia in the waterline. This slender flotation is in turn essential for a reduced wave formation resistance.

In particular, the maneuvering system is made up of mobile control surfaces actuated by actuators.

According to different particular embodiments, the mobile control surfaces can have three elements offset from each other by 120°, each of them driven by an independent actuator.

Alternatively, the control surfaces have four elements offset from each other by 90°, each of which is also driven by an independent actuator. According to this alternative embodiment, two of the movable control surface elements are parallel to the plane in which the elements are arranged. supporting means in such a way that the other two are perpendicular to the plane of the supporting means, or else two of the elements of the mobile control surfaces are rotated 45° with respect to the plane in which the supporting means are arranged, thus leaving the another two rotated 45° with respect to the plane perpendicular to the plane of the supporting means.

According to a preferred embodiment of the invention, the supporting means are retractable inside the main body.

According to different particular embodiments of the invention, the supporting means have at least one hydrodynamic profile, preferably being at least one folding and unfolding supporting wing with respect to the main body, said supporting wing being actuated by an actuator. Preferably, the supporting wing is divided into two symmetrical halves with respect to the longitudinal axis of the main body.

In particular, the lift wing actuator may consist of a connecting shaft that is connected to bevel gears, which are connected to tie rods, which are in turn connected to the lift wing.

In particular, the propulsion system has a propulsion propeller arranged at the stern of the main body and directly connected to an electric propulsion assembly by means of a common main shaft.

Preferably, the drive assembly will have at least one electric motor with an electronic speed control system configured to reverse its operation and thus act as an electric power generator that can power the energy storage system.

According to the previous embodiment, preferably the propulsion assembly will have three direct current electric motors with parallel output shafts, which will be connected to the common main shaft by means of sets of pulleys and transmission belts, in addition to a rotary transducer connected to said Common main shaft for propeller position control.

Also preferably, the propeller assembly can have an axial impeller for cooling the electric motors.

With regard to the energy storage system, it can have at least one electric battery module, each one to independently feed the propulsion system, and controlled by a charge and discharge controller.

The energy storage system can also preferably have at least one axial impeller for cooling the electric battery module.

As an alternative to electric batteries, the energy storage system can have a mechanical battery, specifically an inertial battery.

Therefore, the object of the present invention is an autonomous unmanned vehicle that is configured as a monocoque vessel on the surface and that is capable of creating lift in hydrodynamic elements that allow it to submerge and counteract the buoyancy of the vehicle.

This vessel solves the problems existing in the state of the art, since it allows the advantages of a monohull surface vehicle and an underwater vehicle to be combined, as it is equipped with supporting means with which to counteract the buoyancy of the vehicle and thus be able to submerge it.

The vessel object of the present invention improves the underwater and surface performance of existing platforms, so that small models, around 80kg, can exceed 10 knots on the surface and 15 knots submerged, which does not It is possible with current technological developments.

In addition, the boat presents a minimum associated resistance for navigation on the surface and underwater, independence from sea conditions, a minimum number of moving parts and the maximum possible maneuverability.

It also has a propulsion system that has the highest power density with maximum safety and survivability and repairable failure, as well as an energy storage system that is also repairable, Easily inspectable, modular, high security and low probability of equipment power failure.

Brief description of ^the drawings

Next, to facilitate understanding of the invention, by way of illustration but not limitation, an embodiment of the invention will be described with reference to a series of figures.

Figure 1 is a perspective view of the sequence of the immersion by lift of an embodiment of the vessel of the invention, in which the four relevant phases of the process can be seen, beginning with surface navigation and ending with underwater navigation. leveled.

Figure 2 is a perspective view from above of an embodiment of the vessel object of the present invention, showing a deployed supporting wing, during underwater navigation.

Figure 3 is a perspective view from above of the vessel of the previous figure, with the supporting wing folded with respect to the main body, during surface navigation.

Figure 4 is a bottom perspective view of the vessel of Figures 2 to 3, with the lift wing deployed, during underwater navigation.

Figure 5 is a perspective view from below of the boat of Figures 2 to 4, with the lifting wing folded with respect to the main body, during surface navigation.

Figure 6 is a perspective view from below of an embodiment of the interior of the main body of a vessel of the present invention with its lifting wing deployed, during underwater navigation.

Figure 7 is a perspective and bottom view of an embodiment of the interior of the main body of a vessel of the present invention with its lifting wing folded with respect to the main body, during surface navigation.

Figure 8 is a perspective view from above of the interior of the main body of the vessel of Figures 6 to 7, with its lifting wing folded with respect to the main body, during surface navigation.

Figure 9 is a top perspective view of the interior of the main body of the vessel of Figures 6 to 8, with its lift wing deployed, during underwater navigation.

Figures 10a, 10b and 10c are perspective views of the deployment sequence of an embodiment of the lift wing and the actuator that drives it.

Figure 11 is a detailed perspective view of the actuator of figures 10a, 10b and 10c, showing its main elements.

Figure 12 is a perspective view of an embodiment of the drive assembly, with its main elements.

Figure 13 is a perspective view of the drive assembly of the previous figure, without the structures, to show more clearly the shafts, pulleys, belts, motors and coupling elements.

Figure 14 is a perspective view of an embodiment of the energy storage system with four electric battery modules coupled together.

Figure 15 is a detailed perspective view of one of the electric battery modules of the system of the previous figure.

Figure 16 is a detailed perspective view of the battery module of the previous figure, from another side, showing an axial impeller as a cooling means.

Figure 17 shows an embodiment of a boat of the present invention pulled by an auxiliary boat, where the engine acts as a generator.

These figures refer to a set of elements that are:

1. water surface

2. main body of the boat

3. auxiliary body of the boat

4. lift wing

5. Movable control surface actuators

6. moveable control surfaces

7. propeller propeller

8. lift wing actuator

9. multispectral camera

10. radio frequency antennas

11. acoustic transducer

12.GPS antenna

13. drive assembly

14. electric motor

15. electric motor output shaft

16. common main shaft

17. first pulleys arranged on the output shafts of electric motors 18. second pulleys arranged on the common main shaft

19. drive belts

20. axial impeller

21. rotary transducer

22. first watertight housing for the propellant assembly

23. second watertight boat housing the energy storage system

24. electric battery module

25. unit cell of electric batteries

26. charge and discharge controller of the electric batteries module

27. support frame for unit cells of electric batteries

28. stringers of electric battery modules

29. connecting shaft of the actuator to the lift wing

30. lift wing drive bevel gears

31. lift wing actuator main tie rods

32. Secondary wing actuator tie rods

33. third watertight canister for accommodation of the on-board computer

34. dinghy

35. tow line

36. axes of rotation of the symmetrical halves of the airfoil

37. bevel gear shaft

38. rack of loading and unloading controllers

39. support structures of the unit cells of the batteries

40. stringers

Detailed description of the invention

The object of the present invention is an autonomous unmanned vessel for surface and underwater navigation.

As can be seen in the figures, the boat is made up of a main body 2 that during navigation is submerged at all times under the surface of the water 1, and in which, inside watertight boats 22, 23, it is arranged. a propulsion system, an energy storage system and an on-board computer, and by an auxiliary body 3 arranged on the main body 2, which is in contact with the surface of the water 1 at all times during surface navigation , protruding at least partially from the water during said surface navigation, and in which means of communication are arranged, in such a way that the auxiliary body 3, including the elements arranged in it, has a density lower than that of water.

These means of communication are preferably selected, as can be seen in figures 2 to 5, among multispectral cameras 9 that work in the visible or infrared spectrum, radiofrequency antennas 10 for communication outside the water and remote control of the boat and sending and receiving telemetry and other data, acoustic transducers 11 for underwater communication, GPS antennas 12 remote from radio frequency antennas 10 to avoid interference, and a combination of all of the above. Preferably, the boat has two acoustic transducers 11, one arranged in the dorsal part, in the auxiliary body 3, and another in the ventral part in the lower part of the main body 2, so that transmission/reception is ensured regardless of whether the vessel is on the surface communicating with submerged units, or if it is submerged, regardless of the height to the one encountered during underwater navigation. With all these means of communication, the boat can function as an effective communications relay.

Preferably, the auxiliary body 3 can house buoyancy foam inside it, to increase the buoyancy of the boat.

The vessel has a maneuvering system arranged at the stern of the main body 2, which is responsible for generating the hydrodynamic forces necessary to provide the vessel with pitch, roll and yaw movements.

In addition, the boat has supporting means arranged in the main body 2, which are responsible for providing sufficient force to compensate for the thrust of the boat on the surface, and submerge said boat, to carry out underwater navigation.

In particular, the maneuvering system is made up of mobile control surfaces 6 actuated by actuators 8, as can be clearly seen in figures 6 to 9.

According to different particular embodiments, the mobile control surfaces can have three elements offset from each other by 120°, each of them driven by an independent actuator.

Alternatively, the mobile control surfaces 6 have four elements offset from each other by 90°, each of them also being driven by an independent actuator 5 . According to this alternative embodiment, two of the elements of the movable control surfaces 6 are parallel to the plane in which the supporting means are arranged in such a way that the other two are perpendicular to the plane of the supporting means, or else two of the elements of the mobile control surfaces 6 are rotated 45° with respect to the plane in which the supporting means are arranged, thus leaving the other two rotated 45° with respect to the plane perpendicular to the plane of the supporting means, as can be seen in figures 2 to 9.

According to a preferred embodiment of the invention, the supporting means are retractable inside the main body 2.

According to different particular embodiments of the invention, the support means have at least one hydrodynamic profile, preferably being at least one support wing 4 foldable and unfoldable with respect to the main body 2, said support wing 4 being actuated by an actuator 8. Preferably, the supporting wing 4 is divided into two symmetrical halves with respect to the longitudinal axis of the main body 2, as can be seen in detail in figures 2 to 9.

In particular, the actuator 8 of the lift wing 4 is the same for both symmetrical halves, and may consist of a connection shaft 29 that is connected to bevel gears 30, which are connected to tie rods 31, 32, which are in turn connected to the lift wing 4.

The elements and operation of this actuator 8 can be seen in figures 10 and 11. When the connection shaft 29 rotates, the bevel gears 30 located on the axis of rotation orthonormal to this connection axis rotate in opposite directions. Each of these bevel gears 30 is rigidly attached to a main link 31. In this way, as the connecting shaft 29 rotates, the main links 31 rotate in opposite directions. These main tie rods 31 are joined by means of ball joints to the secondary tie rods 32 and these are joined to the supporting wing 4 in an anchorage with a ball joint that transmits the turning movement of the bevel gears 30 through a force that allows the turning of the supporting wing 4 when applied outside the rotation axes 36 of the symmetrical halves of the lift wing 4, creating a moment that allows the lift wing 4 to rotate through its degree of freedom of the rotation axis 36. This can be seen in detail in figure 11 and the sequence in three steps can be seen in figure 10 in which it is seen as the symmetrical halves of the supporting wing 4 joined to the set of secondary tie rods 32 and main tie rods 31 that move due to the joint movement with the bevel gears 30 located on the bevel gear shaft 37.

The immersion movement sequence of the boat is shown in figure 1, where the four phases of the process can be seen.

The boat starts navigating on the surface with the lifting wing 4 folded on the main body 2. After this the boat is configured to submerge, so it unfolds the lifting wing 4. After this the on-board computer arranged in the third watertight boat 33 transmits instructions to the aft maneuvering system to change its position and generate a force that allows creating a moment on the main body 2 that changes its attitude in navigation, creating a pitch towards the bottom. This pitch also causes the lift wing 4 to present an angle of attack with respect to the preceding direction of advance, thus creating a force towards the bottom. This force submerges the boat separating it from the surface of the sea. Once the desired depth is reached the boat stabilizes, reducing the pitch angle for level underwater navigation.

To return to the surface, the boat can carry out these steps in reverse, or simply reduce its speed so that the supporting wing 4 stops generating the necessary force to counteract the displacement, which is greater than the weight of the vehicle, so it returns to the surface in a passive but controlled manner.

In particular, as seen in the figures, the propulsion system has a propulsion propeller 7 arranged at the stern of the main body 2 and directly connected to an electric propulsion assembly 13 by means of a common main shaft 16.

Preferably, the propulsion assembly 13 has at least one electric motor 14 with an electronic speed control system and configured to reverse its operation and thus act as an electric power generator that can power the energy storage system.

According to the previous embodiment, the propulsion assembly 13 will preferably have three direct current electric motors 14 with parallel output shafts 15, which will be connected to the common main shaft 16 by means of sets of pulleys 17, 18 and transmission belts 19, in addition to a rotary transducer 21 connected to said common main shaft 16 to control the position of the propulsive propeller 7.

Also preferably the propeller assembly 13 can have an axial impeller 20 for cooling the electric motors.

Figures 12 and mainly 13 show in detail this preferred embodiment of the drive unit 13.

As can be seen in said figures, the propulsion assembly 13 is located in a first independent watertight boat 22, and preferably has 3 direct current electric motors 14 that have parallel output shafts 15, which are associated with the common main shaft 16 that goes towards the propulsive propeller 7 by means of first pulleys 17 arranged on said output shafts 15 that are joined by means of transmission belts 19 to second pulleys 18 arranged on the common main shaft 16. Jointly joined to the common main shaft 16 is You can see in the figures an axial impeller 20 for cooling that moves the air inside to cool the casings of the electric motors 14. As can be seen, a rotary transducer 21 is also integrally joined to the common main shaft 16 for controlling the the turning position of the common main shaft 16 and therefore of the propulsive propeller 7. This system of several electric motors 14 associated with a main shaft to common 16 allows to achieve a device with maximum power density, with minimum weight, volume and performance without increasing the working voltage of the set, where having a low working voltage is very relevant to provide safe performance in high-intensity environments. humidity and limited access to dedicated facilities for inspection and maintenance of electrical equipment, such as on a warship. This drive assembly 13 requires a specific design of the energy storage system, so that the electric motors 14 can be powered independently, with low voltage and current intensity.

With regard to the energy storage system, it can have at least one electric battery module 24, each one to independently feed the propulsion system, and controlled by a charge and discharge controller 26.

The energy storage system can also preferably have at least one axial impeller 20 for cooling the electric battery module 24.

Figures 14, 15 and 16 show in detail this embodiment of the energy storage system formed by electric battery modules 24, with the essential elements that constitute it.

As can be seen, said figures 14, 15 and 16 show the preferred embodiment of the energy storage system that includes several electric battery modules 24, in this case four modules, each one formed by a plurality of unit cells 25. These electric battery modules 24 are installed inside a second sealed container 23. As can be seen in Figure 14, the modules 24 are associated with each other to increase the capacity of the set, although each of the modules 24 is capable of feeding independently of the three electric motors 14. For this, each of the modules 24 preferably consists of three divisions within it, so that each of these divisions has an associated number of unit cells 25 to provide the necessary voltage to the engine 14 which they feed. As can be seen in figures 15 and 16, each of these three divisions is governed by a charge and discharge controller 26, so it will preferably have three of these charge and discharge controllers 26, being proportional to the subdivisions of the battery module 24. These charge and discharge controllers 26 are housed at one end of the battery module 24, and have a dedicated frame 38 that is attached to the support structures 39 of the unit cells 25 of the batteries , preferably being two support structures 39, one at each end. In these support structures 39, the necessary connections are made to have the three divisions of the battery module 24 and the association of cells 25 to obtain the necessary voltage in the three divisions. As shown in Figure 16, the battery module 24 preferably has an independent cooling system based on an axial impeller 20 that circulates the surrounding air to cool the cells 25 and keep their temperature controlled. This axial driver 20 is attached to the support structure 39 at the opposite end to the charge and discharge controller 26. Preferably, the battery modules 24 are assembled independently and from each other by means of three stringers 40 fixed to the support structures 39 that maintain the structural integrity of the assembly.

As an alternative to electric batteries, the energy storage system can have a mechanical battery, specifically an inertial battery.

Thus, by means of these propulsion means and these energy storage means, if the boat is towed at a sufficient speed, the propeller 7 will turn and with it the electric motor 14 will act as a generator, producing an electric current that will charge the energy storage system. .

This drag loading system means that the boat does not need to be plugged in or loaded on board another auxiliary boat to load, which greatly simplifies vehicle operation. This operation can be clearly seen in Figure 17, in which an auxiliary vessel 34 tows the vessel object of the present invention on the surface through a towing line 35. In this way, mechanical energy is transferred to the towing by the auxiliary vessel 34 and the vessel recovers it mechanically in the propulsive propeller 7, and this movement is transmitted to the common main shaft 16, which moves the electric motors 14 and these charge the energy storage system. Furthermore, the on-board computer can continue to control the movable control surfaces 6 to maintain relative heading and a controlled situation at all times.

This same towing operation can be carried out from the surface or underwater indistinctly.

Claims (20)

1. Autonomous unmanned surface and underwater navigation vessel, characterized in that it comprises - a main body (2) configured to be submerged at all times under the surface of the water (1), in which a propulsion system, an energy storage system and an on-board computer are arranged - an auxiliary body (3) arranged on the main body (2) configured to be in contact with the surface of the water (1) during surface navigation, in which communication means are arranged, said auxiliary body having a density less than that of water, - a maneuvering system arranged at the stern of the main body (2), configured to provide the vessel with pitch, roll and yaw movements by generating hydrodynamic forces, - supporting means arranged in the main body (2), configured to provide sufficient force to compensate for the thrust on the surface and submerge the boat. 2. Autonomous unmanned vessel for surface and underwater navigation, according to claim 1, in which the maneuvering system comprises mobile control surfaces (6) actuated by actuators (5). 3. Autonomous unmanned vessel for surface and underwater navigation, according to any of the preceding claims, in which the supporting means are retractable inside the main body (2). 4. Autonomous unmanned vessel for surface and underwater navigation, according to any of the preceding claims, in which the supporting means comprise at least one hydrodynamic profile. 5. Autonomous unmanned vessel for surface and underwater navigation, according to the preceding claim, in which the supporting means comprise at least one supporting wing (4) that can be folded and unfolded with respect to the main body (2) actuated by an actuator (8) . 6. Autonomous unmanned vessel for surface and underwater navigation, according to the preceding claim, in which the supporting wing (4) is divided into two symmetrical halves with respect to the longitudinal axis of the main body (2). 7. Unmanned autonomous surface and underwater navigation vessel, according to the preceding claim, in which the actuator (8) of the sustaining wing (4) comprises a connection shaft (29) connected to bevel gears (30), connected in turn to braces (31,32), which are connected to the supporting wing (4). 8. Autonomous unmanned vessel for surface and underwater navigation, according to any of the preceding claims, in which the propulsion system comprises a propulsive propeller (7) arranged at the stern of the main body (2) and directly connected to a set electric drive (13) by means of a common main shaft (16). 9. Autonomous unmanned surface and underwater navigation vessel, according to the preceding claim, in which the propulsion assembly (13) comprises at least one electric motor (14) which in turn comprises an electronic speed control system and is configured to reverse its operation and act as a generator. 10. Autonomous unmanned vessel for surface and underwater navigation, according to the preceding claim, in which the propulsion assembly (13) comprises three DC electric motors (14) with parallel output shafts (15), connected to the main shaft (16) by means of sets of pulleys (17,18) and transmission belts (19), and a rotary transducer (21) connected to said common main shaft (16) configured to control the position of the propulsive propeller (7 ). 11. Unmanned autonomous surface and underwater navigation vessel, according to any of claims 9 to 10, in which the propulsion assembly (13) comprises an axial impeller (20) configured for cooling the electric motors (14). 12. Autonomous unmanned surface and underwater navigation vessel, according to any of the preceding claims, in which the energy storage system comprises at least one electric battery module (24), each configured to independently power the propulsion system, and controlled by a loading and unloading controller (26). 13. Autonomous unmanned vessel for surface and underwater navigation, according to the preceding claim, in which the energy storage system comprises at least one axial impeller (20) configured for cooling the electric battery module (24). 14. Autonomous unmanned vessel for surface and underwater navigation, according to any of claims 1 to 11, in which the energy storage system comprises at least one inertial battery. 15. Autonomous unmanned vessel for surface and underwater navigation, according to any of the preceding claims, in which the auxiliary body (3) comprises buoyancy foam inside. 16. Autonomous unmanned surface and underwater navigation vessel, according to any of the preceding claims, in which the means of communication arranged in the auxiliary body (3) are selected from multispectral cameras (9), radio frequency antennas (10) , acoustic transducers (11), GPS antennas, and a combination of the above. 17. Autonomous unmanned vessel for surface and underwater navigation, according to any of the preceding claims, in which the mobile control surfaces (6) comprise three elements offset from each other by 120°, each one of them actuated by an actuator (5 ) Independent. 18. Autonomous unmanned vessel for surface and underwater navigation, according to any of claims 1 to 16, in which the mobile control surfaces (6) comprise four elements offset from each other by 90°, each one of them actuated by an actuator (5) independent. 19. Autonomous unmanned vessel for surface and underwater navigation, according to the preceding claim, in which two of the elements of the mobile control surfaces (6) are parallel to the plane in which the supporting means are arranged. 20. Autonomous unmanned vessel for surface and underwater navigation, according to claim 18, in which two of the elements of the mobile control surfaces (6) are rotated 45° with respect to the plane in which the supporting means are arranged .