Propulsion systems for deep-sea autonomous robots

Abstract

The present invention discloses a propulsion system for a deep-sea autonomous robot, belonging to the technical field of special ship devices. The system comprises the following steps: obtaining water pressure data, ocean current speed and direction data to obtain deep-sea environmental parameters; generating a pressure compensation instruction based on the water pressure data, and forming an isolation oil film at the propeller main shaft by executing the pressure compensation instruction; collecting the real-time vibration signal of the propulsion system, and generating a vibration suppression instruction based on the deviation between the real-time vibration signal and a preset attitude reference; generating a thrust distribution instruction based on the ocean current speed and direction data and the amplitude parameter of the vibration suppression instruction; and driving each ducted propeller to output directional thrust according to the thrust distribution instruction. The present invention utilizes dual-cone dynamic sealing, anti-phase vibration suppression, vector matrix allocation, and redundant thrust reconstruction technology to achieve reliable sealing and stable propulsion in a 10,000-meter deep-pressure environment, while simultaneously improving the equipment's service life and fault tolerance.

Description

Technical Field

[0001] The present invention relates to the technical field of special ship devices, and in particular to a propulsion system for a deep-sea autonomous robot. Background Art

[0002] At present, when deep-sea robot propulsion systems face kilometer-level water pressure, traditional mechanical sealing structures are prone to deformation and leakage. The existing technology adopts the solution of increasing the number of sealing rings, but this results in excessive axial dimensions and shortened maintenance cycles.

[0003] Traditional thrust control methods for complex ocean currents rely on a fixed-proportion thrust distribution strategy, which can easily lead to propulsion instability when encountering sudden vortexes. Traditional vibration reduction devices often employ passive damping structures, which are ineffective in suppressing equipment resonance damage caused by high-frequency vibrations. Current propulsion units in systems often operate independently, and failure of any one unit can lead to overall failure, lacking reliable redundant control. Summary of the Invention

[0004] To solve the above problems, the present invention provides a propulsion system for deep-sea autonomous robots, which adopts double-cone dynamic sealing, anti-phase vibration suppression, vector matrix distribution and redundant thrust reconstruction technology. It can achieve reliable sealing and stable propulsion in a deep-pressure environment of 10,000 meters, and simultaneously improve the equipment's service life and fault tolerance.

[0005] The above objectives can be achieved through the following solutions:

[0006] A propulsion system for a deep-sea autonomous robot includes an environmental perception module for acquiring water pressure data, ocean current speed and direction data to obtain deep-sea environmental parameters; a sealing control module for generating a pressure compensation instruction based on the water pressure data, and forming an isolation oil film at the thruster main shaft by executing the pressure compensation instruction; a vibration suppression module for collecting real-time vibration signals of the propulsion system, and generating a vibration suppression instruction based on the deviation between the real-time vibration signal and a preset attitude reference; a thrust distribution module for generating a thrust distribution instruction based on the ocean current speed and direction data in combination with the amplitude parameter of the vibration suppression instruction; and a ducted propulsion module for driving each ducted propeller to output directional thrust according to the thrust distribution instruction.

[0007] Optionally, the vibration suppression module includes: a spectrum analysis unit, used to calculate the main vibration frequency component of the collected real-time vibration signal of the propulsion system; a waveform generation unit, used to generate an inverted compensation waveform according to the phase information of the main vibration frequency component; and a current superposition unit, used to superimpose the inverted compensation waveform on the propeller drive current to generate a vibration suppression instruction.

[0008] Optionally, the thrust distribution module includes: a dynamic calculation unit, used to calculate the thrust vector of each ducted thruster based on ocean current speed and direction data; a vector correction unit, used to correct the thrust vector according to the amplitude parameter of the vibration suppression instruction to generate an anti-vibration thrust vector; and a matrix generation unit, used to synthesize the anti-vibration thrust vectors of each duct to generate a thrust distribution matrix.

[0009] Optionally, the sealing control module includes: a hydraulic compensation unit, used to compare the water pressure data with a preset pressure threshold, and when the water pressure exceeds the preset pressure threshold, control the hydraulic pump to inject compensation oil into the sealing oil chamber to generate hydraulic compensation parameters; an oil film forming unit, used to squeeze the compensation oil into a continuous oil film layer through a double-cone sealing structure based on the hydraulic compensation parameters, wherein the thickness of the oil film layer is inversely proportional to the water pressure value.

[0010] Optionally, the sealing control module includes a collaborative control interface: a frequency transmission unit for inputting the frequency parameters of the vibration suppression instruction into the hydraulic pump control circuit; and a pulse width adjustment unit for adjusting the injection pulse width of the compensation oil based on the main vibration frequency component.

[0011] Optionally, the fault response module includes: a thrust monitoring unit, used to monitor each ducted thruster and generate actual output thrust; a logic triggering unit, used to trigger the fault reconstruction logic when it is detected that the actual output thrust of the specified thruster is lower than the fault threshold; a gain adjustment unit, used to calculate the compensation gain coefficient of the diagonal thruster; and a matrix updating unit, used to adjust the thrust distribution matrix based on the compensation gain coefficient.

[0012] Optionally, the ducted propulsion module includes: a diversion control unit for activating a preset diversion groove control valve according to the thrust distribution matrix; and an angle adjustment unit for adjusting the opening and closing angle of the diversion groove in the duct based on the anti-vibration thrust vector.

[0013] Optionally, the angle adjustment unit is specifically used during fault reconstruction to: obtain the guide groove position information of the faulty thruster; adjust the guide groove angle of the diagonal thruster to a reverse tilt setting angle, and generate an opening and closing angle of the guide groove based on the reverse tilt setting angle.

[0014] Optionally, the collaborative compensation module includes: an oil film compensation unit, used to calculate the oil film compensation amount increment based on the position information of the faulty thruster; a pressure application unit, used to apply a pulse pressure wave in the annular oil cavity of the double-cone sealing structure; and a swing control unit, used to control the periodic swing of the guide groove of the diagonal thruster.

[0015] Compared with the prior art, the present invention has the following advantages:

[0016] 1. The innovative composite seal structure creates a stable dynamic sealing interface under high-pressure, alternating operating conditions through the synergistic interaction of heterogeneous material layers, significantly reducing the risk of hydraulic medium leakage. This structure adapts to microscopic deformation of the sealing surface, effectively preventing the premature failure of traditional sealing rings due to stress concentration, significantly improving the reliability of the propulsion system in extreme environments.

[0017] 2. An intelligent thrust control algorithm dynamically integrates multi-source sensor data to achieve optimal energy allocation for the propulsion unit. By compensating for the coupling effects of environmental disturbances and mechanical vibrations in real time, it significantly improves motion control accuracy under complex fluid conditions while reducing the risk of resonance damage to the power system.

[0018] 3. The layered vibration reduction assembly integrates passive damping and active energy dissipation technologies to effectively suppress the transmission of mechanical vibrations across a wide frequency range. The unique geometric anechoic structure significantly attenuates high-frequency cavitation noise, creating a stable operating environment for precision electronic equipment and extending the service life of key components.

[0019] 4. The distributed fault-tolerant control system establishes a multi-level fault diagnosis mechanism to enable rapid isolation and functional reconstruction of abnormal units. By intelligently redistributing the power output direction of the remaining thrusters, the system can maintain safe operation in the event of a local failure, enhancing the continuity of deep-sea exploration missions.

[0020] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 It is a schematic diagram of the framework of the propulsion system for the deep-sea autonomous robot according to an embodiment of the present invention.

[0023] Figure 2 It is a structural schematic diagram of a propulsion system for a deep-sea autonomous robot according to an embodiment of the present invention.

[0024] Figure 3 2 is a schematic diagram of reverse phase compensation according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0026] Reference Figure 1 One embodiment of the present invention proposes a propulsion system for a deep-sea autonomous robot, which adopts double-cone dynamic sealing, anti-phase vibration suppression, vector matrix allocation and redundant thrust reconstruction technology. It can achieve reliable sealing and stable propulsion in a deep-pressure environment of 10,000 meters, and simultaneously improve the equipment's service life and fault tolerance.

[0027] The system of this embodiment specifically includes:

[0028] Environmental perception module, used to obtain water pressure data, ocean current speed and direction data to obtain deep-sea environmental parameters;

[0029] a sealing control module, configured to generate a pressure compensation instruction according to the water pressure data, and form an isolation oil film at the propeller main shaft by executing the pressure compensation instruction;

[0030] a vibration suppression module, configured to collect a real-time vibration signal of the propulsion system and generate a vibration suppression instruction based on a deviation between the real-time vibration signal and a preset attitude reference;

[0031] a thrust distribution module, configured to generate a thrust distribution instruction based on the ocean current speed and direction data and in combination with the amplitude parameter of the vibration suppression instruction;

[0032] The ducted propulsion module is used to drive each ducted propeller to output directional thrust according to the thrust distribution instruction.

[0033] Optionally, the vibration suppression module includes: a spectrum analysis unit, used to calculate the main vibration frequency component of the collected real-time vibration signal of the propulsion system; a waveform generation unit, used to generate an inverted compensation waveform according to the phase information of the main vibration frequency component; and a current superposition unit, used to superimpose the inverted compensation waveform on the propeller drive current to generate a vibration suppression instruction.

[0034] Specifically, the spectrum analysis unit collects the real-time vibration signal of the propulsion system, uses the fast Fourier transform algorithm to perform frequency decomposition, and extracts the main vibration frequency component after noise filtering. Set the spectrum peak detection threshold. When the amplitude in the vibration signal exceeds the base noise level, determine its corresponding frequency component as the main vibration frequency component. The waveform generation unit calculates the phase difference based on the phase angle plus pi according to the phase angle of the main vibration frequency component. Its amplitude coefficient is directly proportional to the amplitude of the vibration signal. The current superposition unit generates an anti-phase compensation waveform according to the formula, and superimposes it on the propeller drive current to generate a vibration suppression instruction. For the unit according to the formula, we have:

[0035] ,

[0036] Among them, K represents the compensation current amplitude, α is the motor torque coefficient, β is the amplitude coefficient obtained by the ratio of the real-time vibration amplitude to the rated amplitude, ω is the main vibration frequency component, and t is the time variable. The phase angle of the compensation wave is obtained by the output signal of the phase detection circuit, such as Figure 3 Shown is the reverse compensation schematic.

[0037] For example, when a 152Hz vibration signal is detected during propulsion operation, the spectrum analysis unit receives the original signal from the vibration sensor and eliminates interference components above 200Hz through bandpass filtering. The amplitude of the 152Hz frequency component measured by fast Fourier transform is 0.8, which exceeds the noise floor 38 and is determined to be the main vibration frequency component. The waveform generation unit calculates the phase compensation amount. =152Hz corresponds to a phase angle of +180 degrees. Based on an amplitude ratio of β = 0.67, the compensation waveform was injected into the drive circuit, with the motor torque coefficient set at 0.95. Final measurements showed that the vibration amplitude was reduced from the original value of 0.8 to 0.12, effectively suppressing 82% of the vibration energy. After suppression, the propulsion system attitude angle deviation was stabilized within ±0.3 degrees.

[0038] Optionally, the thrust distribution module includes: a dynamic calculation unit, used to calculate the thrust vector of each ducted thruster based on ocean current speed and direction data; a vector correction unit, used to correct the thrust vector according to the amplitude parameter of the vibration suppression instruction to generate an anti-vibration thrust vector; and a matrix generation unit, used to synthesize the anti-vibration thrust vectors of each duct to generate a thrust distribution matrix.

[0039] Specifically, a three-degree-of-freedom propulsion dynamics model is established through the dynamics calculation unit, and the theoretical thrust vector of each ducted propeller is calculated based on the ocean current velocity vector decomposition formula. Based on the ocean current velocity and direction angle, the theoretical thrust vector of the first propeller is calculated. ,have:

[0040] ,

[0041] Where ρ is the seawater density, R is the duct radius, and N is the rotational speed coefficient. is the angle between the propeller axis and the ocean current direction, and V is the ocean current speed. The vector correction unit receives the amplitude parameter of the vibration suppression instruction and establishes the correction factor:

[0042] ,

[0043] in is the amplitude parameter, The anti-vibration thrust vector is corrected to obtain the maximum amplitude allowed by the system. ,have:

[0044] ;

[0045] The matrix generation unit constructs a two-dimensional thrust distribution matrix from each corrected anti-vibration thrust vector

[0046] ,

[0047] in is the total thrust in the x-axis direction, is the total thrust in the y-axis direction, representing the longitudinal and lateral thrust components respectively. is the resultant moment component.

[0048] Optionally, the sealing control module includes: a hydraulic compensation unit, used to compare the water pressure data with a preset pressure threshold, and when the water pressure exceeds the preset pressure threshold, control the hydraulic pump to inject compensation oil into the sealing oil chamber to generate hydraulic compensation parameters; an oil film forming unit, used to squeeze the compensation oil into a continuous oil film layer through a double-cone sealing structure based on the hydraulic compensation parameters, wherein the thickness of the oil film layer is inversely proportional to the water pressure value.

[0049] Specifically, the water pressure sensor data is received in real time, and the difference is compared with the preset pressure threshold. When the water pressure is detected to exceed the preset pressure threshold, the hydraulic pump oil filling program is started to inject compensation oil into the sealed oil chamber to generate hydraulic compensation parameters. For the compensation oil amount Q, there is:

[0050] ,

[0051] Where k is the compensation coefficient value, t is the compensation time, is the difference between the preset pressure threshold and the water pressure. The oil film forming unit controls the axial displacement of the double-cone sealing structure according to the hydraulic compensation parameter to form a continuous oil film layer. The calculation formula of the oil film thickness is:

[0052] ,

[0053] in is the base oil film thickness, β is the oil compression coefficient, R is the sealing surface radius, is the sealing gap, and α is the cone angle.

[0054] For example, when performing sealing control at a water depth of 5,000 meters, the actual water pressure P = 65MPa is measured, and the preset threshold is 50MPa. The difference between the preset pressure threshold and the water pressure is 15MPa, which triggers the compensation mechanism. Take the compensation time t = 5 seconds, and calculate the compensation oil volume Q = 9.864ml. The oil film forming unit drives the axial displacement of the double-conical structure through a servo motor. After applying the compensation oil, h = 0.0998mm is obtained according to the formula. The actual measured oil film thickness is 0.098 ± 0.002mm, and the viscosity of the injected oil is 350cSt. Verification shows that the oil film on the sealing surface is distributed in a continuous layer, and the leakage of the sealing cavity is less than 0.05ml / min at a pressure of 65MPa.

[0055] Optionally, the sealing control module includes a collaborative control interface: a frequency transmission unit for inputting the frequency parameters of the vibration suppression instruction into the hydraulic pump control circuit; and a pulse width adjustment unit for adjusting the injection pulse width of the compensation oil based on the main vibration frequency component.

[0056] Specifically, the collaborative control interface is activated, the frequency parameters of the vibration suppression command are captured through the high-speed data bus, and input into the hydraulic pump control circuit. The injection pulse width of the compensation oil is calculated based on the main vibration frequency component:

[0057] ,

[0058] in, is the reference pulse width, is the damping ratio, is the critical frequency of the system.

[0059] For example, when the system detects a 280Hz high-frequency vibration component, the frequency parameter 280Hz is obtained through the data bus, and the system characteristic frequency is 150Hz. Substituting this into the calculation formula, the ratio term is approximately 1.8667, and the exponential function term is approximately 0.1548. The final pulse width Δτ = 46.44ms. If the pulse modulator is set to a duty cycle T = 200ms, the duty cycle η is calculated to be 0.232, and the actual output is a positive-phase pulse signal with a pulse width of 46.44ms. This interface technology significantly enhances the stability of the sealing interface under extreme operating conditions, providing dual protection for deep-sea propulsion systems.

[0060] Optionally, the fault response module includes: a thrust monitoring unit, used to monitor each ducted thruster and generate actual output thrust; a logic triggering unit, used to trigger the fault reconstruction logic when it is detected that the actual output thrust of the specified thruster is lower than the fault threshold; a gain adjustment unit, used to calculate the compensation gain coefficient of the diagonal thruster; and a matrix updating unit, used to adjust the thrust distribution matrix based on the compensation gain coefficient.

[0061] Specifically, the monitoring unit obtains the actual output thrust through the strain gauge thrust sensor arranged at the tail end of the ducted thruster; activates the fault reconstruction logic when it detects that the actual output thrust of the specified thruster is lower than the fault threshold; and calculates the diagonal thruster compensation gain coefficient based on the actual output thrust. For the diagonal thruster compensation gain coefficient, there is:

[0062] ，

[0063] in is the actual output thrust, The rated thrust of the propeller is determined according to the nameplate parameters of the propulsion motor. Based on the compensation gain coefficient, the matrix update unit transfers the load of the failed propeller to the redundant propeller by updating the element of the faulty propeller in the original thrust distribution matrix to the product of the original element and the compensation gain coefficient.

[0064] For example, in a deep-sea vehicle with a thruster layout, if thruster P3 suddenly fails, the thruster's rated thrust is 80 kN, but the actual measured thrust is 45 kN, below the failure threshold. The gain adjustment unit calculates a compensation gain coefficient of 1.218, corresponding to thruster P7 in the diagonal position. The third row of the thrust allocation matrix, before the update, is [0, 0, 1, 0, 0, 0, 0]; after the update, it is adjusted to [0, 0, 0, 0, 0, 0, 1.2180].

[0065] Optionally, the ducted propulsion module includes: a diversion control unit for activating a preset diversion groove control valve according to the thrust distribution matrix; and an angle adjustment unit for adjusting the opening and closing angle of the diversion groove in the duct based on the anti-vibration thrust vector.

[0066] Specifically, the matrix elements of the analytical thrust distribution matrix are converted into the opening signal of the guide groove control valve. The control signal strength is:

[0067] ,

[0068] in The matrix elements of the thrust distribution matrix, is the maximum load factor of a single valve; based on the directional component of the anti-vibration thrust vector, the target opening and closing angle of the guide groove is calculated.

[0069] For example, when the control system outputs the thrust distribution matrix element When: Calculate the intensity factor The activation criteria are met. The diversion channel control valve receives a command signal of V = 7.2 V. Simultaneously, the anti-vibration thrust component is detected as 42.6 N·m, and the calculated correction angle θ = 49.08 degrees. Limited by a maximum value of 45 degrees, the valve is actually fully open at 45 degrees.

[0070] Optionally, the angle adjustment unit is specifically used during fault reconstruction to: obtain the guide groove position information of the faulty thruster; adjust the guide groove angle of the diagonal thruster to a reverse tilt setting angle, and generate an opening and closing angle of the guide groove based on the reverse tilt setting angle.

[0071] Specifically, during the normal operation of the propeller, the anti-vibration thrust vector parameters are received and the guide groove is dynamically adjusted to the set angle through proportional integral regulation. When the logic trigger unit detects a propeller failure, the current angle of the guide groove of the faulty propeller is read through the position feedback device. The angle is measured by the built-in rotary encoder, and the target propeller at the diagonal position is selected to calculate the adjustment amount for the degree of failure. :

[0072] ,

[0073] Where K is the angle correction coefficient, S is the position-related factor, is the actual output thrust, The rated thrust of the propeller is determined based on the propulsion motor nameplate parameters. is the maximum allowable compensation thrust of the system, The maximum adjustable angle of the guide groove is calculated based on the adjustment amount calculated based on the fault degree. The reverse tilt setting angle is calculated by adding the reference angle when the target thruster is working normally and the adjustment amount calculated based on the fault degree.

[0074] For example, when the thrust drop fault occurs on the fourth thruster, the current opening angle of the thruster guide groove is measured to be 30 degrees. At this time, the logic trigger unit determines that its thrust is lower than the threshold. The system selects the eighth thruster in the diagonal position as the compensation unit. It is known that the reference angle of the eighth thruster is 15 degrees. The correction coefficient K set in the simulation is 1.0, and the position factor S is 1.0. The system measures that the difference between the rated thrust of the thruster and the actual output thrust is 25kN, and the maximum compensation thrust of the hydraulic system is 50kN. Substituting the numerical value into the formula, the adjustment amount for the fault degree calculation is 22.5 degrees, and the angle of the eighth thruster guide groove is finally adjusted to 37.5 degrees.

[0075] Optionally, the collaborative compensation module includes: an oil film compensation unit, used to calculate the oil film compensation amount increment based on the position information of the faulty thruster; a pressure application unit, used to apply a pulse pressure wave in the annular oil cavity of the double-cone sealing structure; and a swing control unit, used to control the periodic swing of the guide groove of the diagonal thruster.

[0076] Specifically, the oil film compensation unit receives the position coordinate information of the faulty thruster and calculates the compensation increment based on the relative distance between the faulty thruster and the sealing compensation target point. ,have:

[0077] ,

[0078] in, is the basic compensation value, L is the overall layout of the propulsion system, and D is the relative distance of the sealing compensation target point; the pressure application unit establishes a pulse pressure wave in the annular oil cavity of the double-cone sealing structure, where the instantaneous pressure value satisfies:

[0079] ,

[0080] in, is the static sealing pressure, is the pulse amplitude, The angular frequency corresponds to the main vibration frequency component multiplied by the frequency coefficient; the swing control unit is based on the phase angle deviation of the propeller at the moment:

[0081] ,

[0082] The law of adjusting the guide groove swing angle, where is the base angle, is the maximum adjustment amount, is the driving frequency obtained based on the fault reconstruction response frequency, is the angular deviation.

[0083] For example, when the fault alarm of the fifth thruster is triggered: the distance between the fault point and the nearest compensation oil chamber is measured to be D=0.8m, and the compensation increment ΔQ=1.535ml. The pressure application unit calculates the angular frequency ω=843.3rad / s with the main vibration frequency of 120Hz, and generates a pulsating pressure wave P=10+1.5×sin(843.3t). The guide groove swing module takes the thrust attenuation ratio η=0.4, corresponding to the maximum adjustment amount Δθ=18 degrees, and the driving frequency f=90Hz. Actual test data shows that under this working condition, the oil film thickness fluctuation drops from ±0.01mm to ±0.003mm, the thrust output fluctuation amplitude of the thruster drops by 71%, and the temperature rise rate of the sealing interface slows down by 58%.

[0084] It should be noted that the electrical connections between the above-mentioned units do not necessarily mean direct connections of lines. Indirect connections are applicable to the embodiments of the present invention as long as the purpose of the present invention is achieved. The above description is only an exemplary embodiment of the present invention and is not intended to limit the scope of the present invention.

[0085] That is, any equivalent changes and modifications made according to the teachings of the present invention are still within the scope of the present invention. Those skilled in the art will readily conceive of other embodiments of the present invention after considering the disclosure of the specification and practical truths. This application is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary technical means in the art not described herein.

Claims

1. A propulsion system for a deep-sea autonomous robot, characterized in that: The propulsion system uses dual-cone dynamic seals, anti-phase vibration suppression, vector matrix distribution, and redundant thrust reconstruction technology. The system includes: Environmental perception module, used to obtain water pressure data, ocean current speed and direction data to obtain deep-sea environmental parameters; a vibration suppression module, configured to collect a real-time vibration signal and generate a vibration suppression instruction based on a deviation between the real-time vibration signal and a preset attitude reference; a sealing control module, configured to generate a pressure compensation instruction according to the water pressure data, and form an isolation oil film on the propeller main shaft by executing the pressure compensation instruction based on the vibration suppression instruction; a thrust distribution module, configured to generate a thrust distribution instruction based on the ocean current speed and direction data and in combination with the amplitude parameter of the vibration suppression instruction; The ducted propulsion module is used to drive each ducted propeller to output directional thrust according to the thrust distribution instruction.

2. The propulsion system for a deep-sea autonomous robot according to claim 1, characterized in that: The vibration suppression module comprises: A spectrum analysis unit is used to calculate the main vibration frequency component of the collected real-time vibration signal of the propulsion system; a waveform generating unit, configured to generate an anti-phase compensation waveform according to the phase information of the main vibration frequency component; The current superposition unit is used to superimpose the anti-phase compensation waveform onto the propeller drive current to generate a vibration suppression instruction.

3. The propulsion system for a deep-sea autonomous robot according to claim 1, characterized in that: The thrust distribution module comprises: A dynamic calculation unit, used to calculate the thrust vector of each ducted propeller based on ocean current speed and direction data; A vector correction unit, configured to correct the thrust vector according to the amplitude parameter of the vibration suppression instruction to generate an anti-vibration thrust vector; The matrix generation unit is used to synthesize the anti-vibration thrust vectors of each duct and generate a thrust distribution matrix.

4. The propulsion system for a deep-sea autonomous robot according to claim 2, characterized in that: The sealing control module includes: a hydraulic compensation unit, configured to compare the water pressure data with a preset pressure threshold, and control a hydraulic pump to inject compensation oil into the sealed oil chamber when the water pressure exceeds the preset pressure threshold, thereby generating a hydraulic compensation parameter; The oil film forming unit is used to squeeze the compensation oil to form a continuous oil film layer through a double-cone sealing structure based on the hydraulic compensation parameters, wherein the thickness of the oil film layer is inversely proportional to the water pressure value.

5. The propulsion system for a deep-sea autonomous robot according to claim 4, characterized in that: The sealing control module further includes: a frequency transmission unit, configured to input the frequency parameter of the vibration suppression instruction into a hydraulic pump control circuit; A pulse width adjustment unit is used to adjust the injection pulse width of the compensation oil based on the main vibration frequency component.

6. The propulsion system for a deep-sea autonomous robot according to claim 3, characterized in that: The system further includes a fault response module, wherein the fault response module includes: Thrust monitoring unit, used to monitor each ducted thruster and generate actual output thrust; a logic trigger unit, configured to trigger a fault reconstruction logic when detecting that the actual output thrust of a designated thruster is lower than a fault threshold; A gain adjustment unit, used for calculating the compensation gain coefficient of the diagonal thruster; A matrix updating unit is used to adjust the thrust distribution matrix based on a compensation gain coefficient.

7. The propulsion system for a deep-sea autonomous robot according to claim 6, characterized in that: The ducted propulsion module comprises: a diversion control unit, configured to activate a preset diversion slot control valve according to the thrust distribution matrix; The angle adjustment unit is used to adjust the opening and closing angle of the guide groove in the duct based on the anti-vibration thrust vector.

8. The propulsion system for a deep-sea autonomous robot according to claim 7, characterized in that: The angle adjustment unit is specifically used for: Obtaining the guide groove position information of the faulty thruster; The guide groove angle of the diagonal thruster is adjusted to a reverse tilt setting angle, and the opening and closing angle of the guide groove is generated based on the reverse tilt setting angle.

9. The propulsion system for a deep-sea autonomous robot according to claim 1, characterized in that: The system further includes a collaborative compensation module, which includes: An oil film compensation unit, used for calculating the oil film compensation increment based on the position information of the faulty thruster; A pressure applying unit, used for applying a pulse pressure wave in the annular oil cavity of the double-cone sealing structure; The swing control unit is used to control the guide groove of the diagonal thruster to swing periodically.

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