Unmanned ship omni-directional rotation-free movement control device, unmanned ship and control method

Abstract

The invention belongs to the technical field of unmanned ships, and discloses an unmanned ship omni-directional rotation-free movement control device, an unmanned ship and a control method. The omnidirectional rotation-free movement control device for the unmanned ship comprises more than three propellers, propeller controllers, an attitude sensor group and a positioning module, wherein the propellers are mounted on a ship body with a circular projection; the propeller controllers are electrically connected with the corresponding propellers and are used for controlling the corresponding propellers to move; the attitude sensor group is mounted on the ship body; and the control instruction generation module is used for generating control instructions of the propellers. The thruster layout is combined with the attitude sensor group, power distribution of each thruster can be realized according to acquired attitude information, ship position information and target point information, omni-directional translation and omni-directional rotation capability are realized, and better movement control precision capability is realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of unmanned boats, and relates to the control of unmanned boats, in particular to an omnidirectional non-rotating movement control device for unmanned boats, an unmanned boat and a control method. Background Art

[0002] Unmanned boats are usually used for working on the water surface indoors and outdoors, and can be operated by manual remote control or automatic task control. Currently, there are two common guiding designs for unmanned boats, namely, a configuration using a single thruster plus a steering rudder, and a configuration using two rear thrusters to achieve steering through differential speed.

[0003] When using a thruster and a steering rudder to achieve the movement of an unmanned boat in water, it will cause an inherent turning radius when the boat turns, and flexible and precise movement control cannot be achieved. Moreover, an unmanned boat using a steering rudder must turn while moving and cannot generate a thrust in the rotational direction in a stationary state. For an unmanned boat using two rear thrusters, its steering depends on the thrust difference between the two thrusters when they are moving. At this time, the thrusters are in the starting state, and due to the installation method, the thrusters will generate component forces in the front and rear movement directions, causing the hull to move, and it is impossible to achieve in-situ steering, and it also has an inherent turning radius. In addition, the above two configurations cannot achieve attitude self-stabilization, that is, they cannot achieve the ability to stay in a fixed position and fixed direction attitude on the water surface, and the above two configurations do not have omnidirectional movement ability, so naturally they cannot achieve the fixed-point and attitude-stable staying functions under various interferences on the water surface.

[0004] On the other hand, a boat needs a direction angle to determine its own attitude to determine the thruster output during autonomous movement. The traditional boat configuration cannot achieve translational movement on the water surface, and there must be a turning process. Therefore, it is necessary to measure the current direction angle of the boat in real time and rely on the direction angle data. Therefore, the direction angle of the boat is an important parameter in the automatic movement control of the boat. The traditional boat design needs to obtain an accurate direction angle to achieve subsequent movement control. The traditional methods for obtaining the direction angle include:

[0005] (1) Through a magnetometer, the magnetometer calculates the direction by measuring the geomagnetic field. However, the geomagnetic field is weak and is easily affected by the environment. For example, if there are ferromagnetic substances near the usage scenario or electronic devices near the magnetometer, due to the existence of strong electromagnetic field interference, the interference to the magnetometer is relatively large; therefore, using a magnetometer has great limitations;

[0006] (2) Obtaining the current direction angle of the boat through two positioning antennas to determine the subsequent power distribution of the boat's movement; however, this method has high requirements for positioning accuracy, high cost and cannot be used on small boats, and has limitations;

[0007] (3) Integral estimation is performed using an IMU (Inertial Navigation Unit). This method can estimate the direction angle of the vessel, but there are cumulative errors in this estimation method and it cannot guarantee accuracy over a long period of time. Summary of the Invention

[0008] In view of the problem that existing vessels cannot accurately control their motion trajectories and inevitably have turning radii, the present invention provides an omnidirectional non-rotating movement control device for an unmanned vessel, which realizes omnidirectional non-rotating translational movement on the water surface.

[0009] Another object of the present invention is to provide an omnidirectional infinite rotation movement control method for an unmanned vessel, which further combines an attitude stability compensation algorithm, etc., to keep the direction angle of the vessel unchanged throughout the operation process, realizes autonomous navigation movement of the unmanned vessel without a direction angle, and further expands the scope of use of unmanned vessels.

[0010] The third object of the present invention is to provide an unmanned vessel equipped with the above control device.

[0011] To achieve the above object, the present invention adopts the following technical solutions to implement.

[0012] The present invention provides an omnidirectional non-rotating movement control device for an unmanned vessel, which includes:

[0013] More than 3 thrusters installed on a hull with a circular projection. All thrusters are evenly distributed along the circumferential direction of the hull, and the output direction of the thrusters is perpendicular to the radius direction of the circular projection of the hull;

[0014] A thruster controller, electrically connected to the corresponding thruster, for controlling the movement of the corresponding thruster;

[0015] An attitude sensor group installed on the hull, for real-time acquisition of the attitude information of the vessel;

[0016] A positioning module, for determining the position of the vessel;

[0017] A control instruction generation module, for determining the power distribution of each thruster according to the attitude information collected by the attitude sensor group, the position information of the vessel determined by the positioning module and the position of the target point, generating control instructions for each thruster, and feeding them back to the main controller;

[0018] A main controller, communicatively connected to the thruster controller; the main controller controls the movement of the corresponding thruster through the thruster controller according to the control instructions for each thruster generated by the control instruction generation module;

[0019] A battery, for supplying power to the thruster controller, the attitude sensor group, the positioning module and the main controller.

[0020] In one realizable manner, the external projection shape of the hull is circular. The circular hull design enables the ship to be subject to the same resistance when moving in all directions, reducing the complexity of the control algorithm and enhancing the stability and controllability of the hull during movement.

[0021] In one realizable manner, the thruster is an underwater thruster with bidirectional propulsion. Multiple thrusters are installed on a circle equidistant from the center of gravity of the ship, and the output direction of the thruster is perpendicular to the radius direction of the circular projection of the hull. In a preferred realizable manner, the number of thrusters is 3 or 4. All thrusters use the same model, that is, when the same voltage and current are provided, the output thrust is the same.

[0022] In one realizable manner, the attitude sensor group includes more than two inertial measurement units (IMUs). In a preferred realizable manner, the attitude sensor group includes 3 IMUs, two of which are installed in the tangential direction of the circle where the thrusters are located, defined as IMU2 and IMU3, and one is installed at the center position of the circle where the thrusters are located, defined as IMU1. Such a design can calculate the overall attitude of the ship using the data information of multiple inertial measurement units and achieve attitude compensation during the movement process.

[0023] In one realizable manner, the positioning module uses a GPS positioning antenna or a UWB positioning antenna to locate the world coordinates of the current position of the ship. In a preferred realizable manner, the positioning module is installed at the vertical projection point of any thruster on the upper surface of the hull.

[0024] In one realizable manner, the control instruction generation module can run on an on-board computer. The on-board computer is also connected to the attitude sensor group, the positioning module, and the main controller; the on-board computer also sends the ship attitude information collected by the attitude sensor group and the ship position information determined by the positioning module to the control instruction generation module; the on-board computer also sends the control instructions of each thruster generated by the control instruction generation module to the main controller.

[0025] The control instruction generation module includes a ship heading angle calculation unit, a ship direction angle calculation module, and a thruster power distribution unit.

[0026] The ship heading angle calculation unit is used to determine based on the current position and the target point position in the world coordinate system (such as the north-east coordinate system). And for the convenience of simplifying subsequent operations, in a preferred realizable manner, the ship's heading direction (the direction of the ship's head) points to the positioning module, so that the world coordinates determined by the positioning module are used as the current position of the ship (ignoring the distance between the positioning module and the center of the ship), and the heading angle is determined with the target point position.

[0027] The vessel direction angle calculation unit is used to determine the vessel direction angle; the vessel direction angle is the angle between the positive reference direction of the vessel (e.g., the heading direction in the figure) and the north direction in the north-east coordinate system; and the direction angle of the east semi-axis is positive, and the direction angle of the west semi-axis is negative, with a range of -180 degrees to +180 degrees. For the initial moment, the initial direction angle α of the vessel is known; if the direction angle of the vessel needs to be calibrated or when the vessel is launched in an unknown state, the initial direction angle can be obtained through the vessel direction angle calculation unit according to the following eccentric positioning data direction angle calibration method:

[0028] Only make any one of the thrusters work. During the rotation of the vessel, the distance d from the center point of the vessel to the target point remains unchanged, while the distance d from the positioning point where the positioning module on the vessel is located to the target point r Follows the following formula:

[0029]

[0030] where r represents the distance from the installation position of the positioning module to the center point of the vessel; x represents the angle of rotation during the rotation of the vessel;

[0031] It can be seen from the formula that when d r is the smallest, that is, x = β; at this time, x is the direction angle α of the current vessel.

[0032] During the movement process, the vessel direction angle calculation unit can also determine the current tilt attitude of the vessel by analyzing the attitude information collected by the attitude sensor group, and then obtain the real-time direction angle of the vessel. Then, the thruster power distribution unit combines the real-time heading angle and the vessel direction angle, and obtains the real-time thrust distribution of each thruster by solving the above constraints. This can realize the real-time adjustment of the vessel attitude and movement speed, and realize the automatic surface cruising of the vessel.

[0033] In a specific implementation manner, the direction angle α of the vessel can be calculated in real time through the following method: Determine the positions of IMU1, IMU2, and IMU3 in the space rectangular coordinate system established with IMU1 as the origin according to the accelerations measured by IMU1, IMU2, and IMU3 and their positions, and obtain the normal vector of the plane determined by the three points according to the fact that three points determine a plane, and then determine the direction angle of the vessel according to the normal vector of the plane.

[0034] If the vessel wants to move to the target point, in the hull coordinate system (the coordinate system with the direction of the black arrow in the figure as the y-axis), a force with a direction pointing to β - α needs to be generated, and at the same time, in order to ensure no rotation, the resultant moment generated by all thrusters needs to be 0.

[0035] When the control device includes 4 thrusters, according to the above conditions, assuming that the thrust distribution ratios generated by the 1st - 4th thrusters are F1 - F4, the constraint conditions can be obtained:

[0036] F1 + F2 + F3 + F4 = 0 (The resultant moment is 0);

[0037]

[0038] max(|F1 + F3| + |F2 + F4|) (Optimization condition);

[0039] F1, F2, F3, F4 ∈ (-1, 1);

[0040] This is thus transformed into a linear programming problem to obtain the power distribution of the four thrusters, realizing non-rotating translational motion on the water surface, and thus achieving omnidirectional movement on the water surface with vector control. The thruster power distribution unit calculates the power distribution ratio of each thruster according to the above constraints and the direction angle α and the course angle β of the position where the ship is located, and sends it to the master controller; the master controller converts it into the thrust control command of the corresponding thruster according to the power distribution ratio of each thruster, and sends it to the corresponding thruster controller to achieve precise movement control of the thruster. In the present invention, the power distribution ratio of each thruster multiplied by the maximum thrust is the corresponding distributed thrust.

[0041] During the movement process, due to factors such as water resistance, there will be a difference between the movement of the ship and the expectation, and the difference is mainly manifested in the rotation of the hull. For this reason, the control device provided by the present invention further includes an attitude control compensation module for compensating the thrust of at least one thruster calculated by the above control command generation module to ensure that the resultant force direction of the thrusters points to the target point.

[0042] The attitude control compensation module provided by the present invention can adopt any one of the following attitude control compensation methods:

[0043] (1) Attitude stabilization method based on feedback, that is, using the attitude stabilization algorithm fed back by the IMU, and performing corresponding compensation according to the attitude information fed back by the IMU;

[0044] (2) Another is the attitude measurement and compensation method during movement. First, determine the movement path, and then determine the angle difference between the actual path angle and the expected path angle according to the movement path and the expected movement direction.

[0045] For the above method (1), mainly utilize the gyroscope data of the IMU1 installed at the center of the ship's circumference; the angular velocity in the Z-axis direction measured by the IMU1 is the ship's rotational angular velocity ω.

[0046] Due to the layout design of the vessel, the output direction of the thruster is also the tangential direction of the hull. Therefore, the rotation of the vessel can be controlled by adjusting any one thruster. For the first method described above, the attitude control compensation module sends the rotational angular velocity ω of the vessel to the main controller. The main controller, based on the PID control adjustment method, uses the rotational angular velocity of the vessel measured by IMU1 as feedback data and inputs it into the PID control adjustment algorithm. The PID control adjustment algorithm takes the rotational angular velocity as the control variable, determines the correction value of the power distribution ratio of any one thruster. After this ratio correction value is superimposed on the original power distribution ratio of the thruster, it is converted into the thrust control command of the corresponding thruster and sent to the corresponding thruster controller, so that the rotational angular velocity ω of the vessel is changed to 0, and attitude stability can be achieved.

[0047] For the second method described above, the expected path direction is the course angle β. During the actual movement process, a movement path (i.e., the actual path) will be formed. The angle difference that the vessel needs to correct is the angle between the actual path and the expected path direction.

[0048] Due to the layout design of the vessel, the output direction of the thruster is also the tangential direction of the hull. Therefore, the rotation of the vessel can be controlled by adjusting any one thruster. For the second method described above, the attitude control compensation module sends the calculated correction angle to the main controller. The main controller, based on the PID control adjustment method, uses the correction angle as feedback data and inputs it into the PID control adjustment algorithm. The PID control adjustment algorithm takes the rotational angular velocity as the control variable, determines the correction value of the power distribution ratio of any one thruster. After this ratio correction value is superimposed on the original power distribution ratio of the thruster, it is converted into the thrust control command of the corresponding thruster and sent to the corresponding thruster controller, so that the correction angle of the vessel is changed to 0, and attitude stability can be achieved.

[0049] The above attitude control compensation module does not run the attitude control compensation methods (1) and (2) simultaneously. Only one algorithm runs at a certain moment. The running judgment conditions for the two algorithms are: if the angular velocity measured by IMU1 in the Z-axis direction, that is, the rotational angular acceleration ω of the vessel ≠ 0, then method (1) runs; if the angular velocity measured by IMU1 in the Z-axis direction, that is, the rotational angular acceleration ω of the vessel = 0, then method (2) runs.

[0050] The present invention also provides an unmanned boat, which includes a hull and any one of the above-mentioned realizable omnidirectional non-rotating movement control devices for unmanned boats mounted on the hull. In one realizable manner, the unmanned boat further includes corresponding execution components that can be set according to the execution work requirements. For example, when the execution work is water body cleaning, the execution component is a water body cleaning filter; when the execution work is water body detection, the execution component is a water quality detection sensor, and so on.

[0051] The present invention also provides an omnidirectional non-rotating movement control method for an unmanned boat, which includes the following steps:

[0052] S1. Obtain the position of the target point;

[0053] S2. Obtain the distribution force of each thruster; this step includes the following sub-steps:

[0054] S21. Obtain the direction angle and course angle of the boat;

[0055] S22. According to the constraint conditions satisfied by the thrust generated by all thrusters, obtain the power distribution of each thruster by solving;

[0056] S3. Control each thruster to move according to the power distribution of each thruster;

[0057] S4. At a set time interval, judge whether the target point is reached. If so, enter step S5; otherwise, return to step S2;

[0058] S5. Judge whether there is a next target point. If not, the program ends; otherwise, return to step S1.

[0059] In one realizable manner, step S2 in the omnidirectional non-rotating movement control method for an unmanned boat further includes:

[0060] S23. Obtain the real-time attitude information of the boat, and according to the real-time attitude information of the boat, obtain the rotational angular acceleration of the boat; then according to the rotational angular acceleration of the boat, through PID control adjustment, compensate the thrust of at least one thruster so that the resultant force direction of all thrusters points to the target point during the operation of the boat;

[0061] Or,

[0062] S23'. Obtain the real-time path of the boat and the angle difference between the real-time path of the boat and the expected path direction; then according to the angle difference, through PID control adjustment, compensate the thrust of at least one thruster so that the resultant force direction of all thrusters points to the target point during the operation of the boat.

[0063] Compared with the prior art, the present invention has the following beneficial effects:

[0064] 1. The thruster layout in the present invention, in combination with the attitude sensor group, can achieve the power distribution of each thruster based on the collected attitude information, vessel position information, and target point information, realizing omnidirectional translation and omnidirectional rotation capabilities, and having better mobile control accuracy capabilities.

[0065] 2. The attitude sensor group used in the present invention includes three IMUs, two of which are installed in the tangential direction of the circumference where the thrusters are located, and one is installed near the center of the circumference where the thrusters are located. Through such a specific layout and multi-sensor collaboration, refined perception of the vessel's attitude can be achieved.

[0066] 3. The present invention proposes a non-rotating omnidirectional translation vector motion control algorithm for the water surface, which can achieve omnidirectional translation motion within the water surface while the vessel itself has no attitude rotation. In this way, the vessel does not rely on traditional methods to obtain direction angle data during the autonomous motion process.

[0067] 4. The eccentric positioning data direction angle calibration method provided by the present invention realizes eccentric positioning by placing the positioning module eccentrically. When the eccentric positioning data rotates around the center, the direction angle can be calibrated.

[0068] 5. The present invention also provides a multi-IMU vessel forward pitch attitude measurement algorithm. When the vessel moves forward, it will generate pitch. Through the combined layout of multiple IMUs, the pitch attitude can be measured to achieve real-time measurement of the vessel's attitude, which can be used to correct the vessel's direction angle data.

[0069] 6. In the present invention, the vessel as a whole does not require a magnetometer to measure the direction angle of the vessel, can be used normally in a magnetic interference environment, and can autonomously plan the path movement, further expanding the usage scenarios. Brief Description of the Drawings

[0070] Figure 1 It is a schematic diagram of the layout of thrusters, inertial measurement units, and positioning modules on an unmanned vessel; in the figure, 1 - thruster; 2 - inertial measurement unit; 3 - positioning module;

[0071] Figure 2 It is a schematic diagram of the principle of the omnidirectional non-rotating movement control device for an unmanned vessel;

[0072] Figure 3 It is a schematic diagram of the principle of vessel direction angle calibration;

[0073] Figure 4 It is a schematic diagram of the principle of attitude measurement of the vessel direction angle;

[0074] Figure 5 It is a schematic diagram of the azimuth principle during the vessel operation process;

[0075] Figure 6Schematic diagram of the omnidirectional non-rotating movement control method for an unmanned ship;

[0076] Figure 7 Schematic diagram of the process for obtaining the distribution force of each thruster in Embodiment 1;

[0077] Figure 8 Schematic diagram of the process for obtaining the distribution force of each thruster in Embodiment 2;

[0078] Figure 9 Schematic diagram of the principle of the relationship between the expected path and the actual path during the operation of the ship;

[0079] Figure 10 Schematic diagram of the process for obtaining the distribution force of each thruster in Embodiment 3; Detailed implementation manners

[0080] The following will give the implementation cases of the present invention in conjunction with the accompanying drawings, and further elaborate and explain the technical solutions of the present invention through the implementation cases. The following implementation cases are only a part of the implementation cases of the present invention. All other implementation cases obtained by those of ordinary skill in the art based on the content of the present invention without creative efforts belong to the scope protected by the present invention.

[0081] Embodiment 1

[0082] In this embodiment, the projection of the hull of the unmanned ship is circular. The circular hull design makes the resistance received by the ship the same when moving in all directions, reduces the complexity of the control algorithm, and improves the stability and controllability of the hull during movement.

[0083] The omnidirectional non-rotating movement control device for the unmanned ship provided in this embodiment, as Figure 1 - Figure 2 shown, includes: 4 thrusters 1 and corresponding thruster controllers, an attitude sensor assembly, a positioning module 3, a control instruction generation module, a general controller, and a battery. The battery can use a storage battery and is used to supply power to the thruster controller, the attitude sensor group, the positioning module, and the general controller.

[0084] In this embodiment, the thruster 1 is an underwater thruster with bidirectional propulsion, and all thrusters use the same model, that is, when the same voltage and current are provided, the output thrust is the same. The 4 thrusters are evenly installed on a circle at an equal distance from the center of gravity of the ship, and the output direction of the thrusters is perpendicular to the radius direction of the circular projection of the hull.

[0085] The thruster controller is electrically connected to the corresponding thruster and is used to control the movement of the corresponding thruster.

[0086] In this embodiment, the attitude sensor group is installed on the hull and is used to obtain the attitude information of the vessel in real time. The attitude sensor group includes more than 3 inertial measurement units 2 (IMUs), two of which are installed in the tangential direction of the circumference where the thrusters are located, defined as IMU2 and IMU3, and one is installed at the center position of the circumference where the thrusters are located, defined as IMU1.

[0087] In this embodiment, the positioning module 3 uses a GPS positioning antenna and is used to locate the world coordinates of the current position of the vessel. The positioning module is installed at the vertical projection point of any thruster on the upper surface of the hull.

[0088] In this embodiment, the control instruction generation module can run on the on-board computer; the on-board computer is connected to the attitude sensor group, the positioning module and the main controller; the on-board computer also sends the vessel attitude information collected by the attitude sensor group and the vessel position information determined by the positioning module to the control instruction generation module. The control instruction generation module is used to determine the power distribution of each thruster according to the attitude information collected by the attitude sensor group, the vessel position information determined by the positioning module and the target point position, generate the control instructions for each thruster, and feedback them to the main controller through the on-board computer.

[0089] The control instruction generation module includes a vessel heading angle calculation unit, a vessel direction angle calculation module and a thruster power distribution unit.

[0090] The vessel heading angle calculation unit is used to determine according to the current position and the target point position in the world coordinate system (such as the north-east coordinate system). And for the convenience of simplifying subsequent operations, in the preferred implementation, the vessel's heading direction (the direction of the vessel's head) points to the positioning module, so that the world coordinates determined by the positioning module are used as the current position of the vessel (ignoring the distance between the positioning module and the center of the vessel), and the heading angle is determined with the target point position.

[0091] The vessel direction angle calculation unit is used to determine the vessel direction angle; the vessel direction angle is the angle between the positive reference direction of the vessel (such as the heading direction in the figure) and the north direction in the north-east coordinate system; and the direction angle of the east semi-axis is positive, and the direction angle of the west semi-axis is negative, and the range is from -180 degrees to +180 degrees. At the initial moment, the initial direction angle α of the vessel is known.

[0092] If the direction angle of the vessel needs to be calibrated or when the vessel is launched in an unknown state, the vessel direction angle calculation unit can obtain the initial direction angle through the following eccentric positioning data direction angle calibration method:

[0093] In this embodiment, the positioning point position of the positioning module used to determine the current position of the vessel is not at the center of the vessel, but on any thruster at a certain distance from the center of the vessel. Thus, when the vessel rotates in place, for example, only by Figure 3The No. 1 thruster works (the location where the positioning module is located). During the rotation of the ship, the distance d from the center point of the ship to the target point remains unchanged, while the distance d from the positioning point to the target point r follows the following formula:

[0094]

[0095] where r represents the distance from the installation position of the positioning module to the center point of the ship; x represents the rotation angle during the rotation of the ship;

[0096] It can be seen from the formula that when d r is the smallest, i.e., x = β; at this time, x is the direction angle α of the current ship, and α = β.

[0097] During the movement, the ship direction angle calculation unit can also determine the current tilt attitude of the ship by analyzing the attitude information collected by the attitude sensor group, and then obtain the real-time direction angle of the ship. Then, the thruster power distribution unit combines the real-time heading angle and the ship direction angle, and obtains the real-time thrust distribution of each thruster by solving the above constraints. This can achieve real-time adjustment of the ship attitude and movement speed, and realize automatic surface cruising of the ship.

[0098] In a specific implementation manner, the direction angle α of the ship can be calculated in real time by the following method: Determine the accelerations measured by IMU1, IMU2, and IMU3 and their positions in the space rectangular coordinate system established with IMU1 as the origin, and obtain the normal vector of the plane determined by the three points according to the fact that three points determine a plane, and then determine the direction angle of the ship according to the normal vector of the plane.

[0099] The specific process is as follows: For a surface ship, when it is in the forward state, it will inevitably tilt in the forward direction. The tilting direction is related to the movement direction, and the direction with the highest hull elevation caused by the tilt is the movement direction, that is, a kind of nose-up phenomenon. In this embodiment, as Figure 4 shown, 3 IMUs are arranged in non-collinear directions of the ship, where IMU1 is located at the center of the ship, and IMU2 and IMU3 are located at two non-collinear points equidistant from the center of the ship. In a relatively short time Δt, according to the currently known direction angle α tCalculate the output method of the thruster according to the previous constraints. The thruster starts at time t, and record the acceleration changes in the Z-axis direction of IMU1, IMU2, and IMU3 within the time period from t to t + Δt, denoted as a1, a2, and a3 respectively. It is stipulated that the direction of increasing acceleration change is the positive direction, and the direction of decreasing is the negative direction. Denote the angles between the lines connecting IMU2 and IMU3 to IMU1 as γ, the angle between the point where IMU2 is located and the positive direction of IMU1 as θ, and the distances from IMU1 to IMU2 and IMU3 as L. Taking IMU1 as the origin, establish a space rectangular coordinate system. Then the coordinates of IMU1, IMU2, and IMU3 can be obtained as (0, 0, 0), (Lsinθ, Lcosθ, ca2), and (Lsin(θ + γ), -Lcos(θ + γ), ca3) respectively. Among them, because it is considered that within the relatively short time Δt, the position changes of IMU2 and IMU3 in the XY direction are relatively small, so it is approximately considered that their positions in the XY direction remain unchanged. The positions of IMU2 and IMU3 in the Z direction are integrals of time, so multiplying a2 and a3 by the constant c can obtain their positions in the Z direction. Three non-collinear points in space uniquely determine a plane, so the representation of the hull plane in space can be determined from the coordinates of IMU1, IMU2, and IMU3 as: Ax + By + Cz = 0, and the plane normal vector is (A, B, C). The values of A, B, and C can be obtained from the following formula.

[0100]

[0101] The projection of the plane normal vector (A, B, C) on the XY plane is (A, B), then the current ship direction angle can be obtained as:

[0102]

[0103] Then the direction angle of the current state can be updated through the above formula to achieve real-time measurement of the direction angle.

[0104] As Figure 5 shown, if the ship wants to move to the target point in the hull coordinate system (the coordinate system with the direction of the black arrow in the figure as the y-axis), it needs to generate a force pointing in the direction of β - α. At the same time, in order to ensure no rotation, the resultant moment generated by the 4 thrusters needs to be 0. According to the above conditions, assuming the thrusts generated by thrusters 1 - 4 are F1 - F4, the constraint conditions can be obtained:

[0105] F1 + F2 + F3 + F4 = 0 (resultant moment is 0) (4);

[0106]

[0107] max(|F1 + F3| + |F2 + F4|) (optimization condition)) (6);

[0108] F1,F2,F3,F4∈(-1,1)(7).

[0109] This is transformed into a linear programming problem, and the power distribution of the four thrusters can be obtained, achieving a non-rotating translational motion on the water surface, thereby realizing the omnidirectional movement of the water surface with vector control. The thruster power distribution unit calculates the power distribution ratio of each thruster according to the above constraints and the direction angle α and the course angle β of the ship's location, and sends it to the main controller through the on-board computer.

[0110] In this embodiment, the main controller 5 uses a Raspberry Pi 4b. The main controller 5 converts the power distribution ratio of each thruster into a corresponding thrust control command for the thruster and sends it to the corresponding thruster controller to achieve precise movement control of the thruster. In this embodiment, the power distribution ratio of each thruster multiplied by the maximum thrust is the corresponding distributed thrust. The above control command generation module loops at a fixed frequency and dynamically adjusts the thruster power distribution according to the target position in real time to achieve precise movement control of the ship.

[0111] Based on the above omnidirectional non-rotating movement control device for an unmanned ship, this embodiment also provides an omnidirectional non-rotating movement control method for an unmanned ship, as Figure 6 - Figure 7 shown, which includes the following steps:

[0112] S1. Obtain the position of the target point.

[0113] In order to achieve precise control of the ship, several target points can be calibrated according to the designed route. The initial moment of this step is to obtain the spatial coordinates of the first target point position.

[0114] S2. Obtain the distributed force of each thruster; this step includes the following sub-steps:

[0115] S21. Obtain the ship's direction angle and course angle.

[0116] In this step, the ship's course angle is determined by the ship's course angle calculation unit according to the current position and the target point position in the world coordinate system (such as the north-east coordinate system).

[0117] For the initial moment, the ship's direction angle is known, and the ship's course angle can be determined according to the current position and the target point position in the world coordinate system (such as the north-east coordinate system). Of course, the ship's initial direction angle can also be determined by the ship's course angle calculation unit according to the calibration method and formula (1) given above.

[0118] For the running process, the real-time direction angle of the ship can be determined by the ship's course angle calculation unit according to the accelerations measured by IMU1, IMU2, and IMU3 and the positions of the three, combined with the above formulas (2) and (3).

[0119] S22. Obtain the power distribution of each thruster by solving according to the constraint conditions satisfied by the thrust generated by all thrusters.

[0120] In this step, combined with the determined ship direction angle and course angle, according to the constraint conditions given previously (Formulas (4)-(7)), the power distribution ratio of each thruster is obtained by solving and sent to the main controller through the on-board computer.

[0121] S3. Control the movement of each thruster according to the power distribution of each thruster.

[0122] In this step, the main controller converts into the thrust control commands of the corresponding thrusters according to the power distribution ratio of each thruster and sends them to the corresponding thruster controllers to achieve precise movement control of the thrusters.

[0123] S4. Determine whether the target point is reached at the set time interval. If so, enter step S5; otherwise, return to step S2.

[0124] To achieve precise control of the ship, this time interval is generally set to 50 ms.

[0125] S5. Determine whether there is a next target point. If not, the program ends; otherwise, return to step S1.

[0126] When the ship reaches the last target point, the program ends.

[0127] Embodiment 2

[0128] This embodiment is a further improvement based on Embodiment 1.

[0129] During the movement process, due to factors such as water resistance, there will be a difference between the movement of the ship and the expectation, and the difference is mainly manifested in the rotation of the hull. For this reason, the control device provided by the present invention further includes an attitude control compensation module for compensating the thrust of at least one thruster calculated by the above control command generation module to ensure that the resultant force direction of the thrusters points to the target point and keep the direction angle of the ship fixed during the operation process.

[0130] The attitude control compensation module provided by the present invention can adopt the following attitude control compensation method: an attitude stabilization method based on feedback, that is, using the attitude stabilization algorithm fed back by the IMU, and performing corresponding compensation according to the attitude information fed back by the IMU;

[0131] Mainly utilize the gyroscope data of the IMU1 installed at the center of the ship's circumference; the angular velocity measured by the IMU1 in the Z-axis direction is the ship's rotational angular velocity ω.

[0132] Due to the layout design of the vessel, the output direction of the thruster is also the tangential direction of the hull. Therefore, by adjusting any one thruster, the rotation of the vessel can be controlled. For the first method mentioned above, the attitude control compensation module sends the rotational angular velocity ω of the vessel to the master controller. Based on the PID control adjustment method, the rotational angular velocity of the vessel measured by IMU1 is used as feedback data and input into the PID control adjustment algorithm. The PID control adjustment algorithm uses the rotational angular velocity as the control variable to determine the correction value of the power distribution ratio of any one thruster. After adding this ratio correction value to the original power distribution ratio of the thruster, it is converted into the thrust control command of the corresponding thruster and sent to the corresponding thruster controller, so that the rotational angular velocity ω of the vessel is changed to 0, and attitude stability can be achieved.

[0133] The PID control adjustment algorithm is expressed as follows:

[0134]

[0135] Where, u (t) is the output of the PID control adjustment algorithm; e (t) is the difference between the target value and the measured value of the control variable, that is, the control error; K p is the proportional gain; T t is the integral time constant; T D is the derivative time constant;

[0136] In this embodiment, u (t) is the correction value of the power distribution ratio of any one thruster, with a range of -1 to 1; the control variable is the rotational angular velocity. Since the goal here is to make the rotational angular velocity of the vessel 0, that is, the target value of the control variable is 0, so e (t) is the rotational angular velocity of the vessel. Then, by setting appropriate values of K p , T t , D D , the correction value of the power distribution ratio of any one thruster can be obtained.

[0137] Based on the above omnidirectional non-rotating movement control device for an unmanned vessel, this embodiment also provides an omnidirectional non-rotating movement control method for an unmanned vessel, as shown in Figure 6 , Figure 8 , which includes the following steps:

[0138] S1. Obtain the position of the target point;

[0139] S2. Obtain the distributed force of each thruster; this step includes the following sub-steps:

[0140] S21. Obtain the direction angle and heading angle of the vessel;

[0141] S22. Based on the constraint conditions satisfied by the thrusts generated by all thrusters, the power distribution of each thruster is obtained through solution;

[0142] S23. Obtain the real-time attitude information of the vessel, and based on the real-time attitude information of the vessel, obtain the rotational angular acceleration of the vessel; then, based on the rotational angular acceleration of the vessel, through PID control adjustment, compensate for the thrust of at least one thruster so that the resultant force direction of all thrusters points to the target point during the operation of the vessel;

[0143] S3. Control each thruster to move according to the power distribution of each thruster;

[0144] S4. At set time intervals, determine whether the target point has been reached. If so, proceed to step S5; otherwise, return to step S2;

[0145] S5. Determine whether there is a next target point. If not, the program ends; otherwise, return to step S1.

[0146] The difference between the above steps and those of Embodiment 1 is that step S23 is added.

[0147] In the above step S23, based on the acceleration data in the tangential direction of IMU2 and IMU3, and the gyroscope data of IMU1, the rotational angular velocity of the vessel is calculated by the attitude control compensation module and sent to the master controller through the on-board computer. The master controller, based on the PID control adjustment method, uses the rotational angular velocity of the vessel measured by IMU1 as feedback data and inputs it into the PID control adjustment algorithm. The PID control adjustment algorithm takes the rotational angular velocity as the control variable to determine the correction value of the power distribution ratio of any one thruster. After this ratio correction value is superimposed on the original power distribution ratio of this thruster, it is converted into the thrust control instruction of the corresponding thruster and sent to the corresponding thruster controller, so that the rotational angular velocity ω of the vessel is changed to 0, and attitude stability can be achieved.

[0148] Embodiment 3

[0149] This embodiment is a further improvement based on Embodiment 1.

[0150] During the movement, due to factors such as water resistance, there will be a difference between the movement of the vessel and the expectation, and the difference is mainly manifested in the rotation of the hull. For this reason, the control device provided by the present invention further includes an attitude control compensation module, which is used to compensate for the thrust of at least one thruster calculated by the above control instruction generation module to ensure that the resultant force direction of the thrusters points to the target point and keep the direction angle of the vessel fixed during the operation of the vessel.

[0151] The attitude control compensation module provided by the present invention can adopt the following attitude control compensation method: the attitude measurement and compensation method during movement. First, determine the movement path, and then determine the angle difference between the actual path angle and the expected path angle according to the movement path and the expected movement direction.

[0152] As Figure 9 shown, the expected path direction is the course angle β. During the actual movement, a movement path (i.e., the actual path) will be formed, and the included angle between the actual path and the expected path direction is the angle difference that the ship needs to correct.

[0153] Due to the layout design of the ship, the output direction of the thruster is also the tangential direction of the hull. Therefore, adjusting any one thruster can control the rotation of the ship. For the above-mentioned method (2), the attitude control compensation module sends the calculated correction angle to the master controller. The master controller, based on the PID control adjustment method, takes the correction angle as the feedback data and inputs it into the PID control adjustment algorithm. The PID control adjustment algorithm uses the rotational angular velocity as the control variable to determine the correction value of the power distribution ratio of any one thruster. After this ratio correction value is superimposed on the original power distribution ratio of the thruster, it is converted into the thrust control command of the corresponding thruster and sent to the corresponding thruster controller, so that the correction angle of the ship is changed to 0, and attitude stability can be achieved.

[0154] The PID control adjustment algorithm is expressed as follows:

[0155]

[0156] Among them, u′ (t) is the output of the PID control adjustment algorithm; e′ (t) is the difference between the control variable target value and the measured value, that is, the control error; K′ p is the proportional gain; T′ t is the integral time constant; T′ D is the differential time constant;

[0157] In this embodiment, u′ (t) is the correction value of the power distribution ratio of any one thruster, and its range is from -1 to 1; the control variable is the correction angle. Since the goal here is to make the correction angle of the ship be 0, that is, the control variable target value is 0, so e (t) is the correction angle of the ship After that, by giving appropriate K′ p 、T′ t 、T′ DThe value can be used to obtain the power distribution ratio correction value of any thruster.

[0158] Based on the above omnidirectional non-rotating movement control device for an unmanned ship, this embodiment also provides an omnidirectional non-rotating movement control method for an unmanned ship. As Figure 6 、 Figure 10 shown, it includes the following steps:

[0159] S1. Obtain the position of the target point;

[0160] S2. Obtain the distribution force of each thruster; this step includes the following sub-steps:

[0161] S21. Obtain the direction angle and heading angle of the ship;

[0162] S22. According to the constraint conditions satisfied by the thrust generated by all thrusters, obtain the power distribution of each thruster by solving;

[0163] S23'. Obtain the real-time path of the ship, and based on the angle difference between the real-time path of the ship and the expected path direction; then, according to the angle difference, through PID control adjustment, compensate the thrust of at least one thruster so that the resultant force direction of all thrusters points to the target point during the operation of the ship;

[0164] S3. Control each thruster to move according to the power distribution of each thruster;

[0165] S4. At a set time interval, judge whether the target point has been reached. If so, enter step S5; otherwise, return to step S2;

[0166] S5. Judge whether there is a next target point. If not, the program ends; otherwise, return to step S1.

[0167] The difference between the above steps and those of Embodiment 1 is that step S23' is added.

[0168] In the above step S23', according to the expected path direction β of the ship and the actual path direction, the included angle between the two is calculated by the attitude control compensation module, that is, the angle difference that the ship needs to correct The attitude control compensation module sends the calculated correction angle to the main controller. The main controller, based on the PID control adjustment method, inputs the correction angle as feedback data into the PID control adjustment algorithm. The PID control adjustment algorithm uses the rotational angular velocity as the control variable to determine the power distribution ratio correction value of any thruster. After this ratio correction value is superimposed on the original power distribution ratio of the thruster, it is converted into the thrust control command of the corresponding thruster and sent to the corresponding thruster controller, so that the correction angle of the ship is changed to 0, and attitude stability can be achieved.

[0169] Example 4

[0170] This example is a further improvement based on Example 2 and Example 3.

[0171] The attitude control compensation module provided by the present invention can adopt any one of the following attitude control compensation methods:

[0172] (1) Attitude stabilization method based on feedback, that is, using the attitude stabilization algorithm fed back by the IMU, and performing corresponding compensation according to the attitude information fed back by the IMU;

[0173] (2) Another is the attitude measurement and compensation method during movement. First, determine the movement path, and then determine the angle difference between the actual path angle and the expected path angle according to the movement path and the expected movement direction.

[0174] For the first method, the specific implementation process is as shown in Example 2.

[0175] For the second method, the specific implementation process is as shown in Example 3.

[0176] The above attitude control compensation module does not run the attitude control compensation methods (1) and (2) simultaneously, and only one algorithm runs at a certain moment. The running judgment conditions for the two algorithms are: if the angular velocity in the Z-axis direction measured by IMU1, that is, the ship's rotational angular acceleration ω≠0, then run method (1); if the angular velocity in the Z-axis direction measured by IMU1, that is, the ship's rotational angular acceleration ω = 0, then run method (2).

[0177] This example also provides an omnidirectional non-rotating movement control method for an unmanned ship, which includes the following steps:

[0178] S1. Obtain the position of the target point;

[0179] S2. Obtain the distributed force of each thruster; this step includes the following sub-steps:

[0180] S21. Obtain the direction angle and course angle of the ship;

[0181] S22. According to the constraint conditions satisfied by the thrust generated by all thrusters, obtain the power distribution of each thruster by solving;

[0182] S3. Control each thruster to move according to the power distribution of each thruster;

[0183] S4. At set time intervals, judge whether the target point has been reached. If so, enter step S5; otherwise, return to step S2;

[0184] S5. Determine whether there is a next target point. If not, end the program; otherwise, return to step S1.

[0185] In one implementable manner, step S2 in the omnidirectional non-rotational movement control method of the unmanned ship further includes determining whether the angular velocity in the Z-axis direction measured by IMU1, i.e., the ship's rotational angular acceleration ω, is 0. If ω≠0, execute according to the following step S23; if ω = 0, execute according to the following step S23':

[0186] S23. Obtain the real-time attitude information of the ship, and based on the real-time attitude information of the ship, obtain the rotational angular acceleration of the ship; then, based on the rotational angular acceleration of the ship, through PID control adjustment, compensate for the thrust of at least one thruster so that the resultant force direction of all thrusters during the ship's operation points to the target point;

[0187] S23'. Obtain the real-time path of the ship and the angle difference between the real-time path of the ship and the expected path direction; then, based on the angle difference, through PID control adjustment, compensate for the thrust of at least one thruster so that the resultant force direction of all thrusters during the ship's operation points to the target point.

[0188] Embodiment 5

[0189] This embodiment is a further improvement based on Embodiments 1-3.

[0190] This embodiment provides an unmanned ship, which includes a hull and the omnidirectional non-rotational movement control device given in Embodiment 1, Embodiment 2, or Embodiment 3 installed on the hull.

[0191] Embodiment 6

[0192] This embodiment is a further improvement based on the embodiment.

[0193] The unmanned ship provided in this embodiment further includes a water body cleaning filter installed on the hull. The water body cleaning filter is used to clean the water body and can be implemented by using common water body cleaning filters already disclosed in the art.

[0194] Embodiment 6

[0195] This embodiment is a further improvement based on the embodiment.

[0196] The unmanned ship provided in this embodiment further includes a water quality detection sensor. The water quality detection sensor is used to detect the water body and can be implemented by using common water quality detection sensors already disclosed in the art.

[0197] Those of ordinary skill in the art will realize that the embodiments herein are provided to assist the reader in understanding the principles of the present invention, and it should be understood that the scope of protection of the present invention is not limited to such specific statements and embodiments. Those of ordinary skill in the art can make various other specific deformations and combinations that do not depart from the essence of the present invention based on these technical revelations disclosed in the present invention, and these deformations and combinations are still within the scope of protection of the present invention.

Claims

1. An omnidirectional non-rotating movement control device for an unmanned ship, characterized in that, Including: More than 3 thrusters installed on a hull with a circular projection. All thrusters are evenly distributed along the circumferential direction of the hull, and the output direction of the thrusters is perpendicular to the radius direction of the circular projection of the hull; Thruster controllers, electrically connected to the corresponding thrusters, for controlling the movement of the corresponding thrusters; An attitude sensor group installed on the hull, for obtaining the attitude information of the ship in real time; A positioning module, for determining the position of the ship; A control instruction generation module, for determining the power distribution of each thruster according to the attitude information collected by the attitude sensor group, the ship position information determined by the positioning module and the target point position, generating control instructions for each thruster, and feeding them back to the main controller; The main controller, communicatively connected to the thruster controllers; the main controller controls the corresponding thrusters to move through the thruster controllers according to the control instructions of each thruster generated by the control instruction generation module; A battery, for supplying power to the thruster controllers, the attitude sensor group, the positioning module and the main controller.

2. The omnidirectional non-rotating movement control device for an unmanned ship according to claim 1, characterized in that, The external projection shape of the hull is circular.

3. The omnidirectional non-rotating movement control device for an unmanned boat according to claim 1, wherein The thrusters are underwater thrusters with bidirectional propulsion; multiple thrusters are installed on a circle at an equal distance from the center of gravity of the ship, and the output direction of the thrusters is perpendicular to the radius direction of the circular projection of the hull.

4. The omnidirectional non-rotating movement control device for an unmanned ship according to claim 1, characterized in that, The attitude sensor group includes two or more inertial measurement units.

5. The omnidirectional non-rotating movement control device for an unmanned boat according to claim 4, wherein The attitude sensor group includes 3 IMUs, two of which are installed in the tangential direction of the circle where the thrusters are located, defined as IMU2 and IMU3, and one is installed at the center position of the circle where the thrusters are located, defined as IMU1.

6. The omnidirectional non-rotating movement control device for an unmanned boat according to claim 1, characterized in that, The positioning module uses a GPS positioning antenna or a UWB positioning antenna, for positioning the world coordinates where the ship's current position is located; the positioning module is installed at the vertical projection point of any thruster on the upper surface of the hull.

7. The omnidirectional non-rotating movement control device for an unmanned ship according to any one of claims 1 to 6, characterized in that The control instruction generation module runs on an on-board computer; the on-board computer is also communicatively connected to the attitude sensor group, the positioning module and the main controller; the on-board computer also sends the ship attitude information collected by the attitude sensor group and the ship position information determined by the positioning module to the control instruction generation module; the on-board computer also sends the control instructions of each thruster generated by the control instruction generation module to the main controller.

8. The omnidirectional non-rotating movement control device for an unmanned ship according to claim 7, characterized in that, The control instruction generation module includes a ship heading angle calculation unit, a ship direction angle calculation module and a thruster power distribution unit; The ship heading angle calculation unit is used to determine according to the current position and the target point position in the world coordinate system; the ship direction angle calculation unit is used to determine the ship direction angle, which is the angle between the positive reference direction of the ship and the north direction, and the direction angle of the east semi-axis is positive, and the direction angle of the west semi-axis is negative, with a range of -180 degrees to +180 degrees; the thruster power distribution unit combines the real-time heading angle and the ship direction angle, and obtains the real-time propulsion force distribution of each thruster by solving the constraint conditions, and sends it to the main controller; the main controller converts it into a thrust control instruction for the corresponding thruster according to the power distribution ratio of each thruster, and sends it to the corresponding thruster controller.

9. The omnidirectional non-rotating movement control device for an unmanned ship according to claim 8, characterized in that, The initial direction angle is obtained by the ship direction angle calculation unit according to the following eccentric positioning data direction angle calibration method: When only any one of the thrusters is working, during the rotation of the ship, the distance d from the center point of the ship to the target point remains unchanged, while the distance d from the positioning point where the positioning module on the ship is located to the target point r follows the following formula: Wherein, r represents the distance from the installation position of the positioning module to the center point of the vessel; x represents the rotation angle during the rotation of the vessel; As can be seen from the formula, when d r is at its minimum, i.e., x = β; at this time, x is the direction angle α of the current vessel.

10. The omnidirectional non-rotating movement control device for an unmanned ship according to claim 8, characterized in that, During the movement, the vessel direction angle calculation unit also determines the current tilt attitude of the vessel by analyzing the attitude information collected by the attitude sensor group, and then obtains the real-time direction angle of the vessel; the specific operation is as follows: Determine the positions of IMU1, IMU2, and IMU3 in the space rectangular coordinate system established with IMU1 as the origin according to the accelerations measured by IMU1, IMU2, and IMU3 and their positions, and obtain the normal vector of the plane determined by the three points according to the fact that three points determine a plane, and then determine the direction angle of the vessel according to the normal vector of the plane.

11. The omnidirectional non-rotating movement control device for an unmanned ship according to claim 8, characterized in that, When the control device includes 4 thrusters, let the thrusts generated by thrusters 1-4 be F1-F4, and the constraint conditions are: F1 + F2 + F3 + F4 = 0; max(|F1 + F3| + |F2 + F4|); F1, F2, F3, F4 ∈ (-1, 1).

12. The omnidirectional non-rotating movement control device for an unmanned ship according to claim 1, wherein It also includes an attitude control compensation module, which compensates the thrust of at least one thruster by using any one of the following attitude control compensation methods: (1) Use the attitude stabilization algorithm fed back by the IMU to perform corresponding compensation according to the attitude information fed back by the IMU; (2) First determine the movement path, and then determine the angle difference between the actual path angle and the expected path angle according to the movement path and the expected movement direction.

13. The omnidirectional non-rotary movement control device for unmanned vessels according to claim 12, characterized in that, For the first method, use the gyroscope data of IMU1 installed at the center of the vessel circumference; the angular velocity of the vessel rotation ω is the angular velocity measured by IMU1 in the Z-axis direction; the attitude control compensation module sends the vessel rotation angular velocity ω to the master controller, and the master controller is based on the PID control adjustment method. The vessel rotation angular velocity measured by IMU1 is used as the feedback data and input into the PID control adjustment algorithm. The PID control adjustment algorithm uses the rotation angular velocity as the control variable to determine the correction value of the power distribution ratio of any thruster. After this ratio correction value is superimposed on the original power distribution ratio of the thruster, it is converted into the thrust control command of the corresponding thruster and sent to the corresponding thruster controller, so that the rotation angular velocity ω of the vessel is changed to 0, and the attitude stabilization can be achieved. For the above-mentioned second method, the expected path direction is the heading angle β. During the actual movement process, a movement path, i.e., the actual path, will be formed. The angle difference between the actual path and the expected path direction is the angle that the ship needs to correct. The attitude control compensation module will send the calculated correction angle to the master controller. Based on the PID control adjustment method, the master controller inputs the correction angle as feedback data into the PID control adjustment algorithm. The PID control adjustment algorithm uses the rotational angular velocity as the control variable to determine the correction value of the power distribution ratio of any one thruster. After superimposing this ratio correction value on the original power distribution ratio of the thruster, it is converted into the thrust control command of the corresponding thruster and sent to the corresponding thruster controller, so that the correction angle of the ship is changed to 0, and attitude stability can be achieved.

14. An unmanned ship, characterized in that, It includes a hull and the omnidirectional non-rotating movement control device for unmanned vessels described in any one of claims 1 to 13 installed on the hull.

15. The unmanned ship according to claim 14, characterized in that, It also includes corresponding execution components set according to the execution work requirements.

16. The unmanned ship according to claim 15, characterized in that, The execution components include a water body cleaning filter and / or a water quality detection sensor.

17. A method for omnidirectional non-rotational movement control of an unmanned ship, characterized in that, It includes the following steps: S1. Obtain the position of the target point; S2. Obtain the distribution force of each thruster; this step includes the following sub-steps: S21. Obtain the direction angle and heading angle of the vessel; S22. According to the constraint conditions satisfied by the thrusts generated by all thrusters, obtain the power distribution of each thruster by solving; S3. Control each thruster to move according to the power distribution of each thruster; S4. At the set time interval, judge whether the target point is reached. If so, enter step S5; Otherwise, return to step S2; S5. Judge whether there is a next target point. If not, the program ends; otherwise, return to step S1.

18. The omnidirectional non-rotating movement control method for an unmanned ship according to claim 17, characterized in that, Step S2 in the omnidirectional non-rotating movement control method for unmanned vessels also includes: S23. Obtain the real-time attitude information of the vessel, and based on the real-time attitude information of the vessel, obtain the rotational angular acceleration of the vessel; then, based on the rotational angular velocity of the vessel, through PID control adjustment, compensate for the thrust of at least one thruster so that the resultant force direction of all thrusters during the operation of the vessel points to the target point; Or, S23'. Obtain the real-time path of the vessel and the angle difference between the real-time path of the vessel and the expected path direction; then, based on the angle difference, through PID control adjustment, compensate for the thrust of at least one thruster so that the resultant force direction of all thrusters during the operation of the vessel points to the target point.

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