Underwater vehicle multi-system cooperative automatic control method, device, equipment and medium

Abstract

The invention relates to the technical field of intelligent control, and discloses an ultra-large underwater vehicle multi-system cooperative automatic control method, device, equipment and medium based on dynamic disturbance compensation, and the method comprises the steps: firstly, determining the current net buoyancy data of an underwater vehicle according to the identification data of the underwater vehicle; then, based on the maximum angle of a horizontal rudder, the current navigational speed and the current net buoyancy data of the underwater navigation body, the current safety index of the underwater navigation body is obtained; and finally, according to the current safety index and the control mode switching function, determining a current control mode of the underwater vehicle, and performing navigation control on the underwater vehicle by using a control strategy corresponding to the current control mode. Wherein the control mode switching function is used for representing a corresponding relation between the safety index and the control mode. The device has the beneficial effects that the net buoyancy can be effectively and quickly balanced, and the navigation safety of the underwater navigation body is improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent control technology, and in particular to a method, device, equipment and medium for collaborative automatic control of multiple systems of an ultra-large underwater vehicle based on dynamic disturbance compensation. Background Art

[0002] Very large underwater vehicles (ULUVs) are underwater platforms with high autonomy, long endurance, and multi-mission adaptability. They may encounter sudden changes in buoyancy during navigation. Related technologies use depth deviation and pitch deviation to determine the vehicle's safety status. When the depth deviation or pitch deviation exceeds a threshold, an emergency buoyancy strategy is triggered. However, environmental adaptability needs to be improved. Therefore, a new control method is urgently needed to improve navigation safety. Summary of the Invention

[0003] The present application provides a multi-system collaborative automatic control method, device, equipment and medium for an ultra-large underwater vehicle based on dynamic disturbance compensation, which solves the technical problem in related technologies that the environmental adaptability needs to be improved, and achieves the technical effect of adaptively and quickly balancing the net buoyancy.

[0004] In order to achieve the above objectives, the main technical solutions adopted in this application include: In a first aspect, an embodiment of the present application provides a multi-system coordinated automatic control method for a very large underwater vehicle based on dynamic disturbance compensation, the method comprising: Determining current net buoyancy data of the underwater vehicle according to the identification data of the underwater vehicle; wherein the net buoyancy data is used to represent the difference between the buoyancy of the underwater vehicle and its own weight; Obtaining a current safety index of the underwater vehicle based on the maximum rudder angle, the current speed, and the current net buoyancy data of the underwater vehicle; wherein the maximum rudder angle is used to represent the maximum operable rudder angle of the rudder of the underwater vehicle; According to the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, so that the navigation of the underwater vehicle is controlled by using the control strategy corresponding to the current control mode; wherein the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

[0005] Optionally, determining the current net buoyancy data of the underwater vehicle includes: Obtaining a current net buoyancy change rate using a motion state predictor of the underwater vehicle; The current net buoyancy data is obtained based on the net buoyancy data at the previous moment and the current net buoyancy change rate.

[0006] Optionally, obtaining the current safety index of the underwater vehicle based on the maximum horizontal rudder angle, the current speed, and the current net buoyancy data of the underwater vehicle includes: performing low-pass filtering on the current net buoyancy data to obtain a current net buoyancy filtered value; performing a rudder angle evaluation on the underwater vehicle when only the horizontal rudder is used to balance the net buoyancy based on the current net buoyancy filtered value, the current ship speed, and a lift-related constant of the horizontal rudder, to obtain a current evaluated rudder angle of the horizontal rudder; A safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index.

[0007] Optionally, performing safety assessment based on the maximum horizontal rudder angle and the currently assessed rudder angle to obtain the current safety index includes: evaluating the adjustable rudder angle using the maximum rudder angle and the current evaluated rudder angle to obtain the adjustable rudder angle of the rudder; Safety quantification is performed based on the adjustable rudder angle of the horizontal rudder and the maximum angle of the horizontal rudder to obtain the current safety index.

[0008] Optionally, the control mode switching function includes a normal mode, a compensation mode, and an emergency mode; and determining the current control mode of the underwater vehicle according to the current safety index and the control mode switching function, so as to control the underwater vehicle by using a control strategy corresponding to the current control mode, includes: If the current safety index is greater than or equal to a first safety threshold, determining that the current control mode of the underwater vehicle is the normal mode; wherein, in the normal mode, only the horizontal rudder is adjusted to perform navigation control on the underwater vehicle; If the current safety index is greater than or equal to a second safety threshold and less than the first safety threshold, determining that the current control mode of the underwater vehicle is the compensation mode; wherein, in the compensation mode, the underwater vehicle is controlled by adjusting the horizontal rudder and activating the buoyancy adjustment system; If the current safety index is less than the second safety threshold, the current control mode of the underwater vehicle is determined to be the emergency mode; wherein, in the emergency mode, the navigation of the underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system and adjusting the propeller to increase the speed.

[0009] Optionally, after the underwater vehicle enters the emergency mode, the method further includes: If the current safety index increases to the first safety threshold, stopping the buoyancy adjustment system; If the stability index reaches a stability threshold, the propeller of the underwater vehicle is adjusted to restore the speed to a cruising speed.

[0010] Optionally, the controlling the underwater vehicle by using the control strategy corresponding to the current control mode includes: The navigation of the underwater vehicle is controlled by adjusting the horizontal rudder to the horizontal rudder command rudder angle; wherein the horizontal rudder command rudder angle is calculated based on the current vertical rate estimate value, the current pitch angular velocity estimate value, and the pitch angle, depth and command depth at the previous moment of the underwater vehicle, and the current vertical rate estimate value and the current pitch angular velocity estimate value are obtained by filtering with a Kalman filter.

[0011] In a second aspect, an embodiment of the present application provides a multi-system coordinated automatic control device for a very large underwater vehicle based on dynamic disturbance compensation, the device comprising: a current net buoyancy determination module, configured to determine current net buoyancy data of the underwater vehicle based on the identification data of the underwater vehicle; wherein the net buoyancy data is used to represent the difference between the buoyancy of the underwater vehicle and its own weight; a safety index acquisition module, configured to obtain a current safety index of the underwater vehicle based on the maximum rudder angle, current speed, and current net buoyancy data of the underwater vehicle; wherein the maximum rudder angle is used to represent the maximum operable rudder angle of the rudder of the underwater vehicle; A control mode determination module is used to determine the current control mode of the underwater vehicle based on the current safety index and the control mode switching function, so as to control the navigation of the underwater vehicle using the control strategy corresponding to the current control mode; wherein the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

[0012] In a third aspect, an embodiment of the present application provides a computer device, including: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method described in any of the above embodiments by executing the computer instructions.

[0013] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which computer instructions are stored, and the computer instructions are used to enable a computer to execute the method described in any of the above embodiments.

[0014] In an embodiment of the present application, first, the accurate current net buoyancy data of the underwater vehicle is determined based on the identification data of the underwater vehicle, providing a reliable data basis for calculating the current safety index. Then, based on the maximum horizontal rudder angle, current speed, and current net buoyancy data of the underwater vehicle, the current safety index of the underwater vehicle is obtained, providing an evaluation basis for determining the control mode. Finally, based on the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, and the control strategy corresponding to the current control mode is used to control the navigation of the underwater vehicle. This method adaptively adjusts the control mode according to the current safety index and triggers the corresponding control strategy. When the current safety index is high, a simpler control strategy is adopted, and when the current safety index is low, a more complex control strategy is adopted. This method can effectively and quickly balance the net buoyancy and improve the navigation safety of the underwater vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the specific implementation methods 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 specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0016] Figure 1 A flow chart of a method for controlling an underwater vehicle provided in an embodiment of this specification; Figure 2 A flow chart of a method for controlling an underwater vehicle provided in an embodiment of this specification; Figure 3 A flow chart of a method for controlling an underwater vehicle provided in an embodiment of this specification; Figure 4 A flow chart of a method for controlling an underwater vehicle provided in an embodiment of this specification; Figure 5 A flow chart of a method for controlling an underwater vehicle provided in an embodiment of this specification; Figure 6 A schematic diagram of a control device for an underwater vehicle provided in an embodiment of this specification; Figure 7 A schematic diagram of the structure of a computer device provided in an embodiment of this specification. DETAILED DESCRIPTION

[0017] To make the purpose, technical solutions, and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0018] A very large underwater vehicle is an underwater platform with a high degree of autonomy, long endurance and multi-mission adaptability. Its core functions include performing ultra-long-range detection, reconnaissance and heavy operation module deployment missions of thousands of nautical miles. The cruising and operating speeds are usually low. During the voyage, it may encounter internal waves, thermohaline jump layers and sudden changes in buoyancy during module deployment operations (typical values ​​can reach more than ±10%).

[0019] Related technologies use the integral phase of traditional PID control technology to compensate for disturbances. However, as the integral phase slowly saturates with accumulated control error, control lags and is unable to quickly balance large buoyancy differences. Furthermore, the horizontal rudder's bearing capacity is limited at low speeds, which can easily lead to excessive vertical velocity or loss of control when the attitude exceeds safety limits, seriously compromising navigation safety. Other related technologies use depth deviation and pitch deviation to determine the safety status of underwater vehicles. When the depth deviation or pitch deviation exceeds the threshold, an emergency buoyancy strategy is triggered. This can easily lead to mission failure and environmental adaptability needs to be improved.

[0020] Based on this, the present application provides a control method for an underwater vehicle. First, based on the identification data of the underwater vehicle, the accurate current net buoyancy data of the underwater vehicle is determined, providing a reliable data basis for calculating the current safety index. Then, based on the maximum horizontal rudder angle, current speed, and current net buoyancy data of the underwater vehicle, the current safety index of the underwater vehicle is obtained, providing an evaluation basis for determining the control mode. Finally, based on the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, and the control strategy corresponding to the current control mode is used to control the underwater vehicle. The method adaptively adjusts the control mode according to the current safety index and triggers the corresponding strategy. That is, when the current safety index is high, a simpler control strategy is adopted, and when the current safety index is low, a more complex control strategy is adopted. While effectively and quickly balancing the net buoyancy, it also takes into account energy consumption control, thereby significantly improving the navigation safety of the underwater vehicle.

[0021] According to an embodiment of the present application, an embodiment of a method for collaborative automatic control of multiple systems of an ultra-large underwater vehicle based on dynamic disturbance compensation is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0022] The present invention provides a method for multi-system coordinated automatic control of a very large underwater vehicle based on dynamic disturbance compensation. Figure 1 , the method comprising: S110. Determine current net buoyancy data of the underwater vehicle according to identification data of the underwater vehicle.

[0023] Net buoyancy data represents the difference between an underwater vehicle's buoyancy and its own weight. Identification data can include the underwater vehicle's model, specifications, configuration, version, and other data. Specifically, underwater vehicles with different identification data correspond to different motion state predictors, motion equations, dynamic parameters, and control algorithms. This identification data allows the same navigation control system to flexibly control multiple underwater vehicles.

[0024] In some embodiments, underwater vehicles with different identification data correspond to different motion state predictors, which are used to calculate the current net buoyancy data of the underwater vehicle. Therefore, the identification data of the underwater vehicle is first obtained, and then the corresponding motion state predictor is determined based on the identification data, thereby accurately calculating the current net buoyancy data of the underwater vehicle.

[0025] S120: Obtain a current safety index of the underwater vehicle based on the maximum horizontal rudder angle, current speed, and current net buoyancy data of the underwater vehicle.

[0026] The maximum rudder angle is used to characterize the maximum operable rudder angle of the rudder of the underwater vehicle.

[0027] In some embodiments, first, the current speed of the underwater vehicle is obtained using a Doppler velocimeter, and the current net buoyancy data is obtained using a vehicle motion state predictor. Then, the current estimated rudder angle required for the horizontal rudder when only the horizontal rudder is used to balance the current net buoyancy data is calculated. Finally, a safety assessment is performed based on the maximum angle of the horizontal rudder and the current estimated rudder angle to obtain a current safety index. For example, if the ratio of the current estimated rudder angle to the maximum angle of the horizontal rudder is less than 20%, the current safety index is determined to be high; if the above ratio is between 20% and 70%, the current safety index is determined to be medium; if the above ratio is greater than 70%, the current safety index is determined to be low.

[0028] S130. Determine the current control mode of the underwater vehicle according to the current safety index and the control mode switching function, so as to control the navigation of the underwater vehicle using the control strategy corresponding to the current control mode.

[0029] Among them, the control mode switching function is used to characterize the corresponding relationship between the safety index and the control mode.

[0030] In some embodiments, the control mode switching function is a piecewise function. For example, the control mode switching function of a certain underwater vehicle is as follows: in, It is understood that the current safety index is used to determine the corresponding current control mode in the control mode switching function.

[0031] Furthermore, different control modes in the control mode switching function correspond to different control strategies. The lower the safety index, the higher the corresponding control strategy complexity, and the higher the efficiency of balancing the net buoyancy. At the same time, the control strategy can also take energy consumption into consideration. When the safety index is high, the energy consumption is correspondingly lower due to the low complexity of the control strategy. For example, the control strategy corresponding to the first control mode is to use only the horizontal rudder for navigation control, and the speed is maintained at the cruising speed; the control strategy corresponding to the second control mode is to use the horizontal rudder control while the buoyancy adjustment system performs water discharge and injection operations to balance the net buoyancy and maintain the speed at the cruising speed; the control strategy corresponding to the third control mode is the horizontal rudder control, the buoyancy adjustment system performs water discharge and injection operations, and increases the speed.

[0032] In the above embodiment, first, the accurate current net buoyancy data of the underwater vehicle is determined based on the identification data of the underwater vehicle, providing a reliable data basis for calculating the current safety index. Then, based on the maximum horizontal rudder angle, current speed, and current net buoyancy data of the underwater vehicle, the current safety index of the underwater vehicle is obtained, providing an evaluation basis for determining the control mode. Finally, based on the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, and the control strategy corresponding to the current control mode is used to control the underwater vehicle. This method adaptively adjusts the control mode according to the current safety index and triggers the corresponding control strategy. When the current safety index is high, a simpler control strategy is adopted, and when the current safety index is low, a more complex control strategy is adopted. This method effectively and quickly balances the net buoyancy while also taking into account energy consumption control, thereby significantly improving the navigation safety of the underwater vehicle.

[0033] In some embodiments, see Figure 2 , determine the current net buoyancy data of the underwater vehicle, including: S210. Obtain the current net buoyancy change rate using a motion state predictor of the underwater vehicle.

[0034] S220: Obtain current net buoyancy data based on the net buoyancy data at the previous moment and the current net buoyancy change rate.

[0035] The current net buoyancy change rate may be a ratio of the difference between the current net buoyancy data and the net buoyancy data at the previous moment to the time difference between adjacent moments.

[0036] In some embodiments, the motion state predictor solution formula of the underwater vehicle is as follows: in, represents the vertical velocity estimate (initialized to zero), represents the depth estimate (initialized to the depth at the moment the algorithm starts the movement), represents the net buoyancy estimate (initialized to zero), represents the horizontal rudder angle, Indicates depth, It represents the vertical velocity obtained by differencing the depth signal. Indicates the current vertical speed change rate, Indicates the current depth change rate, Indicates the current rate of change of net buoyancy; 、 、 、 Both represent the hydrodynamic coefficients of underwater vehicles, which can be measured through tank tests during the design phase of underwater vehicles; 、 、 represents the predictor gain coefficient, which can be calculated according to the Kalman filter gain solution method; h represents the step size, with a typical value of 0.1s. Specifically, at each moment, the current vertical velocity change rate, current depth change rate, and current net buoyancy change rate can be calculated using the first three formulas based on the vertical velocity estimate, depth estimate, and net buoyancy estimate at the previous moment, as well as the horizontal rudder angle and depth obtained by the rudder angle sensor and pressure sensor, respectively. Then, based on the vertical velocity estimate, depth estimate, and net buoyancy estimate at the previous moment, and the current vertical velocity change rate, current depth change rate, and current net buoyancy change rate, the last three formulas are used to obtain the current vertical velocity estimate, current depth estimate, and current net buoyancy estimate. The current net buoyancy estimate can be used as the current net buoyancy data.

[0037] In the above embodiment, the current net buoyancy change rate is first obtained using the motion state predictor of the underwater vehicle, and then the current net buoyancy data is obtained based on the net buoyancy data at the previous moment and the current net buoyancy change rate, providing a reliable data basis for calculating the current safety index.

[0038] In some embodiments, see Figure 3 Based on the maximum horizontal rudder angle, current speed and current net buoyancy data of the underwater vehicle, the current safety index of the underwater vehicle is obtained, including: S310 , performing low-pass filtering on the current net buoyancy data to obtain a current net buoyancy filtered value.

[0039] S320: Evaluate the rudder angle of the underwater vehicle when only the horizontal rudder is used to balance the net buoyancy based on the current net buoyancy filter value, the current ship speed, and the lift-related constant of the horizontal rudder to obtain a current evaluated rudder angle of the horizontal rudder.

[0040] S330: Perform a safety assessment based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain a current safety index.

[0041] In some embodiments, the current net buoyancy data is subjected to low-pass filtering to obtain the current net buoyancy filtered value. For example, the filtering formula is: Among them, Q represents the current net buoyancy data, Indicates the current net buoyancy filtered value, represents the Laplace operator, T represents the filtering time constant, and for example, T can be 2. Through low-pass filtering, the high-frequency fluctuations in the current net buoyancy data are removed, and the obtained net buoyancy filtered value is smoother and more stable. As the input of the subsequent control algorithm, it can improve the stability of navigation control.

[0042] Furthermore, based on the current net buoyancy filter value, the current speed and the lift-related constant of the horizontal rudder, the rudder angle of the underwater vehicle is evaluated when only the horizontal rudder is used to balance the net buoyancy. The current evaluated rudder angle of the horizontal rudder can be obtained by the formula: in, Indicates the current estimated rudder angle, V indicates the current speed (which can be obtained through the Doppler speed meter), It represents the constant coefficient related to the horizontal rudder lift, which can be measured through tank tests during the design stage of the underwater vehicle.

[0043] Furthermore, a safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle. The percentage of the current assessed rudder angle to the maximum horizontal rudder angle can be evaluated. For example, if the above ratio is less than 20%, the current safety index is determined to be high; if the above ratio is between 20% and 70%, the current safety index is determined to be medium; if the above ratio is greater than 70%, the current safety index is determined to be low.

[0044] In the above embodiment, the current net buoyancy data is first low-pass filtered to obtain a smoother and more stable current net buoyancy filter value; then, based on the current net buoyancy filter value, the current speed and the lift-related constant of the horizontal rudder, the rudder angle of the underwater vehicle is evaluated when only the horizontal rudder is used to balance the net buoyancy, and the current evaluated rudder angle of the horizontal rudder is obtained; finally, a safety assessment is performed based on the maximum angle of the horizontal rudder and the current evaluated rudder angle to obtain the current safety index, which provides an evaluation basis for determining the control mode.

[0045] In some embodiments, see Figure 4 , based on the maximum horizontal rudder angle and the current evaluation rudder angle, a safety assessment is performed to obtain the current safety index, including: S410: Evaluate the adjustable rudder angle using the maximum rudder angle and the current evaluated rudder angle to obtain the adjustable rudder angle of the rudder.

[0046] S420: Perform safety quantification based on the adjustable horizontal rudder angle and the maximum horizontal rudder angle to obtain a current safety index.

[0047] The adjustable rudder angle assessment can be the rudder surface's adjustable angle or degree (e.g., percentage) derived from the maximum horizontal rudder angle and the currently assessed rudder angle. The horizontal rudder adjustable rudder angle can be the difference between the currently assessed rudder angle and the maximum horizontal rudder angle. Safety quantification can be achieved by evaluating the adjustable rudder angle and the maximum rudder angle to quantify the current safety index. This index can be used to determine whether the underwater vehicle's maneuverability is within a safe range.

[0048] In some embodiments, the formula The adjustable rudder angle is evaluated for the maximum angle of the horizontal rudder and the current evaluation rudder angle to obtain the adjustable rudder angle of the horizontal rudder, where: The horizontal rudder can be adjusted to the rudder angle. is the maximum angle of the horizontal rudder, is the current net buoyancy filter value, V is the current speed (which can be obtained through the Doppler speed meter), is a constant coefficient related to the horizontal rudder lift and can be measured through tank tests during the design stage of the underwater vehicle.

[0049] Furthermore, through the formula Safety is quantified based on the adjustable horizontal rudder angle and the maximum horizontal rudder angle to obtain the current safety index. For example, if the current assessed horizontal rudder angle is 15 degrees and the maximum horizontal rudder angle is 20 degrees, the current safety index can be calculated as 25 using the above formula.

[0050] In the above embodiment, the adjustable rudder angle is first evaluated using the maximum horizontal rudder angle and the currently evaluated rudder angle to obtain the adjustable horizontal rudder angle, and then safety quantification is performed based on the adjustable horizontal rudder angle and the maximum horizontal rudder angle to obtain the current safety index, providing an evaluation basis for determining the control mode.

[0051] In some embodiments, the control mode switching function includes a normal mode, a compensation mode, and an emergency mode; determining the current control mode of the underwater vehicle based on the current safety index and the control mode switching function, and using the control strategy corresponding to the current control mode to control the underwater vehicle for navigation, including: If the current safety index is greater than or equal to the first safety threshold, it is determined that the current control mode of the underwater vehicle is a normal mode; wherein, in the normal mode, only the horizontal rudder is adjusted to control the navigation of the underwater vehicle.

[0052] If the current safety index is greater than or equal to the second safety threshold and less than the first safety threshold, the current control mode of the underwater vehicle is determined to be the compensation mode; wherein, in the compensation mode, the navigation of the underwater vehicle is controlled by adjusting the horizontal rudder and activating the buoyancy adjustment system.

[0053] If the current safety index is less than the second safety threshold, the current control mode of the underwater vehicle is determined to be the emergency mode; wherein, in the emergency mode, the navigation of the underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system and adjusting the propeller speed.

[0054] The control mode switching function is used to switch the control mode of the underwater vehicle. Specifically, the control mode switching function includes three control modes: normal mode, compensation mode, and emergency mode. Each control mode is activated at a different safety index to ensure the navigation safety of the underwater vehicle. It is understood that the control mode switching function may also include other control modes based on actual needs.

[0055] The normal mode may be a control mode used by the underwater vehicle when the safety index is higher than the first safety threshold. In this mode, the underwater vehicle balances the net buoyancy only by adjusting the horizontal rudder.

[0056] The compensation mode may be a control mode used when the underwater vehicle's safety index is between the first and second safety thresholds. In the compensation mode, the underwater vehicle not only balances the net buoyancy by adjusting the horizontal rudder, but also activates the buoyancy adjustment system to further ensure rapid balance of the net buoyancy by injecting or discharging water.

[0057] Emergency mode can be a control mode entered by an underwater vehicle when its safety index falls below a second safety threshold. In this mode, the underwater vehicle must quickly balance its net buoyancy by adjusting its horizontal rudders, activating its buoyancy control system, and adjusting its propeller speed. Specifically, the speed-boosting propeller can increase the underwater vehicle's speed to respond to an emergency.

[0058] In some embodiments, the control mode switching function is as follows: when When the current control mode is used , that is, the underwater vehicle is controlled in normal mode, balancing the net buoyancy only by adjusting the horizontal rudder. Specifically, the horizontal rudder command angle can be calculated using the horizontal rudder control rate formula, thereby adjusting the longitudinal torque of the underwater vehicle to balance the net buoyancy.

[0059] when When the current control mode switches to , that is, compensation mode, through the horizontal rudder and buoyancy control system to work together to balance the net buoyancy. Specifically, the horizontal rudder command rudder angle can be obtained by solving the horizontal rudder control rate formula, and the drainage or injection rate of the buoyancy control system is controlled by the current net buoyancy change rate. The synergistic effect of buoyancy regulation and horizontal rudder can ensure that the underwater vehicle responds quickly to external disturbances in the compensation mode.

[0060] when When the current control mode switches to , that is, emergency mode, through the coordinated work of the horizontal rudder, buoyancy control and thruster systems to quickly balance the net buoyancy. Specifically, the horizontal rudder command angle can be obtained by solving the horizontal rudder control rate formula, and the drainage or injection rate of the buoyancy control system can be controlled to match the current net buoyancy change rate. The absolute values ​​are the same, and the thrusters are adjusted to increase the speed to the maximum. It should be noted that since the lift generated by the horizontal rudder is usually proportional to the square of the speed, increasing the speed to the maximum can quickly balance the net buoyancy in the emergency mode.

[0061] Understandably, in normal mode, only the horizontal rudders are adjusted to balance net buoyancy, minimizing energy consumption. In compensation mode, net buoyancy is balanced by both the horizontal rudders and the buoyancy control system, resulting in higher energy consumption than in normal mode. In emergency mode, net buoyancy is rapidly balanced by the horizontal rudders, buoyancy control, and thrusters, resulting in the highest energy consumption. Switching control modes based on the safety index effectively and quickly balances net buoyancy while also minimizing energy consumption.

[0062] In the above embodiment, the current control mode of the underwater vehicle is determined based on the current safety index and the control mode switching function, so that the underwater vehicle can be navigated using the control strategy corresponding to the current control mode. The control mode can be adaptively adjusted according to the current safety index and the corresponding control strategy can be triggered. When the current safety index is high, a simpler control strategy is adopted, and when the current safety index is low, a more complex control strategy is adopted. While effectively and quickly balancing the net buoyancy, energy consumption control is also taken into account, thereby improving the navigation safety of the underwater vehicle.

[0063] In some embodiments, see Figure 5 When the underwater vehicle enters the emergency mode, the method further includes: S610: If the current safety index increases to a first safety threshold, the buoyancy adjustment system is stopped.

[0064] S620: If the stability index reaches the stability threshold, adjust the propeller of the underwater vehicle to restore the speed to the cruising speed.

[0065] The stability index can be used to measure the control stability of an underwater vehicle in the vertical plane, and can be evaluated by analyzing the depth data of the underwater vehicle. Specifically, when the stability index reaches a stability threshold, it indicates that the underwater vehicle has reached an ideal stability state, allowing further adjustment of the propeller to reduce speed.

[0066] In some embodiments, the control mode switching function is as follows: Among them, the first safety threshold is 85 and the second safety threshold is 20.

[0067] Current Security Index When the underwater vehicle enters the emergency mode, the net buoyancy is balanced by the three systems of horizontal rudder, buoyancy control and propeller. Specifically, the horizontal rudder command angle can be obtained by solving the horizontal rudder control rate formula, and the drainage or injection rate of the buoyancy control system is related to the current net buoyancy change rate. The absolute values ​​remain the same, and the thrusters are adjusted to increase the speed to the maximum. After a period of time, the current safety index increases to the first safety threshold of 85, and the buoyancy control system is deactivated, but the speed continues to remain at the maximum, and the horizontal rudders continue to balance the net buoyancy by adjusting their rudder angles. To prevent the current safety index from falling below the first safety threshold after the speed decreases, a stability index can be introduced to assess the stability of the underwater vehicle in maintaining depth during navigation.

[0068] For example, the stability index calculation formula is as follows: in, is the stability index, is a constant coefficient, Indicates depth, Indicates the command depth, which can be obtained by sea trial using underwater vehicle. (typical value can be 0.5), it is determined that the underwater vehicle has entered a stable state, and its propeller can be adjusted to reduce the speed to the cruising speed (typical value is 3kn).

[0069] In the above embodiment, when the underwater vehicle enters emergency mode, if the current safety index increases to a first safety threshold, the buoyancy adjustment system is deactivated. Furthermore, if the stability index reaches the stability threshold, the propellers of the underwater vehicle are adjusted to restore the speed to cruising speed. This method effectively prevents the safety index from falling below the first safety threshold again due to a decrease in speed, thereby enhancing safety and stability during navigation.

[0070] In some embodiments, the underwater vehicle is controlled by using a control strategy corresponding to the current control mode, including: controlling the underwater vehicle by adjusting the horizontal rudder to a horizontal rudder command rudder angle.

[0071] Among them, the horizontal rudder command angle is calculated based on the current vertical rate estimate of the underwater vehicle, the current pitch angular velocity estimate, and the pitch angle, depth and command depth at the previous moment. The current vertical rate estimate and the current pitch angular velocity estimate are obtained by filtering with a Kalman filter.

[0072] In some embodiments, the Kalman filter is constructed as follows: Represents the system state matrix , initialized to .

[0073] in, represents the vertical velocity estimate, represents the estimated value of the pitch angular velocity, represents the estimated value of the pitch angle, Represents the depth estimate; 、 are the pitch angle and depth of the vehicle at the time of algorithm startup respectively; represents the system model matrix of the underwater vehicle, represents the system input matrix of the underwater vehicle, represents the vertical force coefficient of the underwater vehicle, represents the buoyancy change caused by the sudden change in density, Indicates the buoyancy difference caused by launching the operation cabin, in, represents a constant coefficient (which can be obtained through sea trials during the design phase of the underwater vehicle), represents the displacement of the underwater vehicle, Indicates the seawater density measured at the current moment.

[0074] in, represents the Kalman filter gain coefficient matrix, Indicates the measurement signal input.

[0075] in, represents the pitch angle, Represents depth, coefficient matrix .

[0076] Furthermore, for each step, the horizontal rudder angle, seawater density, depth, pitch angle, and compartment launch mark signal are obtained through the rudder angle sensor, temperature-salinity-depth sensor, pressure sensor, inertial navigation system, and release detection switch, and then the Kalman filter is used to solve the problem. It should be noted that only when the cabin launch signal indicates that the operating cabin has been launched, the current moment needs to be calculated. Finally, the current vertical velocity estimate x1(k) and the current pitch angular velocity estimate x2(k) are obtained through Euler integral calculation. The formula is as follows: Furthermore, the horizontal rudder control rate formula is used to calculate the horizontal rudder command angle based on the current vertical velocity estimate of the underwater vehicle, the current pitch angular velocity estimate, and the pitch angle, depth, and command depth at the previous moment. The formula is as follows: in, Represents the horizontal rudder command rudder angle, represents the vertical velocity estimate, represents the estimated value of the pitch angular velocity, represents the pitch angle, Indicates depth, Indicates the instruction depth, represents the controller parameters, which can be obtained through sea trials during the underwater vehicle design phase.

[0077] In the above embodiment, the current vertical velocity estimate and the current pitch angular velocity estimate of the underwater vehicle are first obtained based on the Kalman filter. By introducing the factors that cause the net buoyancy change (such as the buoyancy difference caused by the seawater density and the deployment operation cabin) as feedforward signals into the Kalman filter, the accuracy of the output estimate is improved; then, based on the current vertical velocity estimate, the current pitch angular velocity estimate, and the pitch angle, depth and command depth of the underwater vehicle at the previous moment, the horizontal rudder command rudder angle is obtained, so that the underwater vehicle can quickly adjust and balance the net buoyancy through the horizontal rudder, thereby improving navigation safety.

[0078] See also Figure 6 The embodiment of the present application further provides a multi-system coordinated automatic control device 800 for a very large underwater vehicle based on dynamic disturbance compensation. The multi-system coordinated automatic control device 800 for a very large underwater vehicle based on dynamic disturbance compensation includes: The current net buoyancy determination module 810 is used to determine the current net buoyancy data of the underwater vehicle based on the identification data of the underwater vehicle; wherein the net buoyancy data is used to represent the difference between the buoyancy of the underwater vehicle and its own weight; The safety index acquisition module 820 is configured to obtain a current safety index of the underwater vehicle based on the maximum rudder angle, current speed, and current net buoyancy data of the underwater vehicle. The maximum rudder angle is used to represent the maximum operable rudder angle of the underwater vehicle's rudder. The control mode determination module 830 is used to determine the current control mode of the underwater vehicle based on the current safety index and the control mode switching function, so as to use the control strategy corresponding to the current control mode to control the navigation of the underwater vehicle; wherein the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

[0079] In some embodiments, the current net buoyancy determination module 810 includes a net buoyancy change rate acquisition unit and a net buoyancy data acquisition unit: a net buoyancy change rate acquisition unit, configured to acquire a current net buoyancy change rate using a motion state predictor of the underwater vehicle; The net buoyancy data acquisition unit is used to obtain the current net buoyancy data based on the net buoyancy data at the previous moment and the current net buoyancy change rate.

[0080] In some embodiments, the safety index acquisition module 820 includes a net buoyancy filter value acquisition unit, a rudder angle evaluation unit, and a safety evaluation unit: A net buoyancy filter value acquisition unit is used to perform low-pass filtering on the current net buoyancy data to obtain the current net buoyancy filter value; a rudder angle evaluation unit, configured to evaluate the rudder angle of the underwater vehicle when only the horizontal rudder is used to balance the net buoyancy based on the current net buoyancy filter value, the current ship speed, and the lift-related constant of the horizontal rudder, and obtain a current evaluated rudder angle of the horizontal rudder; The safety assessment unit is used to perform a safety assessment based on the maximum horizontal rudder angle and the current assessment rudder angle to obtain a current safety index.

[0081] In some embodiments, the safety assessment unit includes an adjustable rudder angle acquisition subunit and a safety quantification subunit: The adjustable rudder angle acquisition subunit is used to evaluate the adjustable rudder angle using the maximum angle of the horizontal rudder and the current evaluation rudder angle to obtain the adjustable rudder angle of the horizontal rudder; The safety quantification subunit is used to perform safety quantification based on the adjustable rudder angle and the maximum angle of the horizontal rudder to obtain a current safety index.

[0082] In some embodiments, the control mode switching function includes a normal mode, a compensation mode, and an emergency mode; the control mode determination module 830 includes a normal mode determination unit, a compensation mode determination unit, and an emergency mode determination unit: a normal mode determining unit, configured to determine that the current control mode of the underwater vehicle is a normal mode if the current safety index is greater than or equal to a first safety threshold; wherein, in the normal mode, only the horizontal rudder is adjusted to perform navigation control on the underwater vehicle; a compensation mode determination unit, configured to determine, if the current safety index is greater than or equal to the second safety threshold and less than the first safety threshold, that the current control mode of the underwater vehicle is the compensation mode; wherein, in the compensation mode, the underwater vehicle is controlled by adjusting the horizontal rudder and activating the buoyancy adjustment system; The emergency mode determination unit is used to determine that the current control mode of the underwater vehicle is an emergency mode if the current safety index is less than a second safety threshold; wherein, in the emergency mode, the navigation of the underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system and adjusting the propeller speed.

[0083] In some embodiments, when the underwater vehicle enters the emergency mode, the multi-system coordinated automatic control device 800 for a very large underwater vehicle based on dynamic disturbance compensation further includes a buoyancy adjustment module and a propeller adjustment module: a buoyancy adjustment module, configured to stop the buoyancy adjustment system if the current safety index increases to a first safety threshold; The propeller adjustment module is used to adjust the propeller of the underwater vehicle to restore the speed to the cruising speed if the stability index reaches the stability threshold.

[0084] In some implementations, the control mode determination module 830 includes: The horizontal rudder adjustment unit is used to control the navigation of the underwater vehicle by adjusting the horizontal rudder to the horizontal rudder command rudder angle; wherein the horizontal rudder command rudder angle is calculated based on the current vertical rate estimate value, the current pitch angular velocity estimate value, and the pitch angle, depth and command depth of the underwater vehicle at the previous moment, and the current vertical rate estimate value and the current pitch angular velocity estimate value are obtained by filtering through a Kalman filter.

[0085] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0086] The control device of the underwater vehicle in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0087] See also Figure 7 , Figure 7 This is a schematic diagram of the structure of a computer device provided in an embodiment of the present application. Figure 7As shown, the computer device includes: one or more processors 10, memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Various components utilize different buses to communicate with each other and can be installed on a common mainboard or installed in other ways as needed. The processor can process the instructions executed in the computer device, including instructions stored in the memory or on the memory to display the graphical information of the GUI on an external input / output device (such as, a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Equally, multiple computer devices can be connected, and each device provides part of the necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 7 A processor 10 is taken as an example.

[0088] The processor 10 may be a central processing unit, a network processor, or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic, or any combination thereof.

[0089] The memory 20 stores instructions that can be executed by at least one processor 10, so that the at least one processor 10 executes the method shown in the above embodiment.

[0090] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and application programs required for at least one function; the data storage area may store data created based on the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0091] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0092] The computer device further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30 and the output device 40 may be connected via a bus or other means. Figure 7 The bus connection is taken as an example.

[0093] The input device 30 can receive input digital or character information and generate key signal input related to user settings and function control of the computer device. Examples include a touch screen, keypad, mouse, trackpad, touchpad, pointing stick, one or more mouse buttons, trackball, joystick, etc. The output device 40 may include a display device, auxiliary lighting devices (e.g., LEDs), and tactile feedback devices (e.g., vibration motors). Such display devices include, but are not limited to, liquid crystal displays, light emitting diodes, monitors, and plasma displays. In some optional embodiments, the display device may be a touch screen.

[0094] The embodiments of the present application also provide a computer-readable storage medium. The above-mentioned method according to the embodiment of the present application can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state drive, etc.; further, the storage medium can also include a combination of the above-mentioned types of memory. It can be understood that a computer, a processor, a microprocessor controller or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0095] An embodiment of the present application provides a computer program product, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform a method according to any embodiment of the present application.

[0096] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

[0097] The systems, devices, modules, or units described in the above embodiments may be implemented by computer chips or entities, or by products having certain functions. A typical implementation device is a computer. Specifically, the computer may be, for example, a personal computer, a laptop computer, a cellular phone, a camera phone, a smartphone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

[0098] For the convenience of description, the above devices are described as being divided into various units according to their functions. Of course, when implementing this application, the functions of each unit can be implemented in the same or multiple software and / or hardware.

[0099] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0100] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0101] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0102] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0103] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0104] The various embodiments in this specification are described in a progressive manner. Similar parts between the various embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences between the other embodiments. In particular, the system embodiments are generally similar to the method embodiments, so the description is relatively simple. For relevant parts, refer to the description of the method embodiments.

[0105] The foregoing is merely an embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

[0106] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

Claims

1. A multi-system coordinated automatic control method for a very large underwater vehicle based on dynamic disturbance compensation, characterized in that: The method comprises: Determining current net buoyancy data of the underwater vehicle according to the identification data of the underwater vehicle; wherein the net buoyancy data is used to represent the difference between the buoyancy of the underwater vehicle and its own weight; Obtaining a current safety index of the underwater vehicle based on the maximum rudder angle, the current speed, and the current net buoyancy data of the underwater vehicle; wherein the maximum rudder angle is used to represent the maximum operable rudder angle of the rudder of the underwater vehicle; According to the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, so that the navigation of the underwater vehicle is controlled by using the control strategy corresponding to the current control mode; wherein the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

2. The method according to claim 1, characterized in that The determining of the current net buoyancy data of the underwater vehicle comprises: Obtaining a current net buoyancy change rate using a motion state predictor of the underwater vehicle; The current net buoyancy data is obtained based on the net buoyancy data at the previous moment and the current net buoyancy change rate.

3. The method according to claim 1, characterized in that The obtaining of the current safety index of the underwater vehicle based on the maximum horizontal rudder angle, the current speed, and the current net buoyancy data of the underwater vehicle comprises: performing low-pass filtering on the current net buoyancy data to obtain a current net buoyancy filtered value; performing a rudder angle evaluation on the underwater vehicle when only the horizontal rudder is used to balance the net buoyancy based on the current net buoyancy filtered value, the current ship speed, and a lift-related constant of the horizontal rudder, to obtain a current evaluated rudder angle of the horizontal rudder; A safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index.

4. The method according to claim 3, characterized in that The performing of safety assessment based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index includes: evaluating the adjustable rudder angle using the maximum rudder angle and the current evaluated rudder angle to obtain the adjustable rudder angle of the rudder; Safety quantification is performed based on the adjustable rudder angle of the horizontal rudder and the maximum angle of the horizontal rudder to obtain the current safety index.

5. The method according to claim 1, wherein The control mode switching function includes a normal mode, a compensation mode, and an emergency mode; determining the current control mode of the underwater vehicle according to the current safety index and the control mode switching function, so as to control the underwater vehicle by using a control strategy corresponding to the current control mode, includes: If the current safety index is greater than or equal to a first safety threshold, determining that the current control mode of the underwater vehicle is the normal mode; wherein, in the normal mode, only the horizontal rudder is adjusted to perform navigation control on the underwater vehicle; If the current safety index is greater than or equal to a second safety threshold and less than the first safety threshold, determining that the current control mode of the underwater vehicle is the compensation mode; wherein, in the compensation mode, the underwater vehicle is controlled by adjusting the horizontal rudder and activating the buoyancy adjustment system; If the current safety index is less than the second safety threshold, the current control mode of the underwater vehicle is determined to be the emergency mode; wherein, in the emergency mode, the navigation of the underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system and adjusting the propeller to increase the speed.

6. The method according to claim 5, characterized in that When the underwater vehicle enters the emergency mode, the method further includes: If the current safety index increases to the first safety threshold, stopping the buoyancy adjustment system; If the stability index reaches a stability threshold, the propeller of the underwater vehicle is adjusted to restore the speed to a cruising speed.

7. The method according to any one of claims 1 to 6, characterized in that The controlling the underwater vehicle by using the control strategy corresponding to the current control mode includes: The navigation of the underwater vehicle is controlled by adjusting the horizontal rudder to the horizontal rudder command rudder angle; wherein the horizontal rudder command rudder angle is calculated based on the current vertical rate estimate value, the current pitch angular velocity estimate value, and the pitch angle, depth and command depth at the previous moment of the underwater vehicle, and the current vertical rate estimate value and the current pitch angular velocity estimate value are obtained by filtering with a Kalman filter.

8. A multi-system coordinated automatic control device for a very large underwater vehicle based on dynamic disturbance compensation, characterized in that: The device comprises: a current net buoyancy determination module, configured to determine current net buoyancy data of the underwater vehicle based on the identification data of the underwater vehicle; wherein the net buoyancy data is used to represent the difference between the buoyancy of the underwater vehicle and its own weight; a safety index acquisition module, configured to obtain a current safety index of the underwater vehicle based on the maximum rudder angle, current speed, and current net buoyancy data of the underwater vehicle; wherein the maximum rudder angle is used to represent the maximum operable rudder angle of the rudder of the underwater vehicle; A control mode determination module is used to determine the current control mode of the underwater vehicle based on the current safety index and the control mode switching function, so as to control the navigation of the underwater vehicle using the control strategy corresponding to the current control mode; wherein the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

9. A computer device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the method according to any one of claims 1 to 7 by executing the computer instructions.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the method according to any one of claims 1 to 7.

Images