Methods, devices, equipment, and media for multi-system coordinated automatic control of underwater vehicles

Abstract

This application relates to the field of intelligent control technology, and discloses a method, device, equipment, and medium for multi-system cooperative automatic control of ultra-large underwater vehicles based on dynamic disturbance compensation. First, the current net buoyancy data of the underwater vehicle is determined based on its identification data. Then, based on the maximum horizontal rudder angle, current speed, and current net buoyancy data, the current safety index of the underwater vehicle is obtained. Finally, based on the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, so as to utilize the control strategy corresponding to the current control mode to control the navigation of the underwater vehicle. The control mode switching function is used to characterize the correspondence between the safety index and the control mode. Its beneficial effect is that it can effectively and quickly balance net buoyancy, improving the navigation safety of the underwater vehicle.

Description

Technical Field

[0001] This application relates to the field of intelligent control technology, and in particular to a method, device, equipment and medium for multi-system cooperative automatic control of ultra-large underwater vehicles based on dynamic disturbance compensation. Background Technology

[0002] Large underwater vehicles are highly autonomous, long-endurance, and multi-mission adaptable platforms that may encounter rapid changes in buoyancy during cruising. Current technologies assess the vehicle's safety status through depth and pitch deviations, triggering emergency surfacing strategies when either deviation exceeds a threshold. However, their environmental adaptability needs improvement. Therefore, a novel control method is urgently needed to enhance navigation safety. Summary of the Invention

[0003] This application provides a method, device, equipment, and medium for multi-system cooperative automatic control of ultra-large underwater vehicles based on dynamic disturbance compensation. It solves the technical problem of the need to improve environmental adaptability in related technologies and achieves the technical effect of adaptively and quickly balancing net buoyancy.

[0004] To achieve the above objectives, the main technical solutions adopted in this application include:

[0005] In a first aspect, embodiments of this application provide a multi-system cooperative automatic control method for ultra-large underwater vehicles based on dynamic disturbance compensation, the method comprising:

[0006] Based on the identification data of the underwater vehicle, the current net buoyancy data of the underwater vehicle is determined; wherein, the net buoyancy data is used to characterize the difference between the buoyancy of the underwater vehicle and its own weight;

[0007] 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; wherein, the maximum horizontal rudder angle is used to characterize the maximum operable rudder angle of the horizontal rudder of the underwater vehicle.

[0008] Based on the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, so as to use the control strategy corresponding to the current control mode to control the underwater vehicle; wherein, the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

[0009] Optionally, determining the current net buoyancy data of the underwater vehicle includes:

[0010] The current net buoyancy change rate is obtained using the motion state predictor of the underwater vehicle.

[0011] The current net buoyancy data is obtained based on the net buoyancy data of the previous moment and the current net buoyancy change rate.

[0012] Optionally, the process of obtaining the current safety index of the underwater vehicle based on its maximum horizontal rudder angle, current speed, and current net buoyancy data includes:

[0013] The current net buoyancy data is subjected to low-pass filtering to obtain the current net buoyancy filtered value;

[0014] 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.

[0015] A safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index.

[0016] Optionally, the step of performing a safety assessment based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index includes:

[0017] The adjustable rudder angle is obtained by evaluating the maximum horizontal rudder angle and the current evaluated rudder angle.

[0018] The current safety index is obtained by quantifying safety based on the adjustable rudder angle and the maximum rudder angle.

[0019] Optionally, the control mode switching function includes normal mode, compensation mode, and emergency mode; determining the current control mode of the underwater vehicle based on the current safety index and the control mode switching function, and then using the control strategy corresponding to the current control mode to control the underwater vehicle's navigation, includes:

[0020] If the current safety index is greater than or equal to the first safety threshold, the current control mode of the underwater vehicle is determined to be the normal mode; wherein, in the normal mode, only the horizontal rudder is adjusted to control the navigation of the underwater vehicle;

[0021] 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 underwater vehicle is controlled by adjusting the horizontal rudder and activating the buoyancy adjustment system;

[0022] 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 underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system and adjusting the thruster to increase speed.

[0023] Optionally, when the underwater vehicle enters emergency mode, the method further includes:

[0024] If the current safety index increases to the first safety threshold, the buoyancy adjustment system will be stopped.

[0025] If the stability index reaches the stability threshold, the thruster of the underwater vehicle is adjusted to restore the speed to the cruising speed.

[0026] Optionally, the step of using the control strategy corresponding to the current control mode to control the navigation of the underwater vehicle includes:

[0027] The underwater vehicle is controlled by adjusting the horizontal rudder to the commanded horizontal rudder angle; wherein the commanded horizontal rudder angle is calculated based on the current vertical rate estimate, the current pitch rate estimate, and the pitch angle, depth, and commanded depth of the underwater vehicle at the previous moment; the current vertical rate estimate and the current pitch rate estimate are obtained by filtering with a Kalman filter.

[0028] Secondly, embodiments of this application provide a multi-system cooperative automatic control device for ultra-large underwater vehicles based on dynamic disturbance compensation, the device comprising:

[0029] The current net buoyancy determination module 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 characterize the difference between the buoyancy of the underwater vehicle and its own weight;

[0030] The safety index acquisition module is used to obtain the current safety index of the underwater vehicle based on the maximum angle of the horizontal rudder, the current speed, and the current net buoyancy data; wherein, the maximum angle of the horizontal rudder is used to characterize the maximum operable rudder angle of the horizontal rudder of the underwater vehicle.

[0031] The 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 use the control strategy corresponding to the current control mode to control the underwater vehicle; wherein, the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

[0032] Thirdly, embodiments of this application provide a computer device, including:

[0033] The memory and the processor are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the methods described in any of the above embodiments.

[0034] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer instructions, which are used to cause a computer to perform the methods described in any of the above embodiments.

[0035] In this embodiment, firstly, the accurate current net buoyancy data of the underwater vehicle is determined based on its identification data, providing a reliable data foundation for calculating the current safety index. Then, based on the underwater vehicle's maximum horizontal rudder angle, current speed, and current net buoyancy data, the current safety index 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 then the control strategy corresponding to the current control mode is used to control the underwater vehicle's navigation. This method adaptively adjusts the control mode according to the current safety index and triggers corresponding control strategies. When the current safety index is high, a simpler control strategy is used; when the current safety index is low, a more complex control strategy is used, thereby effectively and quickly balancing net buoyancy and improving the navigation safety of the underwater vehicle. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0037] Figure 1 A flowchart of the control method for an underwater vehicle provided in the embodiments of this specification;

[0038] Figure 2 A flowchart of the control method for an underwater vehicle provided in the embodiments of this specification;

[0039] Figure 3 A flowchart of the control method for an underwater vehicle provided in the embodiments of this specification;

[0040] Figure 4 A flowchart of the control method for an underwater vehicle provided in the embodiments of this specification;

[0041] Figure 5 A flowchart of the control method for an underwater vehicle provided in the embodiments of this specification;

[0042] Figure 6 A schematic diagram of the control device for an underwater vehicle provided in the embodiments of this specification;

[0043] Figure 7 This is a schematic diagram of the structure of a computer device provided in an embodiment of this specification. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0045] The ultra-large underwater vehicle is an underwater platform with high autonomy, long endurance and multi-mission adaptability. Its core functions include performing ultra-long-range detection, reconnaissance and heavy work module deployment missions over thousands of nautical miles. The cruising and operation speeds are usually low. During navigation, it may encounter internal waves, thermoclines, and drastic changes in buoyancy (typically exceeding ±10%) during the deployment of modules.

[0046] In related technologies, the integral element of traditional PID control is used to compensate for disturbances. However, because the integral element slowly saturates as control errors accumulate, control lag occurs, making it unable to quickly balance large buoyancy differences. Furthermore, the horizontal rudder has limited capacity at low speeds, easily leading to excessive vertical speed or loss of control after the attitude exceeds safety limits, severely impacting navigation safety. Other related technologies assess the safety status of underwater vehicles through depth and pitch deviations. When these deviations exceed thresholds, an emergency buoyancy strategy is triggered, which can easily cause operational failures, and environmental adaptability needs improvement.

[0047] Based on this, this 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 then 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 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 net buoyancy, it also takes into account energy consumption control, thereby significantly improving the navigation safety of the underwater vehicle.

[0048] According to an embodiment of this application, an embodiment of a multi-system cooperative automatic control method for ultra-large underwater vehicles based on dynamic disturbance compensation is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0049] This application provides a multi-system cooperative automatic control method for ultra-large underwater vehicles based on dynamic disturbance compensation. Please refer to [link to relevant documentation]. Figure 1 The method includes:

[0050] S110. Determine the current net buoyancy data of the underwater vehicle based on its identification data.

[0051] Net buoyancy data is used to characterize the difference between the buoyancy and weight of an underwater vehicle. Identification data can include the underwater vehicle's model, specifications, configuration, version, etc. Specifically, underwater vehicles with different identification data correspond to different motion state predictors, motion equations, dynamic parameters, control algorithms, etc. Through identification data, the same navigation control system can be used to flexibly control multiple underwater vehicles.

[0052] In some implementations, different identification data for underwater vehicles 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.

[0053] S120. 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.

[0054] Among them, the maximum angle of the horizontal rudder is used to characterize the maximum operable angle of the horizontal rudder of an underwater vehicle.

[0055] In some implementations, firstly, the current speed of the underwater vehicle is acquired using a Doppler velocimeter, and the current net buoyancy data is acquired through a vehicle motion state predictor. Then, the current assessed rudder angle required by the horizontal rudder to balance the current net buoyancy data using only the horizontal rudder is calculated. Finally, a safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain a current safety index. For example, if the ratio of the current assessed rudder angle to the maximum horizontal rudder angle is less than 20%, the current safety index is determined to be high; if the ratio is between 20% and 70%, the current safety index is determined to be medium; and if the ratio is greater than 70%, the current safety index is determined to be low.

[0056] S130. Based on the current safety index and the control mode switching function, determine the current control mode of the underwater vehicle, so as to use the control strategy corresponding to the current control mode to control the underwater vehicle.

[0057] Among them, the control mode switching function is used to characterize the correspondence between the safety index and the control mode.

[0058] In some implementations, the control mode switching function is a piecewise function. For example, the control mode switching function of an underwater vehicle is as follows:

[0059]

[0060] in, This represents the current safety index. It can be understood that the current control mode is determined in the control mode switching function based on the current safety index.

[0061] Furthermore, different control modes in the control mode switching function correspond to different control strategies. The lower the safety index, the higher the complexity of the corresponding control strategy, and the higher the efficiency in balancing net buoyancy. Simultaneously, this control strategy can also consider energy consumption; when the safety index is high, due to the lower complexity of the control strategy, energy consumption is correspondingly lower. For example, the control strategy corresponding to the first control mode is to use only the horizontal rudder for navigation control, maintaining the speed at cruising speed; the control strategy corresponding to the second control mode is to use horizontal rudder control while the buoyancy adjustment system performs water injection / discharge operations to balance net buoyancy, maintaining the speed at cruising speed; the control strategy corresponding to the third control mode is to use horizontal rudder control, the buoyancy adjustment system performs water injection / discharge operations, and increases the speed.

[0062] In the above embodiments, firstly, based on the underwater vehicle's identification data, the accurate current net buoyancy data is determined, providing a reliable data foundation for calculating the current safety index. Then, based on the underwater vehicle's maximum horizontal rudder angle, current speed, and current net buoyancy data, the current safety index 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 then the control strategy corresponding to the current control mode is used to control the underwater vehicle's navigation. This method adaptively adjusts the control mode according to the current safety index and triggers corresponding control strategies. When the current safety index is high, a simpler control strategy is used; when the current safety index is low, a more complex control strategy is used. This effectively and quickly balances net buoyancy while also considering energy consumption control, thereby significantly improving the navigation safety of the underwater vehicle.

[0063] In some embodiments, please refer to Figure 2 Determine the current net buoyancy data of the underwater vehicle, including:

[0064] S210. Obtain the current net buoyancy change rate using the motion state predictor of the underwater vehicle.

[0065] S220. Based on the net buoyancy data of the previous moment and the current rate of change of net buoyancy, obtain the current net buoyancy data.

[0066] The current net buoyancy change rate can be the 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.

[0067] In some implementations, the motion state predictor formula for underwater vehicles is as follows:

[0068]

[0069]

[0070]

[0071]

[0072]

[0073]

[0074] in, This represents the estimated vertical velocity (initialized to zero). This represents the depth estimate (initialized to the depth at the moment the algorithm starts moving). This represents the estimated net buoyancy (initialized to zero). Indicates the horizontal rudder angle. Indicates depth, This represents the vertical velocity obtained after differential analysis of the depth signal. This represents the current rate of change of vertical velocity. Indicates the current rate of change of depth. This indicates the current rate of change in net buoyancy; , , , Both represent the hydrodynamic coefficients of an underwater vehicle, which can be obtained through pool tests during the design phase of the underwater vehicle. , , represents the forecaster gain coefficient, which can be calculated using the Kalman filter gain calculation method; h represents the step size, typically 0.1s. Specifically, at each moment, based on the previous moment's vertical velocity estimate, depth estimate, and net buoyancy estimate, as well as the horizontal rudder angle and depth obtained by the rudder angle sensor and pressure sensor respectively, the current vertical velocity change rate, current depth change rate, and current net buoyancy change rate are calculated using the first three formulas; then, based on the previous moment's vertical velocity estimate, depth estimate, and net buoyancy estimate, 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; among them, the current net buoyancy estimate can be used as the current net buoyancy data.

[0075] In the above embodiments, the current net buoyancy change rate is first obtained by the motion state predictor of the underwater vehicle, and then the current net buoyancy data is obtained based on the net buoyancy data of the previous moment and the current net buoyancy change rate, providing a reliable data basis for calculating the current safety index.

[0076] In some embodiments, please refer to Figure 3 Based on the underwater vehicle's maximum horizontal rudder angle, current speed, and current net buoyancy data, the current safety index of the underwater vehicle is obtained, including:

[0077] S310. Perform low-pass filtering on the current net buoyancy data to obtain the current net buoyancy filtered value.

[0078] S320. Based on the current net buoyancy filter value, current speed, and lift-related constant of the horizontal rudder, the rudder angle is evaluated for the underwater vehicle under the condition of balancing net buoyancy using only the horizontal rudder, and the current evaluated rudder angle of the horizontal rudder is obtained.

[0079] S330, based on the maximum horizontal rudder angle and the current assessed rudder angle, performs a safety assessment to obtain the current safety index.

[0080] In some implementations, the current net buoyancy data is low-pass filtered to obtain the current net buoyancy filtered value. For example, the filtering formula is:

[0081]

[0082] Where Q represents the current net buoyancy data, This indicates the current net buoyancy filter value. Let represent the Laplace operator, and T represent the filtering time constant; for example, T can be 2. Through low-pass filtering, high-frequency fluctuations in the current net buoyancy data are removed, resulting in a smoother and more stable filtered net buoyancy value. This value, used as input to subsequent control algorithms, can improve the stability of navigation control.

[0083] Furthermore, based on the current net buoyancy filter value, current speed, and the lift-related constant of the horizontal rudder, the rudder angle of the underwater vehicle under the condition of balancing net buoyancy using only the horizontal rudder is evaluated, and the current evaluated rudder angle of the horizontal rudder can be obtained through the formula:

[0084]

[0085] in, V indicates the current assessed rudder angle, and V indicates the current speed (which can be obtained through a Doppler speedometer). This represents a constant coefficient related to the lift of the horizontal rudder, which can be obtained through pool testing during the design phase of an underwater vehicle.

[0086] Furthermore, a safety assessment can be conducted 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 ratio is less than 20%, the current safety index is determined to be high; if the ratio is between 20% and 70%, the current safety index is determined to be medium; and if the ratio is greater than 70%, the current safety index is determined to be low.

[0087] In the above embodiments, the current net buoyancy data is first subjected to low-pass filtering to obtain a smoother and more stable current net buoyancy filtered value. Then, based on the current net buoyancy filtered value, the current speed, and the lift-related constant of the horizontal rudder, the rudder angle of the underwater vehicle under the condition of balancing net buoyancy using only the horizontal rudder is evaluated to obtain the current evaluated rudder angle of the horizontal rudder. 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, providing an evaluation basis for determining the control mode.

[0088] In some embodiments, please refer to Figure 4 A safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index, including:

[0089] S410. Using the maximum angle of the horizontal rudder and the current evaluated rudder angle, the adjustable rudder angle is evaluated to obtain the adjustable rudder angle of the horizontal rudder.

[0090] S420. Safety quantification is performed based on the adjustable rudder angle and the maximum rudder angle to obtain the current safety index.

[0091] The adjustable rudder angle assessment can be the adjustable angle or degree (e.g., percentage) of the rudder surface, derived from the maximum horizontal rudder angle and the current assessed rudder angle. The adjustable horizontal rudder angle can be the difference between the current assessed rudder angle and the maximum horizontal rudder angle. Safety quantification can be achieved by quantifying the current safety index through the assessment of the adjustable rudder angle and the maximum rudder angle. This index can be used to determine whether the maneuverability of the underwater vehicle is within a safe range.

[0092] In some implementations, through formula

[0093]

[0094] The adjustable rudder angle is evaluated by combining the maximum horizontal rudder angle and the current evaluated rudder angle, resulting in the adjustable horizontal rudder angle. The horizontal rudder has an adjustable rudder angle. The maximum angle of the horizontal rudder. V represents the current net buoyancy filter value, and V represents the current speed (which can be obtained through a Doppler speedometer). It is a constant coefficient related to the horizontal rudder lift, which can be obtained through pool testing during the design phase of the underwater vehicle.

[0095] Furthermore, through the formula

[0096]

[0097] The current safety index is obtained by quantifying the safety based on the adjustable rudder angle and the maximum rudder angle. For example, if the current assessed rudder angle is 15 degrees and the maximum rudder angle is 20 degrees, the current safety index can be calculated as 25 using the above formula.

[0098] In the above embodiments, the adjustable rudder angle is first evaluated using the maximum horizontal rudder angle and the current evaluated rudder angle to obtain the adjustable horizontal rudder angle. 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.

[0099] In some embodiments, the control mode switching function includes a normal mode, a compensation mode, and an emergency mode; based on the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, so as to use the control strategy corresponding to the current control mode to control the underwater vehicle's navigation, including:

[0100] If the current safety index is greater than or equal to the first safety threshold, the current control mode of the underwater vehicle is determined to be the normal mode; in the normal mode, only the horizontal rudder is adjusted to control the navigation of the underwater vehicle.

[0101] 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 underwater vehicle is controlled by adjusting the horizontal rudder and activating the buoyancy adjustment system.

[0102] 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. In the emergency mode, the underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system, and adjusting the thrusters to increase speed.

[0103] The control mode switching function is used to switch the control modes 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 under a different safety index to ensure the navigation safety of the underwater vehicle. It is understood that, depending on actual needs, the control mode switching function may also include other numbers of control modes.

[0104] The normal mode can be the control mode used by an underwater vehicle when the safety index is higher than the first safety threshold. In this mode, the underwater vehicle balances net buoyancy only by adjusting the horizontal rudder.

[0105] The compensation mode can be a control mode used when the safety index of an underwater vehicle is between the first and second safety thresholds. In the compensation mode, the underwater vehicle not only balances net buoyancy by adjusting the horizontal rudder, but also activates the buoyancy adjustment system to further ensure rapid buoyancy balance by injecting or deflating water.

[0106] Emergency mode can be a control mode that an underwater vehicle enters when the safety index falls below the second safety threshold. In this mode, the underwater vehicle needs to adjust the horizontal rudder, activate the buoyancy control system, and adjust the thruster acceleration to quickly balance the net buoyancy. Specifically, the acceleration thruster can increase the underwater vehicle's speed to cope with the emergency.

[0107] In some implementations, the control mode switching function is as follows:

[0108]

[0109] when At that time, the current control mode uses This refers to normal mode control of the underwater vehicle, where net buoyancy is balanced solely by adjusting the horizontal rudder. Specifically, the commanded rudder angle can be calculated using the horizontal rudder control rate formula, thereby adjusting the longitudinal moment of the underwater vehicle to balance net buoyancy.

[0110] when When the current control mode switches to This refers to the compensation mode, which balances net buoyancy through the coordinated operation of the horizontal rudder and buoyancy regulation systems. Specifically, the commanded rudder angle can be calculated using the control rate formula for the horizontal rudder, controlling the rate of water displacement or injection in the buoyancy regulation system relative to the current rate of change of net buoyancy. The absolute values ​​are the same. The synergistic effect of buoyancy regulation and horizontal rudder can ensure that underwater vehicles respond quickly to external disturbances in compensated modes.

[0111] when When the current control mode switches to This refers to the emergency mode, which involves the coordinated operation of three systems: the horizontal rudder, buoyancy control, and propulsion to quickly balance net buoyancy. Specifically, the commanded rudder angle can be calculated using the control rate formula for the horizontal rudder, controlling the rate of water displacement or injection by the buoyancy control system in relation to the current rate of change of net buoyancy. With the absolute values ​​being the same, adjusting the thrusters will increase the speed to its 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 most quickly balance the net buoyancy in emergency mode.

[0112] Understandably, in normal mode, adjusting only the horizontal rudder to balance net buoyancy results in minimal energy consumption; in compensation mode, balancing net buoyancy through both the horizontal rudder and buoyancy adjustment systems leads to higher energy consumption than in normal mode; and in emergency mode, rapidly balancing net buoyancy through the horizontal rudder, buoyancy adjustment, and propeller systems results in the highest energy consumption. By switching control modes based on the safety index, energy consumption is minimized while effectively and rapidly balancing net buoyancy.

[0113] In the above embodiments, the current control mode of the underwater vehicle is determined based on the current safety index and the control mode switching function. The control strategy corresponding to the current control mode is then used to control the underwater vehicle. 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. This effectively and quickly balances net buoyancy while also taking energy consumption control into account, thereby improving the navigation safety of the underwater vehicle.

[0114] In some embodiments, please refer to Figure 5 When the underwater vehicle enters emergency mode, the method also includes:

[0115] S610. If the current safety index rises to the first safety threshold, the buoyancy adjustment system will be stopped.

[0116] S620. If the stability index reaches the stability threshold, adjust the underwater vehicle's thrusters to restore the speed to cruising speed.

[0117] The stability index is an indicator that measures the vertical stability of an underwater vehicle, and it can be evaluated by analyzing the depth data of the underwater vehicle. Specifically, when the stability index reaches the stability threshold, it indicates that the stability of the underwater vehicle has reached an ideal state, allowing for further adjustments to the thrusters to reduce speed.

[0118] In some implementations, the control mode switching function is as follows:

[0119]

[0120] The first safety threshold is 85, and the second safety threshold is 20.

[0121] Current security index When an underwater vehicle enters emergency mode, it uses the horizontal rudder, buoyancy control, and propulsion systems to coordinate and balance net buoyancy. Specifically, the commanded rudder angle can be calculated using the horizontal rudder control rate formula, and the rate of change of net buoyancy is determined by the displacement or injection rate of the buoyancy control system. With the absolute values ​​remaining the same, the thrusters are adjusted to increase the speed to its maximum. After a period of time, the current safety index rises to the first safety threshold of 85, at which point the buoyancy adjustment system is deactivated, but the speed continues to be maintained at its maximum, and the horizontal rudder continues to balance net buoyancy by adjusting its rudder angle. To prevent the current safety index from potentially falling below the first safety threshold after a decrease in speed, a stability index can be introduced to assess the stability of the underwater vehicle in maintaining its depth during navigation.

[0122] For example, the formula for calculating the stability index is as follows:

[0123]

[0124] in, As a stability index, The constant coefficient, Indicates depth, The command depth is indicated and can be obtained through sea trials using an underwater vehicle. When the stability index is less than the stability threshold... When the value is typically 0.5, the underwater vehicle is considered to have entered a stable state, and its thrusters can be adjusted to reduce the speed to the cruising speed (typical value is 3 knots).

[0125] In the above embodiments, when the underwater vehicle enters emergency mode, if the current safety index increases to the first safety threshold, the buoyancy adjustment system will stop operating; furthermore, if the stability index reaches the stability threshold, the underwater vehicle's thrusters will be adjusted to restore the speed to cruising speed. This method can effectively prevent the safety index from dropping below the first safety threshold again due to a decrease in speed, thus enhancing safety and stability during navigation.

[0126] In some embodiments, navigation control of an underwater vehicle is performed using a control strategy corresponding to the current control mode, including: adjusting the horizontal rudder to the horizontal rudder command angle to control the navigation of the underwater vehicle.

[0127] The horizontal rudder command angle is calculated based on the current vertical rate estimate, the current pitch rate estimate, and the pitch angle, depth, and command depth of the underwater vehicle at the previous moment. The current vertical rate estimate and the current pitch rate estimate are obtained by filtering with a Kalman filter.

[0128] In some implementations, the Kalman filter is constructed as follows:

[0129]

[0130] Represents the system state matrix Initialized to .

[0131] in, This represents the estimated vertical velocity. This represents the estimated pitch angular velocity. This represents the estimated pitch angle. This represents the depth estimate; , These are the tilt angle and depth of the vehicle at the moment the algorithm starts; The system model matrix representing the underwater vehicle body. The system input matrix represents the underwater vehicle body. This represents the vertical force coefficient of an underwater vehicle. This indicates the change in buoyancy caused by a sudden change in density. This indicates the buoyancy difference caused by the deployment of the work module.

[0132]

[0133] in, This represents a constant coefficient (which can be obtained through sea trials during the design phase of an underwater vehicle). Indicates the displacement of an underwater vehicle. This indicates the density of seawater measured at the current moment.

[0134] in, This represents the gain coefficient matrix of the Kalman filter. This indicates the input of the measurement signal.

[0135] in, Indicates the pitch angle. Depth, coefficient matrix .

[0136] Furthermore, for each step, the horizontal rudder angle, seawater density, depth, pitch angle, and section deployment marker signals are first acquired via the rudder angle sensor, temperature, salinity, and depth sensor, pressure sensor, inertial navigation system, and release detection switch, respectively. Then, these signals are calculated using a Kalman filter. It should be noted that calculations are only required for the current time when the module deployment signal indicates that the work module has been deployed. Finally, the estimated values ​​of the current vertical velocity x1(k) and the current pitch angular velocity x2(k) are obtained through Euler integration, as shown in the following formulas:

[0137]

[0138]

[0139]

[0140]

[0141] Furthermore, using the horizontal rudder control rate formula, the commanded horizontal rudder angle is calculated based on the estimated current vertical rate, estimated current pitch rate, and the pitch angle, depth, and commanded depth of the underwater vehicle at the previous moment. The formula is as follows:

[0142]

[0143] in, Represents the horizontal rudder command rudder angle, This represents the estimated vertical velocity. This represents the estimated pitch angular velocity. Indicates the pitch angle. Indicates depth, Indicates instruction depth. These represent controller parameters, which can be obtained through sea trials during the design phase of the underwater vehicle.

[0144] In the above embodiments, the current vertical rate estimate and current pitch rate estimate of the underwater vehicle are first obtained based on the Kalman filter. By introducing factors that cause changes in net buoyancy (such as seawater density and the buoyancy difference caused by the deployment of the work pod) as feedforward signals into the Kalman filter, the accuracy of the output estimates is improved. Then, based on the current vertical rate estimate, current pitch rate estimate, and the pitch angle, depth, and commanded depth of the underwater vehicle at the previous moment, the horizontal rudder command angle is obtained, enabling the underwater vehicle to quickly adjust and balance net buoyancy through the horizontal rudder, thereby improving navigation safety.

[0145] Please see Figure 6 This application also provides a multi-system cooperative automatic control device 800 for ultra-large underwater vehicles based on dynamic disturbance compensation. The multi-system cooperative automatic control device 800 for ultra-large underwater vehicles based on dynamic disturbance compensation includes:

[0146] 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 characterize the difference between the buoyancy of the underwater vehicle and its own weight;

[0147] The safety index acquisition module 820 is used to obtain the current safety index of the underwater vehicle based on the maximum angle of the horizontal rudder, the current speed, and the current net buoyancy data; wherein, the maximum angle of the horizontal rudder is used to characterize the maximum operable rudder angle of the horizontal rudder of the underwater vehicle.

[0148] 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 underwater vehicle. The control mode switching function is used to characterize the correspondence between the safety index and the control mode.

[0149] In some implementations, the current net buoyancy determination module 810 includes a net buoyancy change rate acquisition unit and a net buoyancy data acquisition unit:

[0150] The net buoyancy change rate acquisition unit is used to acquire the current net buoyancy change rate using the motion state predictor of the underwater vehicle.

[0151] The net buoyancy data acquisition unit is used to obtain the current net buoyancy data based on the net buoyancy data of the previous moment and the current rate of change of net buoyancy.

[0152] In some implementations, the safety index acquisition module 820 includes a net buoyancy filter value acquisition unit, a rudder angle evaluation unit, and a safety evaluation unit:

[0153] The 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.

[0154] The rudder angle evaluation unit is used to evaluate the rudder angle of an underwater vehicle that uses only the horizontal rudder to balance the net buoyancy based on the current net buoyancy filter value, the current speed and the lift-related constant of the horizontal rudder, and obtain the current evaluated rudder angle of the horizontal rudder.

[0155] 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 the current safety index.

[0156] In some implementations, the safety assessment unit includes an adjustable rudder angle acquisition subunit and a safety quantification subunit:

[0157] 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 evaluated rudder angle, and obtain the adjustable rudder angle of the horizontal rudder.

[0158] The safety quantification subunit is used to perform safety quantification based on the adjustable rudder angle and the maximum rudder angle to obtain the current safety index.

[0159] In some implementations, 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.

[0160] The normal mode determination unit is used to determine the current control mode of the underwater vehicle as the normal mode if the current safety index is greater than or equal to the first safety threshold; wherein, in the normal mode, only the horizontal rudder is adjusted to control the navigation of the underwater vehicle.

[0161] The compensation mode determination unit is used to determine the current control mode of the underwater vehicle as the compensation mode if the current safety index is greater than or equal to the second safety threshold and less than the first safety threshold; wherein, in the compensation mode, the underwater vehicle is controlled by adjusting the horizontal rudder and activating the buoyancy adjustment system.

[0162] An emergency mode determination unit is used to determine the current control mode of the underwater vehicle as an emergency mode if the current safety index is less than the second safety threshold. In the emergency mode, the underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system, and adjusting the thruster to increase speed.

[0163] In some implementations, when the underwater vehicle enters emergency mode, the multi-system coordinated automatic control device 800 for ultra-large underwater vehicles based on dynamic disturbance compensation also includes a buoyancy adjustment module and a thruster adjustment module:

[0164] The buoyancy adjustment module is used to stop the buoyancy adjustment system from operating if the current safety index rises to the first safety threshold.

[0165] The thruster adjustment module is used to adjust the thrusters of the underwater vehicle to restore the speed to cruising speed if the stability index reaches the stability threshold.

[0166] In some implementations, the control mode determination module 830 includes:

[0167] The horizontal rudder adjustment unit is used to control the navigation of the underwater vehicle by adjusting the horizontal rudder to the commanded horizontal rudder angle. The commanded horizontal rudder angle is calculated based on the current estimated vertical rate, the current estimated pitch rate, and the pitch angle, depth, and commanded depth of the underwater vehicle at the previous moment. The current estimated vertical rate and the current estimated pitch rate are obtained by filtering with a Kalman filter.

[0168] Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0169] In this embodiment, the control device for the underwater vehicle is presented in the form of a functional unit. Here, a unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0170] Please see Figure 7 , Figure 7 This is a schematic diagram of the structure of a computer device provided in an embodiment of this application, such as... Figure 7 As shown, the computer device includes one or more processors 10, memory 20, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 7 Take a processor 10 as an example.

[0171] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0172] The memory 20 stores instructions executable by at least one processor 10 to cause the at least one processor 10 to perform the method shown in the above embodiments.

[0173] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0174] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0175] The computer device also includes an input device 30 and an output device 40. The processor 10, memory 20, input device 30, and output device 40 can be connected via a bus or other means. Figure 7 Taking the example of a connection between China and Israel via a bus.

[0176] Input device 30 can receive input numerical or character information, and generate key signal inputs related to user settings and function control of the computer device, such as a touchscreen, keypad, mouse, trackpad, touchpad, joystick, one or more mouse buttons, trackball, joystick, etc. Output device 40 may include display devices, auxiliary lighting devices (e.g., LEDs), and haptic feedback devices (e.g., vibration motors). The aforementioned display devices include, but are not limited to, liquid crystal displays, light-emitting diodes, displays, and plasma displays. In some alternative embodiments, the display device may be a touchscreen.

[0177] This application also provides a computer-readable storage medium. The methods described in this application can be implemented in hardware or firmware, or implemented as recordable on a storage medium, or implemented as computer code downloaded over a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and subsequently stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the methods shown in the above embodiments are implemented.

[0178] This application provides a computer program product including 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 the method of any embodiment of this application.

[0179] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

[0180] The systems, devices, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0181] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0182] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0183] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0184] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0185] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0186] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0187] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0188] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0189] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A multi-system cooperative automatic control method for ultra-large underwater vehicles based on dynamic disturbance compensation, characterized in that, The method includes: Based on the identification data of the underwater vehicle, the current net buoyancy data of the underwater vehicle is determined; wherein, the net buoyancy data is used to characterize the difference between the buoyancy of the underwater vehicle and its own weight; 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; wherein, the maximum horizontal rudder angle is used to characterize the maximum operable rudder angle of the horizontal rudder of the underwater vehicle. Based on the current safety index and the control mode switching function, the current control mode of the underwater vehicle is determined, so as to use the control strategy corresponding to the current control mode to control the underwater vehicle; wherein, the control mode switching function is used to characterize the correspondence between the safety index and the control mode; The process of obtaining the current safety index of the underwater vehicle based on its maximum horizontal rudder angle, current speed, and current net buoyancy data includes: The current net buoyancy data is subjected to low-pass filtering to obtain the current net buoyancy filtered value; 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. A safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index; The safety assessment based on the maximum horizontal rudder angle and the current assessed rudder angle, to obtain the current safety index, includes: The adjustable rudder angle is obtained by evaluating the maximum horizontal rudder angle and the current evaluated rudder angle. The current safety index is obtained by quantifying safety based on the adjustable rudder angle and the maximum rudder angle.

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

3. The method according to claim 1, characterized in that, The control mode switching function includes normal mode, compensation mode, and emergency mode; determining the current control mode of the underwater vehicle based on the current safety index and the control mode switching function, and then using the control strategy corresponding to the current control mode to control the underwater vehicle's navigation, includes: If the current safety index is greater than or equal to the first safety threshold, the current control mode of the underwater vehicle is determined to be the normal mode; wherein, in the normal mode, only the horizontal rudder is adjusted to control the navigation of the underwater vehicle; 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 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 underwater vehicle is controlled by adjusting the horizontal rudder, activating the buoyancy adjustment system and adjusting the thruster to increase speed.

4. The method according to claim 3, characterized in that, When the underwater vehicle enters emergency mode, the method further includes: If the current safety index increases to the first safety threshold, the buoyancy adjustment system will be stopped. If the stability index reaches the stability threshold, the thruster of the underwater vehicle is adjusted to restore the speed to the cruising speed.

5. The method according to any one of claims 1 to 4, characterized in that, The method of controlling the underwater vehicle using the control strategy corresponding to the current control mode includes: The underwater vehicle is controlled by adjusting the horizontal rudder to the commanded horizontal rudder angle; wherein the commanded horizontal rudder angle is calculated based on the underwater vehicle's current vertical rate estimate, current pitch rate estimate, and the pitch angle, depth, and commanded depth at the previous moment; the current vertical rate estimate and the current pitch rate estimate are obtained by filtering with a Kalman filter.

6. A multi-system cooperative automatic control device for ultra-large underwater vehicles based on dynamic disturbance compensation, characterized in that, The device includes: The current net buoyancy determination module 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 characterize the difference between the buoyancy of the underwater vehicle and its own weight; The safety index acquisition module is used to obtain the current safety index of the underwater vehicle based on the maximum angle of the horizontal rudder, the current speed, and the current net buoyancy data; wherein, the maximum angle of the horizontal rudder is used to characterize the maximum operable rudder angle of the horizontal rudder of the underwater vehicle. The 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 use the control strategy corresponding to the current control mode to control the underwater vehicle; wherein, the control mode switching function is used to characterize the correspondence between the safety index and the control mode; The process of obtaining the current safety index of the underwater vehicle based on its maximum horizontal rudder angle, current speed, and current net buoyancy data includes: The current net buoyancy data is subjected to low-pass filtering to obtain the current net buoyancy filtered value; 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. A safety assessment is performed based on the maximum horizontal rudder angle and the current assessed rudder angle to obtain the current safety index; The safety assessment based on the maximum horizontal rudder angle and the current assessed rudder angle, to obtain the current safety index, includes: The adjustable rudder angle is obtained by evaluating the maximum horizontal rudder angle and the current evaluated rudder angle. The current safety index is obtained by quantifying safety based on the adjustable rudder angle and the maximum rudder angle.

7. A computer device, characterized in that, include: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a computer to perform the method of any one of claims 1 to 5.

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