Steering device and control method thereof, watercraft propeller and related systems and apparatuses

Abstract

A turning device (20) and a control method thereof, a water area propeller (40) and related systems and devices, the turning device (20) is arranged in the water area propeller (40); the control method comprises: (S11) obtaining the running condition of the water area propeller (40); (S12) controlling the running state of the turning device (20) based on the running condition, the running state comprises a turning locking state and a turning unlocking state.

Description

Technical Field

[0001] This application relates to the field of water-based mobile equipment technology, and in particular to a control method for a steering device, a steering device, a water propulsion device, a water propulsion system, a water-based mobile equipment, and a computer-readable storage medium. Background Technology

[0002] In water-based mobile devices, steering mechanisms can be used to steer or maintain the current direction. However, in related technologies, steering mechanisms generally lack a steering lock function. This makes it easy for the water propulsion unit, where the steering mechanism is located, to steer under external force, thus deviating from its intended direction and affecting the reliability and safety of driving the water-based mobile device. Summary of the Invention

[0003] In a first aspect, this application provides a control method for a steering device, the steering device being disposed in a water propulsion unit; the control method includes: acquiring the operating conditions of the water propulsion unit; and controlling the operating state of the steering device based on the operating conditions, the operating state including a steering lock-up state and a steering unlock-out state.

[0004] In a second aspect, this application provides a steering device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method of the steering device described in the first aspect of this application.

[0005] Thirdly, this application provides a water propulsion device, which includes the steering device, propulsion device, and housing described in the second aspect of this application, wherein the steering device and the propulsion device are disposed in the housing.

[0006] Fourthly, this application provides a water propulsion system, the water propulsion system comprising: the water propulsion device described in the third aspect of this application and a control component, the control component being communicatively connected to the water propulsion device.

[0007] Fifthly, this application provides a water-based mobile device, which includes a mobile body and the water propulsion system described in the fourth aspect of this application, wherein the water propulsion system is combined with the mobile body.

[0008] In a sixth aspect, this application provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the control method of the steering device described in the first aspect of this application.

[0009] In this embodiment, the operating state of the steering device can be controlled based on the operating conditions of the water propeller, and the operating state includes a steering lock state and a steering unlock state. When the steering device is in the steering unlock state, the water-based mobile device can be steered; when the steering device is in the steering lock state, the current direction of the water propeller can be locked and maintained, preventing the water propeller from deviating from its original direction under the action of external forces, thereby improving the reliability and safety of driving the water-based mobile device. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a flowchart of a control method for a steering device according to an embodiment of this application.

[0012] Figure 2 This is a schematic diagram showing the state correspondence of a locking mechanism, a steering device, and a water-based mobile device according to an embodiment of this application.

[0013] Figure 3 This is a flowchart illustrating the overall control state of the steering device according to an embodiment of this application.

[0014] Figure 4 and Figure 5 These are schematic diagrams illustrating the fault determination process of a micro switch and a locking mechanism according to an embodiment of this application.

[0015] Figure 6 This is a general control flowchart of the operating state of the steering device according to another embodiment of this application.

[0016] Figure 7 This is a schematic diagram of the structure of a steering device according to an embodiment of this application.

[0017] Figure 8 This is a schematic diagram of the structure of a water propulsion device according to an embodiment of this application.

[0018] Figure 9 This is a schematic diagram of the steering motor and locking mechanism in a steering device according to an embodiment of this application.

[0019] Figure 10 yes Figure 9 A schematic diagram of the locking mechanism in the embodiment shown.

[0020] Figure 11This is a general flowchart of the software control method of a steering device according to an embodiment of this application.

[0021] Figure 12 This is a schematic diagram of a water propulsion system according to an embodiment of this application.

[0022] Figure 13 This is a schematic diagram of a water-based mobile device according to an embodiment of this application.

[0023] Figure 14 This is a schematic diagram of a steering device according to an embodiment of this application. Detailed Implementation

[0024] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0025] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0026] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items. Unless otherwise indicated, terms such as “front,” “rear,” “lower,” and / or “upper” are for illustrative purposes only and are not limited to a location or spatial orientation. Terms such as “connected” or “linked” are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect. “A plurality” means at least two.

[0027] Water-based mobile equipment refers to mobile equipment capable of operating or moving on water, and can be used for navigation, diving, recreation, or other water activities. Water-based mobile equipment can be various water transportation vehicles such as commercial ships, passenger ships, yachts, fishing boats, sailboats, and civilian vessels, and can also be equipment capable of moving in water, such as water patrol equipment, water management equipment, and water environment monitoring equipment. This application does not impose any restrictions on this. Figure 13 A schematic diagram of a water-based mobile device 100 is shown. The water-based mobile device 100 may include a mobile body 101 and a water propulsion system 50, which is integrated with the mobile body 101. The integration of the water propulsion system 50 with the mobile body 101 may involve the water propulsion system 50 being partially mounted on the mobile body 101, or the water propulsion system 50 being entirely mounted on the mobile body 101; this application does not impose any limitations on this.

[0028] See Figure 12 The water propulsion system 50 may include a water thruster 40 and a control component 60 communicatively connected to the water thruster 40. The water thruster 40 may be an outboard motor, podded thruster, or other power-providing device to assist in the steering of the water-mobile device 100. It may be installed at the bow, stern, or side of the water-mobile device 100; this application does not impose any limitations on this. The control component 60 is used to receive control commands sent by the user and transmit these commands to the water thruster 40, causing the water thruster 40 to generate thrust in response to the control commands.

[0029] See Figure 8 The waterborne propulsion device 40 may include a steering device 20, a propulsion device 70, and a housing 80. The steering device 20 and the propulsion device 70 are housed within the housing 80. The steering device 20 is used to adjust the course and perform turning operations of the waterborne mobile device 100. The propulsion device 70 generates thrust to propel the waterborne mobile device 100 forward or backward. The propulsion device 70 may include a propulsion motor (not shown) and a propeller 140. The housing 80 houses and protects the steering device 20 and the propulsion device 70.

[0030] During the operation of the water propulsion unit 40, due to factors such as waves, the water propulsion unit 40 is prone to deviating from its original direction under the action of external forces, thereby affecting the reliability and safety of the water-based mobile equipment 100. Therefore, the operating status of the steering device 20 can be controlled by software control or mechanical control.

[0031] The steering device 20 operates in two states: a steering locked state and a steering unlocked state. When the steering device 20 is required to maintain its current steering position, it can be controlled to operate in the steering locked state. In this state, the steering angle of the water-based mobile device 100 can only change within a small range (e.g., current steering angle ±1°, current steering angle ±3°, current steering angle ±5°, or current steering angle ±10°, etc.), thus limiting the steering of the water-based mobile device 100. Even under external force, the steering device 20 can remain at or near its current steering position without deviating excessively from it. When the steering device 20 needs to change its steering position, it can be controlled to operate in the steering unlocked state. In this state, the water-based mobile device 100 can turn in response to the user's control command, and is in a free-steering state. Examples of the two control methods are given below.

[0032] In the mechanical control method, the operating state of the steering device 20 can be controlled by the locking mechanism 10. The locking mechanism 10 is an electrically controlled locking mechanism, which can change its own operating state under the control of drive commands, thereby changing the operating state of the steering device 20. These drive commands can be sent through control components such as the remote control box, proximity control box, steering wheel, and / or display screen on the water-based mobile device 100. See below for reference. Figures 7 to 10 , Figure 14 The specific structures of the steering device 20 and the locking mechanism 10 are illustrated with examples.

[0033] See Figure 14 The steering device 20 includes a memory 160, a processor 170, and a computer program stored in the memory 160 and executable on the processor 170. When the processor 170 executes the computer program, it implements a control method for the steering device 20, which controls the operating state of the steering device 20. This control method will be described in detail below and will not be elaborated here.

[0034] See Figure 7 and Figure 8The steering device 20 includes a locking mechanism 10, a steering motor 113, and a steering shaft 118. The steering motor 113 receives steering control commands and, in response, drives the steering device 20 to steer, thereby changing the direction of the propulsion force of the water propeller 40 and controlling the direction of movement of the water-mobile device 100. Steering control commands can be sent via control components 60 such as a steering wheel or rudder on the water-mobile device 100. The steering motor 113 can be a hydraulic motor, an electric motor, or an electro-hydraulic hybrid motor. The steering shaft 118 is used to connect the steering motor 113 to transmit the torque output by the steering motor 113.

[0035] See Figure 7 and Figure 8 The locking mechanism 10 is disposed on the transmission path from the steering motor 113 to the steering shaft 118 of the steering device 20, and is electrically connected to the processor 170. When the locking mechanism 10 is in the released state, the processor 170 controls the locking mechanism 10 to be in a released state that allows the steering motor 113 to output steering torque to the steering shaft 118, thereby putting the steering device 20 in a steering unlocked state. When the locking mechanism 10 is in the locked state, the processor 170 controls the locking mechanism 10 to be in a locked state that positions the steering shaft 118, thereby putting the steering device 20 in a steering locked state. In this way, the user can conveniently and quickly control the operating state of the locking mechanism 10 through the processor 170 in a software manner, thereby controlling the operating state of the steering device 20.

[0036] In some embodiments, the steering device 20 further includes a transmission mechanism 11, and the steering motor 113 is provided with a drive shaft 114, which is connected to the steering shaft 118 via the transmission mechanism 11. When the locking mechanism 10 is in the locked state, the locking mechanism 10 positions the drive shaft 114.

[0037] The transmission mechanism 11 includes a reduction assembly 112 and a torque amplification assembly 111. The reduction assembly 112 is connected to the drive shaft 114 and is used to reduce the steering torque output by the steering motor 113, thereby improving the smoothness during steering. The torque amplification assembly 111 is connected to the reduction assembly 112 and the steering shaft 118 and is used to amplify the reduced steering torque and output it to the steering shaft 118, thereby improving the steering capability of the steering device 20. A locking mechanism 10 can be disposed between the steering motor 113 and the reduction assembly 112. When the locking mechanism 10 is in the locked state, it positions the end of the drive shaft 114 near the reduction assembly 112 to restrict the rotation of the drive shaft 114, thereby restricting the steering of the steering device 20. Optionally, the reduction assembly 112 is a reducer, such as a planetary reducer, a worm gear reducer, or a gear set reducer. The torque amplification assembly 111 can be a torque amplification gear set, including a small-diameter gear and a large-diameter sector gear. The small-diameter gear is connected to the reducer to receive the rotational torque output by the reducer. The sector gear is connected to the steering shaft 118 to output rotational torque to the steering shaft 118. The steering motor 113 drives the steering device 20 to turn relative to the lifting clamp 30 via the reducer, the torque-increasing gear set, and the steering shaft 118. The lifting clamp 30 is fixed to the rear of the water-based mobile equipment 100 and is used to drive the steering device 20 to lift, thereby adjusting the course of the water-based mobile equipment 100.

[0038] See also Figure 7 The locking mechanism 10 includes a first locking component 12 and a second locking component 13. The first locking component 12 is fixedly connected to the drive shaft 114, and the second locking component 13 is electrically connected to the processor 170. The processor 170 can control at least a portion of the components of the second locking component 13 to move relative to the first locking component 12. When at least a portion of the components of the second locking component 13 presses against the first locking component 12, the first locking component 12 and the second locking component 13 cooperate to lock the locking mechanism 10. When at least a portion of the components of the second locking component 13 moves away from the first locking component 12, the locking mechanism 10 is released. This application achieves free switching of the operating state of the locking mechanism 10 by cooperating with the first locking component 12 and the second locking component 13. The locking mechanism 10 has a simple structure, low cost, and low control complexity.

[0039] See also Figure 7The first locking assembly 12 includes a locking chuck 119, and the second locking assembly 13 includes an electromagnetic brake 116. The locking chuck 119 is fixed to the drive shaft 114. The electromagnetic brake 116 includes a movable locking rod 120 (the locking rod 120 is a component that can move relative to the first locking assembly 12). When the locking mechanism 10 is in the locked state, the locking rod 120 presses against the locking chuck 119; when the locking mechanism 10 is in the released state, the locking rod 120 releases the locking chuck 119. Optionally, the locking chuck 119 has a groove that mates with the locking rod 120. When the locking mechanism 10 is in the locked state, the locking rod 120 can be inserted into the groove, thereby pressing against the locking chuck 119; when the locking mechanism 10 is in the released state, the locking rod 120 pops out of the groove, thereby releasing the locking chuck 119. The electromagnetic brake 116 also includes an electromagnetic element 117. When the electromagnetic component 117 is energized, the locking rod 120 moves away from the locking chuck 119 under the magnetic force of the electromagnetic component 117. When the electromagnetic component 117 is de-energized, the locking rod 120 presses against the locking chuck 119. The locking mechanism 10 also includes a locking adapter flange 131, which is fixed to the motor housing 123 of the steering motor. The locking adapter flange 131 is used to fix the locking chuck 119, making the locking chuck 119 more firmly fixed relative to the drive shaft 114. Furthermore, when the locking chuck 119 presses against the electromagnetic brake 116, the electromagnetic brake 116 can limit the rotation of the drive shaft 114 by limiting the rotation of the locking chuck 119, thereby achieving the locking of the steering device 20.

[0040] In addition to adopting Figure 7 In addition to the structure shown, the locking mechanism 10 of this application can also employ... Figure 10 The structure is shown. The locking mechanism 10 can be located at the end of the steering motor 113 away from the reduction gear 112. When the locking mechanism 10 is in the locked state, it positions the end of the drive shaft 114 away from the reduction gear 112 to restrict the rotation of the drive shaft 114, thereby limiting the steering of the steering device 20. See also Figure 9 and Figure 10 The first locking assembly 12 includes a fixed plate 126 and a friction plate 128. The second locking assembly 13 includes a movable plate 127 (the movable plate 127 is an element that can move relative to the first locking assembly 12) and an electromagnet 129. The friction plate 128 is disposed between the fixed plate 126 and the movable plate 127 and is fixedly connected to the drive shaft 114.

[0041] The steering motor 113 also includes a front motor cover 121, a rear motor cover 122, and a motor housing 123. The steering device also includes a brake adapter assembly 130, a connector 125, and fasteners 124. The drive shaft 114 can be fixed to the front motor cover 121, which in turn can be fixed to the housing of the reduction assembly 112, facilitating shaft connection between the drive shaft 114 and the reduction assembly 112. The locking mechanism 10 is connected to the rear motor cover 122 to achieve relative fixation between the locking mechanism 10 and the steering motor 113. The drive shaft 114 is connected and fixed to the friction plate 128 via the brake adapter assembly 130, which transmits frictional torque between the drive shaft 114 and the locking mechanism 10. The motor housing 123 is used to fix other parts of the steering motor 113. The connector 125 connects the drive shaft 114 and the brake adapter assembly 130, and is used to press the drive shaft 114 and the brake adapter assembly 130 together. Optionally, the connector 125 is a nut. A fastener 124 is connected to the connector 125 to prevent the connector 125 from loosening. Optionally, the fastener 124 is an anti-loosening washer.

[0042] See Figure 9 , Figure 10 and Figure 14 When steering is required, the processor 170 provides an electrical signal to the electromagnet 129 to energize it. At this time, the moving plate 127 is attracted by the electromagnet 129 and moves away from the friction plate 128, allowing the friction plate 128 to rotate, and the locking mechanism 10 is in a released state. When steering is not required, the processor 170 stops providing an electrical signal to the electromagnet 129 to de-energize it. At this time, the moving plate 127 abuts against the friction plate 128 to prevent the friction plate 128 from rotating, and the locking mechanism 10 is in a locked state. Specifically, when the moving plate 127 abuts against the friction plate 128, the friction plate 128 is pressed tightly by the fixed plate 126 and the moving plate 127. Since the drive shaft 114 is connected and fixed to the friction plate 128 through the brake adapter assembly 130, the drive shaft 114 cannot rotate at this time, thereby locking the steering shaft 118 and preventing the steering shaft 118 from rotating and deviating from its direction when subjected to external force.

[0043] Furthermore, a spring (not shown) may be provided between the moving plate 127 and the fixed plate 126. When the electromagnet 129 is energized, the spring extends, causing the moving plate 127 to move away from the friction plate 128, and the drive shaft 114 rotates freely under the action of a small frictional force, thereby putting the locking mechanism 10 in the released state; when the electromagnet 129 is de-energized, the spring contracts, pressing the moving plate 127 and the fixed plate 126 together, so that the moving plate 127 abuts against the friction plate 128, and the drive shaft 114 is restricted from rotating under the action of a larger frictional force, thereby putting the locking mechanism 10 in the locked state.

[0044] In some embodiments, the steering device 20 further includes a detection unit, to which the locking mechanism 10 is connected. The operating state of the locking mechanism 10 can be determined based on the state of the detection unit. The state of the detection unit can correspond one-to-one with the operating state of the locking mechanism 10. See also Figure 7 The detection unit may include a micro switch 115. The state of the micro switch 115 may include an open state and a closed state. When the locking mechanism 10 is in the locked state, the micro switch 115 is in the open state; when the locking mechanism 10 is in the released state, the micro switch 115 is in the closed state. By setting the micro switch 115, the operating state of the locking mechanism 10 can be intuitively determined based on the state of the micro switch 115.

[0045] See also Figure 7 As an example, the micro switch 115 of the steering device 20 is located on the side of the electromagnetic brake 116 away from the locking chuck 119. When the locking lever 120 presses against the locking chuck 119, the end of the locking lever 120 away from the locking chuck 119 is spaced from the micro switch 115, so that the micro switch 115 is in an open state; when the locking lever 120 releases the locking chuck 119, the end of the locking lever 120 away from the locking chuck 119 presses against the micro switch 115, so that the micro switch 115 is in a closed state. In one embodiment, the locking mechanism 10 includes a locking chuck 119 and an electromagnetic brake 116, the electromagnetic brake 116 including a locking lever 120 and an electromagnetic element 117. When the electromagnetic component 117 is energized, the locking lever 120 moves away from the locking chuck 119 under the magnetic force of the electromagnetic component 117. The end of the locking lever 120 away from the locking chuck 119 presses against the micro switch 115, and the micro switch 115 is in the closed state. When the electromagnetic component 117 is de-energized, the locking lever 120 presses against the locking chuck 119, and the end of the locking lever 120 away from the locking chuck 119 is separated from the micro switch 115, and the micro switch 115 is in the open state.

[0046] As another example, the detection unit can also be combined with... Figure 9 and Figure 10The locking mechanism 10 is used to provide feedback on its locking state. Specifically, the detection unit can be a signal transceiver (not shown in the figure). The signal transceiver can send and receive signals, such as light signals, ultrasonic signals, etc., without limitation. The signal transceiver includes a signal transmitter and a signal receiver. The signal receiver is used to receive signals transmitted by the signal transmitter. The signal transmitter and signal receiver can be disposed between the moving plate 127 and the electromagnet 129. For example, the signal transmitter can be disposed on one of the electromagnet 129 or the moving plate 127, and the signal receiver can be disposed on the other of the electromagnet 129 or the moving plate 127. Alternatively, the signal transmitter and signal receiver can be disposed on either the electromagnet 129 or the moving plate 127. Taking the simultaneous installation of a signal transmitter and a signal receiver on the electromagnet 129 as an example, when the electromagnet 129 is energized, the moving plate 127 is attracted to the electromagnet 129 and moves closer to it. At this time, the signal transmitter can continuously transmit signals, and the signal receiver can continuously receive signals transmitted by the signal transmitter and reflected back by the moving plate 127. When the intensity of the received feedback signal is detected to be higher than the first preset signal intensity, it is determined that the moving plate 127 has separated from the friction plate 128, and the friction plate 128 can rotate. At this time, it is determined that the locking mechanism 10 is in the released state. Similarly, after the electromagnet 129 is de-energized, the moving plate 127 moves towards the friction plate 128 until it abuts against the friction plate 128. During this period, the signal transmitter can continuously transmit signals, and the signal receiver can continuously receive signals transmitted by the signal transmitter and reflected back by the moving plate 127. When the intensity of the received feedback signal is detected to be lower than the second preset signal intensity, it is determined that the moving plate 127 has abutted against the friction plate 128, and the friction plate 128 cannot rotate. At this time, it is determined that the locking mechanism 10 is in the locked state.

[0047] In related technologies, steering devices generally lack a steering lock function, which makes the water propeller where the steering device is located easily steered under external forces, thus deviating from its original direction. Based on this, this application provides a steering device 20 (such as...). Figure 7 The control method shown is used to lock the steering device 20. The specific implementation details of the solution in this application are illustrated below.

[0048] See Figure 1 , Figure 2 , Figures 7 to 10 This application provides a control method for a steering device 20, which is disposed in a water propulsion unit 40. The control method can be implemented by... Figure 7 and Figure 14 The processor 170 shown executes the control. Control methods include:

[0049] Step S11: Obtain the operating conditions of the water thruster 40;

[0050] Step S12: Control the operating state of the steering device 20 based on the operating conditions of the water propeller 40, which includes the steering lock state and the steering unlock state.

[0051] See Figure 2 The locking mechanism 10 operates in two states: a locked state and a released state. When the locking mechanism 10 is in the locked state, it positions the steering shaft 118 to lock the steering device 20, thus restricting the steering of the water-based mobile equipment 100. When the locking mechanism 10 is in the released state, it allows the steering motor 113 to output steering torque to the steering shaft 118, releasing the steering device 20 and allowing the water-based mobile equipment 100 to turn freely. When it is necessary to maintain the steering device 20 in its current steering position, the locking mechanism 10 can control the steering device 20 to be locked, thereby locking and maintaining the current direction of the mobile equipment 100 containing the water propeller 40 and preventing the water propeller 40 from deviating from its intended direction under external forces.

[0052] The required operating state of the locking mechanism 10 can be determined based on the operating conditions of the water propeller 40. The operating conditions of the water propeller 40 may include the operating conditions of the steering device 20, the operating conditions of the locking mechanism 10, the command receiving status of the water propeller 40, and / or the operating parameters of the water propeller 40. This will be explained in detail below.

[0053] When the operating conditions of the water propulsion unit 40 include the operating conditions of the steering device 20, the operating conditions of the steering device 20 are used to characterize the working state of the steering device 20, and may include calibration conditions, test conditions, power-on self-test conditions, abnormal conditions, etc. The calibration conditions may include manual calibration conditions and / or automatic calibration conditions. When the steering device 20 is in the calibration condition, it can be calibrated to improve the accuracy of steering control. The calibration includes, but is not limited to, neutral position calibration, steering torque calibration, and / or steering angle calibration. When the steering device 20 is in the test condition, its performance can be tested, including but not limited to testing for loose mechanical components and abnormal noises, and testing the response time of the steering device 20 to control signals from interactive components such as the steering wheel and rudder stick. If the steering device 20 is powered on for less than a preset time (e.g., 4 seconds), it may be in the power-on self-test condition. During the power-on self-test mode, the power supply, communication, sensors, control panel, alarm system, and steering function of the steering device 20 can be automatically detected and calibrated to improve the operational reliability of the water-based mobile equipment 100. It should be noted that the term "preset" in the various preset parameters (such as preset duration) of this application indicates that the parameter was set and stored in the machine before leaving the factory.

[0054] If the steering device 20 is in any of the following operating conditions: calibration, testing, or power-on self-test, the locking mechanism 10 can be controlled to be in the released state, so that the steering device 20 is in the steering unlocked state. It can be understood that during any of these operating conditions, the steering device 20 needs to perform certain steering operations to verify its reliable operation. At this time, the locking mechanism 10 needs to be released to allow the steering device 20 to turn freely, thus completing the verification process.

[0055] When the operating conditions of the water thruster 40 include the operating conditions of the locking mechanism 10, the operating conditions of the locking mechanism 10 may include abnormal operating conditions and / or manual operation conditions. An abnormal operating condition of the locking mechanism 10 may be due to the locking mechanism 10 failing to successfully respond to the control command for that locking mechanism 10, failing to successfully maintain the operating state indicated by the control command for that locking mechanism 10, or other situations where the locking mechanism 10 cannot be normally controlled. For example, when the steering device 20 is in calibration mode, a release command can be sent to the locking mechanism 10 to control it to operate in the released state. However, the locking mechanism 10 may fail to successfully respond to the release command and operate in the released state, or although the locking mechanism 10 responds to the release command and temporarily operates in the released state, it may then automatically return to the locked state. Manual operation mode refers to the operating state of the locking mechanism 10 being manually controlled by the user.

[0056] If the locking mechanism 10 is in an abnormal operating condition, it can be controlled to operate in the released state. For example, a release command can be continuously sent to the locking mechanism 10 to control it to operate in the released state. This application can automatically detect the operating condition of the water propeller 40 and adaptively control the operating state of the locking mechanism 10 according to different operating conditions. Since the operating state of the steering device 20 can be controlled by controlling the operating state of the locking mechanism 10, the above method can automatically switch the operating state of the steering device 20 to a state adapted to the operating condition of the water propeller 40, thereby meeting the steering requirements under various operating conditions.

[0057] Furthermore, if the locking mechanism 10 still cannot be successfully controlled to operate in the released state when the number of times the release command is sent to the locking mechanism 10 reaches a preset threshold, or when the duration of sending the release command to the locking mechanism 10 reaches a preset duration, a fault message for the locking mechanism 10 can be output so that the fault can be handled manually, thereby improving the effectiveness and timeliness of fault handling and improving the reliability and safety of driving the water-based mobile equipment 100.

[0058] If the locking mechanism 10 is in manual operation mode, it can also be controlled to operate in the released state. In manual operation mode, the locking mechanism 10 can be controlled to operate in the released state in response to a user-triggered operation command. The operation command can include a forced release command and a steering control command. The forced release command can forcibly control the locking mechanism 10 to operate in the released state. The steering control command can be used to control the steering device 20 to turn. When a steering control command is received, it is assumed that there is a steering requirement, therefore, the locking mechanism 10 needs to be released. When there is a steering requirement, the user only needs to send a steering control command to control the locking mechanism 10 to operate in the released state. This eliminates the need for the user to send additional control commands to control the operating state of the locking mechanism 10, improving operational convenience; furthermore, the steering control command allows for simultaneous switching between steering control and the locking mechanism 10's state, improving command reusability and reducing system complexity.

[0059] The two types of commands can be sent through different control components. For example, the forced release command can be sent through a first control component that communicates with the steering device 20, and the steering control command can be sent through a second control component that communicates with the steering device 20. Optionally, the first control component can be a virtual button on the display screen of the waterborne mobile device 100, and the second control component can be a steering wheel or rudder stick on the waterborne mobile device 100.

[0060] In other embodiments, the two commands described above can be sent through different control methods of the same control component. For example, the forced release command is sent by long-pressing or double-clicking the first control component that communicates with the steering device 20, and the steering control command is sent by short-pressing or single-clicking the first control component that communicates with the steering device 20.

[0061] By providing multiple control components or multiple control methods to send forced release commands and steering control commands, the control flexibility of the steering device 20 is improved.

[0062] When the water propeller 40 is in operation, including in a command receiving state, the command receiving state indicates whether the water propeller 40 has received a shutdown command. The shutdown command can be generated when the water propeller 40 receives a user's shutdown operation; or, it can be generated and sent to the water propeller 40 by a display screen, remote control box, or other device communicating with the water propeller 40 upon receiving a user's shutdown operation; or, it can be sent to the water propeller 40 by the cloud upon receiving a user's shutdown command, etc. This application does not impose any limitations on this. When the water propeller 40 receives a shutdown command, the locking mechanism 10 can be controlled to operate in a locked state, so that the steering device 20 is in a steering locked state. This ensures that the steering device 20 remains stable even when the water propeller 40 stops working, reducing the risk of the steering device 20 deviating from its intended direction due to external forces, and thus preventing impacts to the water-mobile device 100 or the water propeller 40, thereby improving the safety of the water-mobile device 100 during parking.

[0063] When the operating conditions of the water propulsion device 40 include its operating parameters, these parameters include a first parameter indicating whether the steering device 20 is in a steering execution state, and a second parameter indicating whether the propulsion device 70 is in a propulsion output state. The steering device 20 being in a steering execution state means that it is outputting steering torque to steer the water-mobile device 100. The propulsion device 70 being in a propulsion output state means that it is outputting thrust to move the water-mobile device 100. If the operating parameters indicate that the steering device 20 is in a steering execution state, it means that the user needs to control the steering device 20; therefore, the locking mechanism 10 can be controlled to operate in the released state. If the propulsion device 70 is in the propulsion output state, it means that the user needs to control the water-mobile device 100 to move forward. Since steering is often required during the forward movement of the water-mobile device 100, the locking mechanism 10 can be controlled to operate in the released state.

[0064] This application can automatically determine whether there is a steering requirement by detecting the operating parameters of the water propeller 40, thereby automatically controlling the locking mechanism 10 to operate in the released state. Users do not need to send additional control commands to control the operating state of the locking mechanism 10, which improves the convenience of operation.

[0065] In the above embodiments, the first parameter may include, but is not limited to, the bus current of the steering motor 113 and / or the rotational speed of the steering motor 113. If the bus current of the steering motor 113 is greater than a first preset current threshold, or the rotational speed of the steering motor 113 is greater than a first preset speed threshold, it can be determined that the steering device 20 is in a steering execution state. The second parameter may include, but is not limited to, the bus current of the propulsion motor and / or the rotational speed of the propulsion motor. If the bus current of the propulsion motor is greater than a second preset current threshold, or the rotational speed of the propulsion motor is greater than a second preset speed threshold, it can be determined that the propulsion device 70 is in a propulsion output state.

[0066] In some embodiments, after the locking mechanism 10 is controlled to operate in the released state based on any of the above conditions, the steering device 20 can be controlled to turn. For example, the steering device 20 can be turned at the angle indicated by the steering wheel or the rudder stick on the water-based mobile device 100 by turning the steering wheel or operating the rudder stick on the water-based mobile device 100.

[0067] Furthermore, after controlling the steering device 20 to turn, if it is detected that the steering device 20 meets preset conditions, the locking mechanism 10 can also be controlled to operate in a locked state. The preset conditions indicate that the steering angle of the steering device 20 has reached a target steering angle. The target steering angle can be the angle corresponding to the amount of rotation of the steering wheel or the amount of movement of the rudder stick. In this way, it is possible to automatically determine whether the steering angle has reached the target steering angle, and if the determination result is yes, automatically control the locking mechanism 10 to operate in a locked state, reducing the operational complexity for the user during the control process.

[0068] Since the steering speed of the steering system is usually relatively stable, the angle turned by the steering device 20 is positively correlated with the steering duration of the steering device 20. In other words, the steering duration of the steering device 20 can be used to help determine whether the steering device 20 has turned to the target steering angle. Therefore, the preset condition can be that the duration for which no steering control command is received again reaches a preset duration threshold. For example, if a steering control command is received at time t, the steering device 20 is controlled to turn, and a timer starts. If no steering control command is received again when the timer reaches the preset duration threshold, the locking mechanism 10 can be controlled to operate in the locked state, so that when the steering angle reaches the target steering angle, the steering device 20 is controlled to operate in the steering locked state.

[0069] Furthermore, the steering angle can also be directly detected by the angle sensor of the steering device 20. Therefore, the preset condition can be that no steering control command is received again, and the angle sensor of the steering device 20 detects that the steering device 20 has reached the target steering angle.

[0070] When the steering device 20 has been turned to the target angle and no steering control command has been received again, the steering device 20 is kept in a steering lock state. This can prevent the steering device 20 from being turned by external force during the period when no steering control command has been received again, thus avoiding the problem of deviating from the original steering position.

[0071] After controlling the operating status of the steering device 20 based on the operating conditions of the water propeller 40 (including controlling the steering device 20 to operate in the steering lock state and controlling the steering device 20 to operate in the steering unlock state), it is possible to continue to return to the step of obtaining the operating conditions of the water propeller 40, thereby realizing continuous control of the steering device 20.

[0072] The following is combined Figure 3 The overall control flow of the steering device 20's operation is illustrated with an example. It should be understood that the figures are merely illustrative and do not represent the only control method for the steering device 20 in this application.

[0073] After the steering device 20 is powered on (step S21), the current steering position of the steering device 20, i.e., the current steering angle, can be recorded. Then, it can be determined whether the water propulsion unit 40 is operating under any of the following conditions: abnormal operation of the locking mechanism 10, automatic calibration of the steering device 20, automatic test of the steering device 20, manual calibration of the steering device 20, or power-on self-test of the steering device 20 (e.g., within 4 seconds of power-on) (step S23). If yes, the locking mechanism 10 is forcibly released via a forced release command (step S24), and the process returns to step S23. If the water propulsion unit 40 is not operating under any of the above conditions, it is determined whether a forced release command has been received (e.g., a forced release enabled setting by the user via the display screen) (step S25). If yes, the locking mechanism 10 is forcibly released (step S24), and the process returns to step S23. If no, it is determined whether a steering control command has been received (e.g., a command sent via the rudder stick or steering wheel) (step S26). If yes, then the locking mechanism 10 is controlled to operate in the released state (step S27), and the process returns to step S26. If no, then a timer is started (step S28), and it is determined whether the steering device 20 is in the steering execution state or whether the propulsion device 70 is in the propulsion output state (step S29). If either condition is met, then the locking mechanism 10 is controlled to operate in the released state (step S27); otherwise, after a preset time, such as 4 seconds (step S30), the locking mechanism 10 is controlled to operate in the locked state (step S31), and the process returns to step S26.

[0074] The above embodiments adaptively control the operating state of the locking mechanism 10 according to different operating conditions, thereby automatically switching the operating state of the steering device 20 to a state adapted to the operating conditions of the water propeller 40. This reduces user operations during control and ensures the safety of the water propeller 40 during operation. Furthermore, the locking mechanism 10 can be controlled through both forced release commands and steering control commands, improving the flexibility and versatility of the control methods. In addition, when the preset time is reached, the steering angle can be automatically determined to have reached the target steering angle, thereby automatically controlling the locking mechanism 10 to operate in the locked state, further reducing user operations during control.

[0075] When the detection unit includes a micro switch 115, after controlling the locking mechanism 10 to operate in the released state, it can be determined whether the micro switch 115 is in the closed state. If not, return to the step of controlling the locking mechanism 10 to operate in the released state. After controlling the locking mechanism 10 to operate in the released state, if the micro switch 115 is in the open state, and the duration of being in the open state reaches a first preset duration, the steering motor 113 can be controlled to operate, and the operating state of the steering motor 113 can be used to determine whether the locking mechanism 10 and the micro switch 115 are faulty.

[0076] The operation of the steering motor 113 can be determined by whether the rotor position changes. If the rotor position changes, the steering motor 113 is operational; otherwise, it is not operational. Furthermore, to avoid misjudgment, the operation of the steering motor 113 can also be determined by whether the angle of change in the rotor position exceeds a set angle. If the angle of change in the rotor position exceeds the set angle, the steering motor 113 is operational; otherwise, it is not operational.

[0077] See Figure 4 If the steering motor 113 operates, it indicates that the locking mechanism 10 is in the released state. When the locking mechanism 10 is in the released state, the micro switch 115 should be closed, but it is open, indicating a fault in the micro switch 115. If the steering motor 113 does not operate, it indicates that after controlling the locking mechanism 10 to operate in the released state, the locking mechanism 10 failed to respond to the control and operate in the released state, indicating a fault in the locking mechanism 10. In cases where a fault is determined to be in the micro switch 115 or the locking mechanism 10, a fault message can be output to allow the user to address the fault promptly. Furthermore, the fault message output when the micro switch 115 malfunctions can be different from the fault message output when the locking mechanism 10 malfunctions, allowing the user to distinguish between different fault conditions.

[0078] After controlling the locking mechanism 10 to operate in the locked state, it can be determined whether the micro switch 115 is in the open state. If not, return to the step of controlling the locking mechanism 10 to operate in the locked state. After controlling the locking mechanism 10 to operate in the locked state, if the micro switch 115 is in the closed state and the duration of the closed state reaches the second preset duration, the steering motor 113 can be controlled to operate, and the operating state of the steering motor 113 can be used to determine whether the locking mechanism 10 and the micro switch 115 are faulty.

[0079] See Figure 5 If the steering motor 113 can operate, it indicates that the locking mechanism 10 is in the released state, meaning that the locking mechanism 10 has failed to respond to control and operate in the locked state, thus confirming a fault in the locking mechanism 10. If the steering motor 113 cannot operate, it indicates that the locking mechanism 10 has responded to control and operated in the locked state. When the locking mechanism 10 is in the locked state, the micro switch 115 should be in the open state, but it is in the closed state, thus confirming a fault in the micro switch 115.

[0080] When the steering device 20 includes a micro switch 115, the overall control flowchart of the operating state of the steering device 20 in some embodiments is as follows: Figure 6 As shown. Steps S21 to S26 can be found in [reference needed]. Figure 3 The corresponding embodiments are not described in detail here. If a steering control command is received in step S26, the locking mechanism 10 is controlled to operate in the released state (step S27), and it is determined whether the micro switch 115 is closed (step S32). If the micro switch 115 is not closed, the process returns to step S27. If the micro switch 115 is closed, the process returns to step S26. If no steering control command is received in step S26, a timer is started (step S28), and it is determined whether the process is in the steering execution state or the propulsion output state. If either of these states is in place, step S27 is executed; otherwise, after a preset time period (step S30) is reached, step S31 is executed. After the locking mechanism 10 is locked, it is determined whether the micro switch 115 is open (step S33). If so, it is determined that the micro switch 115 and the locking mechanism 10 are fault-free (step S34); otherwise, the process returns to step S31.

[0081] Based on the aforementioned embodiments, this application further adds a micro switch 115. The state of the micro switch 115, along with the steering execution state or propulsion output state, can determine whether the locking mechanism 10 has malfunctioned. If a malfunction is determined in the locking mechanism 10, a fault warning message can be output promptly to notify the user to handle the fault, thereby improving the reliability and safety of driving the water-based mobile equipment 100.

[0082] In the software-controlled steering device 20, the steering device 20 can be controlled in either a closed-loop control mode or an open-loop control mode based on the operating conditions of the water propeller 40. The closed-loop control mode corresponds to the steering lock-up state, and the open-loop control mode corresponds to the steering unlock-out state.

[0083] When the steering device 20 is controlled in closed-loop control mode, if the control source is a preset control component and the preset control component is not in a controlled state, the last steering angle of the steering device 20 when the preset control component was in a controlled state the most recent time can be obtained, and the steering device 20 can be controlled to maintain the steering position corresponding to the last steering angle.

[0084] The steering device 20 can communicate with the control component and receive control commands sent by the control component. If the received control command carries identification information of a preset control component, the control source of the steering device 20 can be determined to be the preset control component. The identification information can include numbers, letters, and / or symbols. Taking a number as an example, assuming the control source includes a rudder stick and a steering wheel, and the rudder stick's identification information is "1" and the steering wheel's identification information is "2", if the control command received by the steering device 20 carries the identification information "1", the control source of the steering device 20 can be determined to be the preset control component.

[0085] Specifically, control components such as the rudder stick and steering wheel, as well as the Electronic Control Unit (ECU) of the water-based mobile device 100, are connected to the same bus. The ECU and the steering device 20 are connected to another bus. The control components can send real-time control commands to the ECU via the bus. After receiving the real-time control command, the ECU can determine whether the real-time control command was sent by a preset control component, and can include this source information in the real-time control command forwarded to the steering device 20, thereby informing the steering device 20 who sent the current real-time control command. In this way, the steering device 20 can know whether the current control source is a preset control component.

[0086] The preset control component being in a controlled state means that the preset control component is under user control; for example, the user can apply a pushing force to the preset control component to control it. The preset control component not being in a controlled state means that the preset control component is not under user control; for example, the user does not touch the preset control component. In this embodiment, the steering angle of the steering device 20 can be obtained at preset time intervals. The last obtained steering angle of the steering device 20 is the final steering angle of the steering device 20. Assuming the control source is the preset control component, and steering angles α1, α2, and α3 are obtained at times t1, t2, and t3 respectively, and the preset control component is in a controlled state at times t1 and t2, but not at time t3, then the last steering angle of the steering device 20 when the preset control component was most recently in a controlled state is α2. Therefore, the steering device 20 can be controlled to maintain the steering position corresponding to the last steering angle α2.

[0087] In the water-based mobile device 100, the steering mechanism 20 can be controlled via a steering wheel or a rudder stick. When controlling the steering mechanism 20 via the steering wheel, the steering angle corresponds to the steering wheel rotation angle; therefore, angle control is used to control steering. When controlling the steering mechanism 20 via the rudder stick, the user controls the steering mechanism 20 by pushing the rudder stick; therefore, it is a power-assisted control component.

[0088] When the steering device 20 is controlled by the rudder stick, if the user releases the rudder stick handle, the lateral force may cause the steering device 20 to automatically deflect, posing a risk of the water-based mobile equipment 100 capsizing. Therefore, it is necessary to maintain the direction of the steering device 20 even when the user is not holding the handle. This application implements closed-loop control of the steering device 20, which can maintain the steering device 20 at the steering position corresponding to the last steering angle when the rudder stick is not in a controlled state, thereby reducing the risk of the water-based mobile equipment 100 capsizing and improving the safety of the water-based mobile equipment 100.

[0089] In the above embodiments, the current steering angle of the steering device 20 can be obtained. When the difference between the current steering angle and the last steering angle reaches a preset difference, the steering device 20 is controlled to maintain the steering position corresponding to the last steering angle. For example, assuming the last steering angle is α2, when the difference between the current steering angle α and the last steering angle α2 reaches the preset difference, the current steering angle α can be adjusted based on the difference between the current steering angle α and the last steering angle α2, so that the steering device 20 maintains the steering position corresponding to the last steering angle α2. Through the above method, closed-loop control of the steering angle of the steering device 20 is achieved. This eliminates the need for the user to constantly operate the rudder stick, while still ensuring high control stability of the steering device 20 and improving user convenience.

[0090] When the control source is a preset control component and the preset control component is in a controlled state, the steering device 20 can be controlled in an open-loop control mode. Specifically, the real-time control parameters of the steering device 20 can be determined based on the real-time command parameters carried by the real-time control command in the controlled state, and the steering device 20 can be controlled based on the real-time control parameters. The real-time command parameters and real-time control parameters satisfy a preset mapping relationship. The preset mapping relationship can be linear, non-linear, etc., and is not limited here. The following explanation uses a rudder stick as the preset control component and a linear mapping relationship as an example. When the rudder stick is in a controlled state, the user can apply thrust to the rudder stick, and the real-time command parameters carried in the real-time control command are the thrust values ​​applied to the rudder stick by the user in real time. The real-time control parameter of the steering device 20 is the steering angle. Based on the preset mapping relationship, the thrust value can be mapped to real-time control parameters such as the bus voltage and bus current of the steering motor 113. Then, the steering device 20 is controlled based on the mapped real-time control parameters.

[0091] The overall flowcharts for closed-loop control and open-loop control are as follows: Figure 11As shown. After the steering device 20 is powered on (step S41), it can first be determined whether the current control source is a preset control component (e.g., a steering stick) (step S42). If not, the steering device 20 is controlled in the control mode corresponding to the current control source. For example, when the current control source is a steering wheel, the steering device 20 is controlled in the manner of a steering wheel (step S43). If yes, it is determined whether the preset control component is in a controlled state (step S44). If yes, the steering motor 113 is controlled based on the real-time command parameters carried by the real-time control command in the controlled state (step S45), and the process returns to step S44. If no, the last steering angle of the steering device 20 when the preset control component was in a controlled state is recorded (step S46). Then, it is determined whether the change between the current steering angle and the last steering angle is greater than a preset difference (e.g., 0.2°) (step S47). If yes, the steering motor autonomously drives the steering device back to the steering position corresponding to the last steering angle, that is, maintains the last steering angle (step S48), and the process returns to step S42. If no, the process returns to step S44. This embodiment can automatically control the steering device 20 in open-loop or closed-loop control mode according to the current control source and its controlled state, reducing user operations during the control process and improving the control stability and convenience of the steering device 20.

[0092] The above embodiments use a rudder stick as an example to illustrate the preset control component. It can be understood that the preset control component can also be other control components based on thrust or pull assistance methods.

[0093] When a preset control component is in a controlled state, the user continuously sends control signals to it, and the command parameters carried in these signals typically change. Therefore, the controlled state of the preset control component can be determined based on the changes in the command parameters carried in the control commands. For example, if the current command parameter in the control command is the same as the previous command parameter, it indicates that the user is not operating the preset control component, thus confirming that the preset control component is not in a controlled state. If the current command parameter in the control command is different from the previous command parameter, it indicates that the user is operating the preset control component, thus confirming that the preset control component is in a controlled state. Furthermore, if the command parameter in the control command remains unchanged for a preset duration, it is determined that the preset control component is not in a controlled state; otherwise, it is determined that the preset control component is in a controlled state.

[0094] This application also provides a computer-readable storage medium storing computer instructions thereon, which, when executed by a processor, implement the control method of the steering device 20 described in any of the foregoing embodiments of this application.

[0095] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0096] The methods and apparatus provided in the embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A control method of a steering device, characterized by, The turning device is arranged in a water area propeller; the control method comprises: Obtaining the running condition of the water area propeller; the running condition of the water area propeller comprises the running condition of the turning device, and the running condition of the turning device comprises a calibration condition, a test condition and a power-on self-checking condition; Controlling the running state of the turning device based on the running condition, and the running state comprises a turning locking state and a turning unlocking state; wherein when the water area propeller is in any one of the calibration condition, the test condition and the power-on self-checking condition, the turning device is in the turning unlocking state; in the turning locking state, the water area movable equipment where the turning device is arranged is in a turning limiting state; in the turning unlocking state, the water area movable equipment can turn in response to a control instruction of a user.

2. The control method according to claim 1, characterized by, The turning device comprises a locking mechanism, a turning motor and a turning shaft; the control of the running state of the turning device based on the running condition comprises: Controlling the running state of the locking mechanism based on the running condition to control the running state of the turning device; Wherein the running state of the locking mechanism comprises a locking state and a releasing state, when the locking mechanism is in the locking state, the locking mechanism positions the turning shaft, and when the locking mechanism is in the releasing state, the locking mechanism allows the turning motor to output a turning torque to the turning shaft.

3. The control method according to claim 2, characterized by, The control of the running state of the locking mechanism based on the running condition comprises: If the turning device is in any one of the calibration condition, the test condition and the power-on self-checking condition, the locking mechanism is controlled to run in the releasing state.

4. The method according to claim 2 or 3, characterized in that, The running condition of the water area propeller comprises the running condition of the locking mechanism; the control of the running state of the locking mechanism based on the running condition comprises: If the locking mechanism is in an abnormal condition, the locking mechanism is controlled to run in the releasing state.

5. The control method according to claim 2, characterized by, The running condition of the water area propeller comprises the running condition of the locking mechanism; the control of the running state of the locking mechanism based on the running condition comprises: If the locking mechanism is in a manual operation condition, the locking mechanism is controlled to run in the releasing state.

6. The control method according to claim 5, characterized by The control of the locking mechanism to run in the releasing state if the locking mechanism is in the manual operation condition comprises: In response to receiving an operation instruction triggered by a user, the locking mechanism is controlled to run in the releasing state.

7. The control method according to claim 6, characterized by The turning device communicates with a first control component; the operation instruction comprises: A forced releasing instruction of the locking mechanism sent by the first control component.

8. The control method according to claim 6, characterized by, The turning device communicates with a second control component; the operation instruction comprises: A turning control instruction of the turning device sent by the second control component.

9. The control method according to claim 2 or 8, characterized by, The running condition of the water area propeller comprises a running parameter of the water area propeller, and the water area propeller comprises a propelling device; the control of the running state of the locking mechanism based on the running condition comprises: If the operation parameter indicates that the steering device is in a steering execution state or the propulsion device is in a propulsion force output state, the control method controls the locking mechanism to operate in the release state.

10. The control method according to claim 9, characterized by, The operation parameter indicating that the steering device is in the steering execution state includes any one of the following: The bus current of the steering motor is greater than a first preset current threshold; The rotating speed of the steering motor is greater than a first preset speed threshold.

11. The control method according to claim 9, characterized by, The propulsion device includes a propulsion motor; the operation parameter indicating that the propulsion device is in the propulsion force output state includes any one of the following: The bus current of the propulsion motor is greater than a second preset current threshold; The rotating speed of the propulsion motor is greater than a second preset speed threshold.

12. The control method according to claim 8, characterized by, The control method further includes: After controlling the locking mechanism to operate in the release state, the control method controls the steering device to steer.

13. The control method according to claim 12, characterized by, After controlling the steering device to steer, the control method further includes: If the steering device meets a preset condition, the control method controls the locking mechanism to operate in the locking state; The preset condition is used to represent that the steering angle of the steering device reaches a target steering angle.

14. The control method according to claim 13, characterized by, The preset condition includes any one of the following: The time length for which the steering control instruction is not received again reaches a preset time length threshold; The steering control instruction is not received again, and the angle sensor of the steering device detects that the steering device reaches the target steering angle.

15. The control method according to claim 1, characterized by, The control method further includes: After controlling the operation state of the steering device based on the operation condition, the control method returns to the step of acquiring the operation condition of the water area propeller.

16. The control method according to claim 2, characterized by The steering device further includes a detection unit, and the locking mechanism is connected with the detection unit; the control method further includes: The operation state of the locking mechanism is determined based on the state of the detection unit.

17. The control method according to claim 16, characterized by, The detection unit includes a micro switch; When the locking mechanism is in the locking state, the micro switch is in an open state; When the locking mechanism is in the release state, the micro switch is in a closed state.

18. The control method according to claim 17, characterized by, The control method further includes: After controlling the locking mechanism to operate in the release state, the control method determines whether the micro switch is in the closed state; If not, the control method returns to the step of controlling the locking mechanism to operate in the release state.

19. The control method according to claim 18, characterized by, The steering device includes a steering motor; the control method further includes: After controlling the locking mechanism to operate in the release state, if the micro switch is in the open state and the time length for which the micro switch is in the open state reaches a first preset time length, the control method controls the steering motor to operate; Based on the operation state of the steering motor, the control method determines whether the locking mechanism and the micro switch are faulty.

20. The control method according to claim 19, wherein The determination of whether the locking mechanism and the micro switch are faulty based on the operation state of the steering motor includes: If the steering motor can operate, it is determined that the micro switch is faulty; Otherwise, it is determined that the locking mechanism is faulty.

21. The control method according to claim 17, wherein The control method further includes: After controlling the operation state of the locking mechanism to be in the locking state, the control method determines whether the micro switch is in the open state; If not, the control method returns to the step of controlling the locking mechanism to operate in the locking state.

22. The control method according to claim 21, wherein The steering device comprises a steering motor; the control method further comprises: After controlling the locking mechanism to operate in the locking state, if the micro switch is in the closed state and the time length in the closed state reaches a second preset time length, the steering motor is controlled to operate; Determine whether the locking mechanism and the micro switch are faulty based on the operating state of the steering motor.

23. The control method according to claim 22, wherein The determination of whether the locking mechanism and the micro switch are faulty based on the operating state of the steering motor comprises: If the steering motor can operate, it is determined that the locking mechanism is faulty; Otherwise, it is determined that the micro switch is faulty.

24. The control method according to claim 1, characterized by, The control of the operating state of the steering device based on the operating condition comprises: Control the steering device to operate in a closed-loop control mode or an open-loop control mode based on the operating condition, the closed-loop control mode corresponding to the steering locking state, and the open-loop control mode corresponding to the steering unlocking state.

25. The control method according to claim 24, wherein The control of the steering device to operate in the closed-loop control mode based on the operating condition comprises: When the control source of the steering device is a preset control component, and the preset control component is not in a controlled state, the last steering angle of the steering device when the preset control component is in the controlled state for the last time is acquired; The steering device is controlled to maintain at a steering position corresponding to the last steering angle.

26. The control method according to claim 25, wherein The control of the steering device to maintain at the steering position corresponding to the last steering angle comprises: Acquire the current steering angle of the steering device; When the difference between the current steering angle and the last steering angle reaches a preset difference, the steering device is controlled to maintain at the steering position corresponding to the last steering angle.

27. The control method according to claim 24, wherein The control of the steering device to operate in the open-loop control mode based on the operating condition comprises: When the control source of the steering device is a preset control component, and the preset control component is in a controlled state, the real-time control parameter of the steering device is determined based on the real-time instruction parameter carried by the real-time control instruction in the controlled state, the real-time instruction parameter and the real-time control parameter satisfying a preset mapping relationship; The steering device is controlled based on the real-time control parameter.

28. The control method according to claim 27, wherein If the current instruction parameter is consistent with the previous instruction parameter, the preset control component is not in the controlled state.

29. The method of claim 27, wherein, The steering device communicates with a control component, and when the control instruction of the steering device sent by the control component carries the identification information of the preset control component, it is determined that the control source of the steering device is the preset control component.

30. A steering device characterized by comprising: The steering device comprises a memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor executes the computer program to implement the control method of the steering device according to any one of claims 1 to 29.

31. The steering apparatus of claim 30, wherein When the steering device comprises a locking mechanism, the locking mechanism is arranged on the transmission path from the steering motor of the steering device to the steering shaft of the steering device, and the locking mechanism is electrically connected with the processor; The processor is configured to control the locking mechanism to be in a released state allowing the steering motor to output a steering torque to the steering shaft; or, The processor is configured to control the locking mechanism to be in a locked state for positioning the steering shaft.

32. The steering apparatus of claim 31, wherein The steering device further comprises a transmission mechanism, the steering motor is provided with a driving shaft, the driving shaft is connected with the steering shaft through the transmission mechanism, and the locking mechanism positions the driving shaft when the locking mechanism is in the locked state.

33. The steering apparatus of claim 32, wherein The transmission mechanism comprises a speed reduction assembly and a torque increasing assembly, the speed reduction assembly is connected with the driving shaft and is configured to reduce the steering torque output by the steering motor, and the torque increasing assembly is connected with the speed reduction assembly and the steering shaft and is configured to increase the steering torque after the speed reduction and output the steering torque to the steering shaft.

34. The steering apparatus of claim 33, wherein The locking mechanism is arranged between the steering motor and the speed reduction assembly.

35. The steering apparatus of claim 33, wherein The locking mechanism is arranged at an end of the steering motor away from the speed reduction assembly, and the locking mechanism positions an end of the driving shaft away from the speed reduction assembly when the locking mechanism is in the locked state.

36. The steering apparatus of any one of claims 32 to 35, wherein, The locking mechanism comprises: a first locking assembly fixedly connected with the driving shaft; a second locking assembly electrically connected with the processor, the processor controls at least part of elements of the second locking assembly to move relative to the first locking assembly; when the at least part of elements abut against the first locking assembly, the first locking assembly cooperates with the second locking assembly to make the locking mechanism be in the locked state; when the at least part of elements are away from the first locking assembly, the locking mechanism is in the released state.

37. The steering apparatus of claim 36, wherein The first locking assembly comprises a locking chuck, and the second locking assembly comprises an electromagnetic brake; the locking chuck is fixed on the driving shaft, the electromagnetic brake comprises a movable locking rod, the locking rod abuts against the locking chuck when the locking mechanism is in the locked state, and the locking rod releases the locking chuck when the locking mechanism is in the released state.

38. The steering apparatus of claim 37, wherein The micro switch of the steering device is arranged at a side of the electromagnetic brake away from the locking chuck; when the locking rod abuts against the locking chuck, an end of the locking rod away from the locking chuck is spaced from the micro switch to make the micro switch be in an open state; when the locking rod releases the locking chuck, the end of the locking rod away from the locking chuck abuts against the micro switch to make the micro switch be in a closed state.

39. The steering apparatus of claim 36, wherein, The first locking assembly comprises a fixed plate and a friction plate, the second locking assembly comprises a movable plate and an electromagnet, the friction plate is arranged between the fixed plate and the movable plate and is fixedly connected with the driving shaft; when the electromagnet is powered, the movable plate is away from the friction plate to allow the friction plate to rotate, and the locking mechanism is in the released state; when the electromagnet is powered off, the movable plate abuts against the friction plate to prevent the friction plate from rotating, and the locking mechanism is in the locked state.

40. The steering apparatus of claim 39, wherein A spring is arranged between the movable plate and the fixed plate; when the electromagnet is powered, the spring is elongated to make the movable plate be away from the friction plate; When the electromagnet loses power, the spring contracts to press the moving plate and the fixed plate together.

41. A watercraft propeller characterized by, The aquatic thruster comprises: The turning device of any one of claims 30 to 40; The propulsion device; and The turning device and the propulsion device are disposed in the casing.

42. A body of water propulsion system characterized by, The aquatic propulsion system comprises: The aquatic thruster of claim 41; and The control assembly is communicatively connected with the aquatic thruster.

43. An aquatic movable apparatus, characterized by The aquatic movable apparatus comprises: The movable body; and The aquatic propulsion system of claim 42 is combined with the movable body.

44. A computer readable storage medium having stored thereon computer instructions, wherein, The computer instructions, when executed by a processor, implement the control method of the turning device of any one of claims 1 to 29.

Images