Water area propeller steering control method, water area propeller, water area movable equipment, medium and product

Abstract

The embodiment of the invention provides a water area propeller steering control method, a water area propeller, a water area movable device, a medium and a product. The water area propeller is provided with a tiller, and the water area propeller is connected to a water area carrier of the water area movable equipment. According to the scheme, after the operation information of a user on the tiller is collected, the mapping coefficient is determined according to the operation information and the navigational speed information of the water area movable equipment, the operation information is converted into the steering control parameter according to the mapping coefficient, and therefore steering of the water area propeller is controlled according to the steering control parameter. By adopting the mode of dynamically adjusting the mapping coefficient in combination with the operation information (such as thrust value) and the navigational speed, the method can effectively solve the problems of deflection force generated by a propeller in a water area thruster at different navigational speeds, friction force generated by a bevel gear in a transmission assembly and the like, and can ensure that under various navigational conditions, the navigation speed of the water area thruster is greatly improved. The control performance of the water area movable equipment is kept consistent and optimized, and the steering power-assisted hand feeling is improved.

Description

Technical Field

[0001] The present application relates to the technical field of waterborne mobile devices, and particularly to a method for controlling the steering of a waterborne thruster, a waterborne thruster, a waterborne mobile device, a medium, and a product. Background Art

[0002] In a waterborne mobile device (such as a ship), a waterborne thruster is a key component for helping the waterborne mobile device to steer, etc. A common waterborne thruster generates thrust by driving a propeller to rotate with an electric motor. When the waterborne mobile device is traveling, it is prone to deviate from the course or the left and right steering forces are asymmetric, resulting in inconsistent left and right operating feels when the user controls the steering. Summary of the Invention

[0003] The present application provides a method for controlling the steering of a waterborne thruster, a waterborne thruster, a waterborne mobile device, a medium, and a product, which can improve the user's steering operation feel.

[0004] The present application provides a method for controlling the steering of a waterborne thruster, which is applied to a waterborne thruster configured with a tiller. Specifically, the method includes:

[0005] Collecting operation information on the tiller;

[0006] Determining a mapping coefficient according to the operation information and the speed information of the waterborne mobile device;

[0007] Converting the operation information into a steering control parameter according to the mapping coefficient;

[0008] Controlling the steering of the waterborne thruster according to the steering control parameter.

[0009] The present application also provides a waterborne thruster, which is applied to a waterborne mobile device. The waterborne thruster includes:

[0010] A tiller;

[0011] A collecting device, arranged on the tiller, for collecting operation information on the tiller;

[0012] A first controller, communicating with the collecting device, for determining a mapping coefficient according to the operation information and the speed information of the waterborne mobile device; and converting the operation information into a steering control parameter according to the mapping coefficient;

[0013] A steering mechanism, communicating with the first controller, for controlling the steering of the waterborne thruster according to the steering control parameter.

[0014] The present application also provides a movable device in water area, which includes a water area carrier and a water area propeller provided in other embodiments of the present application, and the water area propeller is connected to the water area carrier.

[0015] The present application also provides a computer-readable storage medium. The computer storage medium stores a computer program, and when the computer program is executed by a computer, the steps in the water thruster steering control method provided in the first embodiment of the present application can be implemented.

[0016] The present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps in the water thruster steering control method provided in the first embodiment of the present application can be implemented.

[0017] The technical solution provided by the embodiment of the present application is that the water thruster is equipped with a tiller, and the water thruster is connected to a water carrier of a movable device for water. After the user's operation information on the tiller is collected, the mapping coefficient is determined according to the operation information and the speed information of the movable device for water, and the operation information is converted into a steering control parameter according to the mapping coefficient, so as to control the steering of the water thruster according to the steering control parameter. This method of dynamically adjusting the mapping coefficient by combining the operation information (such as thrust value) and the speed can effectively solve the problems such as the deflection force generated by the propeller in the water thruster at different speeds and the friction force generated by the bevel gear in the transmission assembly, and can ensure that under various navigation conditions, the control performance of the movable device for water remains consistent and optimized, and improves the steering power feel. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 A schematic diagram of the semi-flow lateral force generated by a propeller provided for an exemplary embodiment of the present application;

[0020] Figure 2 A schematic diagram of the structure of a mobile device for use in water areas provided for an exemplary embodiment of the present application;

[0021] Figure 3a , Figure 3b and Figure 3c A schematic diagram of the structure of a water propulsion device provided for an exemplary embodiment of the present application;

[0022] Figure 4Schematic flow chart of the steering control method for a water propeller provided by an exemplary embodiment of the present application;

[0023] Figure 5 Schematic diagram of the mapping relationship curve between the thrust value of the user on the tiller and the rotational speed of the steering motor under ideal conditions provided by an exemplary embodiment of the present application;

[0024] Figure 6 Schematic diagram of the mapping relationship curve between the thrust value of the user on the tiller and the rotational speed of the steering motor after compensating for the helical tooth friction of the transmission component in the water propeller provided by an exemplary embodiment of the present application;

[0025] Figure 7 Schematic diagram of the mapping relationship curve between the thrust value of the user on the tiller and the rotational speed of the steering motor at different ship speeds after compensating for the deviation force generated by the propeller in the water propeller provided by an exemplary embodiment of the present application. Detailed implementation manners

[0026] The propeller is a component that directly interacts with water to generate thrust and is widely used on various ships. The propeller is driven by a corresponding motor. During the operation of the propeller, due to the influence of hydrodynamic characteristics and ship structures, various deviation forces (also known as propeller effects) are often generated, such as the wake transverse force (as shown in Figure 1 ), the sinkage transverse force, the discharge flow transverse force, and the thrust center deviation, etc. The existence of these deviation forces makes the ship prone to course deviation or asymmetric left and right steering forces when moving forward. Especially under different ship speed conditions, its influence is more significant. In addition, with the improvement of the requirements for ship automation and operation comfort, more and more ships also adopt an electric steering assist system to improve the operation convenience and response performance. In the electric steering assist system, in order to withstand a large steering torque, the gearbox connected to the motor usually adopts a helical gear structure. Although helical gears have the advantages of strong load-bearing capacity and smooth transmission, due to their structural characteristics, there are differences in static friction in the left and right directions, further exacerbating the problem of inconsistent steering forces required for left and right steering. Therefore, in practical applications, the driver will feel obvious differences in steering feel under different working conditions such as low speed, high speed, acceleration, or deceleration, which not only affects the operation comfort but also may have an adverse impact on the stable control of the ship. At present, there is a lack of a dynamic compensation mechanism for the above-mentioned propeller deviation force and gearbox friction difference on ships, making it difficult to meet the requirements for operation consistency and intelligence of high-performance ships.

[0027] In summary, there is an urgent need to propose a steering control scheme for the propeller that can identify and compensate for the differences between the propeller deviation force and the static friction of the helical gearbox in real time according to the ship speed, so as to achieve a smoother and more comfortable steering experience and improve the overall operation performance and safety of the ship.

[0028] To solve the above problems, the present application provides a method for controlling the steering of a water propeller, a water propeller, a water movable device, etc. Among them, the water movable device includes a ship.

[0029] In order to enable the personnel in the technical field to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application.

[0030] In some processes described in the specification, claims and the above-mentioned drawings of the present application, there are multiple operations that appear in a specific order. These operations may not be executed in the order in which they appear in this document or may be executed in parallel. The serial numbers of the operations, such as 101, 102, etc., are only used to distinguish each different operation, and the serial numbers themselves do not represent any execution order. In addition, these processes may include more or fewer operations, and these operations may be executed in sequence or in parallel. It should be noted that the descriptions such as "first", "second", etc. in this document are used to distinguish different messages, devices, modules, etc., and do not represent a sequence, nor do they limit that "first" and "second" are different types. And the term "or / and" in the present application is only a description of the association relationship of the associated objects, indicating that there can be three relationships, for example: A or / and B, indicating that A can exist alone, A and B exist simultaneously, and B exists alone. These three situations; the character " / " in the present application generally represents an "or" relationship between the front and back associated objects. It should also be noted that the term "comprises", "comprising" or any other variation thereof is intended to cover a non-exclusive inclusion, so that a commodity or system including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such commodity or system. Without further limitation, an element defined by the statement "comprising a..." does not exclude the existence of additional identical elements in the commodity or system including the said element. In addition, the following embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts belong to the scope of protection of the present application.

[0031] The technical solutions provided in the embodiments of the present application will be introduced and described below.

[0032] Figure 2The figure shows a waterborne mobile device provided by an exemplary embodiment of the present application. The waterborne mobile device includes a waterborne carrier 200 and a waterborne thruster 100. The waterborne thruster 100 is connected to the waterborne carrier 200 and is used to push the waterborne mobile device to move. For example, the waterborne thruster 100 can be used to push the waterborne mobile device forward or backward and assist the waterborne mobile device in steering.

[0033] In an embodiment, the waterborne mobile device can be a ship, such as a commercial ship, a passenger ship, a yacht, a fishing boat, a sailboat, a civilian ship, and other various waterborne transportation devices. In addition, the waterborne mobile device can also be a water patrol device, a water treatment device, a water environment monitoring device, a water robot, and other devices that can move in water, which are not specifically limited herein. When the waterborne mobile device is different types of devices, the corresponding maximum speed that can be achieved may also vary. For example, the normal maximum speed of a commercial ship (such as a container ship) is usually between about 37 and 46 km / h; while the maximum speed of a water patrol device (such as a patrol boat) can be as high as about 74 to 93 km / h, and some can even reach above about 111 km / h.

[0034] The above-mentioned waterborne carrier 200 refers to the device body of the waterborne mobile device (specifically, the hull).

[0035] Moreover, the above-mentioned waterborne thruster 100 is the outboard motor of the waterborne mobile device and is also called an outboard engine.

[0036] Continue to refer to Figure 2 And refer to Figures 3a - 3c , the waterborne thruster 100 includes a fuselage 12 and a tiller 11. The tiller 11 is connected to the fuselage 12. When in use, the user can control the waterborne thruster to perform corresponding actions by applying an operation to the tiller 11. For example, the waterborne thruster 100 can be controlled to perform actions such as steering through the tiller 11, so as to control the operation of the waterborne mobile device (changing the sailing direction).

[0037] Furthermore, the waterborne thruster 100 further includes: a collection device 110, a first controller 111, and a steering mechanism.

[0038] The above-mentioned collection device 110 is arranged on the tiller 11 and is used to collect the operation information of the tiller 11. Specifically, the collection device 110 includes a pressure sensor, and the pressure sensor is arranged on the tiller 11. For example, the pressure sensor is installed at one end of the tiller 11 (the end available for the user (such as the driver) to operate), and the other end of the tiller 11 is connected to the fuselage 12 of the waterborne thruster.

[0039] In specific implementation, the pressure sensor is used to collect the thrust value of the user on the tiller 11. The thrust value includes the left thrust value and the right thrust value. Among them, the left thrust value is used to represent the thrust when the user pushes the tiller 11 to the left, and the right thrust value is used to represent the thrust when the user pushes the tiller 11 to the right. In this application, the signs of the left thrust value and the right thrust value are opposite. The sign of the left thrust value is used to indicate that the user pushes the tiller 11 to the left, and the sign of the right thrust value is used to indicate that the user pushes the tiller 11 to the right. For example, the left thrust value is negative and the right thrust value is positive.

[0040] Based on the above content, correspondingly, the operation information of the user on the tiller 11 collected by the acquisition device 110 may include: the thrust value. The thrust value is generated by the pressure sensor sensing the operating pressure of the user on the tiller.

[0041] The above first controller 111 communicates with the acquisition device 110 and is used to determine the mapping coefficient according to the operation information and the speed information of the waterborne mobile device; according to the mapping coefficient, convert the operation information into a steering control parameter. This first controller 111 is often referred to as a tiller controller. In specific implementation, the first controller 111 can be directly installed on the tiller 11, or can also be installed in other positions, such as installed in the cockpit of the waterborne mobile device or other positions convenient for the user (such as the driver) to operate, etc., which is not specifically limited here.

[0042] The above steering mechanism communicates with the first controller 111 and is used to control the steering of the water thruster 100 according to the steering control parameter. Specifically, it is to control the turning of the fuselage 12 of the water thruster 100. When the water thruster 100 turns (such as yawing to the left or to the right), it will directly affect the sailing direction of the waterborne mobile device.

[0043] Furthermore, the above water thruster 100 may further include a connecting member 17 connecting the waterborne carrier 200, and this connecting member 17 is also connected to the fuselage 12 of the water thruster 100. That is: the fuselage 12 of the water thruster 100 is connected to the waterborne carrier 200 through a connecting member 17.

[0044] Exemplarily, the fuselage 12 can be connected to the tail of the waterborne carrier 200 through the connecting member 17, and the tiller 11 is connected to the front of the fuselage 12, so that the tiller 11 extends to one side of the waterborne carrier 200, which is convenient for the user sitting on the waterborne carrier 200 to operate. And, as shown in Figure 3aAs shown, the connecting member 17 may include a fixed bracket 171 and a rotating bracket 172. The fixed bracket 171 is used to be fixed on the water vehicle 200. The rotating bracket 172 is rotatably connected to the fixed bracket 171, and the rotation axis is perpendicular to the steering shaft 16. The steering shaft 16 is fixed to the rotating bracket 172 and can deflect relative to the fixed bracket 171 along with the rotating bracket 172. When the steering shaft 16 deflects, it can drive the fuselage 12 to deflect relative to the connecting member, thereby realizing the steering of the water thruster.

[0045] Among them, the above-mentioned fuselage 12, which can also be called the main body of the water thruster, is responsible for fixing and supporting all internal components of the water thruster 100, including the steering motor, transmission mechanism, etc.

[0046] From the above, it can be learned that the water thruster 100 further includes a steering shaft 16. One end of the steering shaft 16 is connected to the connecting member 17. In addition, the other end of the steering shaft 16 can be connected to a transmission mechanism to drive the steering shaft 16 to move through the transmission mechanism.

[0047] The steering mechanism includes a steering motor 14 and a transmission component 15 arranged on the fuselage 12. The steering motor 14 starts or stops according to the received instruction and adjusts the rotation speed and direction. In addition, the steering motor 14 is connected to the transmission component 15. The transmission component 15 is responsible for converting the rotational motion generated by the steering motor 14 into a steering torque and outputting it to the connecting member 17 to drive the fuselage 12 to deflect relative to the connecting member 17. When the fuselage 12 deflects, it means that the water thruster 100 steers.

[0048] In one example, the transmission component 15 is a steering gearbox. This steering gearbox can adopt a helical gear set structure, for example, to reduce the speed of the steering motor 15. Specifically, through the transmission component 15 (being the steering gearbox), while reducing the output speed of the steering motor 14, the output steering torque of the steering motor 14 can be increased.

[0049] Based on the above content, in a specific implementation solution, when the transmission component 15 adopts a helical gear set structure, the transmission component 15 may include: a first helical gear and a second helical gear. The first helical gear is directly connected to the steering motor 14. When the steering motor 14 starts, the steering motor 14 will drive this first helical gear to rotate. Since the first helical gear is a helical gear, it can provide smoother transmission, lower noise, and higher load-carrying capacity compared to a spur gear. The second helical gear is connected to one end of the steering shaft 16. When the second helical gear rotates, it will drive the steering shaft 16 to rotate.

[0050] Among them, the connection manner between the first helical gear and the second helical gear is not specifically limited herein. For example, the first helical gear and the second helical gear may be meshed with each other, and the rotational motion of the first helical gear is transmitted to the second helical gear, thereby driving the steering shaft to rotate. For another example, the first helical gear and the second helical gear may also be connected by other gears.

[0051] It should be supplemented and explained here that: for the above-mentioned transmission assembly 15 for steering, it is not limited to adopt the above-mentioned helical gear set structure form. In other embodiments, other gear set structures (such as sector gear set structure, bevel gear set structure, etc.) may also be adopted, or other transmission structures of non-gear set structures may also be adopted. The structure of the transmission assembly 15 is not specifically limited in this application. Preferably, a helical gear set structure is adopted.

[0052] Further, referring to Figure 3a As shown, the water area thruster 100 may further include a power device 18. The power device 18 is connected to the bottom of the fuselage 12 and is used to provide a propulsion force, and the water area movable device can be pushed forward or backward by this propulsion force.

[0053] In an example, the power device 18 may include a bottom case 181, a propeller 183 and a propulsion drive structure 182. The propulsion drive structure 182 may be a motor, for example, which is fixedly connected inside the bottom case 181. Moreover, the propulsion drive structure 182 is also drivingly connected to the propeller 183 to drive the propeller 183 to rotate to generate a propulsion force. In other embodiments, the power device 18 may also be other structures for providing a propulsion force, which is not specifically limited herein.

[0054] Based on the foregoing description, it can be seen that during the process of controlling the water area thruster to steer in this application, the propeller 183 can usually still be in a rotating state. This drive control method allows the water area movable device to flexibly control the steering of the water area thruster without changing the rotation speed and direction of the propeller 183, thereby realizing flexible control of the heading of the water area movable device.

[0055] Further, the above steering mechanism further includes a second controller 13, which is also referred to as a steering controller. The second controller 13 is used to drive the steering motor 14 to rotate. Specifically, when implemented, the second controller 13 controls the steering motor 14 to rotate according to the steering instruction after receiving the steering instruction sent by the first controller 111, so as to drive the ship to turn. Among them, the first controller 111 generates a steering instruction according to the determined steering control parameters and sends the steering instruction to the second controller 13. Among them, the first controller 111 and the second controller 13 can communicate using, but not limited to, the CAN bus (Controller Area Network). The CAN bus is an efficient data communication protocol and is suitable for application scenarios with high real-time requirements. The second controller 13 is also used to receive the current obtained from the battery to drive the steering motor 14 to rotate.

[0056] It should be noted here that: the components included in the waterborne movable device and the waterborne propeller on the waterborne movable device are not limited to the components described above. For other components that may be included in the waterborne movable device and the waterborne propeller, reference can be made to the existing relevant content.

[0057] For the waterborne propeller 100 described above, the present application also provides a waterborne propeller steering control method, which is applied to the waterborne propeller 100 described in combination with Figure 2 、 Figures 3a - 3c described above. A tiller 11 is configured on the waterborne propeller 100. For the detailed description of the specific structure of the waterborne propeller 100, reference can be made to the relevant content of other embodiments. As shown in Figure 4 shown, the waterborne propeller steering control method includes the following steps:

[0058] S101. Collect the operation information of the tiller 11;

[0059] S102. Determine the mapping coefficient according to the operation information and the speed information of the waterborne movable device;

[0060] S103. Convert the operation information into steering control parameters according to the mapping information;

[0061] S104. Control the steering of the waterborne propeller according to the steering control parameters.

[0062] In the above step 101, the operation information is collected by the collecting device 110 on the tiller 11. The operation information may include, but is not limited to: the thrust value, the deflection angle of the tiller 11, etc. The collecting device 110 on the tiller 11 includes a pressure sensor. The thrust value included in the operation information is generated after the pressure sensor senses the operation pressure of the user on the tiller.

[0063] As shown in Figure 3c When the user applies a corresponding thrust to the tiller 11 (such as pushing the tiller to the left / right), the pressure sensor senses it and generates a corresponding thrust value, and also transmits the collected thrust value to the first controller 111 on the tiller. The first controller 111 processes and calculates based on the thrust value to generate a corresponding steering command, and sends the steering command to the second controller 13. The second controller 13 controls the steering motor 14 to rotate according to the received steering command, thereby driving the water propeller to turn, so as to achieve the turning of the water movable device.

[0064] The above-mentioned processing and calculation by the first controller 11 based on the thrust value are realized based on the mapping function between the thrust value and the steering of the steering motor 14. Usually, a linear quadratic function is used to map between the thrust value of the user on the tiller 11 and the rotation speed of the steering motor 14. For example, the expression of the mapping function between the thrust value and the rotation speed of the steering motor 14 is as follows:

[0065]

[0066] where, x f represents the thrust value of the user. For example, if the user pushes the tiller 11 to the left, the thrust value is negative, and if the user pushes the tiller 11 to the right, the thrust value is positive. For a detailed description of the thrust value, reference can be made to the relevant content in other embodiments. y v represents the rotation speed of the steering motor 14. For example, if y v is negative, it means that the rotation direction of the steering motor 14 is left rotation, and if y v is positive, it means that the rotation direction of the steering motor 14 is right rotation. a represents the mapping coefficient.

[0067] Figure 5 shows the mapping relationship curve l0 between the thrust value and the rotation speed of the steering motor 14 under ideal conditions. Under ideal conditions, the value of the mapping coefficient a in the above expression (1) can be, for example, 0.5. In Figure 5 . The X-axis is the thrust value N of the user; the Y-axis is the rotation speed of the steering motor 14, and the rotation speed is in units of RPM (Revolutions Per Minute, revolutions per minute).

[0068] However, since the steering motor 14 needs to drive the water area thruster 100 to turn through the transmission component 15. The transmission component 15 adopts a helical gear form structure. In order to ensure a better steering assistance feel for the user, it is necessary to perform helical gear friction compensation on the transmission component 15, that is, it is necessary to perform friction compensation on the helical gears in the transmission component 15. The specific reasons for the need to perform helical gear friction compensation are as follows: Due to the presence of helical gears in the transmission component 15, when the tiller 11 is statically pushed, the friction on the right side is often larger and the friction on the left side is smaller; in order to offset the influence of this left-right asymmetric friction and ensure the smoothness and accuracy of the tiller 11's static push operation, therefore, under the same thrust condition, it is necessary to increase the rotation speed of the steering motor 14 to offset the influence of the right-side friction. Among them, the static push of the tiller 11 means applying a static thrust to the tiller rod. The steering assistance feel refers to the feedback force felt by the user through the tiller 11 when operating the tiller 11 to turn the waterborne mobile device.

[0069] Figure 6 In [reference], the mapping relationship curve l1 between the thrust value of the user on the tiller 11 and the rotation speed of the steering motor 14 is given after the friction compensation for the helical gear. By comparing and analyzing this mapping relationship curve l1 with the mapping relationship curve l0 in the ideal situation, it is obvious that under the condition of the same right-side thrust value, the rotation speed of the steering motor 14 is increased to offset the right-side friction. Under the condition of the left-side thrust value, the mapping relationship curve segment between the left-side thrust value included in the mapping relationship curve l1 and the rotation speed obtained by the steering motor has reached the ideal state.

[0070] In addition, in addition to the need for helical gear friction compensation, it is also necessary to perform deviation force compensation for the propeller. The specific reasons are as follows: Due to the existence of various deviation forces such as the wake transverse force, the sinkage transverse force, the discharge flow transverse force, and the thrust center offset, and the deviation force is also different at different propeller rotation speeds, therefore, there will be different deviation forces at different ship speeds. For example, when using a contra-rotating propeller (i.e., a reverse rotating propeller), the deviation force is to the right, and the higher the propeller rotation speed, the greater the deviation force. The compensation of the deviation force needs to be dynamically adjusted according to the ship speed, and its compensated mapping curve is shown in the following figure:

[0071] Figure 7 In [reference], the mapping relationship curve between the thrust value and the rotation speed of the steering motor 14 after dynamically compensating the deviation force at different ship speeds V is exemplarily shown. Specifically, Figure 7 In [reference], the mapping relationship curves corresponding to V = 0 Km / h, V = 10 Km / h, V = 20 Km / h, and V = 30 Km / h are respectively given.

[0072] Such as referring to Figure 7As shown in the figure, when V < 10 Km / h, the propeller deflection force is less than the helical gear asymmetric frictional force. At this time, it is necessary to compensate the rotational speed of the motor on the right side. Specifically, this is because: since the helical gear asymmetric frictional force is greater than the propeller deflection force, the helical gear frictional force cannot be completely offset by the propeller deflection force. Only a part of the helical gear frictional force can be offset by the propeller deflection force, and there is still a certain amount of helical gear frictional force that cannot be offset. Therefore, it is necessary to increase the rotational speed of the steering motor 14 to compensate the steering assist on the right side. When V = 10 Km / h (empirical value or simulation value), the propeller deflection force and the helical gear asymmetric frictional force are equal. At this time, it is closest to the ideal state, so there is no need to compensate the steering assist on the right side. When V > 10 Km / h, the propeller deflection force on the right side is greater than the helical gear frictional force on the right side. This will cause the propeller deflection force on the right side to act as a part of the steering assist, resulting in a lighter feeling on the right side at this time. However, in order to take into account the problem that the feeling needs to be heavier at high sailing speeds, it is necessary to reduce the rotational speeds of both the left and right sides simultaneously to achieve a symmetrical effect on both sides. Among them, the reasons for adopting the strategy of reducing the rotational speeds of both the left and right sides simultaneously include: to address the problem of the imbalance of the operating feeling caused by the asymmetric deflection force generated by the propeller during high-speed navigation. For example, when the sailing speed exceeds a certain threshold (such as exceeding 10 Km / h), if the deflection force on the right side of the propeller is significantly greater than the deflection force on the left side and exceeds the helical gear frictional force on the right side, this will cause the user (such as the driver) to feel a lighter feeling on the right side and a heavier feeling on the left side when operating the steering wheel to turn. By reducing the rotational speeds of both the left and right sides simultaneously, the overall thrust output can be reduced, thereby weakening the influence of the asymmetric deflection force caused by the propeller and helping to restore the consistency of the operating feeling on both sides.

[0073] Combined with the analysis of Figure 7 , through experimental / simulation test analysis, exemplarily, the relationship between the sailing speed of the waterborne mobile device and the aforementioned mapping coefficient a adopts a linear mapping, and the expression of the linear mapping relationship between the two can be as follows:

[0074] a L = 0.5 - 0.01 * V;

[0075]

[0076] Among them, a L represents the mapping coefficient between the left thrust value and the rotational speed of the steering motor. Here, the reason for not dividing a L by the sailing speed V is that there is no influence of helical gear frictional force on the left side, and only the influence of the deflection force generated by the propeller needs to be considered. Therefore, the mapping coefficient a L between the left thrust value and the rotational speed is a single function. a RIt is expressed as a mapping coefficient between the right thrust value and the rotational speed of the steering motor. Based on the above mapping coefficient, the rotational speed of the steering motor is determined according to the thrust value of the tiller by the user, so as to control the steering motor, thereby controlling the steering of the water propeller, and the balance between the helical friction force and the deflecting force generated by the propeller at different sailing speeds can be achieved. At the same time, the problem that the feel needs to be heavier at high sailing speeds is also taken into account.

[0077] Based on the above analysis, in the above 102, the mapping coefficient needs to be determined according to the thrust direction of the tiller by the user and the sailing speed of the water movable device. And the sign of the thrust value of the tiller by the user can reflect the thrust direction. Thus, in an implementable technical solution, the above 102 "determine the mapping coefficient according to the operation information and the sailing speed information of the water movable device" may specifically include the following steps:

[0078] 1021. Determine the thrust direction according to the thrust value included in the operation information; wherein, the thrust value is generated after the pressure sensor on the tiller 11 senses the operation pressure;

[0079] 1022. Determine the mapping coefficient according to the thrust direction and the sailing speed included in the sailing speed information.

[0080] For the detailed description of the above thrust value, reference can be made to the corresponding content in other embodiments, and no specific elaboration will be made here. The thrust direction is determined according to the sign of the thrust value. For example, if the thrust value is negative, the thrust direction is the first direction (such as the left direction); if the thrust value is positive, the thrust direction is the second direction (such as the right direction).

[0081] Moreover, the sailing speed of the water movable device can be obtained but not limited to the following: using GPS (Global Positioning System) and / or electromagnetic log, etc. The working principle of using GPS (Global Positioning System) to obtain the sailing speed is: determining the position of the water movable device by receiving signals from multiple earth-orbiting satellites and calculating the rate of change of position based on time, so as to obtain the sailing speed. The working principle of using an electromagnetic log to obtain the sailing speed: measuring the speed of the water carrier of the water movable device relative to the water using the principle of electromagnetic induction. The electromagnetic log is usually installed at the bottom of the ship, emits an electric field and calculates the sailing speed by detecting the voltage change caused when the water flows through the sensor, and so on. The specific method for obtaining the sailing speed is not specifically limited here.

[0082] Further, combining the foregoing through combination Figure 7 Based on the analysis content, an exemplary linear mapping relationship expression between the sailing speed of the water movable device and the mapping coefficient is given. It can be known that the above step 1022 "determine the mapping coefficient according to the thrust direction and the sailing speed included in the sailing speed information" may include:

[0083] 10221. If the thrust direction is the first direction, determine the mapping coefficient according to the first value, the second value, and the magnitude of the ship speed; wherein, the first value is greater than the second value.

[0084] 10222. If the thrust direction is the second direction opposite to the first direction, compare the magnitude of the ship speed with a preset threshold, and determine the mapping coefficient according to the comparison result.

[0085] In the above 10221, the first direction is to the left. And, the first product value of the second value and the magnitude of the ship speed can be calculated first, and then the first difference value between the first value and this first product value can be calculated, and this first difference value is determined as the mapping coefficient in this case. For example, the first value can be 0.5 and the second value can be 0.01. In this case, the calculation of the mapping coefficient can refer to the a given above. L The corresponding expression "a L = 0.5 - 0.01 * V;"

[0086] In the above 10222, the second direction is to the right. And, the "comparing the magnitude of the ship speed with a preset threshold and determining the mapping coefficient according to the comparison result" included therein may include:

[0087] S21. If the magnitude of the ship speed is equal to or less than the first preset threshold, determine the mapping coefficient according to the third value, the fourth value, and the magnitude of the ship speed; the third value is greater than the first value, and the fourth data is greater than the second value and less than the first value.

[0088] S22. If the magnitude of the ship speed is greater than the first preset threshold and less than or equal to the second preset threshold, determine the mapping coefficient according to the fifth value, the sixth value, and the magnitude of the ship speed; the fifth value is greater than the fourth value and less than the first value, and the sixth value is greater than the second value and less than the fourth value.

[0089] S23. If the magnitude of the ship speed is greater than the second preset threshold, determine the mapping coefficient according to the seventh value, the second value, and the magnitude of the ship speed; the seventh value is less than the fifth value and greater than the fourth value.

[0090] In the above, the first preset threshold and the second preset threshold can be determined according to experimental data or simulation conditions, etc. The setting of the first preset threshold and the second preset threshold is not specifically limited here, and it is mainly ensured that the second preset threshold is greater than the first preset threshold. Preferably, for example: the first preset threshold is 10 Km / h and the second preset threshold is 20 Km / h.

[0091] In the above S21, when the speed of the waterborne mobile device is equal to or less than the first preset threshold, the second product value of the fourth value and the speed can be calculated first, and then the second difference between the third value and the second product value can be calculated, so as to determine this second difference as the mapping coefficient. For example, the third value can be 0.6 and the fourth value can be 0.02. In this case, the calculation of the mapping coefficient can refer to the a given in the above case where the speed is less than or equal to 10 Km / h R The corresponding expression "a R = 0.6 - 0.02 * V".

[0092] In the above S22, when the speed is greater than the first preset threshold and less than or equal to the second preset threshold, the third product value of the sixth value and the speed can be calculated first, and then the third difference between the fifth value and the third product value can be calculated, so as to determine this third difference as the mapping coefficient. For example, the fifth value can be 0.4 and the sixth value can be 0.015. In this case, the calculation of the mapping coefficient can refer to the a given in the above case where the speed is greater than 10 Km / h and less than or equal to 20 Km / h R The corresponding expression "a R = 0.4 - 0.015 * V".

[0093] In the above S23, when the speed is greater than the second preset threshold, the fourth product value of the second value and the speed can be calculated first, and then the third difference between the seventh value and the third product value can be calculated, so as to determine this third difference as the mapping coefficient. For example, the seventh value can be 0.25 and the second value can be 0.01. In this case, the calculation of the mapping coefficient can refer to the a given in the above case where the speed is greater than 20 km / h R The corresponding expression "a R = 0.25 - 0.01 * V".

[0094] It should be supplemented and explained for the determined mapping coefficient that the determined mapping coefficient is positive. For example, when the user pushes the tiller to the left, since the mapping coefficient is calculated based on the mapping relationship formula "a L = 0.5 - 0.01 * V" between the speed and the mapping coefficient, it can be known from this formula that as the speed V increases, the mapping coefficient may be negative. Specifically, when the speed is greater than 50 Km / h, the calculated mapping coefficient will be negative, but when the calculated mapping coefficient is negative, the present application takes the absolute value of the calculated mapping coefficient as the finally calculated mapping coefficient. Through the above "taking the absolute value" method, it can be avoided that in the future, when the user pushes the tiller to the left, correspondingly, based on the When calculating the rotational speed of the steering motor using this arithmetic expression, the calculated watercraft speed y v is a positive value. For example, when the calculated mapping coefficient a is a negative value, if its absolute value is not taken, then when calculating based on the subsequent this arithmetic expression, it may cause the calculated rotational speed y v to be a positive value, and the rotational direction of the steering motor corresponding to the positive rotational speed y v will be clockwise rotation. As a result, when the watercraft propeller is driven by the steering motor, it will turn clockwise, causing the watercraft to deviate to the right during navigation. The occurrence of this abnormal phenomenon obviously goes against the user's intention. Among them, the user's intention to push the tiller to the left is to control the watercraft to deflect to the left for navigation. Similarly, when the user pushes the tiller to the right, when the mapping coefficient calculated based on the mapping relationship arithmetic expression between the corresponding watercraft speed and the mapping coefficient is a negative value, the absolute value of the calculated mapping coefficient is also taken as the finally calculated mapping coefficient.

[0095] Furthermore, after determining the mapping coefficient, based on the aforementioned expression (1), the thrust value included in the operation information can be converted into the steering control parameters of the steering motor (such as including the rotational speed magnitude and rotational direction) according to this mapping coefficient. Thus, in combination with the aforementioned expression (1), in an implementable solution, the above step 103 "converting the operation information into steering control parameters according to the mapping coefficient" may include:

[0096] 1031. Determine the rotational speed magnitude of the steering motor on the watercraft according to the mapping coefficient and the thrust value;

[0097] 1032. Determine the rotational direction of the steering motor according to the thrust value.

[0098] In the above 1031, the square value of the thrust value x f can be calculated, and the square value is represented as so as to determine the rotational speed magnitude of the steering motor according to the mapping coefficient and this square value For example, the product value of the mapping coefficient and this square value can be determined as the rotational speed magnitude of the steering motor.

[0099] In the above 1032, if the thrust value x f is a negative value (less than 0), it means that the user's operation on the tiller is to push it to the left. At this time, the rotational speed y v of the steering motor is calculated based on the arithmetic expression given in the aforementioned expression (1) and the calculated y v is a negative value, so the rotational direction of the steering motor is counterclockwise rotation. If the thrust value x fIf it is positive (greater than 0), it means that the user's operation on the tiller is to push it to the right side. At this time, the rotational speed y of the steering motor v is calculated based on the formula given in the foregoing expression (1) and the calculated y v is positive, so the rotation direction of the steering motor is right rotation.

[0100] Regarding the content described for 1031 - 1032 above, the above steering control parameters include the rotational speed magnitude and rotation direction of the steering motor. Through these steering control parameters, the steering motor can be controlled to work, and then the water area thruster can be driven to turn. For example, when the steering motor rotates left, it will drive the water area thruster to deflect to the left; when the steering motor rotates right, it will drive the water area thruster to deflect to the right. The turning of the water area thruster can affect the heading of the water area mobile device.

[0101] In the solution provided in this embodiment, the water area thruster is configured with a tiller and is connected to the water area carrier of the water area mobile device. After the operation information of the user on the tiller is collected, the mapping coefficient will be determined according to this operation information and the speed information of the water area mobile device, and the operation information will be converted into steering control parameters according to this mapping coefficient, so as to control the turning of the water area thruster according to the steering control parameters. By adopting this method of dynamically adjusting the mapping coefficient by combining operation information (such as thrust value) and speed, problems such as the deflection force generated by the propeller in the water area thruster and the friction force generated by the helical gear in the transmission component under different speeds can be effectively solved. It can ensure that under various navigation conditions, the control performance of the water area mobile device remains consistent and optimized, and the steering assist feel is improved.

[0102] Accordingly, an embodiment of the present application further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, enables the processor to implement the steps in the above method embodiments. Among them, the computer-readable storage medium can be implemented by volatile or non-volatile or a combination thereof, and can be removable or non-removable. Examples of computer-readable storage media include, but are not limited to, phase-change random access memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette tape, magnetic disk storage or other magnetic storage devices or any other non-transmission medium

[0103] Accordingly, an embodiment of the present application further provides a computer program product, the computer program product includes a computer program or instruction, which, when executed by a processor, enables the processor to implement the steps in the above method embodiments. It should be understood that each process or a combination of multiple processes in the above method flow can be implemented by the computer program or instruction. In addition, these computer programs or instructions can be applied to the processors of general-purpose computers, special-purpose computers, embedded processors or other programmable data processing devices, so that the processors of general-purpose computers, special-purpose computers, embedded processors or other programmable data processing devices can be used as devices to implement the corresponding functions in the above method embodiments.

[0104] It should be noted that in some processes described in the embodiments and the accompanying drawings of the present application, there are multiple operations that appear in a specific order. However, it should be clearly understood that these operations can be executed not in the order in which they appear in this document or in parallel. The operation numbers such as 101, 102, etc. are only used to distinguish different operations, and the numbers themselves do not represent any execution order. In addition, these processes can include more or fewer operations, and these operations can be executed in sequence or in parallel. It should be noted that the descriptions such as "first" and "second" in this document are used to distinguish different values, messages, devices, etc., and do not represent a sequence, nor do they limit that "first" and "second" are of different types.

[0105] It should also be noted that the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, commodity or device comprising a series of elements not only includes those elements but also other elements not expressly listed, or further includes elements inherent to such process, method, commodity or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, commodity or device comprising the element.

[0106] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application and are not intended to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for controlling the steering of a water propeller, characterized in that Applied to a water propeller configured with a tiller, the method includes: Collect operation information of the tiller; Determine a mapping coefficient according to the operation information and the speed information of the waterborne movable device; Convert the operation information into a steering control parameter according to the mapping coefficient; Control the steering of the water propeller according to the steering control parameter.

2. The method according to claim 1, characterized in that, Determining a mapping coefficient according to the operation information and the speed information of the waterborne movable device includes: Determine a thrust direction according to the thrust value included in the operation information, where the thrust value is generated after a pressure sensor on the tiller senses an operation pressure; Determine the mapping coefficient according to the thrust direction and the speed magnitude included in the speed information.

3. The method according to claim 2, wherein Determining the mapping coefficient according to the thrust direction and the speed magnitude included in the speed information includes: If the thrust direction is the first direction, determine the mapping coefficient according to a first value, a second value, and the speed magnitude; where the first value is greater than the second value; If the thrust direction is a second direction opposite to the first direction, compare the speed magnitude with a preset threshold, and determine the mapping coefficient according to the comparison result.

4. The method according to claim 3, characterized in that, Determining the mapping coefficient according to the comparison result includes: If the speed magnitude is equal to or less than a first preset threshold, determine the mapping coefficient according to a third value, a fourth value, and the speed magnitude; the third value is greater than the first value, and the fourth data is greater than the second value and less than the first value; If the speed magnitude is greater than the first preset threshold and less than or equal to a second preset threshold, determine the mapping coefficient according to a fifth value, a sixth value, and the speed magnitude; the fifth value is greater than the fourth value and less than the first value, and the sixth value is greater than the second value and less than the fourth value; If the speed magnitude is greater than the second preset threshold, determine the mapping coefficient according to a seventh value, the second value, and the speed magnitude; the seventh value is less than the fifth value and greater than the fourth value.

5. The method according to any one of claims 2 to 4, characterized in that Converting the operation information into a steering control parameter according to the mapping coefficient includes: Determine the rotational speed magnitude of a steering motor on the waterborne movable device according to the mapping coefficient and the thrust value; Determine the rotation direction of the steering motor according to the thrust value; The steering control parameter includes the rotational speed magnitude and the rotation direction of the steering motor, and the steering motor is used to drive the water propeller to steer.

6. The method according to claim 5, wherein Determining the rotational speed magnitude of the steering motor according to the mapping coefficient and the thrust value includes: Calculate the square value of the thrust value; Determine the rotational speed magnitude of the steering motor according to the mapping coefficient and the square value of the thrust value.

7. An aquatic thruster, characterized in that, Applied to a waterborne movable device; the water propeller includes: A tiller; A collection device disposed on the tiller for collecting operation information of the tiller; A first controller, which communicates with the acquisition device, is configured to determine a mapping coefficient according to the operation information and the speed information of the waterborne mobile device; and convert the operation information into a steering control parameter according to the mapping coefficient. A steering mechanism, which communicates with the first controller, is configured to control the steering of the waterborne thruster according to the steering control parameter.

8. The water propeller according to claim 7, characterized in that, The acquisition device includes a pressure sensor, and the thrust value included in the operation information is generated by the pressure sensor sensing the operating pressure on the tiller.

9. The water propeller according to claim 7, characterized in that, The waterborne thruster further includes a fuselage and a connecting member, the fuselage is connected to the waterborne carrier through the connecting member, and the waterborne mobile device includes the waterborne carrier. The steering mechanism includes a steering motor and a transmission assembly disposed on the fuselage; the steering motor is connected to the transmission assembly; the transmission assembly outputs a steering torque to the connecting member to drive the fuselage to deflect relative to the connecting member.

10. The water propeller according to claim 9, characterized in that, The waterborne thruster further includes a steering shaft. The transmission assembly includes a first helical gear and a second helical gear. The first helical gear is connected to the steering motor, the second helical gear is connected to the steering shaft, and the steering shaft is further connected to the connecting member.

11. The water propeller according to claim 9 or 10, characterized in that, The steering mechanism further includes a second controller, which is configured to drive the steering motor to rotate.

12. A waterborne movable device, characterized in that, Comprising: A waterborne carrier; The waterborne thruster according to any one of claims 7 to 11 above, the waterborne thruster being connected to the waterborne carrier.

13. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a computer, it can implement the method according to any one of claims 1 to 6.

14. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method according to any one of claims 1 to 6.

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