KR102599374B1 - Unmanned surface vessel capable of multi-purpose data acquisition, sharp turns, and rotation in place - Google Patents

Abstract

The present invention can be used for multiple purposes as the sensor part can be replaced depending on the purpose of data acquisition such as bathymetry, water quality survey, and flow measurement, and it implements skid steering through a pair of fuselages spaced apart on both sides of the hull, which is an advantage of an unmanned watercraft. It concerns an unmanned surface vessel that can easily perform rapid maneuvers, sharp turns, and turns in place.
For this purpose, the present invention includes an upper hull that accommodates a communication unit and an autopilot; a lower hull that is detachably coupled to the lower part of the upper hull and accommodates a motor transmission that controls the output of the motor; A sensor unit selected from among sensors including a sonar sensor, a water quality sensor, and a flow sensor depending on the purpose of data acquisition and detachably coupled to the rear lower part of the lower hull; and a pair of fuselages that are detachably coupled to both sides of the upper hull to enable sharp turns and in-place rotations without the application of steering devices and rudders using mutual thrust differences, for multi-purpose data acquisition and sharp turns and It provides an unmanned surface vessel that can rotate in place.

Description

Unmanned surface vessel capable of multi-purpose data acquisition, sharp turns and in-place rotation{omitted}

The present invention relates to an unmanned surface vessel. More specifically, it concerns an unmanned surface vessel capable of multi-purpose data acquisition, sharp turns, and rotation in place.

Recently, Remotely Operated Vehicles (ROVs) and Autonomous Underwater Vehicles (AUVs) have been used for environmental monitoring and investigation of the ocean or rivers, exploration for marine resource development, installation and status of marine structures, and maritime territorial defense. ), and various types of unmanned systems such as unmanned surface vehicles (ASVs; Autonomous Surface Vehicles) are being developed.

In particular, unmanned surface ships are highly utilized as they perform missions that require continuous work over a long period of time more efficiently in terms of communication, navigation, search range, speed, operating time, and payload weight compared to unmanned submarines. For this reason, the scope of use of unmanned surface ships is gradually expanding to replace maritime missions using existing manned ships.

General unmanned surface ships developed to date have the following problems or improvements.

First, since it is designed only for specific purposes such as bathymetry, water quality survey, and flow measurement, there is a problem that the number of unmanned surface vessels for each purpose must be equipped for overall survey and management of the ocean or river.

Second, most of them are manufactured in a reduced size version of existing manned ships and are equipped with a power unit at the stern, so there are limitations in realizing the advantages of unmanned surface ships, such as rapid maneuvering and sharp turns, and maximization of maneuverability optimized for power efficiency improvement. there is.

Third, as with existing manned ships, direction changes and turns are performed by the steering device and rudder, so sharp turns and turns in place are impossible or unstable.

Fourth, when the general manned ship structure is changed for sudden maneuvers and sharp turns, there is a problem in that straight-line stability is reduced and a significant difference occurs between the target path and the actual circumnavigation path.

Fifth, most of them are designed with a structure that does not properly cool the heat generated from the electrical and electronic devices and power devices inside the hull, resulting in reduced operational stability, or with low cooling efficiency even if a cooling system is provided.

Sixth, when the power propeller rotates at high speed, seawater or fresh water flows into the hull through the sleeve connecting the rotation shaft and the hull due to the inflow water pressure generated along the rotation axis, preventing watertightness from being maintained and water filling inside the hull, making it buoyant. There are problems that cause degradation and short circuit of electrical and electronic devices.

Prior art literature: KR Registered Patent Publication No. 10-2192744 (December 13, 2020)

The present invention was developed to solve the above problems, and in particular, its purpose is to provide an unmanned surface ship that fully utilizes the characteristics of an unmanned surface ship and is capable of sudden maneuvering, sharp turns, and rotation in place, while also securing waterproof and cooling performance. There is.

An unmanned surface vessel capable of acquiring multipurpose data, making sharp turns, and rotating in place according to the present invention, devised to achieve the above object, includes an upper hull that accommodates a communication unit and an autopilot; a lower hull that is detachably coupled to the lower part of the upper hull and accommodates a motor transmission that controls the output of the motor; A sensor unit selected from among sensors including a sonar sensor, a water quality sensor, and a flow sensor depending on the purpose of data acquisition and detachably coupled to the rear lower part of the lower hull; and a pair of fuselages that are detachably coupled to both sides of the upper hull to enable sharp turns and in-place rotations without the application of steering devices and rudders using mutual thrust differences.

In addition, according to one embodiment of the present invention, the straight line connecting the propeller centers of each fuselage meets the center of gravity (fulcrum) of the lower hull, so that the fuselage forms opposite force points on both sides around the center of gravity of the lower hull. can do.

In addition, according to one embodiment of the present invention, a sleeve through which the rotation axis passes is provided at the rear of the fuselage, the sleeve is coupled to the rear of the fuselage, and has an O-ring groove so that the O-ring is interposed between the fuselage and the fuselage. It includes one part and a second part that is connected to the first part or formed integrally with a diameter smaller than the first part, and seawater or fresh water is applied to the inner peripheral surface of the second part by reversing the water pressure acting between the rotating shaft and the sleeve. A plurality of wrinkles that prevent inflow into the fuselage may be provided to be spaced apart from each other.

According to the present invention, the sensor unit can be replaced and used depending on the purpose of data acquisition, such as water depth surveying, water quality surveying, and flow measurement, so it can be used for multiple purposes.

In addition, according to the present invention, by implementing skid steering through a pair of fuselages spaced apart on both sides of the hull, it is possible to easily perform sudden maneuvers, sharp turns, and rotations in place, which are the advantages of unmanned watercraft.

In addition, according to the present invention, the difference between the target path and the actual circumnavigation path can be minimized by ensuring straight-line stability through the fixed rudder surface of the fuselage.

In addition, according to the present invention, it is possible to secure operational stability and maximize cooling efficiency by implementing a through-hull and through-fuselage cooling system.

In addition, according to the present invention, there is an effect of preventing the inflow of seawater or fresh water into the fuselage by inducing water pressure reversal by applying a sleeve having a plurality of wrinkle structures spaced apart from each other inside.

Figure 1 is a perspective view of an unmanned surface vessel capable of multipurpose data acquisition, sharp turns, and in-place rotation according to a preferred embodiment of the present invention;
Figure 2a is a plan view of Figure 1, Figure 2b is a photograph of the working state of the mounting part of the upper hull,
Figure 3 is a rear view of Figure 1;
Figure 4 is a left side view of Figure 1;
Figure 5 is a right side view of Figure 1;
Figures 6 to 8 are diagrams for explaining the coupling relationship between the lower hull and the sensor unit;
Figures 9 and 10 are diagrams to explain the joining process of the fuselage and the upper hull;
11 to 13 are views for explaining the propellant and fixed rudder of the fuselage;
14 to 17 are views for explaining the sleeve located between the fuselage and the propeller;
18 to 22 are diagrams for explaining the cooling mechanism;
Figure 23 is a diagram illustrating the accurate path tracking and circumnavigation capabilities of an unmanned surface vessel capable of multipurpose data acquisition, sharp turns, and turning in place according to a preferred embodiment of the present invention;
Figure 24 is a test report of an unmanned surface vessel capable of multipurpose data acquisition, sharp turns, and rotation in place according to a preferred embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the attached drawings. First, when adding reference signs to components in each drawing, it should be noted that the same components are given the same reference numerals as much as possible even if they are shown in different drawings. Additionally, in describing the present invention, if it is determined that a detailed description of a related known configuration or function may obscure the gist of the present invention, the detailed description will be omitted. In addition, preferred embodiments of the present invention will be described below, but the technical idea of the present invention is not limited or restricted thereto, and of course, it can be modified and implemented in various ways by those skilled in the art.

Figure 1 is a perspective view of an unmanned watercraft capable of multipurpose data acquisition, sharp turns, and in-place rotation according to a preferred embodiment of the present invention, Figure 2a is a plan view of Figure 1, Figure 2b is a photograph of the working state of the mounting part of the upper hull, Figure 3 is a rear view of FIG. 1, FIG. 4 is a left side view of FIG. 1, and FIG. 5 is a right side view of FIG. 1.

Referring to Figures 1 to 5, the unmanned surface vessel capable of multi-purpose data acquisition, sharp turns, and in-place rotation according to a preferred embodiment of the present invention includes an upper hull 100, a lower hull 200, a sensor unit 300, and It includes a fuselage 400.

The upper hull 100 includes a mounting portion 110 and antennas 120 and 130.

The lower hull 200 is detachably coupled to the lower portion of the upper hull 100, and the fuselage 400 is detachably coupled to the side of the upper hull 100.

The mounting unit 110 is located on the upper surface of the upper hull 100 and accommodates a communication unit, a control unit, and an autopilot. The mounting unit 110 is provided with a rotatable cap 112 to maintain airtightness of the mounting unit 110 and to facilitate maintenance work on the communication unit, control unit, and automatic navigation unit. The communication unit may be located in the inner accommodation space of the cap 112. For example, the cap 112 may be coupled to or separated from the mounting portion 110 using a toggle clamp method, but the method of coupling the cap 112 is not limited here.

Antennas 120 and 130 are provided one each at the front (bow) and rear (stern) of the upper hull 100. In general, antennas are formed to protrude outward, such as rod-type or shark-type, so they are vulnerable to damage and require a separate structure for waterproofing. In the present invention, the waterproofing and damage problems are solved by embedding the antennas 120 and 130 under the upper surface of the upper hull 100. Antennas 120 and 130 serve as GPS heading antennas.

The lower hull 200 is detachably coupled to the lower part of the upper hull 100. For example, the lower hull 200 and the upper hull 100 may be coupled or separated by a toggle clamp method, and the method of coupling the lower hull 200 and the upper hull 100 is not limited here.

The interior of the lower hull 200 accommodates a cooling unit and a motor transmission 280 (see FIG. 22). The bottom surface of the lower hull 200 is provided with a receiving portion 210 for receiving and seating the sensor portion 300 coupled to the lower side of the lower hull 200.

If the sensor unit 300 is a sonar sensor, a motion sensor may be additionally provided in the lower hull 200. The motion sensor plays a role in correcting this position difference as a difference occurs between the transmitting and receiving positions of the sonar sensor due to the rolling and pitching of the unmanned surface vessel while the sound transmitted from the sonar sensor is reflected and returned.

A plate 220 for seating the coolant tank 272 accommodating the coolant is coupled to the upper surface of the receiving portion 210, and the plate 220 has a coupling hole 230 for screw coupling with the sensor portion 300. This plurality is formed.

The motor transmission 280 controls the motor output of the fuselage 400. Since there is not enough space in the fuselage 400 to accommodate the motor transmission 280, the motor transmission 280, which is electrically connected to the motor of the fuselage 400, is accommodated in the lower hull 200 and is connected through the connection pipe 410. The motor of the fuselage 400 and the motor transmission 280 are connected by wires. Cooling of the motor transmission 280 is important because the heat generation amount is high and there is a risk of performance deterioration and failure if the heat is continuously generated. The cooling mechanism of the motor transmission 280 will be described later.

Figures 6 to 8 are diagrams for explaining the coupling relationship between the lower hull and the sensor unit.

The sensor unit 300 is detachably coupled to the rear lower part of the lower hull 200. More specifically, the sensor unit 300 is seated on the lower surface of the receiving unit 210 of the lower hull 200.

Referring to FIG. 6, the sensor unit 300 includes a plate 310 for being seated on the accommodation unit 210, and a screw unit 320 for being screwed into the coupling hole 230 of the accommodation unit 210. .

Referring to FIG. 7, the sensor unit 300 is seated on the lower surface of the accommodation unit 210 and aligned so that the threaded unit 320 of the sensor unit 300 is inserted into the coupling hole 230 of the accommodation unit 210. .

Referring to FIG. 8, the sensor unit 300 is fixed to the lower part of the lower hull 200 and stably collects data.

The sensor unit 300 is selected from among sensors including a sonar sensor, a water quality sensor, and a flow rate sensor depending on the purpose of data acquisition. When the sensor unit 300 is selected, the receiving part 210 of the lower hull 200 is also manufactured to match the shape of the sensor unit 300. In this way, the lower hull 200 and the sensor unit 300 form a set with shapes that match each other. This sensor unit 300 is capable of acquiring multi-purpose data such as precise water depth surveying, water quality measurement, flow measurement, and real-time underwater video shooting.

Since the lower hull 200 and the sensor unit 300 form one set, the receiving part 210 of the lower hull 200 changes depending on the shape of the sensor unit 300, but the remaining part of the lower hull 200 may have the same shape regardless of the shape of the sensor unit 300.

If the lower hull 200 and the sensor unit 300 form a set according to the purpose of data acquisition, the upper hull 100 is universally coupled to the lower hull 200 regardless of the type of the sensor unit 300. It is designed.

Therefore, regardless of the purpose of data acquisition, the upper hull 100 can be used as is and only the lower hull 200 and the sensor unit 300 need to be replaced, which is efficient and convenient.

Figures 9 and 10 are diagrams for explaining the joining process of the fuselage and the upper hull.

The fuselage 400 is detachably coupled to both sides of the upper hull 100 one by one.

For this purpose, the structure coupled to the upper hull 100 is provided with a coupling hole 414, and a beam 430 connecting the coupling holes on both sides is constructed to ensure strength.

Referring to Figures 9 and 10, the connection pipe 410 is inserted into the coupling hole 414 and then coupled by coupling means 412 and 416. 9 and 10 show an example of applying a toggle clamp as a coupling means for convenience, but the present invention is not limited thereto. The fuselage 400 can be replaced when damaged.

A pair of left and right fuselages 400 use mutual thrust differences to enable sharp turns and rotations without applying a steering device or rudder.

As mentioned in the technology behind the invention, most common unmanned surface ships adopt the existing manned surface ship structure almost as is and only reduce the size. Therefore, a typical unmanned surface ship uses a propeller provided at the rear of the hull as a propellant and is equipped with a rudder that is controlled by a steering device to change direction.

The structure of this general unmanned watercraft is not suitable for fields that require precise circumnavigation and turning, such as coastline surveying.

Due to the nature of the unmanned surface ship, which does not have to consider the safety of the occupants as there are no people on board, it can be designed to enable sharp turns and sudden maneuvers.

In the present invention, instead of a typical hull rear propellant, an independently controllable fuselage is mounted on both sides of the hull to enable rapid maneuvering, sharp turns, and rotation in place.

Referring to FIG. 5, the straight line connecting the propeller centers of each fuselage 400 is arranged to meet the center of gravity (fulcrum) of the lower hull 200. As a result, the fuselage 400 forms opposing force points on both sides around the center of gravity of the lower hull 200. Additionally, each fuselage 400 is spaced apart on both sides of the hulls 100 and 200.

This structure allows the thrust control of the fuselage 400 to provide leverage to the hulls 100 and 200 to easily perform sharp turns and rotations in place. Additionally, when moving straight, drag is minimized and waterline length and beam are minimized. The fuselage equipped with a propulsion device improves the mobility of the hull and at the same time reinforces buoyancy, thereby improving the stability of the unmanned surface vessel.

FIGS. 11 to 13 are views for explaining the propellant and the fixed surface of the fuselage, and FIGS. 14 to 17 are views for explaining the sleeve located between the fuselage and the propeller.

Referring to FIGS. 11 to 13, a propeller 460 connected to the rotation axis of the motor accommodated inside the fuselage 400 is located at the rear of the fuselage 400. The propeller 460 is surrounded on three sides by a floating object prevention cage 440 to prevent foreign substances from being caught in the propeller 460 during work.

A fixed rudder surface 450 is provided at the rear of the propeller 460.

The fixed rudder surface 450 is not connected to the steering device and is integrally fixed with the anti-floating cage 440.

The present invention operates in a skid steering manner by means of the fuselage 400 provided on both sides of the hulls 100 and 200, and thus has a structure in which straight-line stability may be reduced. The fixed rudder 450 compensates for the straight-line stability, which is a disadvantage of the skid steering method, and maximizes straight-line stability even during straight-line movement by the fuselage 400 on both sides (see FIG. 23).

14 to 17, the sleeve 500 is coupled to the rear of the fuselage 400, and the rotation shaft 452 of the motor accommodated inside the fuselage 400 penetrates the inside. A propeller 460 is connected to the end of the rotation shaft 452.

Sleeve 500 includes a first part 510 and a second part 530.

The first part 510 is coupled to the rear of the fuselage 400 and has an O-ring groove so that the O-ring 514 is interposed between the first part 510 and the fuselage 400. The O-ring 514 prevents external water from flowing into the fuselage 400 through the coupling surface with the fuselage 400.

The first part 510 may be formed in a cylinder or truncated cone shape, but is not limited thereto. A plurality of coupling holes 512 for coupling with the fuselage 400 are formed in the first part 510.

The second part 530 has a smaller diameter than the first part 510 and is connected to or integral with the first part 510 . The second part 530 may also be formed in a cylinder or truncated cone shape, but the shape is not limited here.

A plurality of wrinkles 532 are formed on the inner peripheral surface of the second part 530 and are spaced apart from each other.

The corrugation 532 reverses the water pressure acting between the rotating shaft 452 and the sleeve 500, thereby allowing seawater or fresh water to pass through the sleeve 500, especially the gap between the rotating shaft 452 and the end of the second part 530. Prevents it from riding on and entering the fuselage 400.

Referring to Figure 15b, the cross section of the unit wrinkle 532 consists of an inclined plane and a vertical plane. With respect to the unit wrinkles 532, the inclined surface is located in the direction of the propeller 460, and the vertical surface is located in the direction of the first part 510. When water flows in between the rotation shaft 460 and the second part 530 due to water pressure, it enters the direction of the first part 510 along the slope and hits the vertical surface, and the water pressure is reversed so that it can no longer flow in and the propeller (460) ) turns in the direction. Moreover, since a plurality of these unit wrinkles 532 are formed in multiple stages, it is impossible for them to flow into the fuselage 400 even if only a small portion reaches the unit wrinkles of the next stage.

18 to 22 are diagrams for explaining the cooling mechanism.

The cooling unit is provided in at least one of the lower hull 200 and the fuselage 400, and is preferably provided in both the lower hull 200 and the fuselage 400.

Referring to FIGS. 18, 19, and 22, the lower hull 200 is equipped with a motor transmission 280 to control the output of the motor of the fuselage 400. The motor transmission 280 generates considerable heat while controlling the motor for the unmanned watercraft to move forward, make a sharp turn, or rotate in place, and if this heat generation continues, it may cause performance degradation and failure of the motor transmission 280.

A digital temperature control switch module 274 is provided so that the cooling mechanism of the lower hull 200 is automatically performed. The digital temperature control switch module 274 may be mounted on the receiving portion 210, but the mounting location is not limited here.

The cooling element 270 may be a thermoelectric element, for example, a Peltier element.

When applying a Peltier element, the high temperature part of the cooling element 270 is exposed to the outer surface of the lower hull 200 (the upside-down surface of the lower hull in Figure 22) as shown in Figure 19, and cooling fins ( 280) is provided. The cooling fin 280 is in contact with seawater or fresh water to cool the high-temperature part of the Peltier element so that the heat generated does not exceed a critical value.

Cooling water flows into the low-temperature portion of the cooling element 270 through a flow path to cool the coolant.

The coolant tank 272 accommodates circulating coolant, and a pump for forced circulation of the coolant is provided at the bottom of the coolant tank 272.

The digital temperature control switch module 274 operates when the preset temperature is exceeded and applies a driving signal to the pump and cooling element. When power is applied to the cooling element, the low-temperature part is cooled, and the coolant flowing into the low-temperature part by the pump is cooled and flows into the motor transmission along the flow path to cool the motor transmission and then flows back into the coolant tank. At this time, deterioration of the cooling element is prevented by preventing the high temperature part of the cooling element from rising above a certain temperature in contact with seawater or fresh water.

20 and 21, the fuselage 400 is equipped with a motor 472 to provide propulsion. For example, a BLDC motor may be used as the motor 472, but is not limited thereto.

A digital temperature control switch module is also provided on the fuselage, and operates when the preset temperature is exceeded to apply a driving signal to the pump and cooling element. The high temperature portion of the cooling element 470 is exposed to the outer surface of the fuselage 400 (for example, immediately above the sleeve 500), and cooling fins 480 are provided for efficient cooling. The cooling fin 480 is in contact with seawater or fresh water to cool the high-temperature part of the Peltier element so that the heat generated does not exceed a critical value.

Cooling water flows into the low-temperature portion of the cooling element 470 through a flow path to cool the coolant. The coolant cooled through the low temperature portion of the cooling element 470 flows into the coolant box in contact with the motor 472 and circulates while cooling the motor 472.

In this way, the unmanned watercraft according to the present invention can be expected to have improved operational stability through the cooling system of the electric and electronic devices and power devices inside the hull and fuselage. In addition, in order to utilize the water surface where the unmanned watercraft operates as a means of cooling the high-temperature part of the cooling element, cooling efficiency is maximized by implementing through-hull and through-fuselage cooling fins (heat sinks).

Figure 22b is a graph showing the results of an experiment to confirm the automatic cooling performance of the BLDC motor applied to the fuselage of the unmanned surface vessel of the present invention. In Figure 22b, the horizontal axis represents time and the vertical axis represents temperature.

Referring to Figure 22b, as a result of monitoring the temperature of the fuselage BLDC motor by setting the digital temperature control switch module to 35°C, it can be confirmed that rapid and stable cooling is performed.

FIG. 23 is a diagram illustrating the accurate path tracking and circumnavigation capabilities of an unmanned surface vessel capable of acquiring multipurpose data and making sharp turns and turns in place according to a preferred embodiment of the present invention.

In Figure 23, the yellow line represents the target route of GPS automatic navigation, the purple line represents the actual navigation route, and the speed was set to 3 knots. Referring to Figure 23, it can be seen that there is almost no difference between the target path and the actual circumnavigation path during GPS autopilot, which is due to the excellent mobility (sharp turns and straight-line stability) enabling accurate path tracking and circumnavigation.

In the test shown in Figure 23, the fact that the side line distance of Autopilot automatic route driving is only 10 meters and the straight section is only 40 meters is interpreted as sufficiently demonstrating agile mobility through sudden maneuvers and sharp turns.

Figure 24 is a test report of an unmanned surface vessel capable of multipurpose data acquisition, sharp turns, and rotation in place according to a preferred embodiment of the present invention.

The agile mobility shown in Figure 23 can also be confirmed in the test report shown in Figure 24. After setting the unmanned survey vessel to be tested in auto mode, it was operated for 30 minutes, and the way point tracking power was reviewed through the wake generated during the operation time. As a result of repeatedly operating the set coordinates 9 times, the real point was the way point. The results were calculated to follow well at a reasonable level, and the way point tracking performance was evaluated appropriately as shown in Figure 24. As mentioned above, this is due to the sharp turning ability by the skid steering method and the agile movement based on the straight-line stability by the fixed rudder.

Referring to Figure 24, significant results were obtained in terms of cruising speed and maximum speed, which shows that the skid steering method of the present invention can show excellent performance even during sudden maneuvers.

In addition, good results were obtained in terms of operational time, which is believed to be due to improved power efficiency by the skid steering method and maximized cooling efficiency by the cooling system.

The above description is merely an illustrative explanation of the technical idea of the present invention, and various modifications, changes, and substitutions can be made by those skilled in the art without departing from the essential characteristics of the present invention. will be. Accordingly, the embodiments disclosed in the present invention and the attached drawings are not intended to limit the technical idea of the present invention, but are for illustrative purposes, and the scope of the technical idea of the present invention is not limited by these embodiments and the attached drawings. . The scope of protection of the present invention should be interpreted in accordance with the claims below, and all technical ideas within the equivalent scope should be construed as being included in the scope of rights of the present invention.

100 - upper hull 110 - mounting part
120, 130 - antenna 200 - lower hull
210 - receiving portion 220 - plate
230 - Coupler 280 - Motor Transmission
300 - sensor unit 310 - plate
320 - threaded part 400 - fuselage
410 - connecting pipe 412, 416 - connecting means
414 - Coupler 460 - Propeller
500 - sleeve 510 - first part
530 - Part 2 532 - Wrinkles

Claims (3)

an upper hull housing communications and autopilot;
a lower hull that is detachably coupled to the lower part of the upper hull and accommodates a motor transmission that controls the output of the motor;
A sensor unit selected from among sensors including a sonar sensor, a water quality sensor, and a flow sensor depending on the purpose of data acquisition and detachably coupled to the rear lower part of the lower hull; and
A pair of fuselages that are detachably attached to both sides of the upper hull to enable sharp turns and in-place rotations without the application of a steering device or rudder using mutual thrust differences.
Includes,
A sleeve through which the rotation axis passes is provided at the rear of the fuselage,
The sleeve is coupled to the rear of the fuselage and includes a first part having an O-ring groove so that the O-ring is interposed between the sleeve and the fuselage;
a second part connected to or integrally formed with the first part with a diameter smaller than the first part;
The inner peripheral surface of the second part is provided with a plurality of wrinkles spaced apart from each other that prevent seawater or fresh water from flowing into the fuselage through the sleeve by reversing the water pressure acting between the rotation axis and the sleeve, allowing for multi-purpose data acquisition, sharp turns, and rotation in place. This is an unmanned surface vessel capable of this. According to paragraph 1,
The straight line connecting the propeller centers of each fuselage meets the center of gravity (fulcrum) of the lower hull, and the fuselage forms opposing force points on both sides around the center of gravity of the lower hull, enabling multi-purpose data acquisition, sharp turns, and rotation in place. This is an unmanned surface vessel capable of this. delete