High-precision navigation system and method for underwater unmanned submarine vehicle based on inertial navigation

Abstract

The application relates to the technical field of inertial navigation, and particularly discloses an underwater unmanned submarine high-precision navigation system and method based on inertial navigation, which quantizes parameters such as the ocean current velocity, inflow angle and turbulent energy dissipation rate of a target sea area into adjustable navigation control parameters after processing through the construction of an ocean current interference coefficient model. The system automatically matches the corresponding control strategy according to the ocean current type, and dynamically adjusts the navigation speed and direction. The mechanism enables the unmanned submarine to quickly adapt to the complex and changeable marine environment, reduces the trajectory deviation caused by ocean current interference, simultaneously reduces the energy consumption through the optimization of the control strategy, prolongs the continuous operation time, and is particularly suitable for long-term deep-sea exploration tasks.

Description

Technical Field

[0001] This invention relates to the field of inertial navigation technology, specifically to a high-precision navigation system and method for underwater unmanned submersibles based on inertial navigation. Background Technology

[0002] Current inertial navigation technology for unmanned underwater vehicles (UUVs) has achieved basic positioning and short-term high-precision navigation functions, becoming the core support for their autonomous navigation. By integrating high-precision accelerometers and gyroscopes and employing a strapdown inertial navigation system architecture, the inertial navigation system can calculate the UUV's three-dimensional position, attitude, and velocity information in real time. To cope with interference from complex marine environments, UUVs integrate Doppler current meters or acoustic Doppler current profilers to achieve real-time monitoring of ocean current speed and direction. Combined with inertial navigation data, the system can provide more refined decision-making basis for the UUV's high-precision navigation.

[0003] For example, Chinese invention patent CN113108783B discloses an inertial / Doppler integrated navigation method for unmanned underwater vehicles (UUVs), applicable to all-latitude navigation of underwater vehicles such as UUVs. This invention proposes an inertial / Doppler integrated navigation method for UUVs, based on a combined navigation filter in both geographic and horizontal coordinate systems. It establishes the transformation relationship between the system error state and its covariance matrix between the two navigation coordinate systems, designs a combined navigation filter with stable filtering states, and solves the problem of filter state jumps during coordinate system transformation.

[0004] For example, Chinese invention patent CN118376239B discloses an inertial navigation method, device, equipment, medium, and product for an unmanned underwater vehicle (UUV), relating to the field of inertial navigation technology. First, based on the real-time collected liquid level value, the UUV's center of mass submersion depth is determined in real time. Then, when the UUV surfaces at this depth, the three-dimensional distribution estimate of gravitational acceleration in the space surrounding the UUV is obtained through inversion. Finally, when the UUV submerges at this depth, based on the working principle of the strapdown inertial navigation system, the current position of the UUV's center of mass is determined in real time. Furthermore, based on the current gravity compensation acceleration and the relative gravity difference measured by multiple relative gravimeters, the three-dimensional distribution estimate of current gravitational acceleration in the space surrounding the UUV is obtained in real time through inversion.

[0005] However, in the process of implementing the embodiments of this application, it was found that the above-mentioned technology has at least the following technical problems: Existing unmanned underwater vehicle technology based on inertial navigation usually achieves error suppression through filtering algorithms or external calibration. However, after error suppression, it is often necessary to continuously rely on external reference signals, which severely restricts the operation of the underwater vehicle in signal-denied environments (such as deep sea, under ice, complex terrain areas) or areas with unreliable signals, thereby limiting the adaptability and continuous operational reliability of the unmanned underwater vehicle in dynamic marine environments. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides a high-precision navigation system and method for underwater unmanned submersibles based on inertial navigation, which can effectively solve the problems mentioned in the background technology.

[0007] To achieve the above objectives, the present invention provides the following technical solution: The first aspect of the present invention provides a high-precision navigation system for an underwater unmanned submersible based on inertial navigation, comprising: a navigation control module, used to mark the underwater operation area of ​​the unmanned submersible as the target sea area, collect and analyze the ocean current interference parameters and ocean current type of the target sea area in real time, thereby adjusting the navigation control operation process of the unmanned submersible.

[0008] The navigation analysis module is used to monitor and record the high-precision inertial navigation process of the unmanned underwater vehicle (UUV), collect and analyze the navigation process parameters of the UUV, and compare them with the preset navigation parameters generated by the high-precision inertial navigation system to determine whether to reuse the preset navigation parameters of the UUV generated by the high-precision inertial navigation system.

[0009] The navigation warning module is used to collect and analyze the navigation records of the unmanned underwater vehicle (UUV) to build a health status assessment system for the UUV, thereby determining whether to issue a warning for the UUV's navigation process.

[0010] The navigation database is used to store parameters of the high-precision navigation system for underwater unmanned vehicles based on inertial navigation.

[0011] The second aspect of the present invention provides a high-precision navigation method for an underwater unmanned submersible based on inertial navigation, comprising: S1. marking the underwater operating area of ​​the unmanned submersible as the target sea area, collecting and analyzing ocean current interference parameters and ocean current types in the target sea area in real time, thereby adjusting the navigation control operation process of the unmanned submersible.

[0012] S2. Monitor and record the high-precision inertial navigation process of the unmanned underwater vehicle, collect and analyze the navigation process parameters of the unmanned underwater vehicle, and compare them with the preset navigation parameters generated by the high-precision inertial navigation system to determine whether to reuse the preset navigation parameters of the unmanned underwater vehicle generated by the high-precision inertial navigation system.

[0013] S3. Collect and analyze the navigation records of unmanned underwater vehicles (UUVs) to construct a health status assessment system for UUVs, thereby determining whether to issue an early warning for the navigation process of UUVs.

[0014] Compared with the prior art, the embodiments of the present invention have at least the following advantages or beneficial effects:

[0015] (1) This invention constructs an ocean current interference coefficient model, and after processing parameters such as ocean current velocity, inflow angle, and turbulent kinetic energy dissipation rate in the target sea area, quantifies them into adjustable navigation control parameters. The system automatically matches the corresponding control strategy according to the ocean current type and dynamically adjusts the navigation speed and heading. This mechanism enables the unmanned underwater vehicle to quickly adapt to the complex and ever-changing marine environment, reduce trajectory deviations caused by ocean current interference, and reduce energy consumption and extend continuous operation time by optimizing the control strategy, making it particularly suitable for long-term deep-sea exploration missions.

[0016] (2) By continuously collecting navigation data, the mechanical status, navigation accuracy and environmental adaptability of the unmanned underwater vehicle are evaluated throughout the entire life cycle. When the score is lower than the safety threshold, the system automatically triggers a multi-level early warning mechanism and generates suggestions, realizing full-process monitoring from navigation to maintenance, effectively improving mission reliability, and reducing maintenance costs through predictive maintenance, ensuring the unmanned underwater vehicle's ability to operate continuously under extreme conditions.

[0017] (3) The system achieves comprehensive performance improvement through multi-module collaborative technology: the dynamic ocean current control module uses standardized coefficients to quantify environmental disturbances, and combined with the multi-level response mechanism of the early warning module, ensures navigation stability and safety; the intelligent path replanning and data fusion decision-making mechanism optimizes the navigation route and reduces energy consumption by analyzing multi-source sensor data in real time; and the health status assessment system prevents potential failures by continuously monitoring equipment parameters. The modules form a closed-loop control through information interaction, enabling the unmanned underwater vehicle to have high adaptability, low failure rate and long endurance in complex marine environments, and significantly improving the navigation accuracy of the unmanned underwater vehicle in underwater operations. Attached Figure Description

[0018] The present invention will be further described with reference to the accompanying drawings, but the embodiments in the drawings do not constitute any limitation on the present invention. For those skilled in the art, other drawings can be obtained based on the following drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the system module connections of the present invention.

[0020] Figure 2 This is a schematic diagram of the method steps of the present invention.

[0021] Figure 3This is a flowchart illustrating the analysis, adjustment, navigation, and control operation of the present invention.

[0022] Figure 4 This is a flowchart of the ocean current classification, regulation, navigation, and control operation of the present invention.

[0023] Figure 5 This is a flowchart for determining whether to regenerate preset navigation parameters according to the present invention.

[0024] Figure 6 This is a flowchart illustrating the navigation warning and response process of the present invention.

[0025] Figure 7 This is a diagram of the navigation status interface of the present invention.

[0026] Figure 8 This is a diagram of the navigation status evaluation interface of the present invention.

[0027] Figure 9 This is a diagram of the database management interface of the present invention. Detailed Implementation

[0028] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0029] Reference Figure 1 As shown, the first aspect of the present invention provides a high-precision navigation system for an underwater unmanned submersible based on inertial navigation, comprising: a navigation control module, a navigation analysis module, a navigation early warning module, and a navigation database.

[0030] The navigation control module is connected to the navigation analysis module, the navigation analysis module is connected to the navigation early warning module, the navigation control module is connected to the navigation early warning module, and the navigation control module, navigation analysis module, and navigation early warning module are all connected to the navigation database.

[0031] The navigation and control module is used to mark the underwater operation area of ​​the unmanned underwater vehicle as the target area, collect and analyze the ocean current interference parameters and ocean current types in the target area in real time, and adjust the navigation and control operation process of the unmanned underwater vehicle.

[0032] Reference Figure 3As shown, the target operating area is first marked, and ocean current interference parameters in that area are collected and analyzed in real time to calculate the ocean current interference coefficient. This coefficient is then compared to a preset threshold: if the coefficient does not exceed the threshold, the current navigation is maintained; if it exceeds the threshold, a classification adjustment mechanism is activated. This mechanism identifies specific ocean current types and applies corresponding targeted strategies to correct navigation, dynamically offsetting ocean current interference and ensuring stable navigation of the submersible. This process continuously cycles, achieving adaptive anti-interference control.

[0033] Specifically, the ocean current interference parameters and ocean current types in the target sea area are collected and analyzed in real time. The specific analysis process is as follows:

[0034] The ocean current disturbance parameters of the target sea area include the standard deviation of the ocean current velocity, the magnitude of the abrupt change in the ocean current direction, and the turbulent kinetic energy dissipation rate of the ocean current in the target sea area.

[0035] The aforementioned standard deviation of ocean current velocity refers to a statistical measure quantifying the degree of fluctuation in ocean current velocity in a target sea area. It is obtained by processing the collected ocean current velocities according to their standard deviation. The aforementioned amplitude of abrupt change in ocean current direction refers to the angular difference in the direction of ocean currents in the target sea area that occurs rapidly within a short period of time. It is the absolute value of the difference between the angle of the ocean current direction after the rapid change and the angle of the ocean current direction before the rapid change. The aforementioned ocean current turbulent energy dissipation rate refers to the rate at which the energy of ocean current turbulence in the target sea area is converted into heat energy, and is used to characterize the intensity of ocean current turbulence. Among these, the standard deviation of ocean current velocity can be directly monitored and obtained by an acoustic Doppler current profiler, the amplitude of abrupt change in ocean current direction can be monitored and obtained by a rotor current meter combined with a gyroscope, and the ocean current turbulent energy dissipation rate can be monitored and obtained by an acoustic Doppler current profiler combined with a turbulence meter.

[0036] It should be explained that the turbulent kinetic energy dissipation rate of ocean currents is the average rate at which a unit mass of ocean current fluid converts turbulent kinetic energy into heat energy through viscosity per unit time.

[0037] By introducing interference contribution weighting coefficients, the proportions of the standard deviation of ocean current velocity in the target sea area to that of the defining ocean current velocity, the proportions of the abrupt change in ocean current direction in the target sea area to that of the defining ocean current direction, and the proportions of the turbulent kinetic energy dissipation rate of the target sea area to that of the defining ocean current are quantified. These interference contribution levels are then aggregated to obtain the ocean current interference coefficient for the target sea area, specifically expressed as follows:

[0038] ;

[0039] In the formula, S is the ocean current disturbance coefficient of the target sea area, and v_c is the standard deviation of the ocean current velocity of the target sea area. denoted as denoted as denoted as dec_max, which represents the magnitude of abrupt changes in ocean current direction in the target sea area; denoted as dec_max, which represents the rate of dissipation of turbulent kinetic energy in the target sea area; denoted as v_max, which represents the standard deviation of the defined ocean current velocity preset in the navigation database; denoted as fd_max, which represents the magnitude of abrupt changes in the defined ocean current direction preset in the navigation database; denoted as dec_max, which represents the rate of dissipation of turbulent kinetic energy in the defined ocean current velocity preset in the navigation database; k1, which represents the interference contribution weighting coefficient corresponding to the standard deviation of ocean current velocity preset in the navigation database; k2, which represents the interference contribution weighting coefficient corresponding to the magnitude of abrupt changes in ocean current direction preset in the navigation database; and k3, which represents the interference contribution weighting coefficient corresponding to the rate of dissipation of turbulent kinetic energy preset in the navigation database.

[0040] The ocean current interference coefficient of the target sea area is used to characterize the degree of interference of the ocean current in the target sea area on the unmanned underwater vehicle.

[0041] The above definition of ocean current velocity standard deviation represents the critical maximum value of the ocean current velocity standard deviation preset in the navigation database; the above definition of ocean current abrupt change amplitude represents the critical maximum value of the ocean current abrupt change amplitude preset in the navigation database; the above definition of ocean current turbulent kinetic energy dissipation rate represents the critical maximum value of the ocean current abrupt change energy dissipation rate preset in the navigation database.

[0042] The interference contribution weighting coefficient corresponding to the above-mentioned ocean current velocity factor represents the degree of interference contribution of the ratio between the standard deviation of the ocean current velocity in the target sea area and the standard deviation of the defining ocean current velocity to the ocean current interference coefficient. It is preset in the navigation database and the value range is (0, 1]. The interference contribution weighting coefficient corresponding to the above-mentioned ocean current direction amplitude change factor represents the degree of interference contribution of the ratio between the change amplitude of the ocean current direction in the target sea area and the change amplitude of the defining ocean current direction in the target sea area to the ocean current interference coefficient. It is preset in the navigation database and the value range is (0, 1). The interference contribution weighting coefficient corresponding to the above-mentioned ocean current turbulent kinetic energy dissipation rate represents the degree of interference contribution of the ratio between the ocean current turbulent kinetic energy dissipation rate in the target sea area and the defining ocean current turbulent kinetic energy dissipation rate to the ocean current interference coefficient. It is preset in the navigation database and the value range is (0, 1).

[0043] It needs to be explained that an increase in the standard deviation of ocean current velocity means that the frequency of fluctuations in ocean current velocity in the target sea area increases, and the intensity of ocean current turbulence strengthens. This leads to an increase in the turbulent kinetic energy dissipation rate of the ocean current. In other words, an increase in the standard deviation of ocean current velocity and the turbulent kinetic energy dissipation rate of the target sea area increase the proportional relationship between the standard deviation of ocean current velocity in the target sea area and the proportional relationship between the turbulent kinetic energy dissipation rate of the target sea area and the turbulent kinetic energy dissipation rate of the target sea area, thus increasing the ocean current interference coefficient. On the other hand, an increase in the amplitude of abrupt changes in ocean current direction means that the ocean current direction in the target sea area changes drastically within a short period of time. This leads to an increase in the ocean current turbulent kinetic energy dissipation rate, i.e., an increase in the amplitude of abrupt changes in ocean current direction, an increase in the ocean current turbulent kinetic energy dissipation rate, an increase in the ratio between the amplitude of abrupt changes in ocean current direction in the target sea area and the ratio between the ocean current turbulent kinetic energy dissipation rate in the target sea area and the ocean current turbulent kinetic energy dissipation rate in the target sea area, and an increase in the ocean current interference coefficient. In summary, the standard deviation of ocean current velocity and the amplitude of abrupt changes in ocean current direction indirectly affect the ocean current interference coefficient by influencing the ocean current turbulent kinetic energy dissipation rate, while the standard deviation of ocean current velocity, the amplitude of abrupt changes in ocean current direction, and the ocean current turbulent kinetic energy dissipation rate directly affect the ocean current interference coefficient.

[0044] The ocean current types in the aforementioned target sea areas include transverse currents, longitudinal currents, opposing currents, and parallel currents.

[0045] Reference Figure 4 As shown, the ocean current type is first identified. For transverse currents, if the intensity does not exceed the threshold, navigation is maintained and the navigation is calibrated; if it exceeds the threshold, speed is reduced and the course is reversed. For longitudinal currents, if the intensity exceeds the threshold, speed is reduced, vertical propulsion is increased, and ballast tank pressure is increased to stabilize depth. For opposing currents exceeding the threshold, speed is increased and ballast tank pressure is reduced to resist drag; for upstream currents exceeding the threshold, speed is reduced and ballast tank pressure is reduced to prevent runaway. After all adjustments are completed, a health assessment system is implemented to verify the effectiveness of control in a closed loop and optimize subsequent decisions, achieving a dynamic balance between anti-interference, execution, and assessment.

[0046] In one specific embodiment, the ocean current direction in the target sea area forms a significant lateral angle with the unmanned underwater vehicle's (UUV) navigation direction. Simultaneously, the horizontal angle of the ocean current direction in the target sea area is less than five degrees, and the inflow angle falls within the range of 45° / 225° to 135° or 225° / 215°. The ocean current type in the target sea area is a transverse current. Alternatively, the ocean current direction in the target sea area forms a significant inclination with the horizontal plane. For any inflow angle in the target sea area and the UUV's navigation direction when the horizontal angle of the ocean current direction is greater than or equal to five degrees, the ocean current type in the target sea area is longitudinal. The ocean currents in the target sea area are either opposite to the direction of the UUV's navigation, with the horizontal angle of the current direction less than 5 degrees and the inflow angle between 135° and 225°, indicating that the ocean current type is a countercurrent. Alternatively, the ocean currents in the target sea area are either nearly the same as the direction of the UUV's navigation, with the horizontal angle of the current direction less than 5 degrees and the inflow angle between 0° and 315°, or between 315° and 360°, indicating that the ocean current type is a head-on current.

[0047] The ocean current angle of the target sea area refers to the angle between the direction of the ocean current in the target sea area and the direction of travel of the unmanned underwater vehicle. The direction of the ocean current in the target sea area refers to the direction of the ocean current flow with geographic north as the reference. The direction of travel of the unmanned underwater vehicle refers to the direction of travel of the unmanned underwater vehicle with geographic north as the reference in the target sea area.

[0048] Furthermore, the navigation and control operation process of the unmanned underwater vehicle is adjusted. Specifically, the ocean current interference coefficient of the target sea area is compared with the ocean current interference threshold stored in the navigation database. If the ocean current interference coefficient of the target sea area is less than or equal to the ocean current interference threshold, the unmanned underwater vehicle maintains the current navigation and control operation process.

[0049] The aforementioned ocean current interference threshold refers to the threshold value of the ocean current interference coefficient, which is the critical maximum value of the ocean current interference coefficient of the target sea area preset in the navigation database.

[0050] If the ocean current interference coefficient of the target sea area is greater than the ocean current interference threshold, the navigation control operation process of the unmanned underwater vehicle will be classified and adjusted. The specific classification and adjustment process is as follows: if the ocean current type of the target sea area is a transverse ocean current, the ocean current intensity of the area where the unmanned underwater vehicle is located is obtained and compared with the transverse ocean current intensity threshold. If the ocean current intensity of the area where the unmanned underwater vehicle is located is less than or equal to the transverse ocean current intensity threshold, the unmanned underwater vehicle will maintain the current navigation control operation process and trigger the navigation calibration process.

[0051] If the ocean current intensity at the location of the unmanned underwater vehicle in the target sea area is greater than the lateral ocean current intensity threshold, then a speed reduction coefficient is matched from the navigation database based on the ocean current interference coefficient of the target sea area, and multiplied by the speed of the unmanned underwater vehicle to reduce the speed of the unmanned underwater vehicle. At the same time, the vehicle turns its course in the opposite direction of the ocean current angle of the target sea area. After the adjustment is completed, the vehicle enters the health status assessment system.

[0052] The aforementioned transverse ocean current intensity threshold refers to the critical maximum value of transverse ocean current intensity preset in the navigation database.

[0053] It needs to be explained that the process of matching the speed reduction coefficient involves calling the speed reduction mapping rules defined in the navigation database, inputting the ocean current interference coefficient of the target sea area, mapping and outputting the speed reduction coefficient.

[0054] The aforementioned speed reduction factor refers to the reduction ratio corresponding to the preset speed in the navigation database.

[0055] It should be explained that when the ocean current in the target sea area is a transverse current, the ocean current exerts a force on the unmanned underwater vehicle (UUV) that causes it to deviate from its preset course. This reduces the speed of the UUV, allowing it to maintain a stable attitude and continue operating. The UUV then changes course in the opposite direction to the inflow angle of the target sea area to counteract the deviation force exerted by the ocean current, thereby improving the accuracy of the UUV's navigation.

[0056] If the ocean current type in the target sea area is longitudinal current, the ocean current intensity of the area where the UAV is located is obtained and compared with the longitudinal current intensity threshold. If the ocean current intensity of the area where the UAV is located is less than or equal to the longitudinal current intensity threshold, the UAV maintains the current navigation control operation process and triggers the navigation calibration process.

[0057] If the ocean current intensity at the location of the unmanned underwater vehicle (UUV) in the target sea area is greater than the longitudinal ocean current intensity threshold, then based on the ocean current interference coefficient of the target sea area, a speed reduction coefficient is matched from the navigation database and multiplied by the UUV's speed to reduce its speed. If the longitudinal ocean current exerts an upward force on the UUV, then based on the ocean current interference coefficient of the target sea area, a vertical thrust amplification coefficient is matched from the navigation database and multiplied by the UUV's vertical thrust to increase its thrust. A ballast tank depressurization coefficient is matched from the navigation database and multiplied by the ballast tank pressure to reduce its pressure. If the longitudinal ocean current exerts a downward force on the UUV, then based on the ocean current interference coefficient of the target sea area, the ballast tank water volume is reduced while the vertical thrust is increased. After adjustment, the UUV enters the UUV health status assessment system.

[0058] The aforementioned longitudinal ocean current intensity threshold refers to the critical maximum value of longitudinal ocean current intensity preset in the navigation database.

[0059] It needs to be explained that the process of matching the vertical thruster thrust amplification factor involves calling the vertical thrust amplification mapping rules defined in the navigation database, inputting the ocean current interference coefficient of the target sea area, mapping and outputting the vertical thruster thrust amplification factor.

[0060] It needs to be explained that matching the ballast tank pressurization coefficient involves calling the ballast tank pressurization mapping rules defined in the navigation database, inputting the ocean current interference coefficient of the target sea area, mapping and outputting the ballast tank pressurization coefficient.

[0061] It needs to be explained that the process of matching the vertical thruster thrust amplification factor involves calling the vertical thruster thrust amplification mapping rules defined in the navigation database, inputting the ocean current interference coefficient of the target sea area, mapping and outputting the vertical thruster thrust amplification factor.

[0062] It needs to be explained that the process of matching the ballast tank depressurization coefficient involves calling the ballast tank depressurization mapping rules defined in the navigation database, inputting the ocean current interference coefficient of the target sea area, mapping and outputting the ballast tank depressurization coefficient.

[0063] The aforementioned vertical thruster thrust amplification coefficient refers to the amplification ratio corresponding to the vertical thruster thrust preset in the navigation database; the aforementioned ballast tank pressurization coefficient refers to the amplification ratio corresponding to the ballast tank water pressure preset in the navigation database; the aforementioned vertical thruster pull amplification coefficient refers to the amplification ratio corresponding to the vertical thruster pull preset in the navigation database; and the aforementioned ballast tank depressurization coefficient refers to the depressurization ratio corresponding to the ballast tank water pressure preset in the navigation database.

[0064] It should be explained that when the ocean current in the target sea area is a longitudinal current, the current exerts a force on the UUV, causing it to surface or submerge. This reduces the UUV's speed, allowing it to maintain a stable attitude and continue operating. If the longitudinal current causes the UUV to surface, the ballast tanks on the UUV fill with water to offset some of the surface-facing force, while simultaneously increasing the thrust of the vertical thrusters, stabilizing it at its original operating depth and improving the accuracy of its navigation. Conversely, if the longitudinal current causes the UUV to submerge, the ballast tanks deplete water to offset some of the submerging force, while simultaneously increasing the thrust of the vertical thrusters, stabilizing it at its original operating depth and improving the accuracy of its navigation.

[0065] If the ocean current type in the target sea area is a countercurrent, the ocean current intensity of the area where the UUV is located is obtained and compared with the countercurrent intensity threshold. If the ocean current intensity of the area where the UUV is located is less than or equal to the countercurrent intensity threshold, the UUV maintains the current navigation control operation process and triggers the navigation calibration process.

[0066] If the ocean current intensity at the location of the unmanned underwater vehicle in the target sea area is greater than the threshold of the upstream ocean current intensity, then based on the ocean current interference coefficient of the target sea area, a speed increase coefficient is matched from the navigation database and multiplied with the speed of the unmanned underwater vehicle to increase the speed. Then, a ballast tank depressurization coefficient is matched from the navigation database and multiplied with the ballast tank pressure to decrease the ballast tank pressure. After the adjustment is completed, the vehicle enters the health status assessment system.

[0067] The aforementioned opposing ocean current intensity threshold refers to the critical maximum value of opposing ocean current intensity preset in the navigation database.

[0068] It needs to be explained that the process of matching the speed increase factor involves calling the speed increase mapping rules defined in the navigation database, inputting the ocean current interference coefficient of the target sea area, mapping and outputting the speed increase factor.

[0069] The aforementioned speed increase factor refers to the increase ratio corresponding to the preset speed in the navigation database.

[0070] It should be explained that when the ocean current in the target sea area is a countercurrent, the ocean current in the target sea area exerts resistance on the unmanned underwater vehicle in the direction of its navigation, hindering its navigation. The unmanned underwater vehicle increases its speed to stabilize its navigation speed, while reducing the amount of water in the ballast tank to reduce energy consumption and improve the accuracy of the unmanned underwater vehicle's navigation.

[0071] If the ocean current type in the target sea area is a head current, the ocean current intensity of the area where the UUV is located is obtained and compared with the head current intensity threshold. If the ocean current intensity of the area where the UUV is located is less than or equal to the head current intensity threshold, the UUV maintains the current navigation control operation process and triggers the navigation calibration process.

[0072] If the ocean current intensity at the location of the unmanned underwater vehicle in the target sea area is greater than the upstream current intensity threshold, a speed reduction coefficient is matched from the navigation database based on the ocean current interference coefficient of the target sea area. This coefficient is then multiplied by the unmanned underwater vehicle's speed to reduce its speed. After the adjustment is completed, the vehicle enters the unmanned underwater vehicle health status assessment system.

[0073] The aforementioned forward current intensity threshold refers to the critical maximum value of the forward current intensity preset in the navigation database.

[0074] It should be explained that when the ocean current in the target sea area is a head current, the ocean current in the target sea area exerts thrust on the unmanned underwater vehicle in the direction of its navigation, propelling the unmanned underwater vehicle to move. The unmanned underwater vehicle reduces its speed to stabilize its speed while reducing energy consumption, thereby improving the accuracy of the unmanned underwater vehicle's navigation.

[0075] The navigation analysis module is used to monitor and record the high-precision inertial navigation process of the unmanned underwater vehicle (UUV), collect and analyze the navigation process parameters of the UUV, and compare them with the preset navigation parameters generated by the high-precision inertial navigation system to determine whether to reuse the preset navigation parameters of the UUV generated by the high-precision inertial navigation system.

[0076] Reference Figure 5 As shown, the navigation parameters of the unmanned underwater vehicle are collected and analyzed, and the navigation reliability is evaluated by calculating the navigation confidence index. When the navigation confidence index value is greater than the upper threshold, the preset navigation parameters are maintained; when the navigation confidence index value is within the threshold range, the navigation calibration process and thruster adjustment are triggered: if the trajectory deviates to the right, the power of the right thruster is increased, and if it deviates to the left, the power of the left thruster is increased, and then the navigation confidence index value is re-evaluated until it reaches the target; when the navigation confidence index value falls below the lower threshold, the preset navigation parameters are directly regenerated, forming a closed-loop control chain of "monitoring-evaluation-dynamic calibration-parameter reconstruction".

[0077] The aforementioned preset navigation parameters are obtained by the unmanned underwater vehicle through high-precision inertial navigation, including preset navigation trajectory, preset navigation speed, estimated arrival time, reference attitude, and thruster reference power.

[0078] Specifically, the navigation parameters of the unmanned underwater vehicle (UUV) are collected and analyzed. The specific analysis process includes the UUV's trajectory deviation value, attitude change rate, and ocean current interference coefficient of the target sea area.

[0079] The trajectory deviation value of the aforementioned unmanned underwater vehicle refers to the longest vertical distance between the actual navigation trajectory of the unmanned underwater vehicle and the preset path; the attitude change rate of the aforementioned unmanned underwater vehicle refers to the rate of change of attitude and position of the unmanned underwater vehicle over time during navigation; the trajectory deviation value can be obtained by real-time calculation of three-dimensional position information by accelerometer and gyroscope to obtain the actual running trajectory and compare it with the preset path; the attitude change rate can be obtained by real-time measurement of angular velocity integral by gyroscope.

[0080] By introducing weighted coefficients to quantify the influence of the trajectory deviation value on the unmanned underwater vehicle (UUV), the attitude change rate on the UUV, and the ocean current interference threshold on the target sea area, the influence of each influence contribution is aggregated to derive the navigation confidence index of the UUV. The specific expression is as follows:

[0081] ;

[0082] In the formula, NC is the ocean current interference coefficient of the unmanned underwater vehicle, l_c is the trajectory deviation value of the unmanned underwater vehicle, m_c is the attitude change rate of the unmanned underwater vehicle, S is the ocean current interference coefficient of the target sea area, l_max is the preset boundary trajectory deviation value in the navigation database, m_max is the preset boundary attitude change rate in the navigation database, S_max is the preset ocean current interference threshold in the navigation database, kx1 is the influence contribution weighting coefficient corresponding to the preset trajectory deviation value factor in the navigation database, kx2 is the influence contribution weighting coefficient corresponding to the preset attitude change rate factor in the navigation database, and kx3 is the influence contribution weighting coefficient corresponding to the preset ocean current interference coefficient factor in the navigation database.

[0083] The navigation confidence index of the aforementioned unmanned underwater vehicle is a comprehensive quantitative assessment of the current navigation status of the unmanned underwater vehicle, used to characterize the accuracy of the unmanned underwater vehicle's navigation.

[0084] The aforementioned defined trajectory deviation value represents the critical maximum value of the preset trajectory deviation value in the navigation database; the aforementioned defined attitude change rate represents the critical maximum value of the preset attitude change rate in the navigation database.

[0085] The influence contribution weighting coefficient corresponding to the above trajectory deviation factor represents the influence contribution of the ratio between the trajectory deviation value and the trajectory deviation value of the unmanned underwater vehicle on the navigation confidence index. It is preset in the navigation database and the value range is (0, 1]. The influence contribution weighting coefficient corresponding to the above attitude change rate factor represents the influence contribution of the ratio between the attitude change rate and the attitude change rate of the unmanned underwater vehicle on the navigation confidence index. It is preset in the navigation database and the value range is (0, 1). The influence contribution coefficient corresponding to the above ocean current interference coefficient represents the influence contribution of the ratio between the ocean current interference threshold and the ocean current interference coefficient of the target sea area on the navigation confidence index. It is preset in the navigation database and the value range is (0, 1).

[0086] It needs to be explained that the ocean currents in the target sea area directly exert forces on the UUV, causing changes in the UUV's attitude. An increase in the ocean current interference coefficient means that the interference from the ocean currents in the target sea area on the UUV is enhanced, and the rate of attitude change of the UUV increases. Consequently, the proportional relationship between the ocean current interference threshold and the ocean current interference coefficient in the target sea area, and the proportional relationship between the boundary attitude change rate and the UUV's attitude change rate, increases, leading to a decrease in the navigation confidence index. On the other hand, the ocean currents in the target sea area exert forces on the UUV for a prolonged period, thus affecting the UUV's navigation trajectory. An increase in track deviation and ocean current interference coefficient indicates that the ocean currents in the target sea area are increasingly interfering with the unmanned underwater vehicle (UUV). This leads to a higher track deviation value for the UUV, and consequently, a higher ratio between the ocean current interference threshold and the ocean current interference coefficient in the target sea area, and a higher ratio between the track deviation value and the UUV's track deviation value. This results in a lower navigation confidence index. In summary, the ocean current interference coefficient in the target sea area indirectly affects the navigation confidence index by influencing the attitude change rate and track deviation value. Simultaneously, the track deviation value, attitude change rate, and ocean current interference coefficient directly affect the navigation confidence index.

[0087] Furthermore, to determine whether to reuse the high-precision inertial navigation system to generate the preset navigation parameters of the unmanned underwater vehicle, the specific determination process is as follows: compare the navigation confidence index of the unmanned underwater vehicle with the preset navigation confidence threshold range in the navigation database.

[0088] The aforementioned navigation confidence threshold range refers to the navigation confidence index threshold range, which is the interval between the critical maximum value and the critical minimum value of the navigation confidence index of the unmanned underwater vehicle preset in the navigation database.

[0089] If the navigation confidence index of the unmanned underwater vehicle is greater than the maximum value of the navigation confidence threshold range, it is determined that the preset navigation parameters of the unmanned underwater vehicle will not be reused by the high-precision inertial navigation system.

[0090] If the navigation confidence index of the unmanned underwater vehicle (UUV) falls within the navigation confidence threshold range, the navigation calibration process is triggered. Simultaneously, the trajectory deviation direction of the UUV is obtained. If the UUV's trajectory deviates to the right relative to the preset trajectory, the right thruster power of the UUV is increased by matching the right thruster power amplification coefficient from the navigation database based on the UUV's navigation confidence index. If the UUV's trajectory deviates to the left relative to the preset trajectory, the left thruster power of the UUV is increased by matching the left thruster power amplification coefficient from the navigation database based on the UUV's navigation confidence index.

[0091] It needs to be explained that the direction of trajectory deviation of the unmanned underwater vehicle (UUV) is determined by the longest vertical distance between the UUV's actual trajectory and the preset path, and the intersection point of the actual trajectory and the preset path with the extension of the distance. Taking the preset path point as a reference, if the actual trajectory point is to the right of the preset path point, the UUV's trajectory deviates to the right relative to the preset trajectory; if the actual trajectory point is to the left of the preset path point, the UUV's trajectory deviates to the left relative to the preset trajectory.

[0092] It needs to be explained that increasing the power of the left thruster of the unmanned underwater vehicle (UUV) adjusts the UUV's direction of travel to the left, causing the trajectory that has deviated to the right relative to the preset trajectory to be adjusted back to the preset trajectory; increasing the power of the right thruster of the UUV adjusts the UUV's direction of travel to the left, causing the trajectory that has deviated to the right relative to the preset trajectory to be adjusted back to the preset trajectory.

[0093] It needs to be explained that the process of matching the right thruster power increase coefficient of the unmanned underwater vehicle involves calling the right thruster power increase mapping rule defined in the navigation database, inputting the navigation confidence index of the unmanned underwater vehicle, mapping and outputting the right thruster power increase coefficient.

[0094] It needs to be explained that the left thruster power amplification factor of the unmanned underwater vehicle is matched by calling the left thruster power amplification mapping rule defined in the navigation database, inputting the navigation confidence index of the unmanned underwater vehicle, mapping and outputting the left thruster power amplification factor.

[0095] The aforementioned right thruster power amplification factor of the unmanned underwater vehicle refers to the amplification ratio value corresponding to the right thruster power of the unmanned underwater vehicle preset in the navigation database; the aforementioned left thruster power amplification factor of the unmanned underwater vehicle refers to the amplification ratio value corresponding to the left thruster power of the unmanned underwater vehicle preset in the navigation database.

[0096] If the navigation confidence index of the unmanned underwater vehicle is greater than the maximum value of the navigation confidence threshold range after the adjustment is completed, it is determined that the preset navigation parameters of the unmanned underwater vehicle will not be reused by the high-precision inertial navigation system.

[0097] If the navigation confidence index of the unmanned underwater vehicle is less than or equal to the maximum value of the navigation confidence threshold range after adjustment, it is determined that the preset navigation parameters of the unmanned underwater vehicle will be generated again using the high-precision inertial navigation system, triggering the navigation calibration process.

[0098] If the navigation confidence index of the unmanned underwater vehicle is less than the minimum value of the navigation confidence threshold range, it is determined that the preset navigation parameters of the unmanned underwater vehicle will be generated again using the high-precision inertial navigation system.

[0099] Specifically, the preset navigation parameters for the unmanned underwater vehicle are generated again using a high-precision inertial navigation system. The specific navigation process is as follows:

[0100] By integrating real-time angular velocity data from the gyroscope deployed on the unmanned underwater vehicle (UUV), real-time ocean current data from the acoustic Doppler current profiler, and obstacle data from forward-looking sonar, the data is input into the high-precision inertial navigation system to generate initial preset navigation parameters. These parameters are then transmitted to the UUV's navigation control sensors, allowing the UUV to proceed along its original planned path. The navigation confidence index of the UUV, which reuses the high-precision inertial navigation system, is obtained in real time and marked as a reset navigation confidence index.

[0101] Based on the reset navigation confidence index, the acoustic Doppler current profiler data fusion weight increase factor is matched from the navigation database and the data fusion weight of the acoustic Doppler current profiler deployed on the unmanned underwater vehicle is increased and adjusted. After adjustment, the data is re-input into the high-precision inertial navigation system. Based on the reset navigation confidence index, the gyroscope data fusion weight decrease factor is matched from the navigation database and the data fusion weight of the gyroscope deployed on the unmanned underwater vehicle is decreased and adjusted. After adjustment, the data is re-input into the high-precision inertial navigation system to update the initial preset navigation parameters. After the update is completed, it is marked as the preset navigation parameters of the unmanned underwater vehicle.

[0102] It needs to be explained that the acoustic Doppler current profiler data fusion amplification factor is matched, the Doppler current profiler data fusion weight mapping rule defined in the navigation database is called, the navigation confidence index is reset, and the acoustic Doppler current profiler data fusion weight amplification factor is mapped and output.

[0103] It needs to be explained that the process involves matching the gyroscope data fusion weight reduction coefficient, calling the gyroscope data fusion weight mapping rules defined in the navigation database, inputting the reset navigation confidence index, mapping and outputting the gyroscope data fusion weight reduction coefficient.

[0104] The aforementioned acoustic Doppler current profiler data fusion amplification factor refers to the amplification ratio corresponding to the preset acoustic Doppler current profiler data fusion weight in the navigation database; the aforementioned gyroscope data fusion weight reduction factor refers to the reduction ratio corresponding to the preset gyroscope data fusion weight in the navigation database.

[0105] The navigation warning module is used to collect and analyze the navigation records of the unmanned underwater vehicle (UUV) to build a health status assessment system for the UUV, thereby determining whether to issue a warning for the UUV's navigation process.

[0106] Reference Figure 6As shown, a health assessment system is constructed by collecting navigation records, and a comprehensive score is output based on a weighted scoring model. If the score is within the safe range, no warning is triggered; if it enters the abnormal range, a three-level warning is activated: Level 1 notifies the underwater vehicle's central control to adjust the navigation plan or activate backup equipment; Level 2 simultaneously triggers navigation parameter regeneration, speed reduction and efficiency enhancement, increased positioning frequency, and a yellow light alarm; Level 3 urgently generates an ascent command set, activates the emergency beacon, cuts off power to non-core equipment, and turns the alarm light red, forming a closed-loop protection mechanism of "assessment-warning-linked response".

[0107] Specifically, an unmanned underwater vehicle (UUV) health status assessment system will be established. The specific construction process is as follows: collect and analyze the flight records of UUVs to construct the UUV health status assessment system.

[0108] The navigation records of the aforementioned unmanned underwater vehicle include ocean current interference parameters in the target sea area, navigation process parameters of the unmanned underwater vehicle, navigation control operation process adjustment records of the unmanned underwater vehicle, and records of preset navigation parameters for replanning the unmanned underwater vehicle.

[0109] Based on the navigation records of unmanned underwater vehicles, a navigation evaluation database for unmanned underwater vehicles is established from the navigation database.

[0110] The navigation evaluation database is used to store parameters for evaluating the navigation process in a high-precision navigation system for inertial navigation-based unmanned underwater vehicles.

[0111] The unmanned underwater vehicle (UUV) navigation evaluation database includes a preset weighted scoring model for UUVs. It takes in real-time inputs such as ocean current interference parameters of the target sea area, UUV navigation process parameters, UUV navigation control operation process adjustment records, and preset navigation parameter records of replanning UUVs. The scoring results are output through the preset weighted scoring model for UUVs.

[0112] It needs to be explained that the weighted scoring model of the unmanned underwater vehicle (UUV) includes weighted scoring coefficients for ocean current interference parameters, navigation process parameters, navigation control operation records, and preset navigation parameter records of the replanned UUV. The weighted scoring coefficients for ocean current interference parameters are multiplied by each parameter of the input target sea area's ocean current interference parameters and coupled to obtain the scoring sub-item for ocean current interference parameters. The weighted scoring coefficients for navigation process parameters are multiplied by each parameter of the input UUV's navigation process parameters and coupled to obtain the scoring sub-item for navigation process parameters. The weighted scoring coefficients for navigation control operation records are multiplied by each data item of the input UUV's navigation control operation records and coupled to obtain the scoring sub-item for ocean current interference parameters. The weighted scoring coefficients for the preset navigation parameter records of the replanned UUV are multiplied by each data item of the input preset navigation parameter records of the replanned UUV and coupled to obtain the scoring sub-item for ocean current interference parameters. The scoring sub-items are then coupled to obtain the UUV's scoring result.

[0113] Furthermore, the determination of whether to issue an early warning for the navigation process of the unmanned underwater vehicle is as follows: based on the scoring results output by the weighted scoring model of the unmanned underwater vehicle, it is determined whether to issue an early warning for the navigation process of the unmanned underwater vehicle.

[0114] If the score output by the pre-set weighted scoring model of the unmanned underwater vehicle corresponds to the safety score range in the navigation assessment database, it is determined that no warning will be issued for the navigation process of the unmanned underwater vehicle.

[0115] If the score output by the pre-set weighted scoring model of the unmanned underwater vehicle corresponds to the abnormal score result range in the navigation evaluation database, an early warning will be issued for the navigation process of the unmanned underwater vehicle.

[0116] The aforementioned safety score result range is the set between the preset minimum and maximum critical values ​​of the safety score results in the navigation assessment database.

[0117] The aforementioned abnormal score result range is the set between the preset minimum threshold for safety score results and the preset minimum threshold for score results in the navigation database.

[0118] Furthermore, early warning is provided for the navigation process of the unmanned underwater vehicle. Specifically, the early warning process involves matching the early warning level with the score output from the pre-set weighted scoring model of the unmanned underwater vehicle from the navigation evaluation database.

[0119] If the warning level is the highest level, the unmanned underwater vehicle in the target sea area will notify the underwater vehicle headquarters to adjust the navigation plan or activate the backup equipment.

[0120] If the warning level is the second warning level, the unmanned underwater vehicle in the target sea area will notify the underwater vehicle headquarters. At the same time, it will automatically trigger the reuse of the high-precision inertial navigation system to generate the preset navigation parameters of the unmanned underwater vehicle, reduce the speed, increase the positioning reporting frequency, and turn on the yellow alarm light.

[0121] If the warning level is the third warning level, the unmanned underwater vehicle in the target sea area will notify the underwater vehicle control center to generate instructions and a set of surfacing navigation instructions, activate the emergency positioning beacon, cut off the power supply to non-core equipment to ensure the main functions, and the alarm light will change from yellow to red.

[0122] It needs to be explained that the system matches the warning level from the navigation assessment database, inputs the score result calculated by the weighted scoring model of the unmanned underwater vehicle, maps the score result to the warning level scoring table, performs precise score matching, and outputs the warning level corresponding to the successfully mapped warning level scoring table.

[0123] Reference Figure 2 As shown, the second aspect of the present invention provides a high-precision navigation method for an underwater unmanned submersible based on inertial navigation, comprising: S1. marking the underwater operating area of ​​the unmanned submersible as the target sea area, collecting and analyzing ocean current interference parameters and ocean current types in the target sea area in real time, thereby adjusting the navigation control operation process of the unmanned submersible.

[0124] S2. Monitor and record the high-precision inertial navigation process of the unmanned underwater vehicle, collect and analyze the navigation process parameters of the unmanned underwater vehicle, and compare them with the preset navigation parameters generated by the high-precision inertial navigation system to determine whether to reuse the preset navigation parameters of the unmanned underwater vehicle generated by the high-precision inertial navigation system.

[0125] S3. Collect and analyze the navigation records of unmanned underwater vehicles (UUVs) to construct a health status assessment system for UUVs, thereby determining whether to issue an early warning for the navigation process of UUVs.

[0126] The above description is merely an example and illustration of the structure of the present invention. Those skilled in the art can make various modifications or additions to the specific embodiments described, or use similar methods to replace them, as long as they do not deviate from the structure of the invention or exceed the scope defined by the present invention, they should all fall within the protection scope of the present invention.

[0127] Figure 7This is a navigation status interface diagram provided in an embodiment of the present invention. The interface is used to display the navigation status of the unmanned underwater vehicle and the ocean current conditions in the operating area. It can display the operating status and navigation mode of the unmanned underwater vehicle in real time, and can automatically execute corresponding operations for different ocean current types and intensities in the operating area of ​​the unmanned underwater vehicle. The ocean current types in the operating area of ​​the unmanned underwater vehicle include transverse ocean currents, longitudinal ocean currents, forward ocean currents, and opposing ocean currents, which effectively improves the safety and efficiency of underwater operations of the unmanned underwater vehicle.

[0128] Figure 8 This invention provides a navigation status assessment interface that reflects the real-time operating status of the navigation system through warning lights and text labels, and marks the corresponding danger level. It quantifies navigation reliability with a comprehensive score and uses historical trend analysis to help understand performance changes. It also provides scrolling notifications of alarm information such as anomaly types, times, and handling suggestions. Through the organic integration of status display, trend analysis, and alarm prompts, the interface provides intuitive and efficient monitoring support for unmanned underwater vehicle operations in complex marine environments, effectively improving system safety and operational decision-making capabilities.

[0129] Figure 9 This is the database management interface of this invention. The interface integrates the preset attribute configuration function of the navigation database, supports rapid location of abnormal data through keyword search, and simultaneously displays historical query records. The interface features dedicated tables presenting ocean current interference parameters, covering core indicators such as scores, impact levels, and status. Through the organic integration of configuration management, anomaly querying, and parameter visualization, this interface provides an efficient and intuitive operating platform for the dynamic optimization and interference analysis of the unmanned underwater vehicle navigation database, effectively improving the reliability and decision support capabilities of navigation data in complex marine environments.

Claims

1. An inertial navigation based high precision navigation system for underwater unmanned submersible vehicles, characterized in that, The application relates to a navigation control system for an unmanned underwater vehicle. The navigation control system comprises: a navigation control module, which is used for marking a sea area for underwater operation of the unmanned underwater vehicle as a target sea area, collecting and analyzing ocean current interference parameters of the target sea area and an ocean current type of the target sea area in real time, and adjusting a navigation control operation process of the unmanned underwater vehicle; a navigation analysis module, which is used for monitoring and recording a high-precision inertial navigation process of the unmanned underwater vehicle, collecting and analyzing navigation process parameters of the unmanned underwater vehicle, and comparing the navigation process parameters with preset navigation parameters generated by a high-precision inertial navigation system to determine whether the preset navigation parameters of the unmanned underwater vehicle are generated by the high-precision inertial navigation system again; a navigation early warning module, which is used for collecting and analyzing navigation records of the unmanned underwater vehicle, and constructing a health state evaluation system of the unmanned underwater vehicle to determine whether a navigation process of the unmanned underwater vehicle is early warned. The adjusting of the navigation control operation process of the unmanned underwater vehicle is classified adjustment of a navigation control operation process of the unmanned underwater vehicle by collecting and analyzing interference parameters of the target sea area and the ocean current type of the target sea area in real time. The ocean current type is classified according to a relative relationship between an ocean current direction of the target sea area and a navigation direction of the unmanned underwater vehicle. The collecting and analyzing of the ocean current interference parameters of the target sea area and the ocean current type of the target sea area comprises the following steps: The ocean current interference parameters of the target sea area include a standard deviation of an ocean current flow rate of the target sea area, a mutation amplitude of an ocean current flow direction of the target sea area and a turbulent kinetic energy dissipation rate of the target sea area. The standard deviation of the ocean current flow rate of the target sea area, the mutation amplitude of the ocean current flow direction of the target sea area and the turbulent kinetic energy dissipation rate of the target sea area are quantified according to interference contribution weighting coefficients, and the interference contribution degrees are gathered to obtain an ocean current interference coefficient of the target sea area. The ocean current interference coefficient of the target sea area is used for representing an interference degree of the ocean current of the target sea area on the unmanned underwater vehicle.

2. The high precision inertial navigation-based underwater unmanned submarine vehicle navigation system of claim 1, wherein: The ocean current type of the target sea area includes a transverse ocean current, a longitudinal ocean current, a counter-current and a following current. The adjusting of the navigation control operation process of the unmanned underwater vehicle comprises the following steps: The ocean current interference coefficient of the target sea area is compared with an ocean current interference threshold value stored in a navigation database. If the ocean current interference coefficient of the target sea area is less than or equal to the ocean current interference threshold value, the unmanned underwater vehicle keeps the current navigation control operation process. If the ocean current interference coefficient of the target sea area is greater than the ocean current interference threshold value, the navigation control operation process of the unmanned underwater vehicle is classified adjusted. If the ocean current type of the target sea area is the transverse ocean current, an ocean current intensity of a location area where the unmanned underwater vehicle is located is obtained and compared with a transverse ocean current intensity threshold value. If the ocean current intensity of the location area where the unmanned underwater vehicle is located is less than or equal to the transverse ocean current intensity threshold value, the unmanned underwater vehicle keeps the current navigation control operation process, and a navigation calibration process is triggered. If the ocean current intensity at the position of the unmanned submarine in the target sea area is greater than the transverse ocean current intensity threshold, the ocean current interference coefficient of the target sea area is used to reduce the navigation speed of the unmanned submarine, and the heading is turned in the opposite direction of the inflow angle of the ocean current of the target sea area. After the adjustment is completed, the unmanned submarine health state evaluation system is entered; If the ocean current type of the target sea area is longitudinal ocean current, the ocean current intensity of the position area to which the unmanned submarine belongs is obtained and compared with the longitudinal ocean current intensity threshold. If the ocean current intensity of the position area to which the unmanned submarine belongs is less than or equal to the longitudinal ocean current intensity threshold, the unmanned submarine keeps the current navigation control operation process and triggers the navigation calibration process; If the ocean current intensity at the position of the unmanned submarine in the target sea area is greater than the longitudinal ocean current intensity threshold, the ocean current interference coefficient of the target sea area is used to reduce the navigation speed of the unmanned submarine. If the longitudinal ocean current exerts an upward force on the unmanned submarine, the ocean current interference coefficient of the target sea area is used to increase the water volume of the ballast tank and the thrust of the vertical thruster. If the longitudinal ocean current exerts a downward force on the unmanned submarine, the ocean current interference coefficient of the target sea area is used to reduce the water volume of the ballast tank and the tension of the vertical thruster. After the adjustment is completed, the unmanned submarine health state evaluation system is entered; If the ocean current type of the target sea area is counter-current, the ocean current intensity of the position area to which the unmanned submarine belongs is obtained and compared with the counter-current intensity threshold. If the ocean current intensity of the position area to which the unmanned submarine belongs is less than or equal to the counter-current intensity threshold, the unmanned submarine keeps the current navigation control operation process and triggers the navigation calibration process; If the ocean current intensity at the position of the unmanned submarine in the target sea area is greater than the counter-current intensity threshold, the ocean current interference coefficient of the target sea area is used to increase the navigation speed of the unmanned submarine. After the adjustment is completed, the unmanned submarine health state evaluation system is entered; If the ocean current type of the target sea area is forward current, the ocean current intensity of the position area to which the unmanned submarine belongs is obtained and compared with the forward current intensity threshold. If the ocean current intensity of the position area to which the unmanned submarine belongs is less than or equal to the forward current intensity threshold, the unmanned submarine keeps the current navigation control operation process and triggers the navigation calibration process; If the ocean current intensity at the position of the unmanned submarine in the target sea area is greater than the forward current intensity threshold, the ocean current interference coefficient of the target sea area is used to reduce the navigation speed of the unmanned submarine. After the adjustment is completed, the unmanned submarine health state evaluation system is entered.

3. The inertial navigation-based high accuracy navigation system for an underwater unmanned vehicle of claim 1, wherein: The navigation process parameters of the unmanned submarine are collected and analyzed. The specific analysis process is as follows: The navigation process parameters of the unmanned submarine include the trajectory deviation value of the unmanned submarine, the pose change rate of the unmanned submarine, and the ocean current interference coefficient of the target sea area; By introducing the influence contribution weighting coefficient, the influence contribution degree of the proportional relationship between the trajectory deviation value and the trajectory deviation value of the unmanned submarine, the proportional relationship between the pose change rate and the pose change rate of the unmanned submarine, and the proportional relationship between the ocean current interference coefficient and the ocean current interference coefficient of the target sea area is quantified and defined. The influence contribution degrees are converged to obtain the navigation confidence index of the unmanned submarine. The navigation confidence index of the unmanned underwater vehicle is a comprehensive quantitative evaluation of the current navigation state of the unmanned underwater vehicle, and is used to represent the accuracy of the navigation of the unmanned underwater vehicle.

4. The inertial navigation-based high accuracy navigation system for an underwater unmanned vehicle of claim 1, wherein: The determination of whether to reuse the high-precision inertial navigation system to generate the preset navigation parameters of the unmanned underwater vehicle includes the following specific determination process: The navigation confidence index of the unmanned underwater vehicle is compared with the preset navigation confidence threshold interval in the navigation database; If the navigation confidence index of the unmanned underwater vehicle is greater than the maximum value of the navigation confidence threshold interval, it is determined that the high-precision inertial navigation system is not reused to generate the preset navigation parameters of the unmanned underwater vehicle; If the navigation confidence index of the unmanned underwater vehicle belongs to the navigation confidence threshold interval, a navigation calibration process is triggered, and the trajectory deviation direction of the unmanned underwater vehicle is obtained. If the navigation trajectory of the unmanned underwater vehicle deviates to the right relative to the preset trajectory, the right thruster power of the unmanned underwater vehicle is increased based on the navigation confidence index of the unmanned underwater vehicle, and the right thruster power increasing coefficient of the unmanned underwater vehicle is matched from the navigation database. If the navigation trajectory of the unmanned underwater vehicle deviates to the left relative to the preset trajectory, the left thruster power of the unmanned underwater vehicle is increased based on the navigation confidence index of the unmanned underwater vehicle, and the left thruster power increasing coefficient of the unmanned underwater vehicle is matched from the navigation database. If the navigation confidence index of the unmanned underwater vehicle is greater than the maximum value of the navigation confidence threshold interval after the adjustment, it is determined that the high-precision inertial navigation system is not reused to generate the preset navigation parameters of the unmanned underwater vehicle. If the navigation confidence index of the unmanned underwater vehicle is less than or equal to the maximum value of the navigation confidence threshold interval after the adjustment, it is determined that the high-precision inertial navigation system is reused to generate the preset navigation parameters of the unmanned underwater vehicle, and the navigation calibration process is triggered. If the navigation confidence index of the unmanned underwater vehicle is less than the minimum value of the navigation confidence threshold interval, it is determined that the high-precision inertial navigation system is reused to generate the preset navigation parameters of the unmanned underwater vehicle.

5. The inertial navigation-based high accuracy navigation system for underwater unmanned vehicles of claim 4, wherein: The reuse of the high-precision inertial navigation system to generate the preset navigation parameters of the unmanned underwater vehicle includes the following specific navigation process: The real-time output angular velocity data of the gyroscope, the real-time monitoring ocean current data of the acoustic Doppler current profiler, and the forward-looking sonar obstacle data deployed on the unmanned underwater vehicle are fused, input into the high-precision inertial navigation system, and initial preset navigation parameters are generated and transmitted to the unmanned underwater vehicle navigation control sensor. The unmanned underwater vehicle advances to the original planned path, the navigation confidence index of the unmanned underwater vehicle that reuses the high-precision inertial navigation is obtained in real time, and is marked as the reset navigation confidence index. Based on the reset navigation confidence index, the data fusion weight increasing coefficient of the acoustic Doppler current profiler data fusion weight is matched from the navigation database to increase the adjustment of the data fusion weight of the acoustic Doppler current profiler deployed on the unmanned underwater vehicle. The adjusted data is input into the high-precision inertial navigation system again. Based on the reset navigation confidence index, the gyroscope data fusion weight decreasing coefficient is matched from the navigation database to decrease the adjustment of the data fusion weight of the gyroscope deployed on the unmanned underwater vehicle. The adjusted data is input into the high-precision inertial navigation system again. The initial preset navigation parameters are updated, and after the update is completed, the preset navigation parameters of the unmanned underwater vehicle are marked.

6. The inertial navigation-based high accuracy navigation system for an underwater unmanned vehicle of claim 1, wherein: The unmanned underwater vehicle health state evaluation system is constructed, and the specific construction process is as follows: Collect and analyze the navigation records of the unmanned underwater vehicle, and construct the unmanned underwater vehicle health state evaluation system; The navigation records of the unmanned underwater vehicle include the ocean current interference parameters of the target sea area, the navigation process parameters of the unmanned underwater vehicle, the navigation control operation process adjustment records of the unmanned underwater vehicle, and the preset navigation parameter records of the unmanned underwater vehicle after re-planning; Based on the navigation records of the unmanned underwater vehicle, the navigation evaluation database of the unmanned underwater vehicle is established from the navigation database; The navigation evaluation database of the unmanned underwater vehicle includes a preset unmanned underwater vehicle weighted scoring model, real-time input of the ocean current interference parameters of the target sea area, the navigation process parameters of the unmanned underwater vehicle, the navigation control operation process adjustment records of the unmanned underwater vehicle, and the preset navigation parameter records of the unmanned underwater vehicle after re-planning, and output of the scoring results through the preset unmanned underwater vehicle weighted scoring model.

7. The inertial navigation-based high accuracy navigation system for an underwater unmanned vehicle of claim 1, wherein: The specific determination process of whether to give a warning to the navigation process of the unmanned underwater vehicle is as follows: Based on the scoring results output by the preset unmanned underwater vehicle weighted scoring model, it is determined whether to give a warning to the navigation process of the unmanned underwater vehicle; If the scoring results output by the preset unmanned underwater vehicle weighted scoring model correspond to the safety scoring result interval in the navigation evaluation database, it is determined not to give a warning to the navigation process of the unmanned underwater vehicle; If the scoring results output by the preset unmanned underwater vehicle weighted scoring model correspond to the abnormal scoring result interval in the navigation evaluation database, it is determined to give a warning to the navigation process of the unmanned underwater vehicle.

8. The inertial navigation-based high accuracy navigation system for underwater unmanned vehicles of claim 7, wherein: The specific warning process of the navigation process of the unmanned underwater vehicle is as follows: Through the scoring results output by the preset unmanned underwater vehicle weighted scoring model, the warning level is matched from the navigation evaluation database; If the warning level is the first warning level, the unmanned underwater vehicle in the target sea area notifies the underwater vehicle general station to adjust the navigation plan or start the standby equipment; If the warning level is the second warning level, the unmanned underwater vehicle in the target sea area notifies the underwater vehicle general station, and simultaneously automatically triggers the generation of preset navigation parameters of the unmanned underwater vehicle by using the high-precision inertial navigation system, reduces the navigation speed, increases the positioning reporting frequency, and turns on the yellow warning light; If the warning level is the third warning level, the unmanned underwater vehicle in the target sea area notifies the underwater vehicle general station and generates the up-floating navigation instruction set, starts the emergency positioning beacon, cuts off the power supply of non-core equipment to ensure the main functions, and the warning light changes from yellow to red.

9. The high-precision navigation method for underwater unmanned submersible based on inertial navigation, applied to the high-precision navigation system for underwater unmanned submersible based on inertial navigation according to any one of claims 1-8, characterized in that: It includes: S1. Mark the underwater operation sea area of the unmanned underwater vehicle as the target sea area, and real-time collect and analyze the ocean current interference parameters of the target sea area and the ocean current type of the target sea area, so as to adjust the navigation control operation process of the unmanned underwater vehicle; S2. Monitor and record the high-precision inertial navigation process of the unmanned underwater vehicle, collect and analyze the navigation process parameters of the unmanned underwater vehicle, and compare with the preset navigation parameters generated by the high-precision inertial navigation system to determine whether to generate the preset navigation parameters of the unmanned underwater vehicle by using the high-precision inertial navigation system again; S3. Collect and analyze the navigation records of the unmanned underwater vehicle, build an unmanned underwater vehicle health state evaluation system, and determine whether to give a warning to the navigation process of the unmanned underwater vehicle.

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