Power system for unmanned hovercraft
By integrating a central control module and the coordinated control of multiple modules, the problems of complexity and poor control effect of unmanned hovercraft systems have been solved, achieving highly integrated navigation control and improving control accuracy and response speed.
Patent Information
- Application Number
- CN202511778810.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-28
- Publication Date
- 2026-01-23
AI Technical Summary
The separate design of propulsion, attitude stabilization and lifting systems in traditional unmanned hovercraft results in complex systems, low integration, inability to work together, and poor control performance.
The system integrates the propulsion module, lift module, and steering module through a central control module. Navigation control is achieved through the coordinated control of motors, electro-hydraulic actuators, variable pitch air propellers, lift fans, and air rudders.
It improves the control precision, robustness, and response speed of the unmanned hovercraft, significantly enhancing its overall performance.
Smart Images
Figure CN121375733A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of unmanned hovercraft, and particularly relates to a power system for an unmanned hovercraft. BACKGROUND
[0002] The unmanned hovercraft has the advantages of high speed and strong obstacle crossing capability, and can play an important role in performing tasks such as ocean monitoring, patrol rescue and loading transportation. However, the traditional power form with a diesel engine or a gas turbine as a power source, and driving an air propeller and a cushion fan through a transmission device cannot meet the needs of unmanned ships.
[0003] Generally, the hovercraft needs at least three independent subsystems to maintain normal navigation: a propulsion and heading control system, an attitude stabilization system and a cushion system. In the prior art, the three subsystems are usually designed separately and controlled independently. The heading control relies on a traditional rudder or differential speed of two side thrusters, which has slow response speed and poor maneuverability, especially at low speed. The attitude stabilization relies on an additional vertical stabilizing fin or a gyro stabilizer, which has a complex structure, high energy consumption, and increases the total weight of the ship body and maintenance cost. The cushion system is usually only used to provide stable air cushion pressure, and its control logic is irrelevant to the attitude and heading control. Such a separate architecture has problems such as complexity, low integration and inability to work cooperatively, which further leads to poor control effect of the hovercraft. SUMMARY
[0004] In view of the above problems and technical needs, the present application provides a power system for an unmanned hovercraft, which solves the problems in the prior art that the systems of the hovercraft are designed separately and independently, the whole system is complex, has low integration, cannot work cooperatively and has poor control effect, and realizes to provide a power system with simple structure, high integration and fast response to navigation control of the hovercraft.
[0005] The embodiment of the present application provides a power system for an unmanned hovercraft, which comprises a central control module, a propulsion module, a cushion module and a steering module. The propulsion module comprises a plurality of propulsion units, each of which comprises a first motor, a first electro-hydraulic actuator and a variable pitch air propeller; the cushion module comprises a plurality of cushion units, each of which comprises a second motor, a second electro-hydraulic actuator and a cushion fan; and the steering module comprises a plurality of steering units, each of which comprises a third electro-hydraulic actuator and an air rudder. The central control module is configured to acquire a steering control instruction and ship body state information in real time, determine a steering control strategy corresponding to the steering control instruction based on the ship body state information, and in the process of executing the steering control strategy, adjust any one or more of a pitch of a variable-pitch air propeller of at least one propulsion unit, a fan speed of a hover fan of at least one hover unit, and a deflection angle of an air rudder of at least one steering unit based on the ship body state information acquired in real time, to complete stable operation of the unmanned air cushion vehicle.
[0006] According to the power system for the unmanned air cushion vehicle provided in the embodiments of the present application, the ship body state information comprises a ship speed, and different ship speeds correspond to different steering control strategies. The central control module is configured to acquire a first steering control strategy when the ship speed is less than or equal to a first preset speed, and in the process of executing the first steering control strategy, control the first pitch of the variable-pitch air propeller on one side of the unmanned air cushion vehicle to be increased and the second pitch of the variable-pitch air propeller on the other side of the unmanned air cushion vehicle to be decreased when the ship speed is less than or equal to the first preset speed, so as to reach an expected heading corresponding to the steering control instruction.
[0007] According to the power system for the unmanned air cushion vehicle provided in the embodiments of the present application, the ship body state information further comprises a ship attitude. The central control module is configured to control the fan speed of the hover fan to be adjusted so that the ship attitude reaches a preset target attitude when the ship attitude deviates from the target attitude in the process of executing the first steering control strategy. Or, control the fan speed of the hover fan and a third pitch of the variable-pitch air propeller to be adjusted so that the ship attitude reaches the target attitude; wherein the third pitch is obtained by a fourth pitch determined based on the ship attitude, the first pitch and the second pitch.
[0008] According to the power system for the unmanned air cushion vehicle provided in the embodiments of the present application, the ship body state information comprises a ship speed, and different ship speeds correspond to different steering control strategies. The steering control instruction comprises an expected heading. The central control module is configured to acquire a second steering control strategy when the ship speed is greater than a first preset speed and less than a second preset speed, and input the expected speed and the hull state information into a preset prediction model to output a local prediction result in stages and adjust the pitch of the variable pitch air propeller and the deflection angle of the air rudder based on each output local prediction result to achieve the expected heading corresponding to the steering control instruction during execution of the second steering control strategy. The prediction model is trained based on an expected speed sample, a hull state information sample, and a prediction result sample. The local prediction result includes a left propeller pitch, a right propeller pitch, a left rudder deflection angle, and a right rudder deflection angle. A complete stage starts from steering of the unmanned air cushion vehicle and ends when the steering is completed, and the prediction is performed in stages in the complete stage.
[0009] According to the power system for the unmanned air cushion vehicle provided in the embodiments of the present application, the expected heading includes a local expected heading corresponding to each stage. The hull state information further includes a ship attitude. The central control module is configured to predict a current local prediction heading of a current stage by the prediction model, compare the current local prediction heading with a corresponding local expected heading to obtain a comparison result, calculate a penalty value based on the ship attitude, and predict a next local prediction heading of a next stage based on the comparison result, the penalty value, the local expected heading of the next stage, and current hull state information.
[0010] According to the power system for the unmanned air cushion vehicle provided in the embodiments of the present application, the central control module is further configured to acquire power corresponding to each device of the propulsion module, the cushioning module, and the steering module. The central control module is configured to predict a next local prediction heading of a next stage based on the power, the comparison result, the penalty value, the local expected heading of the next stage, and current hull state information.
[0011] According to the power system for the unmanned air cushion vehicle provided in the embodiments of the present application, the hull state information includes a ship speed, and different ship speeds correspond to different steering control strategies. The central control module is configured to acquire a third steering control strategy when the ship speed is greater than or equal to a second preset speed, and control the deflection angles of the air rudders at the left and right sides of the unmanned hovercraft to reach an expected heading corresponding to the steering control instruction when the third steering control strategy is executed.
[0012] According to the power system for the unmanned hovercraft provided in the embodiments of the present application, the ship body state information further includes a ship attitude. The central control module is configured to control the fan rotating speed of the cushioning fan to make the ship attitude reach a preset target attitude when the third steering control strategy is executed and it is determined that the ship attitude deviates from the target attitude. Or, control the fan rotating speed of the cushioning fan and a fifth pitch of the variable-pitch air propeller to make the ship attitude reach the target attitude; the fifth pitch is obtained based on the ship attitude.
[0013] According to the power system for the unmanned hovercraft provided in the embodiments of the present application, the central control module is further configured to control at least one of the following when it is determined that the steering control instruction is not received and the ship body state information deviates from a preset ship body state: adjust the pitch of the variable-pitch air propeller by controlling at least one propelling unit, and adjust the fan rotating speed of the cushioning fan by controlling at least one cushioning unit, to complete the stable operation of the unmanned hovercraft.
[0014] According to the power system for the unmanned hovercraft provided in the embodiments of the present application, the central control module is configured to control the air rudders to return to a preset angle or hit the preset angle in reverse, and control the pitches of the variable-pitch air propellers to be consistent when the expected heading of the steering control instruction is reached.
[0015] The power system for the unmanned hovercraft provided by the embodiment of the present application comprises a central control module, a propulsion module, a cushioning module and a steering module. The embodiment of the present application integrates various modules for the heading control of the unmanned hovercraft in the power system, which comprises a plurality of motors, a plurality of electro-hydraulic actuators, a variable-pitch air propeller, a cushioning fan and an air rudder and the like, so as to cooperatively control the plurality of motors and the plurality of electro-hydraulic actuators, and cooperatively stabilize the posture of the ship body by using differential cushioning and variable-pitch air propeller. The central control module acquires the steering control instruction sent by the terminal and the ship body state information in real time. The steering control strategy corresponding to the steering control instruction is determined based on the ship body state information. During the execution of the steering control strategy, the pitch of the variable-pitch air propeller is adjusted by cooperatively controlling at least one propulsion unit, the fan rotating speed of the cushioning fan is adjusted by cooperatively controlling at least one cushioning unit, and the deflection angle of the air rudder is adjusted by cooperatively controlling at least one steering unit, so as to complete the stable operation of the unmanned hovercraft. The embodiment of the present application controls the plurality of modules according to the ship body state information to ensure the stable navigation of the unmanned hovercraft and the stable completion of the steering control required by the terminal. The central control module is used to realize the intelligent and cooperative management of the main motion execution mechanism of the whole ship, improve the control precision, robustness and response speed of the ship, and significantly improve the comprehensive performance of the unmanned hovercraft. BRIEF DESCRIPTION OF DRAWINGS
[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings described below are some embodiments of the present application, and those skilled in the art can obtain other drawings according to these drawings without creative labor.
[0017] Figure 1 is one of the structural schematic diagrams of the power system for the unmanned hovercraft provided by the embodiment of the present application; Figure 2 is the second structural schematic diagram of the power system for the unmanned hovercraft provided by the embodiment of the present application. DETAILED DESCRIPTION
[0018] In order to make the purpose, technical scheme and advantages of the embodiments of the present application more clear, the technical scheme in the embodiments of the present application will be clearly and completely described below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are some 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 labor are within the protection scope of the present application.
[0019] This application provides a power system for unmanned hovercraft, such as... Figure 1 As shown, the system includes: a central control module 101, a propulsion module 102, a lifting module 103, and a steering module 104.
[0020] The propulsion module 102 includes: multiple propulsion units 1021, each propulsion unit 1021 including: a first motor 1022, a first electro-hydraulic actuator 1023 and a variable pitch air propeller 1024.
[0021] The lifting module 103 includes: multiple lifting units 1031, each lifting unit 1031 including: a second motor 1032, a second electro-hydraulic actuator 1033 and a lifting fan 1034.
[0022] The steering module 104 includes a plurality of steering units 1041, each steering unit 1041 including a third electro-hydraulic actuator 1042 and an air rudder 1043.
[0023] The central control module 101 is used to acquire steering control commands sent by the terminal in real time, as well as hull status information; determine the steering control strategy corresponding to the steering control command based on the hull status information; and, in the process of executing the steering control strategy, coordinate control of at least one propulsion unit 1021 to adjust the pitch of the variable pitch air propeller 1024, at least one lifting unit 1031 to adjust the fan speed of the lifting fan 1034, and at least one steering unit 1041 to adjust the deflection angle of the air rudder 1043 to complete the stable operation of the unmanned hovercraft.
[0024] Among them, Figure 1 The illustration uses a propulsion unit 1021, a lifting unit 1031, and a steering unit 1041 as an example. Of course, this is only an example and is not intended to limit the scope of protection of this application.
[0025] The power system for the unmanned hovercraft provided in the embodiments of the present application comprises a central control module 101, a propulsion module 102, a cushioning module 103 and a steering module 104. It can be seen that the embodiments of the present application integrate various modules for controlling the heading of the unmanned hovercraft in the power system, which comprises a plurality of motors, a plurality of electro-hydraulic actuators, variable-pitch air propellers, cushioning fans and air rudders and the like, so as to cooperatively control the plurality of motors and the plurality of electro-hydraulic actuators, and cooperatively stabilize the posture of the ship body by using differential cushioning and variable-pitch air propellers. The central control module 101 acquires the steering control instruction sent by the terminal and the ship body state information in real time. The steering control strategy corresponding to the steering control instruction is determined based on the ship body state information. During the execution of the steering control strategy, the pitch of the variable-pitch air propeller is adjusted by cooperatively controlling at least one propulsion unit based on the real-time acquired ship body state information, the fan rotating speed of the cushioning fan is adjusted by cooperatively controlling at least one cushioning unit, and the deflection angle of the air rudder is adjusted by cooperatively controlling at least one steering unit, so as to complete the stable operation of the unmanned hovercraft. The embodiments of the present application control a plurality of modules according to the ship body state information to ensure the stable navigation of the unmanned hovercraft and the stable completion of the steering control required by the terminal. The embodiments of the present application use the central control module to realize the intelligent and cooperative management of the main motion execution mechanism of the whole ship, improve the control precision, robustness and response speed of the ship, and significantly improve the comprehensive performance of the unmanned hovercraft.
[0026] In the following, Figure 2 The power system of the present application is specifically illustrated. Of course Figure 2 The data of the devices in the above-mentioned embodiments are only illustrative and do not limit the protection scope of the present application: The propulsion module 102 is symmetrically arranged on the left and right sides of the ship body. Each propulsion unit is composed of one motor, one variable-pitch air propeller and one high-response electro-hydraulic actuator.
[0027] The air rudders are symmetrically arranged on the tail of the ship body. Each air rudder is driven by an independent electro-hydraulic actuator.
[0028] The cushioning modules 103 are symmetrically distributed on the left and right sides of the ship body. In the embodiments, two cushioning fans 1034 are arranged on the left side, and two cushioning fans 1034 are arranged on the right side. Each cushioning fan is driven by an independent motor, and the angle of the cushioning fan flap is adjusted by an electro-hydraulic actuator.
[0029] It also comprises an attitude sensor 201 (such as an inertial measurement unit) installed near the center of gravity of the ship body.
[0030] All these actuators are controlled by a central control module 101, which receives real-time data from the attitude sensor 201 and navigation instruction input from the remote terminal, and calculates according to the internal comprehensive control algorithm, and outputs the cooperative control instruction.
[0031] In one embodiment, the hull state information includes: the ship speed, different ship speeds correspond to different steering control strategies.
[0032] Specifically, the first steering control strategy corresponds to the ship speed less than or equal to the first preset speed (low speed working condition), the second steering control strategy corresponds to the ship speed greater than the first preset speed and less than the second preset speed (medium speed working condition), and the third steering control strategy corresponds to the ship speed greater than or equal to the second preset speed (high speed working condition).
[0033] In one embodiment, the central control module 101 is configured to acquire the first steering control strategy when it is determined that the ship speed is less than or equal to the first preset speed; and in the process of executing the first steering control strategy, it is determined that the ship speed is less than or equal to the first preset speed, the first pitch of the variable pitch air propeller 1024 on one side of the unmanned air cushion vehicle is increased, and the second pitch of the variable pitch air propeller 1024 on the other side of the unmanned air cushion vehicle is reduced, so as to achieve the expected heading corresponding to the steering control instruction.
[0034] Specifically, when steering or turning in place is needed in the low speed working condition, the controller (central control module 101) determines that the air rudder is inefficient, so it mainly relies on the differential pitch system to execute steering. That is, by greatly increasing the pitch of the air propeller on one side, and reducing or even reversing the pitch of the air propeller on the other side, a strong steering torque is generated.
[0035] In one embodiment, the hull state information further includes: the ship attitude.
[0036] The central control module 101 is configured to control the fan speed of the cushioning fan 1034 in the process of executing the first steering control strategy, and determine that the ship attitude deviates from the preset target attitude, so as to make the ship attitude reach the target attitude.
[0037] The central control module 101 is configured to control the fan speed of the cushioning fan 1034 and the third pitch of the variable pitch air propeller 1024, so as to make the ship attitude reach the target attitude.
[0038] The third pitch is obtained by the fourth pitch determined based on the ship attitude, the first pitch and the second pitch.
[0039] The fourth pitch is the pitch that needs to be compensated based on the ship attitude, and then summed with the first pitch and the second pitch to obtain the third pitch on both sides.
[0040] Specifically, in the case of determining that the roll deviation occurs, the cushion fans on the port side and the cushion fans on the starboard side of the unmanned air cushion vehicle are differentially controlled. In the case of determining that the pitch deviation occurs, the cushion fans on the bow and the cushion fans on the stern of the unmanned air cushion vehicle are differentially controlled, and the pitch of the variable-pitch air propeller is adjusted.
[0041] For example, the hull rolls to the right, the rotation speed of all the right side cushion fans is instantaneously increased, while the rotation speed of the left side cushion fans is instantaneously decreased, and the flap angle is changed. This differential cushioning can directly generate unbalanced lift on both sides of the hull, forming a strong and fast left restoring moment. At the same time, a small and opposite compensatory adjustment of the pitch of the left and right variable-pitch air propellers can be made to further enhance the stability effect.
[0042] Specifically, the pitch control mainly adjusts the rotation speed of the four cushion fans on the bow and the stern (increases or decreases) to change the total air cushion pressure to suppress the hull pitch. At the same time, the pitch of the left and right air propellers is synchronously adjusted to change the total thrust to assist the attitude recovery.
[0043] Among them, the adjustment of the attitude is common in the execution of the second steering control strategy and the third steering control strategy, and will not be repeated. Of course, if no steering control instruction is received, the ship needs to be adjusted based on the attitude when it is autonomously navigating, and the adjustment mode is the same as the above implementation mode.
[0044] In one specific embodiment, the central control module 101 is configured to, in the process of executing the first steering control strategy, determine that the ship speed is greater than the first preset speed and less than the second preset speed, and acquire and execute the second steering control strategy.
[0045] In one specific embodiment, the steering control instruction includes: a desired heading.
[0046] The central control module 101 is configured to, in the case of determining that the ship speed is greater than the first preset speed and less than the second preset speed, acquire the second steering control strategy; and in the process of executing the second steering control strategy, determine that the ship speed is greater than the first preset speed and less than the second preset speed, input the desired speed and the hull state information into a preset prediction model, output a local prediction result in stages through the prediction model, and adjust the pitch of the variable-pitch air propeller and the deflection angle of the air rudder based on each output local prediction result until the desired heading corresponding to the steering control instruction is reached.
[0047] The prediction model is trained based on the expected speed sample, the hull state information sample, and the prediction result sample.
[0048] The local prediction result includes a left propeller pitch, a right propeller pitch, a left rudder angle deflection angle, and a right rudder angle deflection angle.
[0049] The steering from the hovercraft to the completion of the steering is a complete stage, and the stage-by-stage prediction is performed in the complete stage.
[0050] In one embodiment, the hull state information further includes a ship attitude.
[0051] The central control module 101 is configured to predict a current local prediction heading of a current stage by using the prediction model, compare the current local prediction heading with a corresponding local expected heading to obtain a comparison result, calculate a penalty value based on the ship attitude, and predict a next local prediction heading of a next stage based on the comparison result, the penalty value, the local expected heading of the next stage, and a current hull state information.
[0052] In one embodiment, the central control module 101 is further configured to obtain powers of devices of the propulsion module, the cushioning module, and the steering module.
[0053] The central control module 101 is configured to predict the next local prediction heading of the next stage based on the powers, the comparison result, the penalty value, the local expected heading of the next stage, and the current hull state information.
[0054] Specifically, a prediction model is configured inside the controller. After receiving a steering control instruction and in a medium-speed working condition, the control strategy is optimized based on the prediction model, and the goal is to find an optimal combination of a left propeller pitch, a right propeller pitch, a left rudder angle deflection angle, and a right rudder angle deflection angle corresponding to the current stage.
[0055] Specifically, the following indexes are simultaneously minimized to obtain a more accurate prediction result: (1) The steering error is less than a preset error value: | expected heading - predicted heading |, to ensure that the steering speed is fast enough to quickly reach the target heading.
[0056] (2) The attitude instability is less than a preset instability value: (roll angle)² + (roll angle velocity)², to severely “punish” any control combination that causes the hull to roll violently.
[0057] (3) The energy consumption is low: (rudder power) + (propeller pitch adjustment mechanism power) + (motor power fluctuation), to select the combination with the lowest energy consumption under the premise of meeting the performance requirements.
[0058] Specifically, for medium-speed or high-maneuvering conditions (e.g. fast turning), the controller will execute an optimal algorithm to dynamically allocate the steering task to the differential pitch system (corresponding to the propulsion module) and the dual air rudder system (corresponding to the steering module) to achieve the fastest and most stable overall steering effect.
[0059] The working principle of the differential pitch system is to generate a pure yawing moment at the center of gravity of the ship by applying positive pitch (large thrust) on one side of the propeller and small or even negative pitch (small thrust or reverse thrust) on the other side. Its advantages include: extremely effective at low speed or stationary, as it does not depend on the incoming flow speed and can directly generate a large steering moment to achieve a 360-degree turn in place. Its disadvantages include: at high speed, large changes in pitch can cause severe power fluctuations, resulting in low energy efficiency. At the same time, the large asymmetric thrust can cause excessive stress on the ship structure and may induce unstable rolling.
[0060] The working principle of the dual air rudder system is that when the rudder is deflected, it changes the direction of the high-speed airflow passing through the propeller, generating a lateral force. This force acts on the stern, generating a yawing moment around the center of gravity of the ship. Its advantages include: at high speed, the airflow is fast, the rudder effect is extremely high, and only a small rudder angle is needed to generate enough steering moment, with low energy consumption and smooth response. Its disadvantages include: at low speed, the airflow is slow, and the lateral force generated by the rudder is basically ineffective.
[0061] If the differential pitch steering is used alone at medium speed, the energy efficiency starts to deteriorate and the stability risk increases. If the air rudder is used alone, the rudder effect starts to appear but is not strong enough to meet the requirements of fast and large-angle steering. Therefore, the controller needs to use an optimal algorithm for collaborative control to combine the advantages of the two systems while avoiding their disadvantages.
[0062] In low-speed or high-speed conditions, the steering control strategy is designed based on the respective advantages and disadvantages.
[0063] Specifically, the controller outputs control instructions based on the optimal combination calculated by the algorithm. In medium-speed and high-maneuvering conditions, taking left turning as an example, a typical collaborative action process is as follows: Steering starts: the air rudder is immediately deflected to generate an initial left turning force, the pitch of the right air propeller is greatly increased to generate a strong forward thrust, and the pitch of the left air propeller is greatly reduced or even reversed to reduce its thrust or generate a reverse thrust.
[0064] Turning stabilization: When the hull starts to steadily turn to the left, the controller will dynamically adjust the difference between the right and left thrusts as needed, and more through the air rudder to maintain a steady turning angular velocity to achieve higher energy efficiency. At the same time, by enhancing the lift of the right side pad-up fan, it actively resists the right side roll caused by the turning centrifugal force.
[0065] Turning end: When approaching the new target heading (the next local target heading), the controller will instruct the air rudder to return to normal or a small angle of counterattack, and quickly restore the pitch of the two sides of the propeller to stop turning to avoid overshoot.
[0066] In one specific embodiment, the central control module 101 is configured to, in the process of executing the second turning control strategy, determine that the ship speed is less than or equal to the first preset speed, and obtain and execute the first turning control strategy.
[0067] In one specific embodiment, the central control module 101 is configured to, in the process of executing the second turning control strategy, determine that the ship speed is greater than or equal to the second preset speed, and obtain and execute the third turning control strategy.
[0068] In one specific embodiment, the central control module 101 is configured to, in the case where the ship speed is greater than or equal to the second preset speed, obtain the third turning control strategy; and in the process of executing the third turning control strategy, control the deflection angle of the air rudder at the left side of the unmanned air cushion vehicle and the air rudder at the right side of the unmanned air cushion vehicle in the case where the ship speed is greater than or equal to the second preset speed, until the expected heading corresponding to the turning control instruction is reached.
[0069] Specifically, for high-speed working conditions, the controller determines that the air rudder is efficient and low in energy consumption, so it mainly controls the left and right air rudders to deflect cooperatively through the electro-hydraulic actuator (80) to generate efficient air dynamic turning torque.
[0070] In one specific embodiment, the hull state information further includes: a ship attitude.
[0071] The central control module 101 is configured to, in the process of executing the third turning control strategy, determine that the ship attitude deviates from a preset target attitude, and control the fan speed of the pad-up fan to make the ship attitude reach the target attitude.
[0072] The central control module 101 is configured to, in the process of executing the third turning control strategy, determine that the ship attitude deviates from a preset target attitude, and control the fan speed of the pad-up fan and the fifth pitch of the variable pitch air propeller to make the ship attitude reach the target attitude.
[0073] The fifth pitch is obtained based on the ship attitude.
[0074] The specific implementation details can refer to the specific implementation process of the first turning control strategy, and the repeated parts will not be described again.
[0075] In addition, in the process of executing the second turning control strategy, it is also necessary to determine whether the ship attitude deviates, and when the deviation occurs, the attitude correction is also needed to achieve the target attitude.
[0076] Specifically, for each working condition, the application adopts an integrated control mode, and all control tasks are uniformly scheduled and executed by the controller. For example, when the hovercraft is turning at high speed and encounters lateral wind waves causing roll, the controller will output multiple superimposed control signals at the same time: one is the deflection instruction for the air rudder, and the other is the differential control instruction for the left and right side pad lifting fans, to realize synchronous attitude stabilization during turning.
[0077] In one specific embodiment, the central control module 101 is also used to control at least one of the propelling units to adjust the pitch of the variable pitch air screw and the pad lifting units to adjust the fan speed of the pad lifting fan based on the deviation to complete the stable operation of the unmanned hovercraft when it is determined that no turning control instruction is received and the ship state information deviates from the preset ship state.
[0078] The specific implementation details can refer to the specific implementation process of the first turning control strategy, and the repeated parts will not be described again.
[0079] In one specific embodiment, the central control module 101 is used to control the air rudder to return to the normal or reverse the preset angle and control the pitch of the variable pitch air screw to be consistent to stop turning and avoid overshoot when the expected heading of the turning control instruction is completed.
[0080] The application takes a central controller as the core to uniformly manage and cooperatively control multiple motors and electro-hydraulic actuators on the ship. The controller changes the propeller speed and pitch angle by jointly controlling the motor and electro-hydraulic actuator to achieve thrust adjustment; the controller changes the pad lifting fan speed and flap angle by jointly controlling the motor and electro-hydraulic actuator to achieve lift adjustment; and the controller changes the air rudder angle by controlling the electro-hydraulic actuator to achieve integration and cooperative control of each device.
[0081] The application controls multiple motors and electro-hydraulic actuators in cooperation, utilizes differential cushioning and variable pitch air propellers to stabilize the attitude, and specifically according to the feedback of the attitude sensor, when suppressing rolling, the left and right sides of the cushioning fan are controlled at different speeds (one side is enhanced and the other side is weakened) to actively generate efficient roll restoring moments; when suppressing pitching (such as bowing), the bow and stern cushioning fans are controlled at different speeds according to the algorithm to change the cushioning attitude, and the air propeller synchronous pitch adjustment is supplemented; in some special cases, the differential speed of the four cushioning fans is completed to maintain the attitude.
[0082] The application realizes the cooperative steering of variable pitch air propellers and double air rudders, and specifically according to the sailing state such as ship speed, the steering task is intelligently distributed. At low speed, the steering mainly relies on the differential pitch of the variable pitch air propellers on both sides; at high speed, the steering mainly relies on the cooperative deflection of the air rudders on both sides to realize the optimal maneuvering performance and energy efficiency in the whole speed range; at medium speed, the steering control is performed based on a prediction model.
[0083] The application can realize the parallelism and superposition of all control tasks, so that the air cushion vehicle can still maintain high attitude stability even when performing severe compound maneuvers.
[0084] The application realizes intelligent and cooperative management of the main motion actuators of the whole ship through a unified central controller, and introduces differential cushioning, double air rudders and other redundant actuators to greatly improve the control accuracy, robustness and response speed, so that the comprehensive performance of the unmanned air cushion vehicle is significantly improved.
[0085] Those skilled in the art can understand that the application also provides a control device such as a central controller, and a processor in the central controller realizes the above-mentioned scheme by executing programs in the memory. Similarly, these programs can be stored on any form of computer readable storage medium, such as a hard disk, an optical disk or a flash memory.
[0086] Finally, it should be pointed out that: the above-mentioned is only the preferred embodiment of the application, and the application is not limited to the above embodiments. It can be understood that other improvements and changes directly derived or thought of by those skilled in the art without departing from the spirit and concept of the application should be considered to be included in the protection scope of the application.
Claims
1. A power system for an unmanned hovercraft, characterized by, The power system comprises a central control module, a propulsion module, a cushioning module and a steering module; The propulsion module comprises a plurality of propulsion units, each comprising a first motor, a first electro-hydraulic actuator and a variable-pitch air propeller; the cushioning module comprises a plurality of cushioning units, each comprising a second motor, a second electro-hydraulic actuator and a cushioning fan; and the steering module comprises a plurality of steering units, each comprising a third electro-hydraulic actuator and an air rudder; The central control module is configured to acquire a steering control instruction and ship state information in real time, determine a steering control strategy corresponding to the steering control instruction based on the ship state information, and in the process of executing the steering control strategy, adjust the pitch of the variable-pitch air propeller, the fan speed of the cushioning fan and the deflection angle of the air rudder by controlling at least one propulsion unit, at least one cushioning unit and at least one steering unit based on the real-time acquired ship state information, to complete the stable operation of the unmanned hovercraft.
2. A power system for an unmanned air cushion vehicle according to claim 1, characterised in that, The ship state information comprises a ship speed, and different ship speeds correspond to different steering control strategies. The central control module is configured to acquire a first steering control strategy when the ship speed is determined to be less than or equal to a first preset speed, and in the process of executing the first steering control strategy, to control the first pitch of the variable-pitch air propeller on one side of the unmanned hovercraft to be increased and the second pitch of the variable-pitch air propeller on the other side of the unmanned hovercraft to be decreased when the ship speed is determined to be less than or equal to the first preset speed, so as to achieve the expected heading corresponding to the steering control instruction.
3. A power system for an unmanned air cushion vehicle according to claim 2, characterised in that, The ship state information further comprises a ship attitude. The central control module is configured to control the fan speed of the cushioning fan to be adjusted in the process of executing the first steering control strategy and when the ship attitude is determined to deviate from a preset target attitude, so as to make the ship attitude reach the target attitude. Or, to control the fan speed of the cushioning fan and a third pitch of the variable-pitch air propeller to be adjusted, so as to make the ship attitude reach the target attitude; wherein the third pitch is obtained by a fourth pitch determined based on the ship attitude, the first pitch and the second pitch.
4. A power system for an unmanned air cushion vehicle according to claim 1, characterised in that, The ship state information comprises a ship speed, and different ship speeds correspond to different steering control strategies. The steering control instruction comprises an expected heading. The central control module is configured to acquire a second steering control strategy when the ship speed is determined to be greater than a first preset speed and less than a second preset speed, and in the process of executing the second steering control strategy, to input the expected heading and the ship state information into a preset prediction model, output a local prediction result in stages by the prediction model, and adjust the pitch of the variable-pitch air propeller and the deflection angle of the air rudder based on each output local prediction result, so as to achieve the expected heading corresponding to the steering control instruction. The prediction model is trained based on the expected speed sample, the hull state information sample, and the prediction result sample. The local prediction result includes a left propeller pitch, a right propeller pitch, a left rudder angle deflection angle, and a right rudder angle deflection angle. The turning from the air cushion vehicle to completion of the turning is a complete stage, and the stage-by-stage prediction is performed in the complete stage.
5. A power system for an unmanned air cushion vehicle according to claim 4, characterised in that, The expected heading includes local expected headings corresponding to different stages. The hull state information further includes a ship attitude. The central control module is configured to predict a current local prediction heading of a current stage by using the prediction model, compare the current local prediction heading with a corresponding local expected heading to obtain a comparison result, calculate a penalty value based on the ship attitude, and predict a next local prediction heading of a next stage based on the comparison result, the penalty value, the local expected heading of the next stage, and current hull state information.
6. A power system for an unmanned air cushion vehicle according to claim 5, characterised in that, The central control module is further configured to obtain powers corresponding to devices of the propulsion module, the cushioning module, and the turning module. The central control module is configured to predict the next local prediction heading of the next stage based on the powers, the comparison result, the penalty value, the local expected heading of the next stage, and the current hull state information.
7. A power system for an unmanned air cushion vehicle according to claim 1, wherein The hull state information includes a ship speed, and different ship speeds correspond to different turning control strategies. The central control module is configured to obtain a third turning control strategy when the ship speed is greater than or equal to a second preset speed, and control deflection angles of air rudders at a port side and a starboard side of the air cushion vehicle to reach an expected heading corresponding to the turning control instruction when the ship speed is greater than or equal to the second preset speed during execution of the third turning control strategy.
8. A power system for an unmanned air cushion vehicle according to claim 7, characterised in that, The hull state information further includes a ship attitude. The central control module is configured to control a fan rotating speed of a cushioning fan to make the ship attitude reach a target attitude when the ship attitude deviates from the target attitude during execution of the third turning control strategy. Or, control the fan rotating speed of the cushioning fan and a fifth pitch of the variable-pitch air propeller to make the ship attitude reach the target attitude, where the fifth pitch is obtained based on the ship attitude.
9. A power system for an unmanned air cushion vehicle according to any one of claims 1-8, characterized in that, The central control module is further configured to control at least one of the following when it is determined that the turning control instruction is not received and the hull state information deviates from a preset hull state: a pitch of the variable-pitch air propeller by using at least one propulsion unit, and a fan rotating speed of the cushioning fan by using at least one cushioning unit, to complete stable operation of the air cushion vehicle.
10. A power system for an unmanned air cushion vehicle according to any one of claims 1-8, characterized in that, The central control module is configured to control the air rudders to return to a normal position or to hit a preset angle in a reverse direction, and control the pitches of the variable-pitch air propellers to be consistent when the expected heading of the turning control instruction is completed.