ES2916299B2 - Surface and underwater navigation unmanned vessel - Google Patents

Description

description

Unmanned surface and underwater navigation vessel

field of invention

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

Background of the invention

At present there is 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, being divided fundamentally into two groups, navigation vessels on the surface of the water (USV Unmanned Surface Vehicle), and Unmanned Underwater Vehicle (UUV) navigation vessels.

For a surface vehicle (USV) it is desirable that it have great stability, as well as survivability for proper operation regardless of the state of the sea, as well as minimal resistance to advance. Since 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 the resistance due to wave formation to be high. To solve this inconvenience, two antagonistic solutions can be used, the first one is to separate the body from the sea surface by means of a support 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 ballasts or vertical thrusters, which increases the complexity and power requirements of the vessel and reduces its payload.

Another problem with traditional underwater vehicles (UUV) is that in the event of a failure of the propulsion system and/or the ballast system, it is not possible to make the vessel emerge 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, currently the performance of small and medium-sized unmanned underwater vehicles (UUVs) is very 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 line of axes. 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, being able to cause its total loss, adding to the difficulty of recovering it for future repairs.

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 them, especially difficult in a marine environment and/or on board ships.

It is also desirable that the vessel or vehicle be low cost and expendable in case of need, 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, which requires a highly maneuverable vehicle to neutralize these threats and an adequate speed once submerged, of at least 15 knots.

Therefore, an unmanned vessel for surface and underwater navigation that is lightweight and highly maneuverable is desirable, avoiding 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 surface and underwater navigation unmanned vessel, which is formed by a main body that during navigation is submerged at all times under the surface of the water, and in which inside watertight boats is arranged a propulsion system, an energy storage system and an on-board computer, and by an auxiliary body arranged on the main body that is in contact with the surface of the water 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 less than that of water. These means of communication, although they can be of a diverse nature, are preferably selected from among multispectral cameras, radio frequency antennas, acoustic transducers, GPS antennas, and a combination of all of the above.

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

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

In addition, the vessel has lifting means arranged on the main body which provide sufficient force to counteract the thrust of the vessel on the surface and submerge the vessel, to achieve underwater navigation. These lifting means do not have control surfaces, and the force they provide is controlled through the change in the angle of attack of said lifting means, which in turn determines the actual pitching of the vessel.

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 when navigating on the surface, the center of mass of the vessel will be located well below its waterline, it will also be very stable in this condition. Having the center of mass below the waterline is essential for the stability on the surface of a boat with a beam and reduced waterline inertia. 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 120° out of phase with each other, each of them actuated by an independent actuator.

Alternatively, the control surfaces have four elements 90° out of phase with each other, each of which is also actuated by a separate actuator. According to this alternative embodiment, two of the elements of the movable control surfaces are parallel to the plane in which the controls are arranged. support means such that the other two are perpendicular to the plane of the support means, or else two of the elements of the mobile control surfaces are rotated 45° with respect to the plane in which the support means are arranged, thus leaving the two others 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 present at least one hydrodynamic profile, preferably being at least one folding and unfoldable supporting wing with respect to the main body, said supporting wing being actuated by an actuator. Preferably, the lifting wing is divided into two halves that are symmetrical with respect to the longitudinal axis of the main body.

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

In particular, the propulsion system presents 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 propulsion unit will have at least one electric motor with an electronic speed control system and configured to reverse its operation and thus act as an electrical energy generator that can feed the energy storage system.

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

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

With respect 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 monohull 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 existing problems in the state of the art, since it allows combining the advantages of a monohull surface vehicle and an underwater vehicle, 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 the existing platforms, so that the small models, around 80kg, can exceed 10 knots on the surface and 15 knots submerged, which is not It is possible with current technological developments.

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

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

Brief description of ^the drawings

Below, to facilitate the 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 lift immersion sequence 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. level.

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

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

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

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

Figure 6 is a perspective view and 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 view from below of an embodiment of the interior of the main body of a vessel of the present invention with its lift 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 perspective view from above of the interior of the main body of the vessel of Figures 6 to 8, with its lifting wing deployed, during underwater navigation.

Figures 10a, 10b and 10c are perspective views of the deployment sequence of one embodiment of the lifting 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 propulsion assembly, with its main elements.

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

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 detail perspective view of one of the electric battery modules of the system of the previous figure.

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

Figure 17 shows an embodiment of a boat of the present invention towed by a tender, 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. supporting wing

5. Movable control surface actuators

6. mobile control surfaces

7. drive 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. output shaft of electric motor

16. common main axis

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

19. transmission belts

20. axial impeller

21. rotary transducer

22. First watertight container for housing the propulsion unit

23. Second watertight canister for housing the energy storage system

24. electric batteries module

25. unit cell electric batteries

26. electric batteries module charge and discharge controller

27. support frame for unit cells of electric batteries

28. Beams of electric battery modules

29. connection axis of the actuator to the airfoil

30. lift wing drive bevel gears

31. main struts of the airfoil actuator

32. lift wing actuator secondary struts

33. Third watertight container for the on-board computer

34. dinghy

35. tow line

36. axes of rotation of the symmetrical halves of the lifting wing

37. shaft of bevel gears

38. loading and unloading controller frame

39. Support structures for battery unit cells

40. stringers

Detailed description of the invention

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

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 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 less 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, radio frequency antennas 10 for communication out of the water and remote control of the vessel 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 which it is found during underwater navigation. With all these means of communication, the vessel can function as an efficient communications relay.

Preferably, the auxiliary body 3 can contain flotation foam inside, to increase the buoyancy of the boat.

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

In addition, the boat has supporting means arranged in the main body 2, which are in charge of providing sufficient force to compensate 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 seen clearly in figures 6 to 9.

According to different particular embodiments, the mobile control surfaces can have three elements 120° out of phase with each other, each of them actuated by an independent actuator.

Alternatively, the mobile control surfaces 6 have four elements 90° out of phase with each other, each of them also being actuated 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 such that the other two are perpendicular to the plane of the supporting means, or else two of the supporting elements the mobile control surfaces 6 are rotated 45° with respect to the plane in which the supporting means are arranged, thus the other two are 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 supporting means present at least one hydrodynamic profile, preferably being at least one supporting wing 4 foldable and deployable with respect to the main body 2, said supporting 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.

Particularly, the actuator 8 of the lifting wing 4 is unique for both symmetrical halves, and can 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 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 tie rod 31. In this way, when the connecting shaft 29 rotates, the main tie rods 31 rotate in opposite directions. These main stays 31 are joined by ball joints to the secondary stays 32 and these are joined to the lifting wing 4 in a ball joint anchorage that transmits the rotational movement of the bevel gears 30 through a force that allows the lifting wing 4 to rotate. when applied outside the axes of rotation 36 of the symmetrical halves of the lifting wing 4, creating a moment that allows the lifting wing 4 to rotate through its degree of freedom from the axis of rotation 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 how the symmetrical halves of the supporting wing 4 are joined to the set of secondary braces 32 and main braces 31 that move due to the movement in solidarity with the bevel gears 30 located on the bevel gear shaft 37.

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

The boat starts sailing on the surface with the lifting wing 4 folded over the main body 2. After this the boat is configured to submerge, for which it deploys the lifting wing 4. After this the on-board computer arranged in the third watertight boat 33 transmits instructions to the stern 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 pitching also causes the lifting 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 lifting wing 4 stops generating the necessary force to counteract the displacement that is greater than the weight of the vehicle, so it returns to the surface. the surface in a passive but controlled manner.

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

Preferably, the propulsion unit 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 electrical energy generator that can feed the energy storage system.

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

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

Figures 12 and mainly 13 show this preferred embodiment of the propelling assembly 13 in detail.

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 propelling propeller 7 by means of first pulleys 17 arranged in said output shafts 15 that are joined by means of transmission belts 19 to second pulleys 18 arranged in the common main shaft 16. Solidarily attached to the common main shaft 16 is In the figures, an axial impeller 20 can be seen for refrigeration that moves the air inside to cool the casings of the electric motors 14. As can be seen, the common main shaft 16 is also solidly attached to a rotary transducer 21 for the control of the rotation position of the common main shaft 16 and therefore of the propulsion propeller 7. This system of various 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 assembly, where having a low working voltage is very relevant to provide safe performance in high-voltage 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.

Regarding 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 modules of electric batteries 24, in this case four modules, each of them made up of a plurality of unit cells 25. These electric battery modules 24 are installed inside a second waterproof boat 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 powering 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 is associated with a number of unit cells 25 to provide the necessary voltage. to the motor 14 that 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 cell association 25 to obtain the necessary voltage in the three divisions. As can be seen in figure 16, preferably, the battery module 24 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 impeller 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 beams 40 fixed to the support structures 39 that maintain the structural integrity of the whole.

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 rotate and with it the electric motor 14 acting 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 taken on board another auxiliary boat to load, which greatly simplifies the operation of the vehicle. This operation can be clearly seen in figure 17, in which an auxiliary boat 34 tows the boat object of the present invention on the surface through a towing rope 35. In this way, mechanical energy is transferred to the tow by the the auxiliary vessel 34 and the vessel mechanically recovers it into the drive propeller 7, and this movement is transmitted to the common main shaft 16, which drives the electric motors 14 and these charge energy storage system. In addition, 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 interchangeably from the surface or underwater.

Claims (20)

1. Autonomous surface and underwater navigation unmanned vessel, characterized by comprising - A main body (2) configured to be in use at all times submerged 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 means of communication 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 through the generation of 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 vessel. 2. Autonomous surface and underwater navigation unmanned vessel, according to claim 1, in which the maneuvering system comprises mobile control surfaces (6) actuated by actuators (5). 3. Autonomous surface and underwater navigation unmanned vessel, according to any of the preceding claims, in which the supporting means are retractable inside the main body (2). 4. Autonomous surface and underwater navigation unmanned vessel, according to any of the previous claims, in which the lifting means comprise at least one hydrodynamic profile. 5. Autonomous surface and underwater navigation unmanned vessel, according to the previous claim, in which the lifting means comprise at least one lifting wing (4) that can be folded and deployed with respect to the main body (2) actuated by an actuator (8). . 6. Autonomous surface and underwater navigation unmanned vessel, according to the preceding claim, in which the lifting wing (4) is divided into two halves symmetrical with respect to the longitudinal axis of the main body (2). 7. Autonomous surface and underwater navigation unmanned vessel, according to the previous claim, in which the actuator (8) of the lifting 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 surface and underwater navigation unmanned vessel, according to any of the preceding claims, in which the propulsion system comprises a propelling propeller (7) arranged at the stern of the main body (2) and directly connected to a set electric drive (13) via a common main shaft (16). 9. Autonomous surface and underwater navigation unmanned vessel, according to the preceding claim, in which the propulsion unit (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 surface and underwater navigation unmanned vessel, according to the preceding claim, in which the propulsion unit (13) comprises three direct current electric motors (14) with parallel output shafts (15), connected to the main shaft. common (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 propelling propeller (7 ). 11. Autonomous surface and underwater navigation unmanned vessel, according to any of claims 9 to 10, wherein the propulsion assembly (13) comprises an axial impeller (20) configured for cooling the electric motors (14). 12. Autonomous surface and underwater navigation unmanned vessel, according to any of the previous 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 surface and underwater navigation unmanned vessel, according to the previous claim, in which the energy storage system comprises at least one axial impeller (20) configured for cooling the electric battery module (24). 14. Autonomous surface and underwater navigation unmanned vessel, according to any of claims 1 to 11, wherein the energy storage system comprises at least one inertial battery. 15. Autonomous unmanned surface and underwater navigation vessel, according to any of the preceding claims, in which the auxiliary body (3) comprises flotation foam inside. 16. Autonomous surface and underwater navigation unmanned vessel, according to any of the previous claims, in which the means of communication arranged in the auxiliary body (3) are selected among multispectral cameras (9), radio frequency antennas (10) , acoustic transducers (11), GPS antennas, and a combination of the above. 17. Autonomous surface and underwater navigation unmanned vessel, according to any of the preceding claims, in which the mobile control surfaces (6) comprise three elements 120° out of phase with each other, each of them actuated by an actuator (5 ) Independent. 18. Autonomous surface and underwater navigation unmanned vessel, according to any of claims 1 to 16, in which the mobile control surfaces (6) comprise four elements 90° out of phase with each other, each actuated by an actuator. (5) independent. 19. Autonomous surface and underwater navigation unmanned vessel, according to the previous claim, in which two of the elements of the mobile control surfaces (6) are parallel to the plane in which the lifting means are arranged. 20. Autonomous surface and underwater navigation unmanned vessel, 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 lifting means are arranged. .