An unmanned multi-environmental vehicle and unmanned method

Abstract

The application relates to an unmanned multi-environmental vehicle and an unmanned method, belongs to the technical field of vehicle posture control, and particularly relates to a multi-environmental vehicle with an automatic driving function. In order to solve the problems of poor adaptability, low transportation efficiency and poor safety of the existing polar transportation mode in the polar environment, the application provides an unmanned method, which comprises a water surface and ice and snow road surface unmanned method, the method is realized based on an unmanned multi-environmental vehicle controller, the unmanned multi-environmental vehicle comprises a hull, a fender, a deck, an engine, a cockpit, a propeller, a damping air bag and an oil tank; the unmanned multi-environmental vehicle of the application solves the core problems of weak environmental adaptability, high human risk and large operation and maintenance cost in polar transportation in a systematic and innovative manner, and provides an efficient, safe and reliable solution for polar scientific research, material supply and emergency rescue through the deep integration of intelligent sensing, dynamic control and structural optimization.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle attitude control, and particularly relates to a multi-environmental boat with an automatic driving function. BACKGROUND

[0002] The transportation of goods and personnel in polar environments mainly relies on ships, helicopters and motorboats. However, these traditional transportation methods cannot meet the demand of all-weather and all-terrain transportation in polar environments. The polar environment has a harsh climate, and the ice and snow-covered ground and water surface make the traffic conditions complex and unstable, bringing great challenges to existing transportation methods.

[0003] Although ship transportation can provide goods transportation under certain conditions, the polar water area is often covered with thick ice, and the ship cannot directly reach the designated location, and must rely on icebreaking ships and other transfer equipment, which greatly increases the transportation time and cost. In addition, the stability of the ship in the ice layer is poor in the ice layer or in the extremely low temperature environment, and it is easily disturbed by the environment, resulting in interruption of transportation or damage to equipment.

[0004] Helicopter transportation is greatly affected by the polar weather. Due to the occurrence of strong winds, low temperatures, low visibility and other adverse weather in polar regions, the flight of helicopters is limited, especially in windy and extremely low temperature conditions, the performance and reliability of helicopters decrease significantly. This increases the risk of using helicopters in polar environments, not only affecting transportation efficiency, but also increasing the safety hazards of personnel and goods.

[0005] Although motorboats can move quickly on the water surface, their single transportation capacity is limited, and they are prone to mechanical failure or unstable operation in extremely cold environments. The anti-freezing ability of motorboats is weak, especially in the environment of ice and snow alternation, it is difficult to provide continuous and stable transportation. Single water transportation method cannot cope with the complex and changeable road conditions and weather conditions in polar environments, so it is difficult to meet the demand of large-scale transportation.

[0006] The existing transportation means not only has poor adaptability in polar environments, but also has many limitations in long-term and large-scale goods transportation tasks. The running efficiency and safety of ships, helicopters and motorboats are significantly affected by the environment, especially in extreme weather and complex terrain, the reliability and stability of these transportation methods are insufficient, which cannot ensure the safe and rapid transportation of goods and personnel.

[0007] Therefore, polar transportation tasks put higher requirements on transportation tools, and a multifunctional transportation tool capable of running all-weather in polar environment and having dual adaptation capability of water surface and ice and snow road surface is needed to meet the demand of fast, safe and stable transportation. At the same time, with the progress of unmanned technology, an unmanned amphibious vehicle becomes an ideal solution. Unmanned technology can effectively solve the limitations of manpower and operation in traditional transportation methods, and through the integration of radar, visual sensor, laser radar and other devices, the surrounding environment can be perceived in real time and the navigation path can be automatically adjusted. This technology enables the amphibious vehicle to automatically complete complex navigation and obstacle avoidance tasks in harsh environments, not only improving the safety and reliability of transportation, but also enabling long-term stable operation in polar environment. SUMMARY

[0008] In order to solve the problems of insufficient adaptability, low transportation efficiency and poor safety of the existing polar transportation method in polar environment, the present application proposes the following solutions:

[0009] An unmanned driving method, the method is realized by a computer program embedded in an unmanned amphibious vehicle controller, and an electronic map of a driving area is also embedded in the controller, the method comprises:

[0010] According to the position coordinates of the origin and the destination, a plurality of driving routes are obtained in combination with the electronic map;

[0011] For each driving route, the driving sequence is divided according to the area environment type of the passing area, and the area environment type is water surface or ice and snow road surface;

[0012] According to the division result, the number of areas of each driving route is obtained;

[0013] According to the division result, the total distance of each area environment in each route is obtained;

[0014] Select n routes with the least number of areas or n routes with the shortest water surface distance as the candidate navigation routes;

[0015] For each candidate navigation route, the total estimated time of its journey is obtained;

[0016] Select the candidate navigation route with the shortest total estimated time as the navigation route;

[0017] According to the area environment in the navigation route, a driving strategy is formulated;

[0018] The unmanned amphibious vehicle is controlled to start running by using the driving strategy, and in the running process:

[0019] The real-time location information of the unmanned amphibious vehicle is obtained in real time by the data output by the radar 8, the panoramic vision device 14, the laser radar 15 and the inertial navigation system, and the environment information of the unmanned amphibious vehicle includes the real-time location information of the unmanned amphibious vehicle;

[0020] The real-time location information is determined whether on the navigation route or not;

[0021] 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.

[0022] Further, when the area environment where the unmanned amphibious vehicle travels is water surface, the real-time environment information of the unmanned amphibious vehicle further includes the attitude of the unmanned amphibious vehicle, water surface fluctuation, current speed and direction, wind speed and dynamic obstacles in the forward travel area;

[0023] According to the environment information, the driving strategy is adjusted in real time to keep the unmanned amphibious vehicle balanced, improve the running speed, and adjust the navigation route if necessary.

[0024] Further, when the area environment where the unmanned amphibious vehicle travels is ice and snow road surface, the real-time environment information of the unmanned amphibious vehicle further includes the attitude of the unmanned amphibious vehicle, ice layer thickness, snow depth, obstacles and ground friction;

[0025] According to the environment information, the driving strategy is adjusted in real time to reduce the speed, increase the steering force, and adjust the navigation route if necessary.

[0026] Further, the unmanned amphibious vehicle comprises:

[0027] a controller, a hull, a fender 1, a deck 2, an engine 10, a cockpit 16, a propeller 20, a shock absorbing air bag 21, an air bag inflation / deflation device, an inertial navigation system and an oil tank;

[0028] The hull is connected with the fender 1;

[0029] The fender 1 is connected with the deck 2;

[0030] The engine 10 is arranged at the rear of the deck 2;

[0031] The engine 10 is connected with the driving shaft of the propeller 20 through a transmission structure;

[0032] The cockpit 16 is arranged on the deck 2;

[0033] The oil tank is arranged below the deck 2 and inside the hull;

[0034] The shock absorbing air bag 21 is arranged at the bottom of the hull;

[0035] The airbag inflation / deflation device is located at the bottom of the cockpit 16, and is used to adjust the shape of the shock absorption airbag 21 by inflating or deflating it;

[0036] The inertial navigation system is fixed in the cockpit 16;

[0037] The controller is arranged inside the cockpit 16, and is used to control the output speed of the engine 10, and also used to control the inflation / deflation state of the airbag inflation / deflation device;

[0038] The controller is connected with the inertial navigation system through a serial communication port.

[0039] Further, the unmanned amphibious vehicle further comprises:

[0040] The radar 8, the mast 9, the panoramic vision device 14 and the laser radar 15;

[0041] The mast 9 is arranged on the cockpit 16;

[0042] The radar 8 is arranged on the upper part of the mast 9;

[0043] The panoramic vision device 14 is arranged on the middle part of the mast 9;

[0044] The laser radar 15 is arranged on the top of the cockpit 16;

[0045] The radar 8, the panoramic vision device 14 and the laser radar 15 are respectively connected with the controller through a serial data bus.

[0046] Further, the unmanned amphibious vehicle further comprises:

[0047] A pair of lifting lugs 3, a window 4, a searchlight 5, a photoelectric pod 6 and an antenna 7;

[0048] The pair of lifting lugs 3 are symmetrically distributed on both sides of the deck 2;

[0049] The window 4 is arranged on the side wall of the cockpit 16;

[0050] 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;

[0051] The photoelectric pod 6 is used to perform photoelectric detection to realize the monitoring and sensing of the environment in which the unmanned amphibious vehicle travels;

[0052] The antenna 7 is connected with the controller through a serial data bus.

[0053] Further, the unmanned amphibious vehicle further comprises:

[0054] The reversing mechanism 11, the tail platform 12, the protective cover 13 and the brake device 19;

[0055] The reversing mechanism 11 is arranged on the transmission structure of the engine 10 and the propeller 20, and is used for realizing reversing;

[0056] The tail platform 12 is arranged at the tail of the deck 2;

[0057] The protective cover 13 is arranged outside the propeller 20;

[0058] The brake device 19 is arranged below the tail platform 12;

[0059] The controller is used for controlling the reversing mechanism 11 to realize reversing action, and is also used for controlling the brake device 19 to execute or stop braking action.

[0060] Based on the same inventive concept, the present application further provides an unmanned system, which comprises:

[0061] A map module is used for reading an electronic map of a driving area embedded in a controller of the unmanned amphibious vehicle;

[0062] A driving route obtaining module is used for obtaining a plurality of driving routes according to position coordinates of a starting place and a destination in combination with the electronic map;

[0063] A region dividing module is used for dividing each driving route according to a driving sequence and a region environment type of a passing region, and the region environment type is water surface or ice and snow road surface;

[0064] A region number obtaining module is used for obtaining a region number of each driving route according to a division result;

[0065] A total distance obtaining module is used for obtaining a total distance of each region environment in each route according to the division result;

[0066] An alternative navigation route obtaining module is used for selecting n routes with the least region number or n routes with the shortest water surface distance as alternative navigation routes;

[0067] A time estimation module is used for obtaining an estimated total time of each alternative navigation route;

[0068] A navigation route determining module is used for selecting an alternative navigation route with the shortest estimated total time as a navigation route;

[0069] A driving strategy determining module is used for formulating a driving strategy according to a region environment in the navigation route;

[0070] A driving strategy execution module is configured to control the unmanned amphibious vehicle to start running according to the driving strategy, and the module further comprises:

[0071] A real-time environment information acquisition unit is configured to acquire real-time environment information of the unmanned amphibious vehicle according to data output by the radar 8, the panoramic vision device 14, the laser radar 15 and the inertial navigation system, and the environment information comprises real-time position information of the unmanned amphibious vehicle.

[0072] A real-time position judgment unit is configured to judge whether the real-time position information is on the navigation route.

[0073] A real-time position correction unit is configured 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.

[0074] Based on the same inventive concept, the application further provides a computer storage medium for storing a computer program, wherein when the computer program is read by a computer, the computer executes the method according to any one of the application.

[0075] Based on the same inventive concept, the application further provides a computer program product as a computer program, wherein when the computer program is read, the method according to any one of the application is implemented.

[0076] Compared with the existing polar transportation means, the application has the following beneficial effects:

[0077] 1. The unmanned amphibious vehicle of the application realizes the dynamic adaptive ability of water surface buoyancy and ice and snow road friction through the cooperative design of the adjustable pressure damping air bag and the dual-mode power system, so that the amphibious vehicle can seamlessly switch between water surface, ice surface, snow dune and mixed rugged terrain. Compared with traditional polar transportation tools, such as track vehicles limited to land use or hovercrafts relying on calm water areas, the application breaks through the single environment limitation and can travel on water surface, ice surface and snow surface, significantly expanding the application range of the transportation tool.

[0078] 2. The unmanned amphibious vehicle of the application adopts a damping air bag made of TPU coating nylon and Kevlar fiber composite, which realizes a tear resistance strength of more than 500 N / mm² at a thickness of 2 mm, and balances light weight and durability, meeting the harsh requirements of complex polar terrain. The service life of the amphibious vehicle in extreme environments is far beyond that of traditional equipment, providing a hardware foundation for long-term polar tasks.

[0079] 3. The unmanned amphibious vehicle of the present application, aiming at the polar extreme low temperature environment, innovatively adopts the combination design of double-layer vacuum insulation oil tank and active temperature control electric heating film, ensuring that the fuel maintains normal fluidity under the condition of ultra-low temperature of-50℃, and the engine can be started quickly and continuously run. At the same time, the introduction of propeller wake snow removal technology makes the amphibious vehicle generate high-speed airflow through rotation during driving, effectively removing the snow in front, solving the problem of traditional transportation tools being stuck or unable to pass in thick snow areas. Compared with the frequent task cancellation of helicopters in blizzards or the paralysis risk of motorboats due to frozen fuel, the task completion rate of the amphibious vehicle of the present application in extreme weather has achieved a qualitative leap, providing all-weather support for polar scientific research and material transportation.

[0080] 4. The unmanned driving method of the present application has an electronic map embedded inside the unmanned amphibious vehicle, and can correct the electronic map according to real-time collected environmental information, and has continuous operation capability in the case of satellite communication interruption or polar magnetic field interference. For example, when the amphibious vehicle enters the ice cover blind area or encounters strong electromagnetic interference, the system can continue to perform tasks based on inertial navigation data and pre-stored map information, avoiding the task interruption of traditional unmanned equipment due to signal loss. This design not only improves the transportation reliability in remote polar areas, but also provides key technical support for emergency rescue tasks.

[0081] 5. The unmanned driving method of the present application, through the multi-source sensor fusion architecture composed of radar, panoramic vision device and laser radar, can obtain more accurate real-time position information and environmental information through the combination of multiple real-time information, avoiding the problem that the position deviation cannot be corrected by relying only on radar to obtain position information, and avoiding the danger caused by the change of topographic features or the emergence of sudden external objects due to excessive dependence on maps. That is, the combination of multiple real-time information can more accurately identify obstacle information in the forward direction of the amphibious vehicle, realize effective avoidance, and improve the safety of operation.

[0082] In summary, the unmanned amphibious vehicle of the present application solves the core problems of weak environmental adaptability, high human risk and high operation and maintenance cost in polar transportation through systematic innovation, and provides an efficient, safe and reliable solution for polar scientific research, material supply and emergency rescue through the deep integration of intelligent perception, dynamic control and structural optimization. Its advanced technology and application value have a milestone significance in the field of polar exploration. BRIEF DESCRIPTION OF DRAWINGS

[0083] Figure 1is a front structure schematic diagram of the unmanned multi-environmental boat in embodiment one, the signs are: fender 1, deck 2, lifting lug 3, window 4, searchlight 5, photoelectric 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, rail 18, propeller 20.

[0084] Figure 2 is a back structure schematic diagram of the unmanned multi-environmental boat in embodiment one, the signs are: brake device 19, shock absorption airbag 21. DETAILED DESCRIPTION

[0085] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0086] Embodiment one

[0087] An unmanned driving method, the method is realized by a computer program embedded in a controller of an unmanned multi-environmental boat, and an electronic map of a driving area is also embedded in the controller, the method comprises:

[0088] According to the position coordinates of the starting place and the destination, a plurality of driving routes are obtained in combination with the electronic map;

[0089] For each driving route, the driving sequence is divided according to the area environment type of the passing area, and the area environment type is water surface or ice and snow road surface;

[0090] The number of areas of each driving route is obtained according to the division result; the number of areas is calculated according to the division result, for example: the starting position is ice surface, after driving for a distance, it enters water surface, and then it is ice and snow road surface, water surface, ice and snow road surface, water surface, ice and snow road surface (destination) in turn, so the number of areas is 7.

[0091] The total distance of each area environment in each route is obtained according to the division result;

[0092] n routes with the least number of areas or n routes with the shortest water surface distance are selected as the candidate navigation routes; n can be designed according to actual conditions, for example: 3 or 5;

[0093] The total estimated time of each candidate navigation route is obtained;

[0094] selecting the candidate navigation route with the shortest estimated total time as the navigation route;

[0095] formulating a driving strategy according to the environmental conditions in the navigation route; the driving strategy refers to the control parameters of the unmanned amphibious vehicle from the starting point to the end point according to the navigation route and the environmental conditions along the route;

[0096] controlling the unmanned amphibious vehicle to start running by using the driving strategy, and in the running process:

[0097] obtaining the real-time environmental information of the unmanned amphibious vehicle in real time through the data output by the radar 8, the panoramic vision device 14, the laser radar 15 and the inertial navigation system, and the environmental information includes real-time position information of the unmanned amphibious vehicle; in actual application, the electronic map information can be corrected according to the real-time environmental information, so as to ensure the adaptability of the electronic map, and further, the navigation route can be optimized according to the corrected electronic map;

[0098] judging whether the real-time position information is on the navigation route in real time;

[0099] when the real-time position information deviates from the navigation route, adjusting the driving strategy to control the unmanned amphibious vehicle to return to the navigation route; when it is found that the navigation route is deviated, the control parameters of the unmanned amphibious vehicle are adjusted in real time to make it return to the navigation route. Through the specific operation steps of the unmanned driving method, the function of dynamic path adjustment is realized.

[0100] Embodiment Two

[0101] The embodiment is a further limitation of the first embodiment, and in the embodiment, when the environmental conditions of the area where the unmanned amphibious vehicle runs are water surface, the real-time environmental information of the unmanned amphibious vehicle further includes the attitude of the unmanned amphibious vehicle, water surface fluctuation, current speed and direction, wind speed and other dynamic obstacles in the running area;

[0102] according to the environmental information, adjusting the driving strategy in real time to improve the running speed on the premise of keeping the balance of the unmanned amphibious vehicle, and adjusting the navigation route when necessary.

[0103] when the dynamic obstacle threatens the safety of the unmanned amphibious vehicle, the route is adjusted to achieve the purpose of avoiding and bypassing the obstacle, and then the unmanned amphibious vehicle continues to run in the initial navigation route.

[0104] further, when the environmental conditions of the area where the unmanned amphibious vehicle runs are ice and snow road surface, the real-time environmental information of the unmanned amphibious vehicle includes the attitude of the unmanned amphibious vehicle, ice layer thickness, snow depth, obstacles and ground friction;

[0105] 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 if necessary.

[0106] When an obstacle outside the electronic map appears, the route needs to be adjusted to achieve the purpose of avoiding and bypassing the obstacle, and then continue driving on the initial navigation route.

[0107] In the above method, according to the actual posture of the amphibious vehicle and the information specific to the regional environment, such as water surface fluctuations and current speed and direction in the water surface environment, friction on the ice and snow road, etc., the driving strategy is adaptively adapted to the specific environment type, so that the operation of the amphibious vehicle can adapt to multiple environments.

[0108] In this embodiment, the environment in which the amphibious vehicle is located is monitored in real time according to sensors such as radar 8, panoramic vision device 14, inertial navigation system and laser radar 15, further improving the accuracy and real-time performance of environmental perception. The real-time data of 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 of the water surface and the ice and snow road, and improving the adaptability and safety of the amphibious vehicle in different environments.

[0109] Embodiment three

[0110] This embodiment is a further limitation of embodiment one, as shown in Figure 1 , 2 The unmanned amphibious vehicle comprises:

[0111] a controller, a hull, a fender 1, a deck 2, an engine 10, a cockpit 16, a propeller 20, a shock absorbing air bag 21, an air bag inflation / deflation device, an inertial navigation system and a fuel tank;

[0112] The hull is connected with the fender 1;

[0113] The fender 1 is connected with the deck 2;

[0114] The engine 10 is arranged at the rear of the deck 2;

[0115] The engine 10 is connected with the driving shaft of the propeller 20 through a transmission structure;

[0116] The cockpit 16 is arranged on the deck 2;

[0117] The fuel tank is arranged inside the hull below the deck 2;

[0118] The shock absorbing air bag 21 is arranged at the bottom of the hull;

[0119] The air bag inflation / deflation device is arranged at the bottom of the cockpit 16, and is used to adjust the shape of the shock absorbing air bag 21 by inflating or deflating it.

[0120] The inertial navigation system is fixed in the cockpit 16;

[0121] The cockpit 16 is internally provided with a controller for controlling the output speed of the engine 10 and for controlling the inflation / deflation state of the air bag inflation / deflation device;

[0122] The controller is connected with the inertial navigation system through a serial communication port.

[0123] In this embodiment, the engine 10 is used to control the rotation speed of the propeller 20, thereby adjusting the thrust generated by the output wind.

[0124] Further, in actual application, a steering device capable of adjusting the angle of the propeller 20 can be added, or the propeller 20 can be designed as a propeller structure with a deflectable structure, which can adjust the deflection angle of the propeller 20. The deflection angle refers to the included angle between the axis of the propeller 20 and the running surface of the amphibious vehicle. This function can change the direction of the wind generated by the propeller 20, better adjust the running attitude of the amphibious vehicle, and also can cooperate with the steering device to adjust the wind direction, realize the effect of generating thrust or blowing snow.

[0125] Further, in actual application, in order to adapt to extremely low temperature environment, a double-layer vacuum insulation oil tank is used to avoid oil solidification in the oil tank due to low temperature. Further, in order to improve the cold resistance effect, an automatic temperature control heating film can be arranged inside or outside the oil tank. When the temperature is too low, the heating function of the heating film can maintain the temperature inside the oil tank, avoiding oil solidification.

[0126] Further, the damping air bag 21 can be made of TPU coated nylon and Kevlar fiber composite. This material can ensure that the tear strength exceeds 500 N / mm² at a thickness of 2 mm, has good impact resistance, and has light weight and durability.

[0127] Further, in actual application, the unmanned amphibious vehicle also includes a GPS unit, and the inertial navigation system can be used in cooperation with the GPS unit.

[0128] This embodiment specifies the core components of the amphibious vehicle, such as the hull, the fender material 1, the deck 2, the power system, the damping air bag, and the oil tank. This configuration helps to ensure the stable operation of the amphibious vehicle in different extreme environments. When switching seamlessly between water surface and ice and snow road surface, the design of the hull and related structures can effectively improve the adaptability and safety of the amphibious vehicle, reduce equipment damage and personnel injury during transportation. In addition, the simple and efficient structure design ensures the operability and maintenance convenience of the amphibious vehicle.

[0129] Embodiment Four

[0130] This embodiment is a further limitation of Embodiment Three, further, the multi-habitat boat further comprises:

[0131] radar 8, mast 9, panoramic vision device 14, and lidar 15;

[0132] The mast 9 is on the cockpit 16;

[0133] The radar 8 is arranged on the upper part of the mast 9;

[0134] The panoramic vision device 14 is arranged in the middle part of the mast 9;

[0135] The lidar 15 is on the top of the cockpit 16;

[0136] The radar 8, panoramic vision device 14, and lidar 15 are respectively connected with the controller through a serial data bus.

[0137] This embodiment further introduces key sensor components such as radar 8, panoramic vision device 14, and lidar 15. Through these sensors, the real-time perception ability of the multi-habitat boat to the surrounding environment can be enhanced. The installation positions of these sensors, such as the top of the mast 9 and the top of the cockpit 16, provide comprehensive monitoring of the environment and improve the navigation ability of the multi-habitat boat in complex terrain and harsh weather conditions. With the support of these sensors, the unmanned system can more accurately plan and dynamically adjust the path, thereby realizing safer and more reliable all-weather automatic driving.

[0138] Embodiment Five

[0139] This embodiment is a further limitation of Embodiment Four, further, the multi-habitat boat further comprises:

[0140] a pair of lifting lugs 3, windows 4, searchlights 5, photoelectric pods 6, and antennas 7;

[0141] The pair of lifting lugs 3 are symmetrically distributed on both sides of the deck 2;

[0142] The windows 4 are arranged on the side walls of the cockpit 16;

[0143] The searchlights 5, photoelectric pods 6, and antennas 7 are respectively arranged on the top of the cockpit 16, and the searchlights 5 are used to illuminate the area in front of the multi-habitat boat;

[0144] The photoelectric pods 6 are used to perform photoelectric detection to realize monitoring and perception of the environment in which the unmanned multi-habitat boat travels;

[0145] The antenna 7 is connected with the controller through a serial data bus.

[0146] In this embodiment, the introduction of a pair of hangers 3, windows 4, searchlights 5, photovoltaic pods 6 and antennas 7 enhances the operating and communication capabilities of the amphibious vehicle. The pair of hangers 3 are symmetrically distributed on both sides of the deck 2, improving the stability of the amphibious vehicle during parking and transportation. The design of the windows 4 ensures a clear view for the personnel inside the cockpit 16. The searchlights 5 provide an important light source in low-visibility conditions, ensuring safe operation at night or in bad weather. The integration of the photovoltaic pods 6 and antennas 7 further enhances the remote control capabilities and information transmission efficiency of the amphibious vehicle, ensuring the successful completion of long-term and long-distance unmanned tasks.

[0147] Embodiment six

[0148] This embodiment is a further limitation of embodiment five. Further, the amphibious vehicle further comprises:

[0149] a reversing mechanism 11, a tail platform 12, a protective cover 13 and a brake device 19;

[0150] The reversing mechanism 11 is arranged on the transmission structure of the engine 10 and the propeller 20, and is used to realize reversing;

[0151] The tail platform 12 is arranged at the tail of the deck 2;

[0152] The protective cover 13 is arranged outside the propeller 20;

[0153] The brake device 19 is arranged below the tail platform 12;

[0154] The controller is used to control the reversing mechanism 11 to realize reversing action, and is also used to control the brake device 19 to execute or stop braking action.

[0155] This embodiment increases the configuration of the reversing mechanism 11, the tail platform 12, the protective cover 13 and the brake device 19, further improving the control performance and safety of the amphibious vehicle. The design of the reversing mechanism 11 enables the amphibious vehicle to realize precise steering on water and ice and snow surfaces, improving the control flexibility. The design of the tail platform 12 and the protective cover 13 effectively protects the propeller 20 and the rudder, 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 quickly stop in emergency situations, further enhancing the safety performance of the amphibious vehicle.

[0156] Embodiment seven

[0157] The embodiment integrates the technical solutions of the foregoing multiple embodiments, and further verifies and explains the technical effects of the application through specific examples in combination with actual conditions.

[0158] An unmanned amphibious vehicle is applied to a polar scientific research scene.

[0159] The unmanned amphibious vehicle comprises a controller, a hull, a fender 1, a deck 2, an ear 3, a window 4, a searchlight 5, a photoelectric 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 damping air bag 21, an air bag inflation / deflation device, an inertial navigation system and an oil tank.

[0160] The hull of the unmanned amphibious vehicle is externally provided with the fender 1 for reducing damage to the hull caused by collision with the surrounding environment, the fender 1 is connected with the deck 2, a plurality of ears 3 are arranged on the surface of the deck 2 for fixing and transporting the hull when the hull is at a standstill, the hatch cover 17 is arranged on the surface of the deck 2, and the cabin can store materials and spare parts, the cockpit 16 is arranged in the middle of the deck 2, a plurality of windows 4 are arranged around the cockpit 16 for the personnel in the cabin to observe the surrounding environment, the laser radar 15 is arranged on the top of the cockpit 16 to improve the safety of the vehicle itself, the searchlight 5 is arranged on the top for improving the environmental clarity under dark conditions, the photoelectric pod 6 is arranged on the top of the cockpit 16 for performing photoelectric detection, the antenna 7 is arranged on the top of the cockpit 16 for signal transmission and reception, the mast 9 is arranged on the top of the cockpit 16, the panoramic vision device 14 is arranged in the middle of the mast 9 to facilitate the remote control personnel to observe the surrounding environment, the radar 8 is arranged above the mast 9 to effectively perceive the surrounding environment and improve the judgment ability of the surrounding environment, the engine 10 is arranged at the rear of the deck 2, the engine 10 is rotated to drive the propeller 20 to rotate, the rotation of the propeller 20 enables the amphibious vehicle to obtain forward driving power, the protective cover 13 is arranged outside the propeller 20, the reversing mechanism 11 is arranged at the rear of the propeller 20, the rotation angle of the reversing mechanism 11 enables the unmanned amphibious vehicle to obtain steering power, the tail platform 12 is arranged at the tail of the deck 2 for protecting the rudder from collision and damage, the brake device 19 is arranged below the tail platform 12, the oil tank is arranged in the deck 2 to provide fuel for the amphibious vehicle, and the damping air bag 21 is arranged at the bottom of the amphibious vehicle.

[0161] The unmanned amphibious vehicle in the embodiment is configured as follows:

[0162] The hull material is carbon fiber reinforced composite material (CFRP), the hull length is 8.5 m, the hull width is 3.2 m, the empty weight is 1.2 tons, and the load capacity is 500 kg.

[0163] Damping air bag: arranged in the bottom of the hull, a single capsule volume 200 liters, material for TPU coated nylon, integrated inside the accuracy of ± 0.1 bar pressure sensor and solenoid valve; through the maximum output pressure 5 bar high pressure air pump dynamic adjustment of the air pressure in the capsule, the working pressure range is 0.10 to 0.48 bar, can adapt to 10 to 50 centimeters of snow depth; the surface of the capsule covered with 2 millimeter thick Kevlar fiber protective layer, tear strength is not less than 500 N / mm².

[0164] The TPU / Kevlar composite capsule material, under the premise of maintaining 2mm thickness, the tear strength is increased to 500N / mm², the service life is prolonged compared with traditional rubber air bag; CFRP hull topology optimization design is adopted, the hull structure is optimized through finite element simulation (iteration is more than 2000 times), the empty weight is reduced by 30%, and the impact resistance meets the requirements of offshore high-speed ship specifications.

[0165] Power system: the engine 10 adopts a diesel-electric dual-mode engine, the output power of the diesel mode is 250 kW, the output power of the electric auxiliary mode is 100 kW, and a fuel heating device is arranged to ensure normal starting in a low temperature environment of-50°C; the propeller 20 adopts a deflectable structure design, the deflection angle range is 0 to 30 degrees; the reversing mechanism 11 is arranged on the transmission structure between the engine 10 and the propeller 20, is driven by a hydraulic servo motor, and is used for controlling the switching of the propelling direction of the propeller 20; the switching time of the propelling mode is not more than 2 seconds.

[0166] Mast integrated sensor: the radar 8 is installed at the top of the mast 9, the radar 8 is a 77GHz millimeter wave radar, the detection distance is 300 meters, and the angle resolution is 0.1 degree; the panoramic vision device 14 is arranged in the middle of the mast 9, carries a double fisheye lens to realize a 220-degree field of view, the resolution is 3840*2160 pixels, and the frame rate is 30 frames per second; the 32-line laser radar 15 is arranged at the top of the cockpit 16, the detection distance is 150 meters, and the vertical field of view angle covers plus or minus 15 degrees.

[0167] Redundant design: the double-IMU module is embedded in the floor of the cockpit 16, the measurement accuracy is 0.1 degree, the inertial navigation system is used in cooperation with the GPS / Beidou dual-mode positioning module with a positioning accuracy of ± 10 cm, and the positioning accuracy is improved; the searchlight 5 is integrated with 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.

[0168] In the unmanned driving method of the unmanned multi-environment boat in the embodiment, the control method in different environment types is as follows:

[0169] When the area environment in which the multi-environment boat travels is water surface:

[0170] Environmental perception: laser radar 15 detects the profile of obstacles, such as ice mountain profile, radar 8 tracks the dynamic of nearby ships, panoramic vision device 14 analyzes the wave height through a convolutional neural network (CNN), and the recognition accuracy is ±0.2 meters.

[0171] Driving strategy adjustment, mainly the adjustment of the forward path: improved A-star algorithm is adopted, and on the basis of the A-star algorithm, first, environmental constraints are introduced as cost function factors, which are expanded as:

[0172]

[0173] wherein, is the obstacle avoidance cost caused by the ice mountain boundary density or curvature around the node; is the propulsion cost or risk generated in the current position ocean current velocity field; and are cost weights, which are dynamically adjusted according to task weights, such as obstacle avoidance priority or energy saving priority.

[0174] Secondly, the map + weight real-time refreshing means is used as a dynamic environment updating mechanism: radar 8, millimeter wave radar 15, panoramic vision device 14 are used to reconstruct the dynamic local grid map; the pressure sensor is used to real-time back-propagation of the ocean current velocity vector field; the map is set to update every 0.5 seconds, and the new ice mountain / crack / water flow is reflected on the cost map in real time; the path planner is used to call the fast A-star algorithm for recalculation to avoid global path full update.

[0175] Finally, the propulsion strategy is dynamically linked: when the target path is found to pass through a high transverse ocean current area during path search, the system not only punishes these areas in the cost function (increases the path cost), but also issues a strategy to the motion control system. In the embodiment, when the transverse ocean current speed is detected to be more than 1.5 meters per second, the control screw 20 is deflected to the left by 10 degrees, and the engine 10 output power is increased to 300 kilowatts.

[0176] Power control: the screw 20 speed is adjusted through the PID controller to maintain the speed of 40 kilometers per hour, and the fuel consumption is controlled within 15 liters per hour.

[0177] When the area environment where the multi-habitat boat travels is ice and snow road surface:

[0178] Environmental perception: laser radar 15 scans the ice surface crack, and the crack recognition accuracy is ±5 centimeters, and the ground friction coefficient can be derived according to the running speed and driving force of the unmanned multi-habitat boat.

[0179] Driving strategy adjustment, mainly the adjustment of the forward path: dynamic window algorithm (DWA) is adopted, when the ground friction coefficient is lower than 0.3, it is determined that it is a high-risk area, and a low-curvature path with a minimum turning radius of 8 meters is planned;

[0180] Shock absorbing air bag 21 pressure control logic:

[0181] When the snow depth in the ice and snow road is cm, the air bag pressure is calculated according to the following formula

[0182] ;

[0183] When the friction coefficient is less than 0.3, the air bag pressure is adjusted to 1.5 times the reference pressure , and the reference pressure in this embodiment is set to 0.16 bar.

[0184] Power control: the present application introduces the deflection structure of propeller 20 in the power system, when snow removal operation is needed, control the propeller 20 to deflect a certain angle to the left or right, and make the amphibious boat turn around in place, use the high-speed airflow (wind speed not less than 15 m / s) ejected from the tail of propeller 20 to form a ring-shaped air field, effectively blow away the snow around the boat body, and clear the drivable path.

[0185] In view of the fact that the air bag of the present boat is wrapped with a high-molecular polyethylene wear-resistant layer, adjusting the air bag pressure cannot significantly change the contact area with the ice and snow road, therefore, the present application deals with the problem of slipping on low adhesion ground through attitude control and power adjustment means. The system monitors the boat attitude and slipping trend in real time through the gyroscope and acceleration sensor, and dynamically adjusts the propulsion power and deflection angle when necessary to suppress the in-place drift and improve the control stability on ice and snow ground.

[0186] The unmanned amphibious boat described in the present embodiment also has a fault safety and emergency handling function:

[0187] Power failure emergency: when the diesel engine fails, automatically switch to electric mode, reduce the endurance, and trigger the sound and light alarm at the same time, and send a distress signal to the satellite through the antenna 7.

[0188] Extreme low temperature protection: the oil tank adopts double-layer vacuum insulation structure, the thermal conductivity is not more than , and the power of 500 watts of electric heating film is integrated, which ensures that the diesel oil maintains normal fluidity in-50 ℃ environment.

[0189] The above specific embodiments are used to further describe the technical solutions provided by the present application in detail, so as to highlight the advantages and benefits of the technical solutions provided by the present application. However, the above specific embodiments are not used as limitations to the present application, and any reasonable modifications, improvements, combinations and equivalent replacements of the embodiments of the present application within the spirit and principle of the present application should be included in the protection scope of the present application.

[0190] Those skilled in the art can understand that the above description is only the preferred embodiments of the present application, and the features described in the various embodiments and / or claims of the present disclosure can be combined or combined, even if such combination or combination is not explicitly described in the present disclosure. It is not intended to limit the present application, although the present application has been described in detail with reference to the foregoing embodiments, and those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent replacements to part of the technical features, and any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present application should be included in the protection scope of the present application.

[0191] Although the preferred embodiments of the present application have been described, those skilled in the art can make further changes and modifications to the embodiments once they know the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application. Obviously, those skilled in the art can make various modifications and changes to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and changes of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and changes.

Claims

1. An unmanned driving method, characterized in that, The method is implemented by a computer program embedded in the controller of the unmanned amphibious vessel, which also contains an electronic map of the operating area. The unmanned amphibious vessel includes: Controller, hull, fender (1), deck (2), engine (10), cockpit (16), propeller (20), shock-absorbing 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 installed at the rear of the deck (2); The engine (10) is connected to the drive shaft of the propeller (20) via a transmission structure; The deck (2) is equipped with a cockpit (16); Below the deck (2), there is an oil tank inside the hull; The bottom of the hull is equipped with shock-absorbing airbags (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 inside the cockpit (16); The cockpit (16) is equipped with a controller, which is used to control the output speed of the engine (10) and to control the inflation / deflation status of the airbag inflation / deflation device. The controller is connected to the inertial navigation system via a serial communication port; The unmanned amphibious vessel also includes: Reversing mechanism (11), tail platform (12), protective cover (13) and braking device (19). The reversing mechanism (11) is installed on the transmission structure between the engine (10) and the propeller (20) to realize reversing; The stern platform (12) is located at the stern of the deck (2); The protective cover (13) is disposed outside the propeller (20); The braking device (19) is located below the rear platform (12); The controller is used to control the reversing mechanism (11) to perform reversing action, and is also used to control the braking device (19) to perform or stop braking action; The method includes: Based on the location coordinates of the origin and destination, and combined with the electronic map, several driving routes are obtained; For each driving route, it is divided according to the driving sequence and the regional environment type of the area it passes through, wherein the regional environment type is: water surface or icy and snowy road surface; The number of areas for each driving route is obtained based on the division results; Based on the division results, obtain the total travel distance for each type of regional environment in each route; Select the n routes with the fewest areas or the n routes with the shortest water travel distance as alternative navigation routes; For each alternative navigation route, obtain its estimated total travel time; Select the alternative navigation route with the shortest estimated total time as the navigation route; Develop a driving strategy based on the regional environment in the navigation route; The aforementioned drive strategy is used to control the unmanned amphibious vessel to begin operation. During operation: The real-time environmental information of the unmanned amphibious vessel is obtained by using data output from radar (8), panoramic vision device (14), lidar (15) and inertial navigation system. The environmental information includes the real-time location information of the unmanned amphibious vessel. Real-time determination of 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 vessel to return to the navigation route.

2. The method according to claim 1, characterized in that, When the unmanned amphibious vessel is traveling in an area with a water surface, the real-time environmental information of the unmanned amphibious vessel also includes: the attitude of the unmanned amphibious vessel, water surface fluctuations, ocean current speed and direction, wind speed, and dynamic obstacles in the area where it is traveling. Based on the environmental information, the driving strategy is adjusted in real time to increase the operating speed while maintaining the balance of the unmanned amphibious vessel, and the navigation route is adjusted when necessary.

3. The method according to claim 1, characterized in that, When the unmanned multi-purpose vessel is traveling on an icy or snowy surface, the real-time environmental information of the unmanned multi-purpose vessel also includes: the attitude of the unmanned multi-purpose vessel, the thickness of the ice layer, the depth of the snow, obstacles, and the ground friction. Based on the environmental information, the driving strategy is adjusted in real time, reducing speed, increasing steering force, and adjusting the navigation route when necessary.

4. The method according to claim 1, characterized in that, The unmanned amphibious vessel 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 installed on the upper part of the mast (9); A panoramic vision device (14) is provided in the middle of the mast (9). The lidar (15) is located on top of the cockpit (16); The radar (8), panoramic vision device (14) and lidar (15) are respectively connected to the controller via a serial data bus.

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

6. An unmanned driving system, characterized in that, The unmanned driving system is implemented based on the unmanned driving method described in claim 1.

7. A computer storage medium for storing computer programs, characterized in that, When the computer program is read by the computer, the computer performs the method according to any one of claims 1-5.

8. A computer program product, as a computer program, is characterized by: When the computer program is read, the method described in any one of claims 1-5 is implemented.

Images