Adaptive Attitude Control Submarine Vehicle and Control Method for Detecting Structural Defects in Pressurized Water-Passing Tunnels

Abstract

This invention relates to the field of structural defect detection technology for pressurized water-passing tunnels, and discloses an adaptive attitude control submersible and control method for detecting structural defects in pressurized water-passing tunnels. The submersible includes directional wheels, a propulsion module, a slide rail, an attitude adjustment module, an underwater detection module, a support frame, and a tunnel lining structure. The method includes: after starting the submersible, the automatic control module performs a self-check, acquires initial attitude data through the attitude monitoring module, and performs calibration; according to different conditions in the tunnel, the attitude adjustment module adjusts the pressure levels of the hydraulic and pneumatic chambers; the automatic control module controls the propulsion motor and turbine to drive the submersible forward; a visual inspection device achieves multi-directional synchronous detection within the tunnel; the automatic control module is connected to each component through electronic circuitry, and dynamically adjusts the gravity and buoyancy in the device based on the attitude monitoring data obtained by the attitude monitoring module. This invention provides solid technical support for tunnel structural defect detection.

Description

Technical Field

[0001] This invention relates to the field of structural defect detection technology for pressurized water tunnels, and particularly to an adaptive attitude control submersible and control method for detecting structural defects in pressurized water tunnels. Background Technology

[0002] In recent years, my country has constructed over 10,000 km of water diversion tunnels. After long-term use in submerged environments, these tunnels have experienced structural defects such as spalling, fractures, and excessive deformation due to the combined effects of water flow erosion and original ground stress. Repairing these tunnels during water outages incurs enormous costs, especially for long-distance water diversion projects that affect residents' daily water needs; the social impact of such outages is immeasurable. Therefore, developing methods for detecting structural defects in tunnels under pressurized water conditions is essential. Currently, defect detection in pressurized water tunnels typically involves mounting sensors on underwater vehicles (UVs), usually small submarines. While the design and operating principles of small submarines are similar to those of large submarines, defect detection requires the submarine to be in a relatively stable state within the water flow, maintaining a stable relative position to the tunnel structure. This ensures the stability of data acquired by the onboard visual, radar, and laser sensors, providing a high-quality data foundation for intelligent analysis methods such as deep learning.

[0003] Prior art 1, Chinese patent application number 202311591827.X, discloses a buffer-cover underwater robot, relating to the field of underwater robot technology. The buffer cover includes a cover body and a mounting structure. The cover body includes a top surface and a bottom surface, with the top surface sloping from the middle towards both sides, and the distance from the bottom surface decreasing. The top surface is covered with pits. The mounting structure connects to the cover body and is used for detachable connection to the underwater robot. The buffer cover can be installed on top of the underwater robot via the mounting structure. When the underwater robot operates in a tunnel with water flow, the water flow passing through the pits on the surface of the cover body can delay the separation of the water flow from the cover body surface. Although this reduces the underwater robot's motion response in turbulent environments, thus stabilizing the underwater robot, it also reduces the fatigue load at the umbilical cable tether, extends the service life of the umbilical cable, and improves the underwater robot's ability to detect tunnel defects. However, the design and maintenance costs of the underwater robot are high, and the investment in research and development and maintenance is substantial.

[0004] Prior art two, Chinese patent application number 202210661761.6, discloses an intelligent detection method for defects during the operation of long-distance water diversion tunnels, including an AUV underwater robot and an ROV underwater robot, comprising the following steps: at the entrance of the water diversion tunnel, the ROV underwater robot deploys the AUV underwater robot; the AUV underwater robot performs an acoustic 3D scan of the entire tunnel, and then a laser scan of the entire tunnel, using near-optical detection components to photograph the defect points from both scans, and matching and comparing the video frames with a defect database; if there are still abnormalities after matching and comparison where the type of defect cannot be determined, the location of the abnormality is photographed and stored in the defect database; the ROV underwater robot, carrying the AUV underwater robot, is retrieved by a control console. Although this method uses a rapid survey primarily based on acoustic detection and supplemented by optical detection, it can simultaneously conduct a detailed investigation of defect points during the survey process through close-up optical photography and laser ranging. However, it is greatly affected by water flow fluctuations within the tunnel, making it difficult to meet the requirements for navigation stability.

[0005] Prior art three, Chinese patent application number 202410139477.1, discloses an adaptive water level surface defect detection device for water conveyance tunnels, specifically relating to the field of water conveyance tunnel inspection technology. This device uses sensors to detect the water level in the tunnel, selects an appropriate detection mode, and collects optical information from the tunnel surface via a detection module. It then uses a defect detection network to identify surface defects and record the defect information. The device is equipped with underwater and above-water image acquisition modules, a defect detection module, a sensor module, a buoyancy module, a power module, and an energy storage tank mounted on a support frame. A V-shaped sail reduces water flow resistance, enabling movement and detection within the tunnel. Each module surface is coated with waterproof material, making it suitable for detecting surface defects in circular water conveyance tunnels. While different from previous methods that require pumping water for inspection, this method can be applied to various water level inspections, saving costs and improving efficiency. However, the detection is significantly affected by harsh environments, resulting in poor stability.

[0006] Currently, existing technologies 1, 2, and 3 suffer from high design and maintenance costs, significant R&D and maintenance investment, and are greatly affected by water flow fluctuations within the tunnel, making it difficult to meet navigation stability requirements. Furthermore, their detection is significantly affected by harsh environments, resulting in poor stability. Therefore, this invention proposes a trackless wheeled, pressurized tunnel structure defect detection adaptive attitude control submersible, enabling the submersible to autonomously walk on the tunnel arch lining. The lining structure limits the submersible's navigation, ensuring the stability of the spatial position of the sensor modules carried by the submersible. Summary of the Invention

[0007] The main objective of this invention is to provide an adaptive attitude control submersible and control method for detecting structural defects in pressurized water tunnels, in order to solve the problems of high design and maintenance costs, large R&D and maintenance investment, significant impact from water flow fluctuations within the tunnel, difficulty in meeting navigation stability requirements, and poor stability due to the influence of harsh environments on detection in the existing technology.

[0008] To achieve the above objectives, the present invention provides the following technical solution:

[0009] An adaptive attitude control submersible for detecting structural defects in pressurized water tunnels, comprising: a directional wheel, a propulsion module, a slide rail, an attitude adjustment module, and an underwater detection module;

[0010] The directional wheel, propulsion module, slide rail, attitude adjustment module and underwater detection module are all mounted on the support, and the outermost layer is a tunnel lining structure. The directional wheel is connected to the attitude adjustment module in pairs through the support, and the connection is slidably connected by the slide rail. The propulsion module is connected at the intersection. The slide rail extends from the support to the attitude adjustment module 4, and the underwater detection module is fixed at the intersection.

[0011] As a further improvement of the present invention, the underwater detection module includes: a visual detection device, an attitude monitoring module, a laser detection device, a radar detection device, a sealed housing, and a sealed interface between the sensor and the housing;

[0012] The underwater detection module is fixed to the bracket by a slide rail and has a sealed outer shell. The vision detection device is equipped with cameras in multiple directions to achieve multi-directional synchronous detection inside the tunnel. The attitude monitoring module is fixed inside the sealed shell by a mounting plate. The laser detection device has a non-destructive testing device inside, and a data transmission recording module is located on one side of the non-destructive testing device. The radar detection device is mounted on a bracket fixed inside the sealed shell. The control terminals of multiple sensors of the vision detection device, attitude monitoring module, laser detection device, and radar detection device are all electrically connected to the battery through a controller.

[0013] As a further improvement of the present invention, the attitude adjustment module includes: a water pressure chamber, an air pressure chamber, a water inlet and outlet hole, an air chamber piston, and an air chamber inlet and outlet hole.

[0014] The water pressure chambers are located at the left and right ends of the attitude adjustment module, with water inlet and outlet holes on both sides. The air pressure chamber has air inlet and outlet holes at the top. The air chamber piston dynamically adjusts the air pressure by responding to the inlet and outlet of the air in the air pressure chamber, thereby regulating the pressure level of the water pressure chambers on both sides.

[0015] As a further improvement of the present invention, the propulsion module includes: an air chamber inlet and outlet, a high-pressure air tank, a propulsion motor, a turbine, an automatic control module, a sealed inlet and outlet air pipe, a counterweight module, a guide vane, and a gas compression and extraction device.

[0016] The propulsion module is fixedly connected to the center of the X-shaped support. The air inlet and outlet ports of the air chamber are designed with standard interfaces and are connected to the sealed air inlet and outlet pipes through quick-connect connectors, sealing rings, and fasteners. The automatic control module is connected to each component through electronic circuitry. The high-pressure gas tank is connected to the gas compression and extraction device through sealed air inlet and outlet pipes. The gas compression and extraction device receives instructions from the automatic control module, which then controls the propulsion motor. The counterweight module consists of multiple detachable counterweight blocks, each of which is fixed with a snap-fit ​​mechanism. The guide vanes are fixedly mounted on the outer shell of the propulsion module via a hinge. The turbine is installed at the tail.

[0017] To achieve the above objectives, the present invention also provides the following technical solution:

[0018] A control method for an adaptive attitude control submersible for detecting structural defects in pressurized water tunnels, comprising:

[0019] After the submersible is started, the automatic control module performs a self-test, acquires initial attitude data through the attitude monitoring module, and performs calibration; depending on the different conditions in the tunnel, the attitude adjustment module adjusts the pressure levels of the water pressure chamber and the air pressure chamber.

[0020] The automatic control module drives the submersible forward by controlling the propulsion motor and turbine; the high-pressure gas tank is connected to the gas compression and extraction device through sealed inlet and outlet pipes to provide propulsion power; and the radar detection device locates the submersible's position.

[0021] The visual inspection device is equipped with cameras in multiple directions to achieve simultaneous multi-directional inspection inside the tunnel; the laser inspection device performs high-precision measurement and positioning of tunnel defects, and is equipped with a non-destructive testing device inside, with a data transmission and recording module at the port; each of the multiple devices is equipped with different sensors, and collects and transmits key environmental data through the sealed interface between the sensors and the outer shell.

[0022] The automatic control module is connected to each component via electronic circuitry. Based on the attitude monitoring data obtained by the attitude monitoring module, it dynamically adjusts the gravity and buoyancy in the device. Based on the detection data and environmental feedback, the automatic control module adjusts the working status of the attitude adjustment module and the propulsion module in real time. When the detection task is completed, the automatic control module controls the submersible to return to the designated position for recovery.

[0023] As a further improvement of the present invention, when the gravity is significantly greater than the buoyancy, the air inlet and outlet of the air chamber begin to take in a large amount of air, the air pressure chamber stores gas, the air chamber piston moves to the left and right to discharge the excess water in the water pressure chamber, so that the buoyancy and gravity are equal and the balance is maintained.

[0024] When the buoyancy is significantly greater than the gravity, a large amount of air is released through the air inlet and outlet of the air chamber, and water in the tunnel enters the pressure chamber through the water inlet and outlet. The piston of the air chamber moves to the middle, so that the buoyancy equals the gravity.

[0025] As a further improvement of the present invention, the self-test process of the automatic control module includes:

[0026] Initial attitude data acquisition and calibration: The attitude monitoring module acquires initial attitude data. The attitude monitoring module acquires the initial attitude data of the underwater vehicle through sensors such as gyroscopes, accelerometers, and magnetometers. The data includes the underwater vehicle's pitch angle, roll angle, and yaw angle.

[0027] Attitude data calibration, the calibration process includes zero bias calibration, scaling factor calibration and cross-coupling calibration;

[0028] The attitude adjustment module maintains the balance of the submersible by adjusting the pressure levels of the hydraulic and pneumatic chambers, depending on the different conditions in the tunnel.

[0029] As a further improvement to the present invention, attitude angle calculation:

[0030]

[0031] In the formula, a x a y a z This represents the acceleration component measured by the accelerometer, m x m y m z This indicates the magnetic field component measured by the magnetometer.

[0032] As a further improvement of the present invention, the process of the radar detection device locating the position of the underwater vehicle includes:

[0033] Acceleration and angular velocity data of the underwater vehicle are collected by accelerometers and gyroscopes. Accelerometers measure three-axis acceleration and gyroscopes measure three-axis angular velocity. Multi-band signals are received through an antenna array to obtain azimuth, pitch and roll information.

[0034] The acquired acceleration and angular velocity data are low-pass filtered to remove high-frequency noise using Butterworth or Kalman filters; the acquired acceleration and angular velocity data are transformed from the sensor coordinate system to the submersible coordinate system using a rotation matrix.

[0035] The initial attitude matrix is ​​calculated using the initial acceleration and magnetometer data.

[0036] The change in attitude angle is calculated by integrating the angular velocity data measured by the gyroscope.

[0037] Kalman filters are used to fuse inertial sensor data with external signal data;

[0038] The updated quaternion is converted into an attitude matrix, representing the attitude of the underwater vehicle.

[0039] As a further improvement of the present invention, the process of using a laser detection device to perform high-precision measurement and location of tunnel defects includes:

[0040] The laser detection device emits laser beams of different frequencies and simultaneously receives reflected signals of different frequencies. Each channel is equipped with a photoelectric converter to capture and convert the reflected signals. Based on the time difference between the emission and reception of the multi-frequency laser and the speed of laser propagation in the air, the distance from the emission to the reflection of the laser beam is calculated.

[0041] By analyzing the intensity and shape of multi-frequency reflected signals, the damaged areas on the tunnel wall are identified. By comparing the reflected signals of normal areas, the damaged areas are identified. Combining the submersible's position information and multi-frequency laser ranging data, the specific location of the damaged areas in the tunnel is calculated. Three-dimensional modeling is performed using three-dimensional reconstruction technology and data from multiple laser ranging points to restore the three-dimensional shape and location information of the damaged areas.

[0042] The detected damage data is recorded in real time through the built-in high-speed data recording module, and is classified and indexed. Based on the received damage data, it is fed back to the automatic control module of the submersible in real time. The automatic control module dynamically adjusts the attitude and propulsion direction of the submersible based on the feedback information.

[0043] This invention features an adaptive attitude adjustment module that enables the submersible to detect tunnel structural defects even in flowing water, reducing economic losses and significantly improving detection efficiency. The attitude adjustment module maintains flexibility and stability in complex tunnel structures, providing strong support for tunnel defect detection and solving the problem of large data acquisition errors caused by attitude instability. The use of trackless wheels allows the submersible to move freely along tunnel lining structures in irregular or narrow tunnel environments, improving detection coverage and efficiency. Corrosion-resistant design allows the device to better adapt to the working environment in tunnels. The "X"-shaped support ensures overall structural stability, providing reliable support for the submersible's operation in complex tunnel environments. The propulsion module, through the design of its components, efficient power transmission mechanism, and flexible counterweight design, not only ensures stable operation but also greatly improves the submersible's adaptability and detection efficiency in complex underwater environments. Attached Figure Description

[0044] Figure 1 This is a functional module diagram of an embodiment of the adaptive attitude control underwater vehicle for detecting structural defects in pressurized water-passing tunnels according to the present invention;

[0045] Figure 2 This is a three-dimensional perspective structural diagram of an embodiment of the adaptive attitude control underwater vehicle for detecting structural defects in pressurized water tunnels according to the present invention.

[0046] Figure 3 This is a schematic diagram of the underwater detection module structure of an embodiment of the adaptive attitude control submersible for detecting structural defects in pressurized water tunnels according to the present invention;

[0047] Figure 4 This is a schematic diagram of the attitude adjustment module structure of an embodiment of the adaptive attitude control submersible for detecting structural defects in pressurized water tunnels according to the present invention;

[0048] Figure 5 This is a schematic diagram of the propulsion module structure of an embodiment of the adaptive attitude control submersible for detecting structural defects in pressurized water tunnels according to the present invention;

[0049] Figure 6 This is a flowchart illustrating the steps of an embodiment of the control method for an adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to the present invention.

[0050] Figure 7 This is a schematic diagram of the structure of an embodiment of the electronic device of the present invention;

[0051] Figure 8 This is a schematic diagram of the structure of one embodiment of the storage medium of the present invention. Detailed Implementation

[0052] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0053] The terms "first," "second," and "third" used in this invention are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this invention are only used to explain the relative positional relationships and movements between components in a specific orientation (as shown in the figures). If the specific orientation changes, the directional indications also change accordingly. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0054] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0055] like Figure 1 and Figure 2 As shown, this embodiment provides an example of an adaptive attitude control underwater vehicle for detecting structural defects in pressurized water tunnels. In this embodiment, the adaptive attitude control underwater vehicle for detecting structural defects in pressurized water tunnels specifically includes: 1 directional wheel, 2 propulsion module, 3 slide rail, 4 attitude adjustment module, 5 underwater detection module, 6 support, and 7 tunnel lining structure.

[0056] Among them, the directional wheel 1, propulsion module 2, slide rail 3, attitude adjustment module 4 and underwater detection module 5 are all mounted on the bracket 6, and the outermost layer is the tunnel lining structure 7; there are four directional wheels 1, which are connected to the attitude adjustment module 4 in pairs through the bracket 6. The connection is slidably connected by the slide rail 3. The propulsion module 2 is connected at the intersection point. The slide rail 3 extends towards the attitude adjustment module 4 through the bracket 6, and the underwater detection module 5 is fixed at the intersection point.

[0057] Preferably, in this embodiment, the support bracket 6 is X-shaped and provides support. The support bracket 6 is fixedly connected to the directional wheel 1, the propulsion module 2, the attitude adjustment module 4, and the underwater detection module 5. To achieve overall stability of the device, multiple supports 6 can be used for fixation. The directional wheel 1 is fixedly connected to the upper end of the support bracket 6 in contact with the tunnel lining structure 7. The directional wheel 1 is designed as a trackless wheel. The directional wheel 1 receives instructions from the automatic control module in the propulsion module 2 and changes its direction along the tunnel lining structure 7, enabling the device to move flexibly on tunnel walls with different curvatures. The submersible is equipped with four directional wheels 1, which are cross-connected to the attitude adjustment module 4 in pairs through the support bracket 6. The main function of the directional wheels 1 is to provide the submersible with mobility in the underwater tunnel and help it maintain a certain direction of travel, enabling the submersible to move stably in the tunnel and to proceed as needed. The submersible's main structure, bracket 6, supports and connects all modules, ensuring relative stability between them and allowing the submersible to function as a whole. Propulsion module 2, connected to the intersection of directional wheels 1, provides forward propulsion. By controlling the output of propulsion module 2, the submersible's speed can be adjusted to meet different detection requirements. Slide rail 3 extends from the bracket towards attitude adjustment module 4, providing a sliding track. The design of slide rail 3 allows attitude adjustment module 4 to move up and down or left and right within a certain range, thus adjusting the submersible's attitude. Underwater detection module 5, fixed at the intersection of slide rail 3, is a core functional component of the submersible. Utilizing advanced sensing and image processing technologies, it detects defects in underwater tunnel structures and collects relevant data.

[0058] In summary, this embodiment features an adaptive attitude adjustment module 4, enabling the submersible to detect tunnel structural defects even in flowing water, reducing economic losses and significantly improving detection efficiency. The attitude adjustment module 4 maintains flexibility and stability in complex tunnel structures, providing strong support for tunnel defect detection and resolving the issue of large data acquisition errors caused by attitude instability. The use of trackless wheels allows the submersible to move freely along the tunnel lining structure 7 in irregular or narrow tunnel environments, improving detection coverage and efficiency. The corrosion-resistant design allows the device to better adapt to the tunnel working environment. The "X"-shaped support ensures overall structural stability, providing reliable support for the submersible's operation in complex tunnel environments. The propulsion module 2, through its well-designed components, efficient power transmission mechanism, and flexible counterweight design, not only ensures stable operation but also greatly improves the submersible's adaptability and detection efficiency in complex underwater environments. This embodiment's device boasts high reliability and ease of maintenance, providing solid technical support for tunnel structural defect detection.

[0059] Furthermore, such as Figure 3 As shown, the underwater detection module 5 in this embodiment includes: a visual detection device 8, an attitude monitoring module (gyroscope, rangefinder, etc.) 9, a laser detection device 10, a radar detection device 11, a sealed housing 12, and a sealed interface 13 between the sensor and the housing.

[0060] The underwater inspection module 5 is fixed to the bracket 6 by the slide rail 3. The slide rail 3 can be adjusted to adjust the position of the underwater inspection module 5 according to the needs of tunnel structural defect detection. The sealed outer shell 12 serves as a protective barrier for the entire module, ensuring that the internal components are protected from the harsh underwater environment. The visual inspection device 8 can be equipped with cameras in multiple directions to achieve simultaneous multi-directional detection within the tunnel. Simultaneously, the visual inspection can monitor the tunnel's interior to prevent accidents. The attitude monitoring module (gyroscope, rangefinder, etc.) 9 can adjust the device's angle to assist the visual inspection device 8 in capturing and detecting tunnel structural defects. Furthermore, the attitude monitoring module (gyroscope, rangefinder, etc.) 9 can also adjust the device's angle to maintain stability and avoid... The device is designed to prevent capsizing in water, thus improving its reliability. The laser detection device 10 is mainly used for high-precision measurement and positioning of tunnel defects. The laser detection device is equipped with a non-destructive testing device, and the port of the non-destructive testing device is equipped with a data transmission and recording module. The radar detection device 11 ensures that the entire device can operate safely in long tunnels, avoid collisions with the tunnel, and accurately locate the device's position in long tunnels. Multiple devices are equipped with different sensors. In order to extend the working life of the device in the tunnel, the sealing interface 13 between the sensor and the shell should meet the waterproof requirements. By using a dedicated sealing interface to connect to the shell, water intrusion is prevented while collecting and transmitting key environmental data, ensuring the integrity and continuity of module data acquisition.

[0061] Preferably, in this embodiment, the underwater detection module 5 is connected and installed on an "X"-shaped bracket via a slide rail 3. The underwater detection module consists of multiple sensors, including: a sealed housing 12, a visual detection device 8, an attitude monitoring module 9 (gyroscope, rangefinder, etc.), a laser detection device 10, a radar detection device 11, and a sealed interface 13 between the sensors and the housing. The sealed housing 12 is made of high-strength corrosion-resistant material to protect the underwater detection module. Multiple sensors are integrated into the sealed housing. The visual detection device 8 is equipped with cameras in multiple directions to achieve multi-directional synchronous detection inside the tunnel. The attitude monitoring module 9 (gyroscope, rangefinder, etc.) is fixed to the sealed housing via a mounting plate. Inside the housing 12, the laser detection device 10 houses a non-destructive testing device. A data transmission recording module is located on one side of the non-destructive testing device. The radar detection device 11 is mounted on a bracket fixed in a suitable position within the sealed housing 12 to ensure its detection range covers the required area. The sealing interface 13 between the sensor and the housing is made of a material with good elasticity and chemical corrosion resistance, such as silicone rubber or fluororubber, to ensure a good sealing effect even after prolonged use. The control terminals of multiple sensors, including the vision detection device 8, attitude monitoring module 9, laser detection device 10, and radar detection device 11, are all electrically connected to the battery via a controller, facilitating the operation of this device.

[0062] In summary, the visual inspection device 8 in this embodiment is equipped with cameras in multiple directions to achieve simultaneous multi-directional detection within the tunnel, monitor the tunnel's interior, and provide intuitive images of the tunnel's interior. This helps to promptly detect defects and anomalies, improves detection efficiency and accuracy, and reduces the possibility of missed detections and misjudgments. The attitude monitoring module 9 (gyroscope, rangefinder, etc.) reasonably adjusts the device's angle, assisting the visual inspection device 8 in capturing and detecting defects in the tunnel structure, maintaining the device's stability, preventing it from tipping over in water, ensuring the accuracy and reliability of monitoring data, improving the device's stability and safety, and extending its service life. The laser detection device 10 performs high-precision measurement and positioning of tunnel defects, and is equipped with a non-destructive testing device to achieve non-contact detection, avoiding damage to the tunnel structure. The system provides precise information on the location and size of defects, providing crucial data for maintenance and repair, reducing interference and damage to the tunnel structure, and protecting tunnel safety. The radar detection device 11 ensures the safe operation of the entire device within long tunnels, preventing collisions, accurately locating the device's position within the tunnel, improving navigation and positioning capabilities in complex environments, ensuring smooth detection operations, and preventing accidents. The sealing interface 13 between the sealed housing 12 and the sensor housing is made of high-strength, corrosion-resistant material, protecting internal components from harsh underwater environments. The sealing interface meets waterproofing requirements, preventing water intrusion, ensuring long-term stable operation of the underwater detection module, protecting internal sensors and electronic equipment from damage, and extending service life.

[0063] Furthermore, such as Figure 4 As shown, the attitude adjustment module 4 in this embodiment includes: a water pressure chamber 14, an air pressure chamber 15, a water inlet / outlet hole 16, an air chamber piston 17, and an air chamber inlet / outlet hole 18.

[0064] The water pressure chambers 14 are located at the left and right ends of the attitude adjustment module, and water inlet and outlet holes 16 are opened on both sides. The air pressure chamber 15 has air inlet and outlet holes 18 at the top. The air chamber piston 17 dynamically adjusts the air pressure by responding to the inlet and outlet of the air pressure chamber 15, thereby controlling the pressure level of the water pressure chambers 14 on both sides.

[0065] Preferably, in this embodiment, the attitude adjustment module 4 adjusts the water pressure and air pressure reasonably according to different conditions in the tunnel to prevent the device from floating or sinking. During the movement of the device, the attitude adjustment module 4 adjusts the gravity and buoyancy in the device according to the attitude monitoring data obtained by the attitude monitoring module 9, so that the device reaches the ideal detection attitude. The automatic control module 22 controls the gas compression extraction device, which controls the air chamber piston 17. When the gravity is significantly greater than the buoyancy, the device begins to sink, and the air chamber inlet and outlet 18 begins to take in a large amount of air. The air chamber 15 stores gas, and the air chamber piston 17 moves to the left and right to discharge excess water in the water chamber 14 from the water inlet and outlet 16, so that the buoyancy is equal to the weight of the device and the device remains balanced. When the buoyancy of the device is significantly greater than the gravity, the device begins to float, and the air chamber inlet and outlet 18 releases a large amount of air. Water in the tunnel enters the water chamber 14 from the water inlet and outlet 16, and the air chamber piston 17 moves to the middle, so that the buoyancy of the device is equal to the gravity.

[0066] In summary, in this embodiment, the pressure chamber 14 is located at both ends of the attitude adjustment module 4, and is connected to the aquatic environment through the water inlet and outlet ports 16. Based on the inflow and outflow of gas in the pressure chamber 15, the water volume in the pressure chamber 14 is dynamically adjusted, thereby changing the buoyancy of the submersible. Buoyancy adjustment is crucial for the attitude control of the submersible. The design of the pressure chamber 14 allows the submersible to quickly adjust its buoyancy as needed, maintaining stable suspension in the tunnel and preventing surfacing or sinking, ensuring the smooth progress of the inspection work. The pressure chamber 15 has air inlet and outlet ports 18 at its top, connecting to the external environment. Through the response of the air chamber piston 17, the gas volume in the pressure chamber 15 is dynamically adjusted. By adjusting the air pressure, the pressure level in the pressure chamber 14 is changed, achieving a balance between buoyancy and gravity, maintaining the stable attitude of the submersible. The water inlet and outlet ports 16 are located on both sides of the pressure chamber 14, allowing water to flow in and out. When the air pressure chamber 15 adjusts its air pressure, it works in conjunction with the pressure chamber 14 to achieve dynamic adjustment of the water volume. The design of module 6 enables the submersible to quickly adjust its buoyancy as needed, adapting to different water depths and tunnel conditions, maintaining stable suspension in tunnels, and improving detection efficiency and accuracy. The air chamber piston 17 moves within the pressure chamber, affecting air pressure changes. This movement alters the water volume in the pressure chamber 15, thereby adjusting buoyancy. Piston 17 is a key component connecting the pressure chamber 15 and the pressure chamber 14; its movement enables dynamic buoyancy adjustment, ensuring the submersible maintains stable suspension at different water depths and attitudes. The automatic control module 22, based on data obtained from the attitude monitoring module 4, controls the gas compression extraction device 26. By controlling the movement of the air chamber piston 17, it facilitates the entry and exit of gas from the pressure chamber 15. The introduction of the automatic control module 22 enhances the intelligence and automation of the submersible's attitude adjustment, enabling it to quickly adjust buoyancy based on real-time attitude data and maintain an ideal detection attitude.

[0067] Furthermore, such as Figure 5 As shown, the propulsion module 2 in this embodiment includes: an air chamber inlet / outlet 18, a high-pressure air tank 19, a propulsion motor 20, a turbine 21, an automatic control module 22, a sealed inlet / outlet air pipe 23, a counterweight module 24, a guide vane 25, and a gas compression extraction device 26.

[0068] The propulsion module 2 is fixedly connected to the center of the "X"-shaped bracket 6. The air inlet and outlet ports 18 of the air chamber are designed as standard interfaces and are connected to the sealed air inlet and outlet pipes 23 through quick-connect connectors, sealing rings, and fasteners. The automatic control module 22 is connected to each component through electronic circuitry to ensure stable operation and precise control of the module. The high-pressure gas tank 19 is connected to the gas compression and extraction device 26 through the sealed air inlet and outlet pipes 23. The gas compression and extraction device 26 receives instructions from the automatic control module 22 and controls the air chamber piston 17 in the attitude adjustment module 4 to extract and compress gas. The automatic control module 22 controls the propulsion motor 20. The counterweight module 24 consists of multiple detachable counterweight blocks 24. Each counterweight block 24 is fixed by a snap-fit ​​method and is made of corrosion-resistant material to adapt to the underwater environment. The guide vane 25 is fixedly installed on the outer shell of the propulsion module 2 through a hinge. The turbine 21 is installed at the tail of the device to ensure its stability and functionality.

[0069] Preferably, when the device operates in a tunnel, the automatic control module 22 is connected to each component via electronic circuitry. Air enters through the air chamber inlet / outlet 18 via the sealed inlet / outlet pipe 23. A large amount of gas is stored in the high-pressure gas tank 19. The automatic control module 22 cooperates with the attitude adjustment module 4 to ensure the stability and precise control of the modules. The automatic control module 22 sends commands to the gas compression extraction device 26, which then controls the air chamber piston 17 in the attitude adjustment module 4 to adjust the pressure of the air chamber 15 and the water chamber 14, ensuring the device maintains a stable balance in the water and driving the propulsion motor 20. The propulsion module 2 drives the entire device to move; the guide vane 25 reduces the resistance generated by the water flow when the device moves forward; the counterweight module 24 consists of multiple detachable counterweight blocks, each of which is fixed by a snap-fit ​​mechanism and is made of corrosion-resistant materials; the counterweight module 24 adjusts the counterweight blocks reasonably according to the tunnel conditions to adapt to the underwater environment; when the propulsion module 2 is working, the device generates power and starts to run; the directional wheel 1 above the support 6 begins to slide along the tunnel lining structure 7 and receives instructions from the automatic control module 22 to change direction; at the same time, the guide vane 25 reduces the device's running resistance, and the turbine 26 generates thrust on the device.

[0070] In summary, in this embodiment, the air inlet / outlet 18 and the sealed air inlet / outlet pipe 23 are designed with standard interfaces for easy and quick connection and sealing, ensuring the stability and safety of the gas inlet / outlet module, providing a stable gas source for the module, and ensuring the module's airtightness, which is the foundation for gas regulation and propulsion. The high-pressure gas tank 19 stores a large amount of gas, providing a gas source for the gas compression extraction device 26, ensuring a continuous gas supply, and supporting the long-term operation of the attitude adjustment module 4 and the propulsion module 2. The propulsion motor 20 receives instructions from the automatic control module 22 and drives the entire propulsion module 2 to move the device, providing power for the submersible, which is the key to realizing the submersible's movement and detection tasks. The turbine 21 is installed at the tail of the device, providing additional thrust, ensuring the stability and functionality of the device, enhancing the device's propulsion capability, improving driving efficiency, and ensuring stable operation in complex underwater environments. The automatic control module 22 is connected to various components via electronic circuitry to ensure stable operation and precise control of the module, achieving intelligent control, improving detection accuracy and efficiency, and ensuring the safety and stability of the submersible. The counterweight module 24 consists of multiple detachable counterweight blocks 24, fixed with snap-fit ​​and made of corrosion-resistant materials. The counterweight is adjusted reasonably according to the tunnel conditions to adapt to the underwater environment and ensure the balance and stability of the submersible. The guide vane 25 is fixedly installed on the outer shell of the propulsion module 2 via a hinge, reducing the resistance generated by the water flow, optimizing the hydrodynamic performance of the submersible, reducing energy consumption, and improving driving efficiency. The gas compression extraction device 26 receives instructions from the automatic control module 22 and controls the gas chamber piston 17 in the attitude adjustment module 4 to extract and compress gas, realizing attitude adjustment and balance control of the submersible and ensuring stable operation of the submersible in complex underwater environments.

[0071] like Figure 6 As shown, this embodiment also provides an embodiment of a control method for an adaptive attitude control submersible for detecting structural defects in pressurized water tunnels. In this embodiment, the control method for the adaptive attitude control submersible for detecting structural defects in pressurized water tunnels is applied to the adaptive attitude control submersible for detecting structural defects in pressurized water tunnels as described in the above embodiment. The control method for the adaptive attitude control submersible for detecting structural defects in pressurized water tunnels specifically includes the following steps:

[0072] Step S1: After starting the submersible, the automatic control module performs a self-check, acquires initial attitude data through the attitude monitoring module, and performs calibration; depending on the different conditions in the tunnel, the attitude adjustment module adjusts the pressure levels of the water pressure chamber and the air pressure chamber.

[0073] When the gravity is significantly greater than the buoyancy, the air inlet and outlet of the air chamber begin to take in a large amount of air, the air pressure chamber stores gas, and the air chamber piston moves to the left and right to discharge the excess water in the water pressure chamber, so that the buoyancy and gravity are equal and the balance is maintained.

[0074] When the buoyancy is significantly greater than the gravity, a large amount of air is released through the air inlet and outlet of the air chamber, and water in the tunnel enters the pressure chamber through the water inlet and outlet. The piston of the air chamber moves to the middle, so that the buoyancy equals the gravity.

[0075] Step S2: The automatic control module drives the submersible forward by controlling the propulsion motor and turbine; the high-pressure gas tank is connected to the gas compression and extraction device through sealed inlet and outlet pipes to provide propulsion power; the radar detection device locates the submersible's position.

[0076] Step S3: The visual inspection device is equipped with cameras in multiple directions to achieve multi-directional synchronous inspection inside the tunnel; the laser inspection device performs high-precision measurement and positioning of tunnel defects, and is equipped with a non-destructive testing device inside and a data transmission and recording module at the port; each of the multiple devices is equipped with different sensors, and key environmental data is collected and transmitted through the sealed interface between the sensors and the outer shell.

[0077] Step S4: The automatic control module is connected to each component through electronic circuits. Based on the attitude monitoring data obtained by the attitude monitoring module, it dynamically adjusts the gravity and buoyancy in the device. Based on the detection data and environmental feedback, the automatic control module adjusts the working status of the attitude adjustment module and the propulsion module in real time. When the detection task is completed, the automatic control module controls the submersible to return to the designated position for recovery.

[0078] Preferably, in this embodiment, step S1, initialization and attitude adjustment, system self-check and calibration, ensures that all components of the submersible work normally and the initial attitude is accurate when it starts up, laying the foundation for subsequent operations. Attitude adjustment, by dynamically adjusting the pressure levels of the hydraulic and pneumatic chambers, ensures that the submersible maintains balance in different underwater environments, avoiding surfacing or sinking. Significance: Ensures stable operation of the submersible in complex underwater environments, avoiding detection failures or equipment damage due to attitude problems; can automatically adjust attitude according to different water depths and environmental conditions, improving the adaptability and reliability of the equipment. Step S2, propulsion and navigation, uses an automatic control module to precisely control the propulsion motor and turbine, ensuring efficient movement of the submersible in the tunnel; the radar detection device accurately locates the submersible's position, avoiding collisions with the tunnel and ensuring safe operation. Significance: Improves the submersible's movement efficiency in the tunnel, shortens detection time, and improves work efficiency; through precise navigation and positioning, avoids collisions between the equipment and the tunnel, ensuring the safety of both the equipment and the tunnel. Step S3: Detection and Data Acquisition. The visual inspection device is equipped with cameras in multiple directions to achieve simultaneous multi-directional detection within the tunnel, improving detection coverage and accuracy. The laser inspection device performs high-precision measurement and positioning of tunnel defects, ensuring the accuracy and reliability of the detection data. Key environmental data is collected and transmitted through the sealed interface between the sensors and the outer shell, ensuring the integrity and continuity of data acquisition. Significance: Through multi-directional and high-precision detection methods, tunnel structural defects are comprehensively assessed, providing detailed data support; ensuring the complete acquisition and transmission of key environmental data in complex underwater environments provides a reliable basis for subsequent analysis and decision-making. Step S4: Automatic Control and Feedback. The automatic control module dynamically adjusts the gravity and buoyancy within the device based on attitude monitoring data, ensuring the submersible maintains an ideal attitude in complex environments; based on detection data and environmental feedback, it adjusts the working status of the attitude adjustment module and propulsion module in real time, ensuring stable operation of the equipment under different conditions; after the detection task is completed, the automatic control module controls the submersible to return to the designated position for recovery, ensuring the successful completion of the mission. Significance: By implementing automatic control and real-time feedback, the intelligence level of equipment is improved, manual intervention is reduced, and work efficiency and safety are enhanced; the smooth completion of testing tasks and the complete recovery of equipment are ensured, thereby improving task reliability and equipment durability.

[0079] In summary, the control method of the adaptive attitude control submersible for detecting structural defects in pressurized water tunnels in this embodiment, through the above steps, achieves stable operation, efficient detection, and complete data acquisition of the equipment in complex underwater environments. This improves the adaptability, stability, and detection accuracy of the equipment, achieving the important goals of comprehensively assessing tunnel structural defects, ensuring tunnel safety, and improving work efficiency.

[0080] Furthermore, the self-test process performed by the automatic control module in step S1 specifically includes the following steps:

[0081] Step S11: Initial attitude data acquisition and calibration. The attitude monitoring module acquires the initial attitude data. The attitude monitoring module acquires the initial attitude data of the underwater vehicle through sensors such as gyroscopes, accelerometers and magnetometers. The data includes the underwater vehicle's pitch angle, roll angle and yaw angle.

[0082] Attitude angle calculation:

[0083]

[0084] In the formula, a x a y a z This represents the acceleration component measured by the accelerometer, m x m y m z This indicates the magnetic field component measured by the magnetometer;

[0085] Step S12: Attitude data calibration, the calibration process includes zero bias calibration, scaling factor calibration and cross-coupling calibration;

[0086] Zero bias calibration

[0087] Accelerometer zero bias calibration:

[0088] Δa x =a x -a x0 ,Δa y =a y -a y0 ,Δa z =a z -a z0

[0089] Gyroscope zero bias calibration:

[0090] Δω x =ω x -ω x0 ,Δω y =ω y -ω y0 ,Δω z =ω z -ω z0

[0091] Magnetometer zero-bias calibration:

[0092] Δm x =m x -m x0 ,Δm y =m y -m y0 ,Δm z =mz -m z0

[0093] In the formula, a x0 a y0 a z0 ω represents the zero bias value of the accelerometer. x0 ,ω y0 ,ω z0 It is the zero bias value of the gyroscope, m x0 ,m y0 ,m z0 It is the zero bias value of the magnetometer;

[0094] Scale factor calibration

[0095] Accelerometer scaling factor calibration:

[0096]

[0097] Gyroscope scaling factor calibration:

[0098]

[0099] Magnetometer scaling factor calibration:

[0100]

[0101] Wherein: S ax ,S ay ,S az It is the scaling factor of the accelerometer, S ωx ,S ωy ,S ωz It is the scaling factor of the gyroscope, S mx ,S my ,S mz It is the proportionality factor of the magnetometer;

[0102] Cross-coupling calibration:

[0103] Accelerometer cross-coupling calibration:

[0104] a x" =a x′ -C xy ·a y′ -C xz ·a z′

[0105] a y″ =a y′ -C yx ·a x′ -C yz ·a z′

[0106] az″ =a z′ -C zx ·a x′ -C zy ·a y′

[0107] Gyroscope cross-coupling calibration:

[0108] ω x″ =ω x′ -C ωxy ·ω y′ -C ωxz ·ω z′

[0109] ω y" =ω y′ -C ωyx ·ω x′ -C ωyz ·ω z′

[0110] ω z″ =ω z′ -C ωzx ·ω x′ -C ωzy ·ω y′

[0111] Magnetometer cross-coupling calibration:

[0112] m x″ =m x′ -C mxy ·m y′ -C mxz ·m z′

[0113] m y″ =m y′ -C myx ·m x′ -C myz ·m z′

[0114] m z″ =m z′ -C mzx ·m x′ -C mzy ·m y′

[0115] Where: C xy C xz C yx C yz C zx C zy It is the cross-coupling coefficient of the accelerometer, C ωxy Cωxz C ωyx C ωyz C ωzx C ·zy It is the cross-coupling coefficient of the gyroscope, C mxy C mxz C myx C myz C mzx C mzy It is the cross-coupling coefficient of the magnetometer;

[0116] Step S13: The attitude adjustment module adjusts the pressure levels of the water pressure chamber and the air pressure chamber to keep the submersible balanced according to different conditions in the tunnel.

[0117] Pressure regulation of hydraulic and pneumatic chambers

[0118] Hydraulic chamber pressure adjustment:

[0119] ΔP 水 =ρ 水 ·g·Δh 水

[0120] Pressure chamber pressure adjustment:

[0121] ΔP 气 =ρ 气 ·g·Δh 气

[0122] Where: ρ 水 It is the density of water, ρ 气 Here, g is the density of the gas, g is the acceleration due to gravity, and Δh is the acceleration due to gravity. 水 It is the height of the water level change in the ballast chamber, Δh 气 It is the height at which the gas changes within the pressure chamber.

[0123] Preferably, in step S11 of this embodiment, initial attitude data acquisition and calibration involves fusing data from multiple sensors, including gyroscopes, accelerometers, and magnetometers, to obtain the initial attitude data of the submersible, ensuring the comprehensiveness and accuracy of the data. Mathematical formulas are used to calculate the submersible's pitch, roll, and yaw angles, providing fundamental data for subsequent calibration and adjustment. Significance: Accurate acquisition of initial attitude data provides reliable fundamental data for subsequent calibration and adjustment, ensuring the submersible's attitude stability during startup; multi-sensor data fusion improves the submersible's adaptability to different environments and enhances its operational stability in complex underwater environments. Step S12, attitude data calibration, involves calibrating the zero bias values ​​of the accelerometer, gyroscope, and magnetometer to eliminate sensor biases and improve data accuracy; calibrating the sensor scaling factors to ensure that the sensor output data is proportional to the actual physical quantity, improving data linearity; and calibrating the cross-coupling effect between sensors to eliminate mutual interference and improve data independence and accuracy. Significance: The calibration process significantly improves the accuracy of sensor data, ensuring the operational stability and precision of the submersible under various attitudes. The calibration process eliminates inherent sensor errors and mutual interference, enhancing system reliability and stability, and ensuring the safe operation of the submersible in complex environments. Step S13: The attitude adjustment module adjusts the pressure levels of the ballast tank and the air pressure tank to maintain the submersible's balance under different water depths and environmental pressures, ensuring its stability and operability. It dynamically adjusts the pressure of the ballast tank and the air pressure tank according to different conditions in the tunnel, ensuring the submersible's dynamic balance in complex underwater environments. Significance: Pressure regulation ensures the submersible's operational stability under different water depths and environmental pressures, improving its adaptability and operational flexibility. Dynamic balance adjustment improves the submersible's safety in complex underwater environments, ensuring stability under various conditions and avoiding potential risks caused by attitude imbalance.

[0124] In summary, the self-testing process in this embodiment, through multi-sensor data fusion, precise attitude angle calculation, comprehensive sensor calibration, and dynamic pressure regulation, ensures the stability and accuracy of the submersible in complex underwater environments. This not only improves the submersible's operational performance and safety but also enhances its adaptability to different environments, providing a solid technical guarantee for the long-term stable operation of the submersible. Through the aforementioned complex equations and calibration process, the automatic control module can acquire accurate initial attitude data and perform calibration, ensuring the stable operation of the submersible in tunnels.

[0125] Furthermore, the process of locating the underwater vehicle's position using the radar detection device in step S2 specifically includes the following steps:

[0126] Step S21: Collect acceleration and angular velocity data of the underwater vehicle using accelerometers and gyroscopes. The accelerometers measure the three-axis acceleration (Ax, Ay, Az), and the gyroscopes measure the three-axis angular velocity (ωx, ωy, ωz). Receive multi-band signals through the antenna array to obtain the azimuth (θ) and pitch angles. And roll angle (ψ) information;

[0127] Step S22: Perform low-pass filtering on the acquired acceleration and angular velocity data to remove high-frequency noise, using a Butterworth filter or a Kalman filter for filtering; transform the acquired acceleration and angular velocity data from the sensor coordinate system to the submersible coordinate system using a rotation matrix for coordinate transformation;

[0128] Step S23: Calculate the initial attitude matrix (rotation matrix) using the initial acceleration and magnetometer data; the specific steps are as follows:

[0129] Calculate the initial pitch angle φ and roll angle ψ:

[0130]

[0131] Calculate the initial azimuth angle (θ):

[0132]

[0133] Convert the pitch, roll, and azimuth angles into initial attitude matrices (rotation matrices) R and M. x M y M z This indicates the triaxial magnetic field strength measured by the magnetometer, representing the magnetic field strength along the X, Y, and Z axes, respectively.

[0134] Step S24: Using the angular velocity data measured by the gyroscope, calculate the change in attitude angle through integration; the specific steps are as follows:

[0135] Calculate the angular velocity increment:

[0136] Δθ=ω x Δt,Δφ=ω y Δt,Δψ=ω z Δt;

[0137] Update attitude angle:

[0138] θ new =θ old +Δθ,φ new =φ old +Δφ,ψ new =ψ old +Δψ

[0139] The attitude represented by the quaternion is updated based on the integral of the angular velocity. The specific steps are as follows:

[0140] Calculate the angular velocity quaternion:

[0141] q ω =[0,ω x ,ω y ,ω z ]

[0142] Calculate the quaternion increment:

[0143]

[0144] Update quaternions:

[0145] q new =q old +Δq

[0146] In the formula, Δθ, Δφ, and Δψ represent the angular velocity increments, which are the changes in angular velocity along the X, Y, and Z axes, respectively; Δt represents the time increment, which is the time interval between two measurements; and q represents the angular velocity increment. ω The quaternion represents angular velocity, used to express angular velocity in quaternion form. Δq represents the quaternion increment, indicating the change in the quaternion. old ,q new Represents the old quaternion and the new quaternion, respectively representing the quaternion before and after the update;

[0147] Step S25: Use a Kalman filter to fuse the inertial sensor data with external signal data. The specific steps are as follows:

[0148] Predict the attitude quaternion at the current moment based on the attitude quaternion and angular velocity data from the previous moment.

[0149] q pred =q old +Δq

[0150] The observed values ​​are calculated using external signal data (such as GPS, multi-band signals), compared with the predicted values, and the attitude quaternions are updated.

[0151] q new =q pred +K(z-Hq pred )

[0152] Where K is the Kalman gain, z is the observed value, and H is the observation matrix; q pred The quaternion is the predicted quaternion, which is the quaternion predicted for the current moment based on the quaternion from the previous moment and the angular velocity data.

[0153] Step S26: Convert the updated quaternion into an attitude matrix, representing the attitude of the underwater vehicle. The specific steps are as follows:

[0154] Convert the quaternion into a rotation matrix R:

[0155]

[0156] The azimuth, pitch, and roll angles are extracted from the rotation matrix as the final attitude calculation results.

[0157] To improve the accuracy of attitude calculation, the zero bias of the gyroscope and accelerometer is compensated. The specific steps are as follows:

[0158] Calculate zero bias:

[0159]

[0160] Compensation for zero bias:

[0161] v comp =ω-b gyro A comp =Ab acc

[0162] q x ,q y ,q z ,q w The four components of the quaternion are represented by b, which are the X, Y, Z and real parts of the quaternion. gyro ,b acc ω represents the zero bias of the gyroscope and accelerometer, and ω represents the initial bias of the gyroscope and accelerometer, respectively. comp A comp represents the compensated angular velocity and acceleration, respectively, representing the angular velocity and acceleration after zero bias compensation;

[0163] Further filtering is used to suppress the impact of sensor noise on attitude calculation. Low-pass filters or Kalman filters are used for noise suppression.

[0164] The calculated attitude information is displayed in real time in the monitoring system, and the attitude calculation results are stored in the data logger for subsequent data analysis and processing.

[0165] Preferably, in this embodiment, step S21, data acquisition, involves collecting acceleration and angular velocity data of the submersible using accelerometers and gyroscopes, and receiving multi-band signals through an antenna array to obtain azimuth, pitch, and roll angle information. The significance of this step is to provide basic data for attitude calculation, ensuring the comprehensiveness and accuracy of the data. Step S22, data filtering and coordinate transformation, involves low-pass filtering the collected acceleration and angular velocity data to remove high-frequency noise, and using a rotation matrix to transform the data from the sensor coordinate system to the submersible coordinate system. The significance of this step is to improve the signal-to-noise ratio of the data, ensure data stability and consistency, and provide high-quality input data for subsequent attitude calculation. Step S23, initial attitude matrix calculation, uses the initial acceleration and magnetometer data to calculate the initial attitude matrix (rotation matrix), including the calculation of pitch, roll, and azimuth angles. The significance of this step is to provide initial reference values ​​for attitude calculation, ensuring the accuracy of the starting point for attitude calculation. Step S24: Attitude Angle Change Calculation and Quaternion Update. Using angular velocity data measured by the gyroscope, the attitude angle change is calculated through integration, and the attitude represented by the quaternion is updated. Significance: Real-time updates of the underwater vehicle's attitude information ensure the dynamic and real-time nature of the attitude calculation. Step S25: Kalman Filter Data Fusion. A Kalman filter is used to fuse inertial sensor data with external signal data, predicting the current attitude quaternion and updating it based on observations. Significance: Improves the accuracy and stability of attitude calculation, reducing the impact of sensor noise and errors. Step S26: Attitude Matrix Transformation and Zero-Bias Compensation. The updated quaternion is converted into an attitude matrix representing the underwater vehicle's attitude, and zero-bias compensation is applied to the gyroscope and accelerometer readings. Further filtering is used to suppress sensor noise. Significance: Ensures the accuracy and reliability of the attitude calculation results, improving the robustness and stability of the system.

[0166] In summary, the radar detection device of this embodiment can accurately and in real-time locate the position and attitude of the underwater vehicle, ensuring its stable operation in complex environments. This not only improves the navigation accuracy and safety of the underwater vehicle but also provides a reliable foundation for subsequent data analysis and processing. Through the above steps, the underwater vehicle's attitude calculation process can achieve high-precision and high-reliability attitude information output, ensuring the stable operation of the underwater vehicle in complex environments.

[0167] Furthermore, the process of using the laser detection device to perform high-precision measurement and location of tunnel defects in step S3 specifically includes the following steps:

[0168] Step S31: The laser detection device emits laser beams of different frequencies and simultaneously receives reflected signals of different frequencies. Each channel is equipped with a photoelectric converter to capture and convert the reflected signals. Based on the time difference between the emission and reception of the multi-frequency laser and the speed of laser propagation in the air, the distance from the emission to the reflection of the laser beam is calculated.

[0169] Step S32: By analyzing the intensity and shape of the multi-frequency reflection signal, identify the damaged area on the tunnel wall, compare it with the reflection signal of the normal area, and identify the damaged area; combine the position information of the submersible and the multi-frequency laser ranging data to calculate the specific location of the damaged area in the tunnel; use three-dimensional reconstruction technology and data from multiple laser ranging points to perform three-dimensional modeling to restore the three-dimensional shape and location information of the damaged area.

[0170] Step S33: The detected defect data is recorded in real time through the built-in high-speed data recording module, and is classified and indexed; based on the received defect data, it is fed back to the automatic control module of the submersible in real time, and the automatic control module dynamically adjusts the attitude and propulsion direction of the submersible according to the feedback information.

[0171] Preferably, in step S31 of this embodiment, by emitting laser beams of different frequencies, the water vapor and dust inside the tunnel can be penetrated, ensuring measurement accuracy. Different frequency laser beams have different penetration capabilities and reflection characteristics, providing richer information on defects. Each channel is equipped with a high-sensitivity photoelectric converter, which can quickly capture and convert reflected signals, improving the efficiency and accuracy of data acquisition. Based on the time difference between multi-frequency laser emission and reception, combined with the laser's propagation speed in air, the distance from emission to reflection is calculated. Multi-frequency laser ranging technology uses cross-validation of reflected signals of different frequencies to improve the accuracy and reliability of ranging. The significance achieved is: ensuring that the laser detection device can perform high-precision distance measurements in complex environments, providing accurate data support for defect identification and location; multi-frequency laser emission technology can adapt to complex environments inside tunnels, such as water vapor and dust, ensuring the accuracy and stability of measurement data. Step S32: Defect identification and three-dimensional positioning. By analyzing the intensity and shape of the multi-frequency reflected signals, defect areas on the tunnel wall are identified. By comparing the reflected signals of normal areas, defect areas are identified. Machine learning algorithms, such as Support Vector Machines (SVM) and Convolutional Neural Networks (CNN), are employed to improve the accuracy of defect identification. Combining the submersible's position information and multi-frequency laser ranging data, the specific location of the defect area within the tunnel is calculated. Three-dimensional reconstruction technology is used to create a three-dimensional model using data from multiple laser ranging points, accurately reconstructing the three-dimensional morphology and location information of the defect area. The significance is that through the analysis of multi-frequency reflection signals and machine learning algorithms, defect areas on the tunnel wall can be accurately identified, providing precise targets for repair work. Three-dimensional reconstruction technology can accurately reconstruct the three-dimensional morphology and location information of the defect area, providing engineers with an intuitive defect distribution map, facilitating the development of repair plans. Step S33 involves data recording and real-time feedback. Detected defect data is recorded in real-time through a built-in high-speed data recording module, and is classified and indexed. The recording module uses a high-capacity storage chip, capable of storing large amounts of detection data, and performs data compression and encryption to ensure data integrity and security. Based on the received defect data, real-time feedback is provided to the submersible's automatic control module. The automatic control module dynamically adjusts the submersible's attitude and propulsion direction based on feedback information to ensure the smooth progress of the inspection mission. The feedback mechanism employs a closed-loop control system, enabling rapid response and adjustment based on real-time data. The significance lies in: ensuring the integrity and security of the inspection data through the high-speed data recording module, providing reliable data support for subsequent analysis and processing; and dynamically adjusting the submersible's attitude and propulsion direction based on defect data through the real-time feedback mechanism, ensuring the smooth progress of the inspection mission and improving inspection efficiency and accuracy.

[0172] In summary, the laser detection device of this embodiment can achieve high-precision measurement and location of tunnel defects, ensuring the stable operation and efficient detection of the submersible in complex environments. Specifically, it includes high-precision distance measurement, accurate defect identification, three-dimensional visualization and positioning, data integrity, and real-time feedback. This improves the accuracy and efficiency of detection, providing precise data support and intuitive defect distribution maps for tunnel defect repair work, and ensuring the safe operation of the tunnel.

[0173] like Figure 7 As shown, this embodiment provides an embodiment of an electronic device. In this embodiment, the electronic device 26 includes a processor 261 and a memory 262 coupled to the processor 261.

[0174] The memory 262 stores program instructions for implementing the pressurized water tunnel structure defect detection adaptive attitude control underwater vehicle of any of the above embodiments.

[0175] The processor 261 is used to execute program instructions stored in the memory 262 to control the adaptive attitude control underwater vehicle for detecting structural defects in pressurized water tunnels.

[0176] The processor 261 can also be referred to as a CPU (Central Processing Unit). The processor 261 may be an integrated circuit chip with signal processing capabilities. The processor 261 can also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. A general-purpose processor can be a microprocessor or any conventional processor.

[0177] Furthermore, Figure 8 This is a schematic diagram of the structure of a storage medium according to an embodiment of this application. The storage medium 27 of this embodiment stores program instructions 271 capable of implementing all the methods described above. These program instructions 271 can be stored in the storage medium in the form of a software product, including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks, or terminal devices such as computers, servers, mobile phones, and tablets.

[0178] In the several embodiments provided by this invention, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection between apparatuses or units through some interfaces, and may be electrical, mechanical, or other forms.

[0179] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units. The above are merely embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

[0180] The specific embodiments of the invention have been described in detail above, but these are merely examples, and the invention is not limited to the specific embodiments described above. For those skilled in the art, any equivalent modifications or substitutions to the invention are also within the scope of this invention. Therefore, all equivalent transformations, modifications, and improvements made without departing from the spirit and principles of this invention should be included within the scope of this invention.

Claims

1. An adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels, characterized in that, The adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels includes: directional wheels, a propulsion module, a slide rail, an attitude adjustment module, and an underwater detection module; The directional wheel, propulsion module, slide rail, attitude adjustment module and underwater detection module are all mounted on the support, and the outermost layer is a tunnel lining structure. The directional wheel is connected to the attitude adjustment module in pairs through the support, and the connection is slidably connected by the slide rail. The propulsion module is connected at the intersection point. The slide rail extends towards the attitude adjustment module through the support and the underwater detection module is fixed at the intersection point. The underwater detection module includes: a visual inspection device, an attitude monitoring module, a laser detection device, a radar detection device, a sealed housing, and a sealed interface between the sensor and the housing; The underwater detection module is fixed to the bracket by a slide rail and has a sealed outer shell. The vision detection device is equipped with cameras in multiple directions to achieve multi-directional synchronous detection inside the tunnel. The attitude monitoring module is fixed inside the sealed shell by a mounting plate. The laser detection device has a non-destructive testing device inside, and a data transmission recording module is located on one side of the non-destructive testing device. The radar detection device is mounted on a bracket fixed inside the sealed shell. The control terminals of multiple sensors of the vision detection device, attitude monitoring module, laser detection device, and radar detection device are all electrically connected to the battery through a controller.

2. The adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to claim 1, characterized in that, The attitude adjustment module includes: a water pressure chamber, an air pressure chamber, water inlet and outlet ports, an air chamber piston, and air chamber inlet and outlet ports; The water pressure chambers are located at the left and right ends of the attitude adjustment module, with water inlet and outlet holes on both sides. The air pressure chamber has air inlet and outlet holes at the top. The air chamber piston dynamically adjusts the air pressure by responding to the inlet and outlet of the air in the air pressure chamber, thereby regulating the pressure level of the water pressure chambers on both sides.

3. The adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to claim 1, characterized in that, The propulsion module includes: air inlet and outlet ports, high-pressure gas tank, propulsion motor, turbine, automatic control module, sealed air inlet and outlet pipes, counterweight module, guide vanes, and gas compression and extraction device; The propulsion module is fixedly connected to the center of the X-shaped support. The air inlet and outlet ports of the air chamber are designed with standard interfaces and are connected to the sealed air inlet and outlet pipes through quick-connect connectors, sealing rings, and fasteners. The automatic control module is connected to each component through electronic circuitry. The high-pressure gas tank is connected to the gas compression and extraction device through sealed air inlet and outlet pipes. The gas compression and extraction device receives instructions from the automatic control module, which then controls the propulsion motor. The counterweight module consists of multiple detachable counterweight blocks, each of which is fixed with a snap-fit ​​mechanism. The guide vanes are fixedly mounted on the outer shell of the propulsion module via a hinge. The turbine is installed at the tail.

4. A control method for an adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels, applicable to the adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels as described in any one of claims 1 to 3, characterized in that... The control method for the adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels includes: After the submersible is started, the automatic control module performs a self-test, acquires initial attitude data through the attitude monitoring module, and performs calibration; depending on the different conditions in the tunnel, the attitude adjustment module adjusts the pressure levels of the water pressure chamber and the air pressure chamber. The automatic control module drives the submersible forward by controlling the propulsion motor and turbine; the high-pressure gas tank is connected to the gas compression and extraction device through sealed inlet and outlet pipes to provide propulsion power; and the radar detection device locates the submersible's position. The visual inspection device is equipped with cameras in multiple directions to achieve simultaneous multi-directional inspection inside the tunnel; the laser inspection device performs high-precision measurement and positioning of tunnel defects, and is equipped with a non-destructive testing device inside, with a data transmission and recording module at the port; each of the multiple devices is equipped with different sensors, and collects and transmits key environmental data through the sealed interface between the sensors and the outer shell. The automatic control module is connected to each component via electronic circuitry. Based on the attitude monitoring data obtained by the attitude monitoring module, it dynamically adjusts the gravity and buoyancy in the device. Based on the detection data and environmental feedback, the automatic control module adjusts the working status of the attitude adjustment module and the propulsion module in real time. When the detection task is completed, the automatic control module controls the submersible to return to the designated position for recovery.

5. The control method for an adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to claim 4, characterized in that, in, When gravity is significantly greater than buoyancy, the air inlet and outlet of the air chamber begin to take in a large amount of air, the air pressure chamber stores gas, and the air chamber piston moves to the left and right to expel excess water from the water pressure chamber, so that buoyancy and gravity are equal and balanced. When the buoyancy is significantly greater than the gravity, a large amount of air is released through the air inlet and outlet of the air chamber, and water in the tunnel enters the pressure chamber through the water inlet and outlet. The piston of the air chamber moves to the middle, so that the buoyancy equals the gravity.

6. The control method for an adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to claim 4, characterized in that, The self-test process of the automatic control module includes: Initial attitude data acquisition and calibration: The attitude monitoring module acquires initial attitude data. The attitude monitoring module acquires the initial attitude data of the underwater vehicle through gyroscopes, accelerometers, and magnetometers. The data includes the underwater vehicle's pitch angle, roll angle, and yaw angle. Attitude data calibration, the calibration process includes zero bias calibration, scaling factor calibration and cross-coupling calibration; The attitude adjustment module maintains the balance of the submersible by adjusting the pressure levels of the hydraulic and pneumatic chambers, depending on the different conditions in the tunnel.

7. The control method for an adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to claim 6, characterized in that, Attitude angle calculation: In the formula, , , This represents the acceleration components measured by the accelerometer. , , This indicates the magnetic field component measured by the magnetometer.

8. The control method for an adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to claim 4, characterized in that, The process of using radar detection devices to locate the position of an underwater vehicle includes: Acceleration and angular velocity data of the underwater vehicle are collected by accelerometers and gyroscopes. Accelerometers measure three-axis acceleration and gyroscopes measure three-axis angular velocity. Multi-band signals are received through an antenna array to obtain azimuth, pitch and roll information. The acquired acceleration and angular velocity data are low-pass filtered to remove high-frequency noise using Butterworth or Kalman filters; the acquired acceleration and angular velocity data are transformed from the sensor coordinate system to the submersible coordinate system using a rotation matrix. The initial attitude matrix is ​​calculated using the initial acceleration and magnetometer data. The change in attitude angle is calculated by integrating the angular velocity data measured by the gyroscope. Kalman filters are used to fuse inertial sensor data with external signal data; The updated quaternion is converted into an attitude matrix, representing the attitude of the underwater vehicle.

9. The control method for an adaptive attitude control submersible for detecting structural defects in pressurized water-passing tunnels according to claim 4, characterized in that, The process of using laser detection devices to perform high-precision measurement and location of tunnel defects includes: The laser detection device emits laser beams of different frequencies and simultaneously receives reflected signals of different frequencies. Each channel is equipped with a photoelectric converter to capture and convert the reflected signals. Based on the time difference between the emission and reception of the multi-frequency laser and the speed of laser propagation in the air, the distance from the emission to the reflection of the laser beam is calculated. By analyzing the intensity and shape of multi-frequency reflected signals, the damaged areas on the tunnel wall are identified. By comparing the reflected signals of normal areas, the damaged areas are identified. Combining the submersible's position information and multi-frequency laser ranging data, the specific location of the damaged areas in the tunnel is calculated. Three-dimensional modeling is performed using three-dimensional reconstruction technology and data from multiple laser ranging points to restore the three-dimensional shape and location information of the damaged areas. The detected damage data is recorded in real time through the built-in high-speed data recording module, and is classified and indexed. Based on the received damage data, it is fed back to the automatic control module of the submersible in real time. The automatic control module dynamically adjusts the attitude and propulsion direction of the submersible based on the feedback information.

Images