Full-state working mode switching and control method of amphibious vehicle

Abstract

The invention is suitable for the technical field of amphibious vehicle power control, and provides a full-state working mode switching and control method for an amphibious vehicle, and the method comprises the steps: building a full-state machine transfer mode automatic switching model based on Simulink based on the precise recognition and analysis of a multi-mode signal; comprising a working state identification and switching module and a working mode automatic switching module. The working state identification and switching module defines a priority sequence of emergency response, fault response and automatic working state based on a multi-priority mechanism; and in an automatic working state, the working mode automatic switching module identifies land, wading, deep wading, floating and beach climbing modes and realizes smooth switching through threshold judgment of the suspension height, the water depth pressure and the tire slip rate. According to the method, the pattern recognition accuracy and the autonomous switching smoothness are improved, and the emergency response capability is enhanced.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of power control of amphibious vehicles, and particularly relates to a full-state working mode switching and control method of an amphibious vehicle. BACKGROUND

[0002] With the growth of cross-border transportation demand and the diversification of modern transportation demand, amphibious heavy-load transport vehicles have gradually become an important tool for dealing with complex terrain transportation tasks. As a cross-medium carrying vehicle, it needs to switch different working modes in various complex states such as land, water, deep water, floating water, and landing. How to design a working mode automatic identification and switching control method in a complex running scenario to maximize the kinematic performance of the vehicle and improve the mode recognition accuracy and the smoothness of autonomous switching has become a key technical direction for the development of amphibious heavy-load transport vehicles.

[0003] The method proposed in the prior art only uses wheel slip rate and suspension height as the basis for mode switching, which is too simple and difficult to cope with complex and variable vehicle running scenarios. The method of Li Zeyang et al. only divides the vehicle state into three modes of land, water surface, and underwater, without detailed state control in the transition stage, resulting in a non-smooth switching process. SUMMARY

[0004] The purpose of the present application is to provide a full-state working mode switching and control method of an amphibious vehicle, which aims to solve the technical problems existing in the prior art identified in the background.

[0005] The present application is implemented as follows: a full-state working mode switching and control method of an amphibious vehicle, comprising: 1. Working state identification and switching Fusion of vehicle state parameters and driver active control instructions to construct a multi-dimensional priority decision matrix.

[0006] Define the working state priority sequence: emergency response state (high L0), fault response state (medium L1), and automatic working state (low L2).

[0007] Emergency response state: when the WDC receives the emergency float signal of the emergency three-position rocker switch, it is forced to switch to the emergency float mode; when the emergency landing signal is received, it is forced to switch to the emergency landing mode; when the no request signal is received, the emergency response mode is exited.

[0008] Fault response state: when the WDC receives the vehicle fault code and fault level, it sends it to the HCU; the HCU determines the processing strategy according to the fault code and prompts the fault level (yellow light or red light) through the vehicle system fault light; when the fault clearing signal is received, the fault response mode is exited.

[0009] Automatic working state: WDC is normally activated and enters this state by default after self-checking.

[0010] 2. Automatic switching of working mode In the automatic working state, the HCU identifies the working mode of the vehicle through multi-dimensional state quantity cross verification, including: land mode, shallow wading mode, deep wading mode, floating water mode and on-land mode, and there is a mutual locking relationship between each mode (it needs to exit the current mode to switch to other modes).

[0011] When the multi-dimensional state observation quantity crosses the specified threshold and lasts for more than a preset time, the HCU sends a mode switching instruction to the WDC, and after the WDC replies with an acknowledgement signal, the whole vehicle enters the corresponding mode.

[0012] 3. Full state machine transfer model based on Simulink The model adopts a hierarchical architecture (data input layer, decision logic layer, control execution layer) to realize fine identification and dynamic switching control: Data input layer: collect multi-modal sensor data such as suspension height, water depth pressure, tire slip rate, etc., and pre-process through sliding average filtering, normalization and timestamp alignment; Decision logic layer: combine priority mechanism and logic gate threshold to determine the vehicle state and mode switching opportunity; Control execution layer: generate driving instructions and adjust the execution effect through closed-loop feedback.

[0013] The beneficial effects of the present application are: The amphibious vehicle full-state working mode switching and control method provided by the present application improves the working mode recognition accuracy in complex operating scenarios by introducing multi-source sensors based on multi-modal data perception; through the fine mode division and smooth switching control method suitable for amphibious heavy-load transport vehicles, the introduction of transition modes such as shallow wading, deep wading and on-land improves the smoothness of the vehicle's working mode switching in complex operating scenarios; at the same time, a dynamic priority mechanism is designed, and an emergency response priority mechanism for system sudden failures and manual intervention is introduced, which strengthens the vehicle's response ability to emergency situations, and comprehensively improves the operating reliability and adaptability of amphibious vehicles in complex environments. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 The working state priority recognition flowchart of the amphibious vehicle provided for the embodiments of the present application; Figure 2 The working mode recognition flowchart of the amphibious vehicle provided for the embodiments of the present application; Figure 3 The simulink full-state machine model diagram of the amphibious vehicle provided for the embodiments of the present application. DETAILED DESCRIPTION

[0015] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0016] like Figure 1 As shown, a full-state working mode switching and control method of an amphibious vehicle, the method comprising: Decode the characteristics of the vehicle's input signal, and determine the real-time, safety and operation intention strength of the input signal. like Figure 1 As shown, the working state priorities of the amphibious vehicle are as follows: emergency response mode (high L0), fault response mode (medium L1), automatic working state (low L2), and the best working state of the current vehicle is selected according to the vehicle input state priority; The vehicle works in automatic working mode by default. When the water navigation controller (WDC) WDC receives the emergency electrical signal from the emergency mode three-position rocker switch (Floating_Request), the WDC is forced to switch to emergency floating mode and execute the floating emergency manual mode function.

[0017] When the WDC receives the electrical signal from the three-position rocker switch (Upbeach_Request) in the emergency mode, the WDC will forcibly switch to the emergency beaching mode and execute the beaching emergency manual mode function.

[0018] When the WDC receives the emergency mode three-position rocker switch (No_Request) signal, the vehicle exits the emergency response mode.

[0019] When the WDC receives a vehicle fault code and fault level, it determines whether to send the fault code and fault level to the hybrid system's main controller (HCU) based on the fault level. When the HCU receives a fault request from the WDC, it determines the fault handling strategy based on the fault code and indicates the fault level through the vehicle system fault light. When the HCU receives a fault clear signal, the vehicle exits fault response mode. When the WDC enters the active state normally and passes the self-test, the vehicle enters automatic operation mode.

[0020] Once the vehicle enters automatic operating mode, it can identify five different operating modes. Each mode is interlocked, and once in a certain mode, it cannot switch to another state until it exits that state. The HCU determines the vehicle's state through operating mode identification using logic gate thresholds and sends a vehicle status signal to the WDC. The WDC responds with a status confirmation signal, and the vehicle enters the corresponding operating mode.

[0021] As Figure 2 shown, the land working mode is the default working mode, and the current working mode of the vehicle is identified through cross verification of data of the suspension height sensor, the water depth pressure sensor and the tire slip rate sensor; The current working mode of the vehicle includes: land mode, shallow water mode, deep water mode, floating water mode and beach mode; The judgment conditions are respectively: 1. When the suspension height collected by the suspension height sensor is less than the suspension height threshold h1, and the water depth pressure collected by the water depth pressure sensor is less than the water depth pressure threshold p1, and the collected tire slip rate is less than the tire slip rate threshold s1, enter the land working mode, that is: Land mode: suspension height < h1, water depth pressure < p1, tire slip rate < s1; 2. When the suspension height collected by the suspension height sensor is less than the suspension height threshold h1, and the water depth pressure collected by the water depth pressure sensor is greater than the water depth pressure threshold p1 and less than p2, and the collected tire slip rate is greater than the tire slip rate threshold s1 and less than s2, enter the shallow water working mode, that is: Shallow water mode: suspension height < h1, p1 < water depth pressure < p2, s1 < tire slip rate < s2; 3. When the suspension height collected by the suspension height sensor is greater than the suspension height threshold h1 and less than h2, and the water depth pressure collected by the water depth pressure sensor is greater than the water depth pressure threshold p2 and less than p3, and the collected tire slip rate is greater than the tire slip rate threshold s2 and less than s3, enter the deep water working mode, that is: Deep water mode: h1 < suspension height < h2, p2 < water depth pressure < p3, s2 < tire slip rate < s3; 4. When the suspension height collected by the suspension height sensor is greater than the suspension height threshold h2, and the water depth pressure collected by the water depth pressure sensor is greater than the water depth pressure threshold p3, and the collected tire slip rate is greater than the tire slip rate threshold s3, enter the floating water working mode, that is: Floating water mode: suspension height > h2, water depth pressure > p3, tire slip rate > s3; 5. When the suspension height collected by the suspension height sensor is less than the suspension height threshold h1, and the water depth pressure collected by the water depth pressure sensor is greater than the water depth pressure threshold p1 and less than p2, and the collected tire slip rate is greater than the tire slip rate threshold s1 and less than s2, enter the beach working mode, that is: Beach mode: suspension height < h1, p1 < water depth pressure < p2, s1 < tire slip rate < s2.

[0022] The HCU sends a mode switching instruction to the WDC according to the vehicle state parameters and the driver's active control instruction, so as to realize the switching of the vehicle mode. The working state priority identification can determine the current working state of the vehicle. When the WDC monitors that the vehicle is in an emergency state or a fault state, the HCU takes over the vehicle to enter and respond to the corresponding state. When the vehicle is in an automatic working state, the moment when the multi-dimensional state observation quantity monitored crosses the specified threshold and lasts for more than a preset time length is the working mode conversion opportunity. When the working mode conversion opportunity is reached, the HCU sends a vehicle mode switching signal to the WDC, and the WDC returns a state confirmation signal, so that the whole vehicle enters the corresponding working mode.

[0023] The multi-modal sensor data is collected and preprocessed through the data input layer of the Simulink full state machine model, the vehicle input state priority and the current working mode of the vehicle are combined in the decision logic layer to output the current state and mode switching opportunity of the vehicle, the control execution layer executes the decision, and the execution effect is adjusted through closed-loop feedback. After the water navigation controller receives the corresponding mode signal, a confirmation signal is returned and the corresponding action is performed.

[0024] The Simulink full state machine transfer model is used to realize the fine identification and dynamic switching control of the working mode of the amphibious vehicle. The model adopts a hierarchical architecture design, combines multi-modal sensor data fusion and closed-loop feedback mechanism, and ensures the accuracy and reliability of the mode switching of the vehicle in complex running scenarios.

[0025] As shown in Figure 3 The established Simulink full state machine transfer model mainly includes a DCDC module, a working state identification module and a working mode automatic identification module. In the DCDC module, when the ignition control interface receives a high level or the WDC receives a DCDC permission working instruction sent by the HCU, the vehicle is powered on and receives no fault signal of the DCDC, and the DCDC starts direct current conversion. When the DCDC starts direct current conversion, the ignition control interface receives a low level or the WDC receives a DCDC prohibition working instruction sent by the HCU, the direct current conversion stops, and the DCDC is powered off. When the WDC receives a wake-up signal sent by the HCU, it enters an active state; the hard-wire wakes up, the WDC is powered on at low voltage, the two-position standby switch receives a signal, the WDC wakes up, self-checks and returns a state signal; when the WDC receives a sleep signal sent by the HCU, it enters a sleep state. In the active mode, the WDC receives a two-position standby switch off signal, and the WDC sleeps.

[0026] The WDC receives the wading mode signal sent by the HCU, sends the wading mode confirmation signal to the HCU, enters the wading mode, and the whole vehicle enters the wading mode, and the WDC is inactivated; the WDC receives the deep wading mode signal sent by the HCU, sends the deep wading mode confirmation signal to the HCU, enters the wading mode, and the whole vehicle enters the deep wading mode, and the WDC automatic drainage function is activated; the WDC receives the floating mode signal sent by the HCU, sends the floating mode confirmation signal to the HCU, enters the navigation function, and immediately sends the inclination values of the X, Y and Z dimensions of the vehicle to the HCU for monitoring the attitude; the WDC receives the beaching mode signal sent by the HCU, sends the beaching mode confirmation signal to the HCU, enters the beaching mode, and the whole vehicle enters the beaching mode, and the WDC automatic drainage function is activated, and the WDC exits the navigation function; The model is divided into a data input layer, a decision logic layer and a control execution layer. The data input layer is responsible for the collection and preprocessing of multi-modal sensor data, including suspension height sensors, water depth pressure sensors, wheel slip rate sensors, driver information and liquid level sensors. The data preprocessing adopts a moving average filter to eliminate noise, and maps the sensor data to a unified dimension through normalization to ensure input consistency. Multi-source asynchronous data streams are timestamped through a hardware clock synchronization mechanism to avoid input bias in the decision logic layer; the decision logic layer is the core module, which realizes the judgment of the vehicle state and the identification of the vehicle mode through the logic gate threshold and priority mechanism; the control execution layer generates driving instructions according to the vehicle state output by the decision logic layer, and adjusts the execution effect in real time through a closed-loop feedback mechanism. For example, in the floating mode, the wheel drive is turned off and the jet pump propulsion system is started, the jet pump speed is dynamically adjusted according to the water depth pressure, and when the liquid level sensor detects that the cabin is flooded beyond the limit, the drainage motor is automatically started and the vehicle speed is limited.

[0027] Any combination of the technical features of the above-described embodiments can be made, and to make the description concise, all possible combinations of the technical features in the above-described embodiments are not described, but as long as the combination of the technical features does not exist, it should be considered as the scope of the description.

[0028] The above-described embodiments only express several embodiments of the present application, and the description is more specific and detailed, but it should not be understood as limiting the scope of the present patent. It should be noted that for ordinary skilled persons in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of the present application. Therefore, the protection scope of the present patent should be subject to the appended claims.

[0029] The above merely describes preferred embodiments of the present application, and is not used to limit the present application, any modification, equivalent replacement and improvement within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims

1. A method for switching and controlling all-state working modes of an amphibious vehicle, characterized in that: The method includes: Performing feature decoding on the input signals of the vehicle, defining the working state priorities from high to low as: emergency response mode, fault response mode, and automatic working mode according to the real-time nature, safety, and operation intention intensity of the input signals, and selecting the optimal working state of the current vehicle based on the vehicle input state priority; After the vehicle enters the automatic working mode state, identifying the current working mode of the vehicle through cross-verification of the data from the suspension height sensor, water depth pressure sensor, and tire slip rate sensor; Collecting and preprocessing multi-modal sensor data through the data input layer of the Simulink full state machine model, the decision logic layer combining the vehicle input state priority and the current working mode of the vehicle to output the current state of the vehicle and the timing of mode switching, the control execution layer executing the decision, adjusting the execution effect through closed-loop feedback, and after the water navigation controller receives the corresponding mode signal, replying with a confirmation signal and performing the corresponding action.

2. The method according to claim 1, characterized in that The input signals include: vehicle state parameters and driver active control instructions; The driver active control instructions are triggered by a three-position rocker switch and include an emergency floating signal Floating_Request, an emergency beaching signal Upbeach_Request, and a no-request signal No_Request.

3. The method according to claim 1, characterized in that The triggering method of the emergency response mode is as follows: When the water navigation controller receives the emergency floating signal Floating_Request of the emergency three-position rocker switch, it enters the emergency floating mode; When receiving the emergency beaching signal Upbeach_Request, it enters the emergency beaching mode; When receiving the no-request signal No_Request, it exits the emergency response mode.

4. The method according to claim 1, wherein The processing method of the fault response mode is as follows: The water navigation controller sends the decoded vehicle fault codes and fault levels to the main controller of the hybrid power system. The main controller of the hybrid power system determines the processing strategy based on the fault codes and prompts the fault level through the vehicle system fault light; When receiving the fault clearance signal, it exits the fault response mode.

5. The method according to claim 1, wherein The current working modes of the vehicle include: land mode, shallow water wading mode, deep water wading mode, floating mode, and beaching mode; The judgment conditions are respectively: Land mode: suspension height < h1, water depth pressure < p1, tire slip rate < s1; Shallow water wading mode: suspension height < h1, p1 < water depth pressure < p2, s1 < tire slip rate < s2; Deep water wading mode: h1 < suspension height < h2, p2 < water depth pressure < p3, s2 < tire slip rate < s3; Floating mode: suspension height > h2, water depth pressure > p3, tire slip rate > s3; Beaching mode: suspension height < h1, p1 < water depth pressure < p2, s1 < tire slip rate < s2; Among them, h1 and h2 are height thresholds, p1, p2, and p3 are water depth pressure thresholds, and s1, s2, and s3 are tire slip rate thresholds.

6. The method according to claim 5, characterized in that There is an interlock relationship among the land mode, shallow water wading mode, deep water wading mode, floating mode, and beaching mode. Once entering any one of the modes, it can only be switched to other modes after exiting that mode.

7. The method according to claim 1, characterized in that When the water navigation controller detects an emergency state or fault state, the main controller of the hybrid system takes over and the vehicle enters the response state; In the automatic working state, when the mode switching opportunity is reached, the main controller of the hybrid power system sends a switching signal, and the mode switching is completed after confirmation by the water navigation controller.

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