An all-state working mode switching and control method of an amphibious vehicle

Abstract

The present application is suitable for the field of amphibious vehicle power control technology, and provides a full-state working mode switching and control method for an amphibious vehicle. The method is based on accurate identification and analysis of multi-modal signals, and builds an automatic switching model of full-state machine transfer mode based on Simulink, including a working state identification and switching module and an automatic working mode switching module. The working state identification and switching module is based on a multi-priority mechanism, and defines the priority sequence of emergency response, fault response and automatic working state. The automatic working mode switching module identifies the land, water, deep water, floating water and beach modes and realizes smooth switching through threshold judgment of suspension height, water depth pressure and tire slip rate in the automatic working state. The method improves the accuracy of mode identification and the smoothness of autonomous switching, and strengthens the emergency response capability.

Description

Technical Field

[0001] This invention belongs to the field of amphibious vehicle power control technology, and particularly relates to a method for switching and controlling the full-state working mode of an amphibious vehicle. Background Technology

[0002] With the growth of cross-border transportation demand and the diversification of modern transportation needs, amphibious heavy-duty transport vehicles have gradually become important tools for handling transportation tasks in complex terrains. As a type of cross-medium transport vehicle, it needs to switch between different operating modes in various complex conditions such as land, wading, deep wading, floating, and beaching. How to design an automatic identification and switching control method for operating modes in complex operating scenarios while maximizing the vehicle's kinematic performance, in order to improve the accuracy of mode recognition and the smoothness of autonomous switching, has become a key technological direction for the development of amphibious heavy-duty transport vehicles.

[0003] Existing methods rely solely on wheel slip ratio and suspension height as the basis for mode switching, which is too simplistic and difficult to handle complex and ever-changing vehicle operating scenarios. The method proposed by Li Zeyang et al. only divides the vehicle state into three modes: land, water, and underwater, without refining the state control during the transition phase, resulting in an unsmooth switching process. Summary of the Invention

[0004] The purpose of this invention is to provide a method for switching and controlling the full-state working mode of an amphibious vehicle, aiming to solve the technical problems existing in the prior art as identified in the background art.

[0005] This invention is implemented as follows: a method for switching and controlling the full-state operating modes of an amphibious vehicle, comprising:

[0006] 1. Working status identification and switching

[0007] By integrating vehicle status parameters and driver active control commands, a multi-dimensional priority determination matrix is ​​constructed.

[0008] Define the priority sequence of working states: emergency response state (high L0), fault response state (medium L1), and automatic working state (low L2).

[0009] Emergency Response Status: When WDC receives an emergency float signal from the emergency three-position rocker switch, it will forcibly switch to emergency float mode; when it receives an emergency beaching signal, it will forcibly switch to emergency beaching mode; when it receives a no-request signal, it will exit emergency response mode.

[0010] Fault Response Status: When WDC receives a vehicle fault code and fault level, it sends it to HCU; HCU determines the handling strategy based on the fault code and indicates the fault level (yellow or red light) through the vehicle system fault lights; when a fault clearing signal is received, it exits the fault response mode.

[0011] Automatic working state: WDC enters this state by default after it is successfully activated and passes the self-test.

[0012] 2. Automatic switching of working modes

[0013] In automatic operation mode, the HCU identifies the vehicle's operating mode through cross-validation of multi-dimensional state variables, including: land mode, shallow wading mode, deep wading mode, floating mode, and beaching mode. There is an interlocking relationship between the modes (you need to exit the current mode before you can switch to other modes).

[0014] When the multi-dimensional state observations cross the specified threshold and continue for more than the preset time, the HCU sends a mode switching command to the WDC. After the WDC replies with a confirmation signal, the vehicle enters the corresponding mode.

[0015] 3. Simulink-based full-state machine transition model

[0016] The model adopts a layered architecture (data input layer, decision logic layer, and control execution layer) to achieve refined recognition and dynamic switching control.

[0017] Data input layer: Collects multimodal sensor data such as suspension height, water depth pressure, and tire slip ratio, and preprocesses it through moving average filtering, normalization, and timestamp alignment;

[0018] Decision logic layer: Combines priority mechanism and logic gate threshold to determine vehicle status and mode switching timing;

[0019] Control execution layer: Generates driving instructions and adjusts the execution effect through closed-loop feedback.

[0020] The beneficial effects of this invention are:

[0021] The amphibious vehicle's full-state operating mode switching and control method provided by this invention improves the accuracy of operating mode recognition in complex operating scenarios by introducing multi-source sensors based on multi-modal data perception. It also improves the smoothness of operating mode switching in complex operating scenarios by introducing transitional modes such as shallow wading, deep wading, and beaching through a refined mode division and smooth switching control method suitable for amphibious heavy-duty transport vehicles. Furthermore, a dynamic priority mechanism is designed, introducing an emergency response priority mechanism for sudden failures and manual intervention, strengthening the vehicle's responsiveness to emergencies and comprehensively improving the operational reliability and adaptability of amphibious vehicles in complex environments. Attached Figure Description

[0022] Figure 1 This is a flowchart of the amphibious vehicle working status priority identification process provided in an embodiment of the present invention;

[0023] Figure 2 A flowchart for recognizing the working mode of an amphibious vehicle provided in an embodiment of the present invention;

[0024] Figure 3 The Simulink full state machine model diagram of the amphibious vehicle provided in the embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the 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 merely illustrative and not intended to limit the invention.

[0026] like Figure 1 As shown, a method for switching and controlling the full-state operating modes of an amphibious vehicle is provided, the method comprising:

[0027] The vehicle's input signals are feature-decoded based on factors such as real-time performance, security, and the strength of the operational intent.

[0028] like Figure 1 As shown, the working status priorities of the amphibious vehicle, from high to low, are: emergency response mode (high L0), fault response mode (medium L1), and automatic working state (low L2), and the optimal working state of the vehicle is selected according to the priority of the vehicle's input status.

[0029] The vehicle operates in automatic mode by default. When the Water Navigation Controller (WDC) receives an emergency electrical signal from the emergency mode three-position rocker switch (Floating_Request), the WDC forcibly switches to emergency floating mode and executes the floating emergency manual mode function.

[0030] When the WDC receives an electrical signal from the emergency mode three-position rocker switch (Upbeach_Request), the WDC forcibly switches to the emergency beach access mode and executes the emergency manual beach access mode function.

[0031] When the WDC receives the emergency mode three-position rocker switch (No_Request) signal, the vehicle exits emergency response mode.

[0032] When the WDC receives a vehicle fault code and its level, it determines whether to send the fault code and 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 via the vehicle's system malfunction indicator lamp. When the HCU receives a fault clear signal, the vehicle exits the fault response mode. When the WDC normally enters the activation state and passes its self-test, the vehicle enters the automatic operating mode.

[0033] Once the vehicle enters automatic operating mode, it can identify five different operating modes. Each mode is interlocked; once a mode is entered, it can only switch to another mode after exiting that mode. The HCU determines the vehicle's state through logic gate threshold identification and sends a vehicle state signal to the WDC. The WDC replies with a state confirmation signal, and the vehicle enters the corresponding operating mode.

[0034] like Figure 2 As shown, the land working mode is the default working mode. The current working mode of the vehicle is identified by cross-verification of data from the suspension height sensor, water depth pressure sensor, and tire slip ratio sensor.

[0035] The vehicle's current operating modes include: land mode, shallow wading mode, deep wading mode, floating mode, and beaching mode;

[0036] The judgment conditions are as follows:

[0037] 1. When the suspension height sensor detects a suspension height less than the suspension height threshold h1, the water depth pressure sensor detects a water depth pressure less than the water depth pressure threshold p1, and the detected tire slip ratio is less than the tire slip ratio threshold s1, the system enters land-based operating mode, i.e.:

[0038] Land mode: Suspension height

[0039] 2. When the suspension height sensor detects a suspension height less than the suspension height threshold h1, the water depth pressure sensor detects a water depth pressure greater than the water depth pressure threshold p1 but less than p2, and the detected tire slip ratio is greater than the tire slip ratio threshold s1 but less than s2, the system enters the shallow wading mode, i.e.:

[0040] shallow wading mode: suspension height

[0041] ​​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 ratio is greater than the tire slip ratio threshold s2 and less than s3, it enters the deep water crossing working mode, that is:

[0042] Deep water crossing mode: h1 < suspension height < h2, p2 < water depth pressure < p3, s2 < tire slip ratio < s3;

[0043] 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 ratio is greater than the tire slip ratio threshold s3, it enters the floating mode, that is:

[0044] Floating mode: suspension height > h2, water depth pressure > p3, tire slip ratio > s3;

[0045] 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 ratio is greater than the tire slip ratio threshold s1 and less than s2, it enters the beach climbing working mode, that is:

[0046] Beach climbing mode: suspension height < h1, p1 < water depth pressure < p2, s1 < tire slip ratio < s2.

[0047] The HCU sends a mode switching instruction to the WDC according to the vehicle state parameters and the driver's active control instruction to realize the switching of the vehicle mode. The working state priority recognition can judge 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 and enters the corresponding response state. When the vehicle is in the automatic working state, when it is monitored that the multi-dimensional state observables cross the specified threshold and continue to exceed the preset duration, that is the moment of the working mode conversion. When the working mode conversion moment is reached, the HCU sends a vehicle mode switching signal to the WDC, and the WDC replies with a status confirmation signal, and the whole vehicle enters the corresponding working mode.

[0048] Collect and preprocess multi-modal sensor data through the data input layer of the Simulink full state machine model. The decision logic layer combines the vehicle input state priority and the current working mode of the vehicle to output the current state of the vehicle and the mode switching moment. The control execution layer executes the decision, and adjusts the execution effect through closed-loop feedback. After receiving the corresponding mode signal, the water navigation controller replies with a confirmation signal and executes the corresponding action.

[0049] This system utilizes a Simulink full-state machine transition model to achieve refined identification and dynamic switching control of the amphibious vehicle's operating modes. The model employs a hierarchical architecture, combining multimodal sensor data fusion and a closed-loop feedback mechanism to ensure the accuracy and reliability of mode switching in complex operating scenarios.

[0050] like Figure 3 As shown, the established Simulink full-state machine transition model is mainly divided into a power-on / off module (DCDC), a working state recognition module, and a working mode automatic recognition module. In the DCDC module, when the ignition control interface is connected to a high level or the WDC receives a DCDC enable command from the HCU, the vehicle is powered on, and no fault signal is reported from the DCDC, DC-DC conversion begins. When DC-DC conversion begins, the ignition control interface is connected to a low level or the WDC receives a DCDC disable command from the HCU, DC-DC conversion stops, and the DCDC is powered off. When the WDC receives a wake-up signal from the HCU, it enters the active state; in hard-wired wake-up, the WDC is powered on at low voltage, the two-position standby switch is turned on, the WDC wakes up, performs a self-test, and returns a status signal; when the WDC receives a sleep signal from the HCU, it enters the sleep state; in active mode, the WDC receives a two-position standby switch deactivation signal, and the WDC goes into sleep mode.

[0051] When the WDC receives a shallow wading mode signal from the HCU, it sends a confirmation signal to the HCU, and the WDC enters shallow wading mode, along with the entire vehicle. The WDC remains inactive. When the WDC receives a deep wading mode signal from the HCU, it sends a confirmation signal to the HCU, and the WDC enters shallow wading mode, along with the entire vehicle. The WDC's automatic drainage function is activated. When the WDC receives a floating mode signal from the HCU, it sends a confirmation signal to the HCU, and the WDC activates navigation. The WDC immediately sends the vehicle's X, Y, and Z tilt angle values ​​to the HCU for attitude monitoring. When the WDC receives a beaching mode signal from the HCU, it sends a confirmation signal to the HCU, and the WDC enters beaching mode, along with the entire vehicle. The WDC's automatic drainage function is activated, and the WDC exits navigation.

[0052] 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 acquisition and preprocessing of multimodal sensor data, including data from suspension height sensors, water depth and pressure sensors, wheel slip ratio sensors, driver information, and liquid level sensors. Data preprocessing uses moving average filtering to eliminate noise and normalization to map sensor data to a unified dimension, ensuring input consistency. Multi-source asynchronous data streams are synchronized via a hardware clock mechanism to achieve timestamp alignment, avoiding input deviations in the decision logic layer. The decision logic layer, the core module, uses logic gate thresholds and priority mechanisms to determine vehicle status and identify vehicle modes. The control execution layer generates drive commands based on the vehicle status output from the decision logic layer and adjusts the execution effect in real time through a closed-loop feedback mechanism. For example, in floating mode, wheel drive is turned off and the jet propulsion system is activated. The jet pump speed is dynamically adjusted according to water depth and pressure. When the liquid level sensor detects excessive water ingress into the compartment, the drainage motor is automatically activated and the vehicle speed is limited.

[0053] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0054] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

[0055] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for switching and controlling the full-state operating 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 ratio 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 executing the corresponding action; Among them, the current working mode of the vehicle includes: land mode, shallow water wading mode, deep water wading mode, floating mode, and beach climbing mode; The judgment conditions are respectively: Land mode: suspension height < h1, water depth pressure < p1, tire slip ratio < s1; Shallow water wading mode: suspension height < h1, p1 < water depth pressure < p2, s1 < tire slip ratio < s2; Deep water wading mode: h1 < suspension height < h2, p2 < water depth pressure < p3, s2 < tire slip ratio < s3; Floating mode: suspension height > h2, water depth pressure > p3, tire slip ratio > s3; Beach climbing mode: suspension height < h1, p1 < water depth pressure < p2, s1 < tire slip ratio < 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 ratio thresholds.

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 beach climbing signal Upbeach_Request, and a no-request signal No_Request signal.

3. The method according to claim 1, characterized in that, The triggering method of the emergency response state is: 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 beach climbing signal Upbeach_Request, it enters the emergency beach climbing mode; When receiving the no-request signal No_Request, it exits the emergency response mode.

4. The method according to claim 1, characterized in that, The processing method of the fault response mode is: The water navigation controller sends the decoded vehicle fault code and fault level to the main controller of the hybrid power system. The main controller of the hybrid power system judges the processing strategy according to the fault code 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, characterized in that, There is an interlock relationship among the land mode, shallow water wading mode, deep water wading mode, floating mode, and beach climbing mode. Once entering any one of the modes, it is only possible to switch to other modes after exiting that mode.

6. The method according to claim 1, characterized in that, When the water navigation controller detects an emergency or fault state, the main controller of the hybrid power system takes over the vehicle and enters a response state. In automatic operation, when the mode switching time is reached, the main controller of the hybrid power system sends a switching signal, which is confirmed by the water navigation controller to complete the mode switching.

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