Unmanned multi-purpose boat and unmanned driving method

Abstract

The invention discloses an unmanned multi-purpose boat and an unmanned driving method, belongs to the technical field of carrier attitude control, and particularly relates to a multi-purpose boat with an automatic driving function. In order to solve the problems that an existing polar region transportation mode is insufficient in adaptability, low in transportation efficiency and poor in safety in a polar region environment, the invention provides an unmanned driving method which comprises a water surface unmanned driving method and an ice and snow pavement unmanned driving method. The unmanned multi-purpose boat comprises a boat body, fender materials, a deck, an engine, a cockpit, propellers, a damping air bag and an oil tank. According to the unmanned multi-purpose boat, the core problems of weak environmental adaptability, high human risk, high operation and maintenance cost and the like in polar region transportation are solved through systematic innovation, and an efficient, safe and reliable solution is provided for polar region scientific research, material supply and emergency rescue through deep integration of intelligent sensing, dynamic control and structure optimization.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle attitude control, and in particular relates to an amphibious vehicle with an automatic driving function. Background Art

[0002] The transportation of supplies and personnel in polar environments primarily relies on ships, helicopters, and motorboats. However, these traditional modes of transport cannot meet the requirements of all-weather, all-terrain transportation in polar environments. The harsh climate and snow-covered land and water make transportation complex and unstable, posing significant challenges to existing transportation methods.

[0003] While shipping can provide material transport under certain conditions, polar waters are often covered by thick ice, preventing ships from reaching their destinations directly. Instead, they rely on transit equipment like icebreakers, significantly increasing transportation time and costs. Furthermore, ships are less stable in broken ice or extremely low temperatures, making them susceptible to environmental disturbances, leading to transport disruptions or equipment damage.

[0004] Helicopter transport is significantly impacted by polar weather. Due to the frequent occurrence of severe weather conditions in polar regions, such as strong winds, low temperatures, and poor visibility, helicopter operations are restricted. In particular, in conditions of snow and extremely low temperatures, helicopter performance and reliability are significantly reduced. This increases the risks of helicopter use in polar environments, impacting transport efficiency and increasing safety risks for both personnel and supplies.

[0005] While motorboats can move quickly across the water, their single-trip transport capacity is limited and they are prone to mechanical failure and operational instability in extremely cold environments. Motorboats are also less resistant to freezing, making it difficult to provide continuous and stable transport, especially in conditions of alternating ice and snow. Water-based transport alone cannot cope with the complex and changing road and weather conditions in polar environments, making it difficult to meet large-scale transport needs.

[0006] Existing transportation methods are not only poorly adapted to polar environments but also face numerous limitations in carrying supplies over long periods of time and over large areas. The efficiency and safety of ships, helicopters, and motorboats are significantly affected by the environment, especially in extreme weather and complex terrain. These modes of transport lack the reliability and stability to ensure the safe and rapid transport of supplies and personnel.

[0007] Polar transport missions therefore place higher demands on transportation vehicles. They require a versatile vehicle capable of operating in polar environments around the clock, both on water and on ice and snow, to meet the demands for fast, safe, and stable transportation. At the same time, with the advancement of unmanned driving technology, unmanned amphibious vehicles (AUVs) have become an ideal solution. Unmanned driving technology effectively overcomes the manpower and operational limitations of traditional transportation methods. By integrating radar, visual sensors, lidar, and other devices, AUVs perceive their surroundings in real time and automatically adjust their routes. This technology enables AUVs to autonomously complete complex navigation and obstacle avoidance tasks in harsh environments, improving transportation safety and reliability while also enabling long-term, stable operation in polar environments. Summary of the Invention

[0008] In order to solve the problems of insufficient adaptability, low transportation efficiency and poor safety of existing polar transportation methods in polar environments, the present invention proposes the following solutions: An unmanned driving method is implemented by a computer program embedded in a controller of an unmanned amphibious vehicle, wherein the controller is also embedded with an electronic map of the driving area, and the method comprises: According to the location coordinates of the origin and the destination, a plurality of driving routes are obtained in combination with the electronic map; For each driving route, the route is divided according to the driving order and the regional environment type of the area passed through, and the regional environment type is: water surface or ice and snow road; Obtain the number of areas for each driving route based on the division results; According to the division results, the total travel time of each regional environment in each route is obtained; Selecting n routes with the least number of areas or n routes with the shortest surface travel as alternative navigation routes; For each alternative navigation route, obtain the estimated total travel time; Selecting the alternative navigation route with the shortest estimated total time as the navigation route; Formulate a driving strategy based on the regional environment in the navigation route; The driving strategy is used to control the unmanned amphibious vehicle to start operation. During the operation: Obtaining real-time environmental information of the unmanned amphibious vehicle through data output by the radar 8, the panoramic vision device 14, the laser radar 15, and the inertial navigation system, wherein the environmental information includes the real-time position information of the unmanned amphibious vehicle; Determining in real time whether the real-time location information is on the navigation route; When the real-time position information deviates from the navigation route, the driving strategy is adjusted to control the unmanned amphibious vehicle to return to the navigation route.

[0009] Furthermore, when the environment in which the unmanned amphibious vehicle is traveling is a water surface, the real-time environment information of the unmanned amphibious vehicle further includes: the posture of the unmanned amphibious vehicle, water surface fluctuations, ocean current speed and direction, wind speed, and dynamic obstacles in the traveling area; According to the environmental information, the driving strategy is adjusted in real time to increase the operating speed and adjust the navigation route when necessary while maintaining the balance of the unmanned amphibious vehicle.

[0010] Furthermore, when the area where the unmanned amphibious vehicle is traveling is an icy or snowy road, the real-time environmental information of the unmanned amphibious vehicle further includes: the posture of the unmanned amphibious vehicle, ice thickness, snow depth, obstacles, and ground friction; According to the environmental information, the driving strategy is adjusted in real time, the speed is reduced, the steering force is increased, and the navigation route is adjusted when necessary.

[0011] Furthermore, the unmanned amphibious vehicle comprises: Controller, hull, fender 1, deck 2, engine 10, cockpit 16, propeller 20, vibration damping airbag 21, airbag inflation / deflation device, inertial navigation system and fuel tank; The hull is connected to the fender 1; The fender 1 is connected to the deck 2; An engine 10 is provided at the rear of the deck 2; The engine 10 is connected to the drive shaft of the propeller 20 through a transmission structure; A cockpit 16 is provided on the deck 2; Below the deck 2, a fuel tank is provided inside the hull; The bottom of the hull is provided with a vibration-damping airbag 21; The airbag inflation / deflation device is located at the bottom of the cockpit 16 and is used to adjust the shape of the shock-absorbing airbag 21 by inflating or deflating it; The inertial navigation system is fixed in the cockpit 16; A controller is provided inside the cockpit 16, and is used to control the output speed of the engine 10 and the inflation / deflation state of the airbag inflation / deflation device; The controller is connected to the inertial navigation system via a serial communication port.

[0012] Furthermore, the unmanned amphibious vehicle further comprises: Radar 8, mast 9, panoramic vision device 14 and lidar 15; The mast 9 is on the cockpit 16; A radar 8 is provided on the upper portion of the mast 9; A panoramic vision device 14 is provided in the middle of the mast 9; The laser radar 15 is on top of the cockpit 16; The radar 8 , the panoramic vision device 14 and the laser radar 15 are respectively connected to the controller via a serial data bus.

[0013] Furthermore, the unmanned amphibious vehicle further comprises: a pair of lifting ears 3, a window 4, a searchlight 5, an optoelectronic pod 6 and an antenna 7; The pair of lifting lugs 3 are symmetrically distributed on both sides of the deck 2; The window 4 is provided on the side wall of the cockpit 16; The searchlight 5, optoelectronic pod 6 and antenna 7 are respectively arranged on the top of the cockpit 16, and the searchlight 5 is used to illuminate the area in front of the unmanned amphibious vehicle; The optoelectronic pod 6 is used to perform optoelectronic detection to monitor and perceive the environment in which the unmanned amphibious vehicle is traveling; The antenna 7 is connected to the controller via a serial data bus.

[0014] Furthermore, the unmanned amphibious vehicle further comprises: Reversing mechanism 11, tail platform 12, protective cover 13 and brake device 19; The reversing mechanism 11 is provided on the transmission structure of the engine 10 and the propeller 20 for achieving reversing; The tail platform 12 is provided at the tail of the deck 2; The protective cover 13 is arranged outside the propeller 20; The brake device 19 is arranged below the tail platform 12; The controller is used to control the reversing mechanism 11 to implement the reversing action, and is also used to control the braking device 19 to execute or stop the braking action.

[0015] Based on the same inventive concept, the present invention also proposes an unmanned driving system, which includes: A map module is used to read the electronic map of the driving area embedded in the controller of the unmanned multi-purpose vehicle; A driving route obtaining module, for obtaining a plurality of driving routes based on the location coordinates of the origin and the destination in combination with the electronic map; A region division module is used to divide each driving route according to the driving order and the regional environment type of the area passed through, wherein the regional environment type is: water surface or ice and snow road; The area number obtaining module is used to obtain the area number of each driving route according to the division result; A trip sum obtaining module is used to obtain the trip sum of each regional environment in each route according to the division result; an alternative navigation route obtaining module, configured to select n routes with the least number of areas or n routes with the shortest surface travel as alternative navigation routes; The time estimation module is used to obtain the estimated total travel time for each alternative navigation route; a navigation route determination module, configured to select the alternative navigation route with the shortest estimated total time as the navigation route; A driving strategy determination module, configured to formulate a driving strategy according to the regional environment in the navigation route; A driving strategy execution module is used to control the unmanned amphibious vehicle to start operation using the driving strategy, and the module further includes: A real-time environment information acquisition unit is used to obtain real-time environment information of the unmanned amphibious vehicle through data output by the radar 8, the panoramic vision device 14, the laser radar 15 and the inertial navigation system, wherein the environment information includes the real-time position information of the unmanned amphibious vehicle; A real-time position determination unit, configured to determine in real time whether the real-time position information is on the navigation route; A real-time position correction unit is used to adjust the driving strategy to control the unmanned amphibious vehicle to return to the navigation route when the real-time position information deviates from the navigation route.

[0016] Based on the same inventive concept, the present invention further proposes a computer storage medium for storing a computer program. When the computer program is read by a computer, the computer executes any one of the methods described in the present invention.

[0017] Based on the same inventive concept, the present invention further proposes a computer program product, which is a computer program. When the computer program is read, it implements any one of the methods described in the present invention.

[0018] Compared with existing polar transportation methods, the present invention has the following beneficial effects: 1. The unmanned amphibious vehicle (UAV) of this invention utilizes a synergistic design with adjustable-pressure vibration-damping airbags and a dual-mode propulsion system to dynamically adapt its buoyancy to the friction of icy and snowy surfaces, enabling it to seamlessly transition between water, ice, snow dunes, and mixed rugged terrain. Compared to traditional polar transportation vehicles, such as land-only tracked vehicles or hovercrafts that rely on calm waters, this invention transcends the limitations of a single environment and can operate on water, ice, and snow, significantly expanding its applicability.

[0019] 2. The unmanned amphibious vehicle (UAV) of this invention utilizes a vibration-damping airbag made of a composite of TPU-coated nylon and Kevlar fiber, achieving a tear strength exceeding 500N / mm² at a thickness of 2mm. This balances lightweight design with durability, meeting the stringent requirements of the complex polar terrain. This ensures the UAV's service life in extreme environments far exceeds that of traditional equipment, providing the hardware foundation for long-term polar missions.

[0020] 3. The unmanned amphibious vehicle of the present invention innovatively adopts a combination design of a double-layer vacuum insulation fuel tank and an active temperature-controlled electric heating film to cope with the extremely low temperature environment in the polar regions. This ensures that the fuel maintains normal fluidity under ultra-low temperature conditions of -50°C, and the engine can start quickly and run continuously. At the same time, the introduction of propeller wake snow removal technology enables the amphibious vehicle to generate high-speed airflow through rotation during driving, effectively clearing the snow in front, solving the problem of traditional transportation vehicles getting stuck or unable to pass in areas with thick snow. Compared with the frequent mission cancellations of helicopters in blizzards or the risk of paralysis of motorboats due to fuel freezing, the amphibious vehicle of the present invention has achieved a qualitative leap in the mission completion rate in extreme weather, providing all-weather protection for polar scientific research and material transportation.

[0021] 4. The unmanned operation method of the present invention embeds an electronic map within the unmanned amphibious vehicle and can update the map based on real-time environmental information. This allows for continued operation even in the event of satellite communication interruptions or polar magnetic field interference. For example, if the amphibious vehicle enters an ice cover blind spot or encounters strong electromagnetic interference, the system can continue its mission based on inertial navigation data and pre-stored map information, avoiding mission interruptions caused by signal loss in traditional unmanned equipment. This design not only improves transportation reliability in remote polar regions but also provides critical technical support for emergency rescue missions.

[0022] 5. The unmanned driving method of the present invention utilizes a multi-source sensor fusion architecture composed of radar, panoramic vision devices, and lidar. This architecture can obtain more accurate real-time position and environmental information by combining multiple real-time information. This avoids the problem of uncorrectable position deviation caused by relying solely on radar to obtain position information, as well as the dangers caused by changes in terrain features or the appearance of sudden external objects due to excessive reliance on maps. Specifically, the combination of multiple real-time information can more accurately identify obstacle information in the amphibious vehicle's forward direction, achieving effective avoidance and advanced braking to improve operational safety.

[0023] In summary, the unmanned amphibious vehicle of the present invention solves the core problems of weak environmental adaptability, high human risk, and high operation and maintenance costs in polar transportation through systematic innovation. Through the deep integration of intelligent perception, dynamic control and structural optimization, it provides an efficient, safe and reliable solution for polar scientific research, material supply and emergency rescue. Its technological advancement and application value are of milestone significance in the field of polar exploration. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 1 is a front structural diagram of an unmanned amphibious vessel described in embodiment 1, with reference numerals: fender 1, deck 2, lifting lug 3, window 4, searchlight 5, optoelectronic pod 6, antenna 7, radar 8, mast 9, engine 10, reversing mechanism 11, tail platform 12, protective cover 13, panoramic vision device 14, laser radar 15, cockpit 16, hatch cover 17, railing 18, propeller 20.

[0025] Figure 2 1 is a schematic diagram of the back structure of an unmanned amphibious vehicle described in the first embodiment, with reference numerals: a brake device 19 and a shock-absorbing airbag 21. DETAILED DESCRIPTION

[0026] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0027] Implementation Method 1 An unmanned driving method is implemented by a computer program embedded in a controller of an unmanned amphibious vehicle, wherein the controller is also embedded with an electronic map of the driving area, and the method comprises: According to the location coordinates of the origin and the destination, a plurality of driving routes are obtained in combination with the electronic map; For each driving route, the route is divided according to the driving order and the regional environment type of the area passed through, and the regional environment type is: water surface or ice and snow road; The number of areas for each driving route is obtained based on the division result. The number of areas is calculated based on the division result. For example, if the starting position is ice, and after driving a certain distance, it enters water, and then the following are: ice and snow road surface, water surface, ice and snow road surface, water surface, ice and snow road surface (destination), the number of areas is 7.

[0028] According to the division results, the total travel time of each regional environment in each route is obtained; Select n routes with the least number of areas or n routes with the shortest surface travel as alternative navigation routes; n can be designed according to actual conditions, for example, 3 or 5; For each alternative navigation route, obtain the estimated total travel time; Selecting the alternative navigation route with the shortest estimated total time as the navigation route; Formulate a driving strategy based on the regional environment of the navigation route; the driving strategy refers to the control parameters of the unmanned amphibious vehicle from the starting point to the end point, formulated based on the navigation route and the type of environment along the route; The driving strategy is used to control the unmanned amphibious vehicle to start operation. During the operation: Real-time environmental information of the unmanned amphibious vehicle is obtained through data output from the radar 8, the panoramic vision device 14, the laser radar 15, and the inertial navigation system. The environmental information includes the real-time position information of the unmanned amphibious vehicle. In actual application, the stored electronic map information can be corrected based on the real-time environmental information to ensure the adaptability of the electronic map. Furthermore, the navigation route can be optimized based on the corrected electronic map. Determining in real time whether the real-time location information is on the navigation route; When the real-time location information deviates from the navigation route, the driving strategy is adjusted to control the unmanned amphibious vehicle to return to the navigation route. When deviation from the navigation route is detected, the control parameters of the unmanned amphibious vehicle are adjusted in real time to return it to the navigation route. This embodiment realizes the function of dynamic route adjustment through the specific operating steps of the unmanned driving method.

[0029] Implementation Method 2 This embodiment is a further limitation of the first embodiment. In this embodiment, when the UAV is traveling on water, the real-time environmental information of the UAV further includes: the UAV's posture, water surface fluctuations, ocean current speed and direction, wind speed, and other dynamic obstacles in the traveling area. According to the environmental information, the driving strategy is adjusted in real time to increase the operating speed and adjust the navigation route when necessary while maintaining the balance of the unmanned amphibious vehicle.

[0030] When a dynamic obstacle threatens the safety of the unmanned amphibious vehicle, the route is adjusted to avoid or bypass the obstacle, and then the vehicle continues to travel by returning to the initial navigation route.

[0031] Furthermore, when the area where the unmanned amphibious vehicle is traveling is an icy or snowy road, the real-time environmental information of the unmanned amphibious vehicle includes: the posture of the unmanned amphibious vehicle, the thickness of the ice layer, the depth of the snow, obstacles, and ground friction; According to the environmental information, the driving strategy is adjusted in real time, the speed is reduced, the steering force is increased, and the navigation route is adjusted when necessary.

[0032] When an obstacle outside the electronic map appears, it is necessary to adjust the route to avoid or bypass the obstacle, and then continue driving by returning to the initial navigation route.

[0033] In the above method, based on the actual posture of the amphibious vehicle and information specific to the regional environment, such as water surface fluctuations and ocean current speed and direction, friction on icy and snowy roads, etc., a driving strategy that adapts to the specific environment type is adaptively made, so that the operation of the amphibious vehicle can adapt to a variety of environments.

[0034] In this embodiment, sensors such as radar 8, panoramic vision system 14, inertial navigation system, and lidar 15 monitor the amphibious vehicle's environment in real time, further enhancing the accuracy and real-time nature of environmental perception. The real-time data from these sensors provides strong support for dynamic path planning and power adjustment, enabling the unmanned amphibious vehicle to more accurately adapt to the complex changes in water and icy roads, improving the amphibious vehicle's adaptability and safety in various environments.

[0035] Implementation Method 3 This embodiment is a further limitation of the first embodiment. Figure 1 、 2 As shown, the unmanned amphibious vehicle includes: Controller, hull, fender 1, deck 2, engine 10, cockpit 16, propeller 20, vibration damping airbag 21, airbag inflation / deflation device, inertial navigation system and fuel tank; The hull is connected to the fender 1; The fender 1 is connected to the deck 2; An engine 10 is provided at the rear of the deck 2; The engine 10 is connected to the drive shaft of the propeller 20 through a transmission structure; A cockpit 16 is provided on the deck 2; Below the deck 2, a fuel tank is provided inside the hull; The bottom of the hull is provided with a vibration-damping airbag 21; The airbag inflation / deflation device is located at the bottom of the cockpit 16 and is used to adjust the shape of the shock-absorbing airbag 21 by inflating or deflating it; The inertial navigation system is fixed in the cockpit 16; A controller is provided inside the cockpit 16, and is used to control the output speed of the engine 10 and the inflation / deflation state of the airbag inflation / deflation device; The controller is connected to the inertial navigation system via a serial communication port.

[0036] In this embodiment, the engine 10 is used to control the rotation speed of the propeller 20 and thereby adjust the thrust generated by the output wind.

[0037] Furthermore, in practical applications, a steering device capable of adjusting the angle of the propeller 20 can be added, or the propeller 20 can be designed with a deflectable structure to adjust the deflection angle of the propeller 20. The deflection angle refers to the angle between the axis of the propeller 20 and the road surface on which the amphibious vehicle is traveling. This function can change the direction of the wind generated by the propeller 20, allowing for better adjustment of the amphibious vehicle's operating posture. Furthermore, in conjunction with the steering device, wind direction can be adjusted to achieve thrust generation or snow-blowing effects.

[0038] Furthermore, in actual applications, to adapt to extremely low temperature environments, a double-layer vacuum structure is used to insulate the fuel tank to prevent the oil in the tank from solidifying due to low temperatures. Furthermore, to improve the cold resistance, an automatic temperature control heating film can be installed inside or outside the fuel tank. When the temperature is too low, the heating function of the heating film can maintain the temperature inside the fuel tank to prevent the oil from solidifying.

[0039] Furthermore, the shock-absorbing airbag 21 can be made of a composite of TPU-coated nylon and Kevlar fiber. This material can ensure a tear strength of more than 500N / mm² at a thickness of 2 mm, has good impact resistance, and takes into account both lightness and durability.

[0040] Furthermore, in actual applications, the unmanned amphibious vessel also includes a GPS unit, and the inertial navigation system can be used in conjunction with the GPS unit.

[0041] This implementation specifies the configuration of the amphibious craft's core components, including the hull, fenders 1, deck 2, power system, vibration damping airbags, and fuel tanks. This configuration helps ensure the amphibious craft's stable operation in diverse extreme environments. The design of the hull and related structures effectively enhances the amphibious craft's adaptability and safety, enabling seamless transitions between water and icy surfaces, minimizing equipment damage and personal injury during transportation. Furthermore, the simple and efficient structural design ensures the amphibious craft's operability and ease of maintenance.

[0042] Implementation Method 4 This embodiment is a further limitation of the third embodiment. Furthermore, the amphibious vessel further includes: Radar 8, mast 9, panoramic vision device 14 and lidar 15; The mast 9 is on the cockpit 16; A radar 8 is provided on the upper portion of the mast 9; A panoramic vision device 14 is provided in the middle of the mast 9; The laser radar 15 is on top of the cockpit 16; The radar 8 , the panoramic vision device 14 and the laser radar 15 are respectively connected to the controller via a serial data bus.

[0043] This embodiment further incorporates key sensor components such as radar 8, panoramic vision system 14, and lidar 15. These sensors enhance the amphibious vehicle's real-time perception of its surroundings. These sensors, installed at locations such as the top of mast 9 and the cockpit 16, provide comprehensive environmental monitoring, enhancing the amphibious vehicle's navigation capabilities in complex terrain and adverse weather conditions. These sensors enable the unmanned driving system to more accurately plan and dynamically adjust its path, achieving safer and more reliable all-weather autonomous driving.

[0044] Implementation Method Five This embodiment is a further limitation of the fourth embodiment. Furthermore, the amphibious vessel further includes: a pair of lifting ears 3, a window 4, a searchlight 5, an optoelectronic pod 6 and an antenna 7; The pair of lifting lugs 3 are symmetrically distributed on both sides of the deck 2; The window 4 is provided on the side wall of the cockpit 16; The searchlight 5, optoelectronic pod 6 and antenna 7 are respectively arranged on the top of the cockpit 16. The searchlight 5 is used to illuminate the area in front of the amphibious vessel. The optoelectronic pod 6 is used to perform optoelectronic detection to monitor and perceive the environment in which the unmanned amphibious vehicle is traveling; The antenna 7 is connected to the controller via a serial data bus.

[0045] In this embodiment, the introduction of a pair of lifting lugs 3, windows 4, searchlight 5, optoelectronic pod 6, and antenna 7 enhances the amphibious vessel's operational and communication capabilities. The symmetrical placement of the lifting lugs 3 on either side of the deck 2 improves the vessel's stability during layup and transit. The windows 4 ensure a clear field of view for personnel within the cockpit 16, while the searchlight 5 provides a crucial light source in low-visibility conditions, ensuring safe operation at night or in inclement weather. The integration of the optoelectronic pod 6 and antenna 7 further enhances the amphibious vessel's remote control capabilities and information transmission efficiency, ensuring the successful completion of long-duration, long-distance unmanned missions.

[0046] Implementation Method 6 This embodiment is a further limitation of the fifth embodiment. Furthermore, the amphibious vessel further includes: Reversing mechanism 11, tail platform 12, protective cover 13 and brake device 19; The reversing mechanism 11 is provided on the transmission structure of the engine 10 and the propeller 20 for achieving reversing; The tail platform 12 is provided at the tail of the deck 2; The protective cover 13 is arranged outside the propeller 20; The brake device 19 is arranged below the tail platform 12; The controller is used to control the reversing mechanism 11 to implement the reversing action, and is also used to control the braking device 19 to execute or stop the braking action.

[0047] This embodiment adds a reversing mechanism 11, aft platform 12, a protective cover 13, and a brake device 19 to further enhance the maneuverability and safety of the amphibious vehicle. The design of the reversing mechanism 11 enables the amphibious vehicle to achieve precise steering on water and icy roads, improving maneuverability. The design of the aft platform 12 and protective cover 13 effectively protects the propeller 20 and rudder blades, reducing the risk of collision and damage, thereby improving the reliability of the amphibious vehicle in complex environments. The configuration of the brake device 19 ensures that the amphibious vehicle can stop quickly in an emergency, further enhancing the safety performance of the amphibious vehicle.

[0048] Implementation Method Seven This embodiment integrates the technical solutions described in the aforementioned multiple embodiments, combines the actual situation, and further verifies and explains the technical effects of the present invention through specific examples.

[0049] An unmanned amphibious vehicle used in polar scientific expeditions: The unmanned amphibious vessel includes: a controller, a hull, a fender 1, a deck 2, a lifting lug 3, a window 4, a searchlight 5, an optoelectronic pod 6, an antenna 7, a radar 8, a mast 9, an engine 10, a reversing mechanism 11, a tail platform 12, a protective cover 13, a panoramic vision device 14, a laser radar 15, a cockpit 16, a hatch cover 17, a railing 18, a brake device 19, a propeller 20, a shock-absorbing airbag 21, an airbag inflation / deflation device, an inertial navigation system and a fuel tank.

[0050] The hull of the unmanned amphibious boat is provided with a fender 1 on the outside, which is used to reduce the damage to the hull caused by collision between the hull and the surrounding environment. The fender 1 is connected to the deck 2, and a plurality of lifting ears 3 are provided on the surface of the deck 2 for fixing and transporting the hull when the hull is stopped. A hatch cover 17 is provided on the surface of the deck 2, and supplies and spare parts can be stored in the cabin. A cockpit 16 is provided in the middle of the deck 2, and a plurality of windows 4 are provided around the cockpit 16 for the personnel in the cabin to observe the surrounding environment. A laser radar 15 is provided on the top of the cockpit 16 to improve its own navigation safety. A searchlight 5 is provided on the top to improve the clarity of the environment under dark conditions. An optoelectronic pod 6 is provided on the top of the cockpit 16 for performing optoelectronic detection. An antenna 7 is provided on the top of the cockpit 16 for sending and receiving signals. A mast 9 is provided on the top of the cockpit 16. A panoramic vision device 14 is provided in the middle of 9 to facilitate remote control personnel to observe the surrounding environment. A radar 8 is provided above the mast 9, which can effectively perceive the surrounding environment and improve the ability to judge the surrounding environment. An engine 10 is provided at the rear of the deck 2. The rotation of the engine 10 drives the propeller 20 to rotate, and the rotation of the propeller 20 enables the amphibious boat to obtain forward power. A protective cover 13 is provided on the outside of the propeller 20, and a reversing mechanism 11 is provided at the rear of the propeller 20. Through the rotation angle of the reversing mechanism 11, the unmanned amphibious boat obtains steering power. A tail platform 12 is provided at the tail of the deck 2 to protect the rudder blade from collision damage. A brake device 19 is provided under the tail platform 12. A fuel tank is provided inside the deck 2 to provide fuel for the amphibious boat. A shock-absorbing airbag 21 is provided at the bottom of the amphibious boat.

[0051] The unmanned amphibious vehicle structure of this embodiment is configured as follows: Hull material: Carbon fiber reinforced composite material (CFRP), hull length 8.5m, width 3.2m, empty weight 1.2 tons, load capacity 500kg.

[0052] Shock-absorbing airbags: Located at the bottom of the hull, each bladder has a volume of 200 liters and is made of TPU-coated nylon. It has an integrated air pressure sensor and solenoid valve with an accuracy of ±0.1 bar. The air pressure in the bladder is dynamically adjusted by a high-pressure air pump with a maximum output pressure of 5 bar. The operating pressure range is 0.10 to 0.48 bar and can adapt to snow depths of 10 to 50 cm. The surface of the bladder is covered with a 2 mm thick Kevlar fiber protective layer with a tear strength of not less than 500 N / mm².

[0053] The TPU / Kevlar composite bladder material boasts a tear strength of 500N / mm² while maintaining a thickness of 2mm, extending its lifespan compared to traditional rubber airbags. The CFRP hull topology optimization design, with the hull structure optimized through finite element simulation (over 2,000 iterations), reduces the empty weight by 30%, while maintaining impact resistance that meets the specifications for high-speed maritime vessels.

[0054] Power system: The engine 10 adopts a diesel-electric dual-mode engine, with an output power of 250 kilowatts in diesel mode and 100 kilowatts in electric-assisted mode. It is equipped with a fuel heating device to ensure normal startup in a low-temperature environment of -50°C; the propeller 20 adopts a deflectable structure design with a deflection angle range of 0 to 30 degrees; the reversing mechanism 11 is arranged on the transmission structure between the engine 10 and the propeller 20, and is driven by a hydraulic servo motor to control the switching of the propulsion direction of the propeller 20; the switching time of the propulsion mode does not exceed 2 seconds.

[0055] Mast-integrated sensors: A radar 8 is installed on the top of the mast 9. The radar 8 is a 77GHz millimeter-wave radar with a detection range of 300 meters and an angular resolution of 0.1 degrees. A panoramic vision device 14 is set in the middle of the mast 9, equipped with a dual fisheye lens to achieve a 220-degree field of view, a resolution of 3840×2160 pixels, and a frame rate of 30 frames per second. A 32-line laser radar 15 is configured on the top of the cockpit 16, with a detection range of 150 meters and a vertical field of view covering plus or minus 15 degrees.

[0056] Redundant design: A dual IMU module is embedded in the cockpit floor 16, with a measurement accuracy of 0.1 degrees. The inertial navigation system is used in conjunction with a GPS / Beidou dual-mode positioning module with a positioning accuracy of ±10 cm to improve positioning accuracy; the searchlight 5 integrates a far-infrared thermal imager with a wavelength of 8 to 14 microns, which can identify human or animal heat source signals within a range of 50 meters.

[0057] In the unmanned amphibious vehicle unmanned driving method described in this embodiment, the control method under different environment types is as follows: When the area where the amphibious vessel is traveling is a water surface: Environmental perception: The lidar 15 detects the outline of obstacles, such as the outline of an iceberg, the radar 8 tracks the dynamics of nearby ships, and the panoramic vision device 14 analyzes wave height through a convolutional neural network (CNN) with an identification accuracy of ±0.2 meters.

[0058] Driving strategy adjustment mainly involves adjusting the forward path: the improved A-star algorithm is used. Based on the A-star algorithm, environmental constraints are first introduced as cost function factors. The cost function factors are expanded to:

[0059] in, is the obstacle avoidance cost caused by the density or curvature of the iceberg boundary around the node; is the propulsion cost or risk incurred in the ocean current velocity field at the current location; and It is the cost weight, which is dynamically adjusted according to the task weight, such as obstacle avoidance priority or energy saving priority.

[0060] Secondly, the map + weight real-time refresh method is used as a dynamic environment update mechanism: radar 8, millimeter wave radar 15, and panoramic vision device 14 are used to reconstruct the dynamic local grid map; pressure sensors are used to infer the ocean current velocity vector field in real time; the map is set to be locally updated every 0.5 seconds, and new icebergs / cracks / water currents will be reflected in the cost map in real time; the path planner uses the fast A-star algorithm to recalculate to avoid a full refresh of the global path.

[0061] Finally, the propulsion strategy is dynamically linked: when the target path is found to pass through areas with high transverse ocean currents during the path search process, the system not only penalizes these areas in the cost function (increasing the path cost), but also sends the strategy to the motion control system. In this embodiment, when the transverse ocean current speed is detected to exceed 1.5 meters per second, the propeller 20 is controlled to deflect 10 degrees to the left and the output power of the engine 10 is increased to 300 kilowatts.

[0062] Power control: The propeller speed is adjusted by the PID controller to maintain a speed of 40 kilometers per hour and the fuel consumption is controlled within 15 liters per hour.

[0063] When the amphibious craft is traveling on an icy or snowy road: Environmental perception: The laser radar 15 scans the ice surface cracks with an accuracy of ±5 cm in crack identification. The ground friction coefficient can be derived based on the operating speed and driving force of the unmanned amphibious vehicle.

[0064] Driving strategy adjustments, primarily adjustments to the forward path: Using the Dynamic Window Algorithm (DWA), when the ground friction coefficient is less than 0.3, it is identified as a high-risk area and a low-curvature path with a minimum turning radius of 8 meters is planned; Pressure control logic of shock-absorbing airbag 21: When driving on icy and snowy roads, the depth of snow cm, the airbag pressure Calculate according to the following formula ; When the friction coefficient When the airbag pressure is adjusted to the reference pressure 1.5 times of the reference pressure in this embodiment Set to 0.16 bar.

[0065] Power control: The present invention introduces a deflectable propeller 20 structure into the power system. When snow removal operations are required, the propeller 20 is controlled to deflect to the left or right at a certain angle, and the amphibious vessel is rotated in place. The high-speed airflow (wind speed not less than 15m / s) ejected from the tail of the propeller 20 is used to form an annular air field, effectively blowing away the snow around the hull and clearing a drivable path.

[0066] Because the boat's airbags are coated with a high-molecular-weight polyethylene wear-resistant layer, adjusting the airbag pressure doesn't significantly change the contact area with icy or snowy roads. Therefore, this invention addresses slippage on low-adhesion surfaces through attitude control and power regulation. The system uses gyroscopes and accelerometers to monitor the boat's attitude and slip trends in real time, dynamically adjusting propulsion power and deflection angles as needed to suppress drift and improve control stability on icy and snowy surfaces.

[0067] The unmanned amphibious vehicle described in this embodiment also has fail-safe and emergency handling functions: Power failure emergency: When the diesel engine fails, it automatically switches to electric mode, the driving range is reduced, and an audible and visual alarm is triggered. At the same time, a distress signal is sent to the satellite via antenna 7.

[0068] Extreme low temperature protection: The fuel tank adopts double-layer vacuum insulation structure, and the thermal conductivity does not exceed , and integrated with a 500-watt electric heating film to ensure that diesel maintains normal fluidity in an environment of -50°C.

[0069] The technical solution provided by the present invention is further described in detail through the above specific embodiments in order to highlight the advantages and benefits of the technical solution provided by the present invention. However, the above specific embodiments are not intended to limit the present invention. Any reasonable modification and improvement of the present invention, combination of embodiments and equivalent replacement, etc. based on the spirit and principles of the present invention should be included in the scope of protection of the present invention.

[0070] Those skilled in the art will understand that the above description is only a preferred embodiment of the present invention, and the features described in the various embodiments and / or claims of the present disclosure may be combined or coupled in various ways, even if such a combination or coupling is not explicitly described in the present disclosure. It is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art may still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention shall be included in the scope of protection of the present invention.

[0071] Although preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they are aware of the basic inventive concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention. Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, the present invention is intended to include such changes and modifications as fall within the scope of the claims and their equivalents.

Claims

1. An unmanned driving method, characterized in that: The method is implemented by a computer program embedded in a controller of an unmanned amphibious vehicle, wherein an electronic map of the driving area is also embedded in the controller, and the method comprises: According to the location coordinates of the origin and the destination, a plurality of driving routes are obtained in combination with the electronic map; For each driving route, the route is divided according to the driving order and the regional environment type of the area passed through, and the regional environment type is: water surface or ice and snow road; Obtain the number of areas for each driving route based on the division results; According to the division results, the total travel time of each regional environment in each route is obtained; Selecting n routes with the least number of areas or n routes with the shortest surface travel as alternative navigation routes; For each alternative navigation route, obtain the estimated total travel time; Selecting the alternative navigation route with the shortest estimated total time as the navigation route; Formulate a driving strategy based on the regional environment in the navigation route; The driving strategy is used to control the unmanned amphibious vehicle to start operation. During the operation: Obtaining real-time environmental information of the unmanned amphibious vehicle through data output by a radar (8), a panoramic vision device (14), a laser radar (15), and an inertial navigation system, wherein the environmental information includes real-time position information of the unmanned amphibious vehicle; Determining in real time whether the real-time location information is on the navigation route; When the real-time position information deviates from the navigation route, the driving strategy is adjusted to control the unmanned amphibious vehicle to return to the navigation route.

2. The method according to claim 1, characterized in that When the amphibious vehicle is traveling on water, the real-time environmental information of the amphibious vehicle further includes: the amphibious vehicle's posture, water surface fluctuations, ocean current speed and direction, wind speed, and dynamic obstacles in the traveling area; According to the environmental information, the driving strategy is adjusted in real time to increase the operating speed and adjust the navigation route when necessary while maintaining the balance of the unmanned amphibious vehicle.

3. The method according to claim 1, characterized in that When the unmanned amphibious vehicle is traveling on an icy or snowy road, the real-time environmental information of the unmanned amphibious vehicle further includes: the posture of the unmanned amphibious vehicle, ice thickness, snow depth, obstacles, and ground friction; According to the environmental information, the driving strategy is adjusted in real time, the speed is reduced, the steering force is increased, and the navigation route is adjusted when necessary.

4. The method according to claim 1, wherein The unmanned amphibious vehicle comprises: Controller, hull, fender (1), deck (2), engine (10), cockpit (16), propeller (20), vibration damping airbag (21), airbag inflation / deflation device, inertial navigation system and fuel tank; The hull is connected to the fender (1); The fender (1) is connected to the deck (2); An engine (10) is provided at the rear of the deck (2); The engine (10) is connected to the drive shaft of the propeller (20) via a transmission structure; A cockpit (16) is provided on the deck (2); An oil tank is provided inside the hull below the deck (2); A vibration-damping airbag (21) is provided at the bottom of the hull; The airbag inflation / deflation device is located at the bottom of the cockpit (16) and is used to adjust the shape of the vibration-damping airbag (21) by inflating or deflating the airbag; The inertial navigation system is fixed in the cockpit (16); A controller is provided inside the cockpit (16), and the controller is used to control the output speed of the engine (10) and also to control the inflation / deflation state of the airbag inflation / deflation device; The controller is connected to the inertial navigation system via a serial communication port.

5. The method according to claim 4, characterized in that The unmanned amphibious vehicle also includes: radar (8), mast (9), panoramic vision device (14) and lidar (15); The mast (9) is on the cockpit (16); A radar (8) is provided on the upper portion of the mast (9); A panoramic vision device (14) is provided in the middle of the mast (9); The laser radar (15) is on top of the cockpit (16); The radar (8), the panoramic vision device (14) and the laser radar (15) are respectively connected to the controller via a serial data bus.

6. The method according to claim 5, characterized in that The unmanned amphibious vehicle also includes: a pair of lifting ears (3), windows (4), searchlight (5), electro-optical pod (6) and antenna (7); The pair of lifting lugs (3) are symmetrically distributed on both sides of the deck (2); The window (4) is arranged on the side wall of the cockpit (16); The searchlight (5), the photoelectric pod (6) and the antenna (7) are respectively arranged on the top of the cockpit (16), and the searchlight (5) is used to illuminate the area in front of the unmanned amphibious vehicle; The photoelectric pod (6) is used to perform photoelectric detection to monitor and perceive the environment in which the unmanned amphibious vehicle is traveling; The antenna (7) is connected to the controller via a serial data bus.

7. The method according to claim 6, characterized in that The unmanned amphibious vehicle also includes: Reversing mechanism (11), tail platform (12), protective cover (13) and brake device (19); The reversing mechanism (11) is provided on the transmission structure of the engine (10) and the propeller (20) and is used to achieve reversing; The tail platform (12) is arranged at the tail of the deck (2); The protective cover (13) is arranged outside the propeller (20); The brake device (19) is arranged below the tail platform (12); The controller is used to control the reversing mechanism (11) to implement a reversing action, and is also used to control the braking device (19) to execute or stop a braking action.

8. An unmanned driving system, characterized in that: The unmanned driving system includes: A map module is used to read the electronic map of the driving area embedded in the controller of the unmanned multi-purpose vehicle; A driving route obtaining module, for obtaining a plurality of driving routes based on the location coordinates of the origin and the destination in combination with the electronic map; A region division module is used to divide each driving route according to the driving order and the regional environment type of the area passed through, wherein the regional environment type is: water surface or ice and snow road; The area number obtaining module is used to obtain the area number of each driving route according to the division result; A trip sum obtaining module is used to obtain the trip sum of each regional environment in each route according to the division result; an alternative navigation route obtaining module, configured to select n routes with the least number of areas or n routes with the shortest surface travel as alternative navigation routes; The time estimation module is used to obtain the estimated total travel time for each alternative navigation route; a navigation route determination module, configured to select the alternative navigation route with the shortest estimated total time as the navigation route; A driving strategy determination module, configured to formulate a driving strategy according to the regional environment in the navigation route; A driving strategy execution module is used to control the unmanned amphibious vehicle to start operation using the driving strategy, and the module further includes: A real-time environment information acquisition unit is used to obtain real-time environment information of the unmanned amphibious vehicle through data output by a radar (8), a panoramic vision device (14), a laser radar (15) and an inertial navigation system, wherein the environment information includes real-time position information of the unmanned amphibious vehicle; A real-time position determination unit, configured to determine in real time whether the real-time position information is on the navigation route; A real-time position correction unit is used to adjust the driving strategy to control the unmanned amphibious vehicle to return to the navigation route when the real-time position information deviates from the navigation route.

9. A computer storage medium for storing a computer program, characterized in that When the computer program is read by a computer, the computer executes the method according to any one of claims 1 to 7.

10. A computer program product, being a computer program, characterized in that When the computer program is read, the method according to any one of claims 1 to 7 is implemented.

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