Seawall shoreline automatic obstacle crossing measuring vehicle

Abstract

The invention discloses a seawall shoreline automatic obstacle crossing measuring vehicle, and belongs to the technical field of engineering machinery and intelligent vehicles. The measuring vehicle comprises a vehicle frame main body and a crawler-type walking assembly, an intelligent crawler liner unit is arranged on a crawler ring, the intelligent crawler liner unit is composed of an independent gas-liquid composite bag cavity, the grounding height, rigidity and pressure distribution can be actively adjusted, and self-adaption to complex terrains such as concrete, gravel and sludge is achieved. By dynamically monitoring vehicle body attitude and road surface information, the system can compensate inclination in real time, keep the vehicle body horizontal and ensure the reference stability of high-precision measurement equipment. The measuring vehicle is further provided with a lifting multifunctional foot end, the mode switching of the idler wheel and the supporting foot is supported, and the capability of crossing obstacles such as handrails and ditches and ridges is further enhanced. The method solves the problem of measurement errors caused by topographic relief in seawall surveying and mapping, and has the advantages of high all-terrain adaptability, high measurement precision and good obstacle crossing performance.

Description

Technical Field

[0001] This invention belongs to the field of engineering machinery and intelligent vehicle technology, specifically relating to an automatic obstacle-crossing measurement vehicle for seawall shorelines. Background Technology

[0002] In seawall shoreline surveying, to accurately determine the position of the outer edge of the seawall, a high-precision GNSS receiver (such as a geodetic RTK) is typically mounted on a surveying vehicle to continuously collect coordinates along the seawall. However, seawall surfaces are not ideally level, often exhibiting lateral slopes, longitudinal undulations, and local obstacles. This presents two key technical challenges for surveying: first, the ranging reference of the vehicle-mounted distance sensor tilts, making it impossible to accurately convert the measured slant distance into the true horizontal distance, affecting path tracking accuracy; second, the high-precision GNSS antenna cannot always maintain vertical alignment, and antenna tilt causes a projection deviation of its phase center in the horizontal direction, directly affecting the accuracy of planar coordinate measurements. Currently, in manual surveying, these errors can be controlled to some extent by the surveyor manually adjusting the alignment rod and maintaining body posture, but this relies on personnel experience and is inefficient. In vehicle-mounted automated solutions, simply rigidly installing the distance sensor and RTK antenna will cause the vehicle's attitude changes on rough surfaces to directly translate tilting and swaying into significant measurement errors, severely limiting the usability and reliability of automated surveying vehicles. Therefore, there is an urgent need to develop an intelligent surveying vehicle that can actively adapt to the terrain and maintain a stable measurement benchmark in order to achieve high-precision, fully automated measurement of seawall shorelines. Summary of the Invention

[0003] The present invention aims to provide an automatic obstacle-crossing measurement vehicle for seawalls and shorelines, in order to solve the technical problems of existing measurement vehicles in complex seawall terrain, such as attitude tilting, measurement reference instability and poor passability caused by road surface undulation and uneven stiffness. Specifically, through intelligent track pad units, the vehicle's grounding parameters can be actively, in real time and independently controlled, thereby enhancing terrain adaptability, maintaining the vehicle's level attitude, improving obstacle-crossing stability and measurement accuracy.

[0004] The present invention adopts the following technical solution: The automatic obstacle-crossing measurement vehicle for seawall shorelines includes a main frame. A tracked walking assembly is connected to the bottom of the main frame. The tracked walking assembly includes track rings, drive wheels, and tension wheels. The track rings are equipped with intelligent track pad units. Each intelligent track pad unit consists of at least two independent gas-liquid composite chambers. Each gas-liquid composite chamber includes a main air chamber and a hydraulic ring chamber surrounding the main air chamber. The main air chamber is used to adjust the ground contact height of the track rings by inflation and deflation. The hydraulic ring chambers are used to adjust the local stiffness of the track rings and the ground contact pressure distribution by hydraulic pressure. The tracked walking assembly provides the vehicle with an excellent load-bearing and traction foundation, while the intelligent track pad unit, integrating independent gas-liquid composite chambers, transforms the traditional passive grounding structure into an active and rapidly adjustable intelligent interactive interface. By controlling the inflation and deflation of the main air chamber in real time, the overall height and contact profile of the track ring ground contact section can be precisely changed, effectively coping with road surface undulations. Simultaneously, by adjusting the pressure of the hydraulic ring chamber surrounding the main air chamber, the local stiffness and ground pressure distribution of the intelligent track pad unit can be changed steplessly and rapidly. This allows the vehicle to actively match the optimal ground contact mode when facing complex mixed terrain commonly found along seawalls (such as hard concrete revetments, loose gravel beaches, and deep silt with extremely low bearing capacity), significantly reducing sinking, preventing slippage, and achieving smooth, efficient obstacle crossing and continuous movement. Crucially, in actual coastal operations, vehicles often face terrain with significant differences in road surface stiffness between the left and right sides (e.g., hard on the left and soft on the right) or need to travel along lateral slopes. Such terrain easily leads to vehicle tilting and increased unilateral sinking, severely affecting the vertical accuracy of measurements and markings. This invention proposes a dynamic tilt compensation scheme. The control system independently and collaboratively adjusts the air and hydraulic parameters of the intelligent track pad units at the corresponding positions of the track ring ground contact sections on both sides, based on real-time collected data on the ground contact pressure of the left / right and front / rear track rings, vehicle tilt sensor data, and pre-scan information of the road surface ahead. Specifically, when a tilt is detected as imminent or already occurring on the vehicle: for tracks in a lower position, the pressure of the main air chamber of the intelligent track pad unit can be appropriately increased; for tracks in a higher position, the pressure of the main air chamber and the hydraulic ring chamber pressure can be appropriately decreased to maintain necessary grip and avoid excessive vehicle elevation. Through dynamic and differentiated adjustment of the ground contact parameters of both sides of the track, changes in vehicle posture caused by uneven road surfaces or slopes can be effectively compensated, ensuring that the vehicle body always maintains a stable, nearly horizontal working state, thereby guaranteeing the vertical accuracy of the measurement data.

[0005] Furthermore, the intelligent track pad units continuously distributed along the direction of travel on the track ring include a load-bearing unit located in the middle of the ground contact section, a detection unit located at the front end about to touch down, and a buffer unit located at the rear end about to lift off. The reference air pressure of the main air chamber of the detection unit is higher than that of the load-bearing unit, used to make initial contact with the ground and detect road surface stiffness through rapid deformation. The hydraulic ring cavity stiffness of the buffer unit is lower than that of the load-bearing unit and the detection unit, used to store and release hydraulic fluctuation energy accumulated by road surface unevenness before lifting off. A pressure sensor is installed in the main air chamber, and the pressure sensor is connected to the control system. When the detection unit contacts the ground, the control system calculates the road surface stiffness information based on the dynamic air pressure response signal collected by the pressure sensor, and uses it to pre-adjust the ground contact pressure of the subsequent load-bearing unit. The detection unit, through its higher preset air pressure, generates characteristic rapid compression deformation upon contact with the ground. A pressure sensor is integrated inside the main air chamber to collect the air pressure change curve at the moment of contact with the ground. The control system's built-in signal processor performs real-time analysis of the curve's slope, peak value, and other characteristic parameters. By comparing this with a pre-stored model, the relative stiffness value of the current contact surface can be calculated. This stiffness value, as a key feedforward parameter, is immediately sent to the pressure management module to adjust the air-liquid pressure ratio of the load-bearing unit that is about to pass over the road surface, thereby enabling the tracked system to quickly adapt to different materials on the seawall surface, from concrete to silt.

[0006] Specifically, the intelligent track pad unit is connected to a pressure management module, which includes a high-pressure air source, a vacuum pump, a micro hydraulic pump, and a set of high-speed electronically controlled valves. The pressure management module is independently connected to each gas-liquid composite chamber of the intelligent track pad unit via pipelines. It also includes a vehicle posture sensor. When the vehicle posture sensor detects an unexpected tilting trend of the vehicle body due to a change in the grounding state of one track side, the pressure management module differentially adjusts the grounding pressure of the intelligent track pad units at different positions on the other track segment, which is still in a normal grounding state. This creates a specific asymmetric pressure distribution on the grounding surface of that track side, thereby actively generating a compensating torque on that side through ground reaction force, opposite to the tilting trend of the vehicle body, to dynamically maintain the vehicle body in a stable horizontal measurement posture. The differential adjustment of grounding pressure to form a specific asymmetric pressure distribution is specifically implemented through the following control logic: (a) Torque calculation and pressure mapping: The control system calculates in real time the target compensation torque vector acting on the center of gravity of the vehicle body to counteract the tilting trend based on the tilt angle and angular velocity fed back by the vehicle body attitude sensor; then, based on the vehicle kinematic model, the target compensation torque vector is mapped to one or more target high-pressure areas on the track grounding surface on the normal grounding side and their corresponding target pressure increase values. (b) Zonal gradient pressure regulation: Based on the above mapping relationship, the pressure management module implements zonal gradient pressure regulation on the intelligent track pad unit on the grounding surface of the track on the grounding side: In the unit corresponding to the target high-pressure area, the pressure of its hydraulic ring cavity is increased to make it the torque fulcrum area that generates the main normal support force; in the unit adjacent to the high-pressure area, the pressure is moderately increased to form a pressure transition zone to ensure the continuous distribution of grounding force and the stability of the track structure; in some units far from the high-pressure area and on the same side as the tilt direction, the pressure can be maintained or slightly reduced to optimize the lever arm of the overall torque and avoid unnecessary grounding resistance; (c) Dynamic follow-up adjustment: During the attitude adjustment process, the vehicle attitude sensor continuously provides feedback, and the control system performs closed-loop dynamic correction of the position, pressure gradient and distribution range of the target high-pressure area based on the real-time attitude error, so that the generated actual compensation torque accurately tracks and counteracts the vehicle tilt trend.

[0007] Specifically, the hydraulic ring cavity is filled with magnetorheological fluid, and an electromagnetic coil is embedded in the wall of the hydraulic ring cavity. The control system adjusts the viscosity of the magnetorheological fluid and the apparent stiffness of the hydraulic ring cavity in real time and steplessly by changing the current of the electromagnetic coil. This allows the ground pressure distribution of the intelligent track pad unit to adaptively match the changes in materials such as concrete, gravel, and silt on the seawall surface, thereby ensuring that the track maintains optimal adhesion to the heterogeneous surface. When the control system anticipates that the buffer unit is about to leave the ground, it reduces the current of the electromagnetic coil inside, causing a sharp drop in the viscosity of the magnetorheological fluid. This allows the cavity to undergo greater flow deformation under pressure to absorb the impact, and then the viscosity is restored to maintain posture stability.

[0008] The inner tooth surface of the track ring that meshes with the drive wheel is provided with a magnetorheological elastomer liner. The main frame is equipped with a magnetic field generating device corresponding to the position of the magnetorheological elastomer liner, used to adjust the shear modulus of the liner. The magnetorheological elastomer liner, as a smart composite material layer, is firmly attached to the inner tooth surface or tooth valley area of ​​the track ring through vulcanization bonding, mechanical interlocking, or overmolding processes. The shear modulus of the liner can be steplessly adjusted by the magnetic field generating device. Its core lies in the intelligent characteristics of the magnetorheological elastomer: an external magnetic field causes the internal magnetic particles to align into chains, resulting in a rapid increase in shear modulus and material hardening within milliseconds; after the magnetic field is removed, it returns to a soft, highly viscoelastic state. Based on this, the present invention achieves switching between rigid and flexible power transmission modes. The effect of this is that a single smart material layer replaces a complex mechanical clutch or additional drive mechanism, simplifying the structure, improving reliability, and achieving uninterrupted, shock-free power transmission. In soft soil areas (such as deep mud, saturated tidal flats, and other road surfaces with extremely low bearing capacity and easy flow), the magnetorheological elastomer liner switches to a highly viscoelastic state. Due to the high viscoelasticity and recoverable large deformation capacity of the liner material, relative slippage can occur between the teeth and the liner under high load or impact conditions. This slippage can absorb transmission impact through the viscous dissipation and deformation energy storage effect of the material, and can also allow the drive wheel to continue rotating when the track ring movement is momentarily obstructed, thus avoiding rigid impact or overload damage to the transmission chain, thereby achieving adaptive buffering and overload protection functions for the transmission.

[0009] Furthermore, the magnetic field generating device is connected to a control system, which is configured to switch the tracked walking assembly between a rigid engagement drive mode under hardened magnetorheological elastomer liner and a flexible transmission mode under softened magnetorheological elastomer liner, relying on friction and viscoelastic deformation to transmit power. In the rigid engagement drive mode, the magnetic field generating device is controlled to harden the magnetorheological elastomer liner, thereby forming a rigid engagement transmission with the drive wheel. In the flexible transmission mode, the track ring maintains continuous forward movement relative to the ground macroscopically, allowing the vehicle to move normally. However, the internal transmission mechanism driving this macroscopic movement has changed: the rotational motion of the drive wheel is not directly converted into the translation of the track ring through rigid tooth meshing, but rather through the continuous pressing, pushing, and disengaging of the softened, highly viscoelastic magnetorheological elastomer liner by the drive wheel teeth, causing periodic large viscoelastic deformation of the liner material and coupling the tooth-liner interface friction, thereby transmitting power to the inner side of the track ring in the form of distributed stress. This process allows the drivetrain to buffer impacts and suppress vibrations through the internal friction of the liner material and controlled interface coordination while transmitting the required traction force, and to achieve overload slip protection under extreme loads. Therefore, the vehicle's passability and driving function are maintained, and the adaptability and reliability of the drivetrain are significantly enhanced.

[0010] Specifically, the magnetic field generating device is an array of electromagnetic coils arranged around the entire circumference of the drive wheel, and the magnetic field generated by the electromagnetic coil array is perpendicular to or inclined to the shear plane of the magnetorheological elastomer liner.

[0011] Specifically, the thickness of the magnetorheological elastomer liner is 1 to 3 times the height of the tooth to which it is attached, and its surface is formed with a textured surface that matches the tooth profile of the drive wheel. If the thickness is less than the tooth height, the effective shear resistance depth of the magnetorheological elastomer liner in the hardened state is insufficient, and there is a risk of it being "shorn through" by the drive wheel teeth or experiencing local peeling when transmitting high torque, leading to failure of rigid transmission. If the thickness is greater than 3 times the tooth height, the overall shear deformation of the magnetorheological elastomer liner in the softened state is too large, resulting in significant viscous hysteresis and internal friction, causing a sharp drop in transmission efficiency, and making it difficult for the external magnetic field to penetrate uniformly to the bottom of the magnetorheological elastomer liner, affecting the uniformity of performance switching and response speed. In rigid meshing drive mode, the textured surface and the drive wheel teeth form a precise micro-mechanical interlock. This interlock, combined with the hardening properties of the material itself, significantly improves the rigidity and anti-slip capability of the transmission system. In flexible transmission mode, the drive wheel teeth do not slide on a smooth surface. The textured surface of the magnetorheological elastomer liner increases the effective contact area and interfacial bonding force between the teeth and the liner.

[0012] The vehicle frame is equipped with a position positioning module and an environmental perception module. The position positioning module is a geodesic GNSS receiver, and the environmental perception module includes a terrain scanner, a distance sensor, and a cliff sensor.

[0013] To enhance the obstacle-crossing capability and terrain adaptability of the automatic obstacle-crossing measurement vehicle along the seawall, a first lifting assembly and a second lifting assembly are installed below the main body of the vehicle frame. The lower ends of the first and second lifting assemblies are connected to multi-functional foot terminals, which can be switched between roller and support foot modes according to operational needs to adapt to different obstacle-crossing conditions. Both the first and second lifting assemblies are connected to the control system and can be independently or collaboratively controlled based on real-time road information from the environmental perception module or preset programs. Taking the automatic crossing of common low obstacles such as railings along the seawall as an example, when the environmental perception module detects a railing ahead, the control system controls the first and second lifting assemblies to simultaneously raise the main body of the vehicle frame, elevating the bottom of the vehicle to a safe height above the upper edge of the railing. The main body of the vehicle frame moves smoothly forward under the drive of the rollers. Based on the coordinated commands of the control system, the first and second lifting assemblies adopt an alternating lifting sequence to complete the obstacle-crossing process. Throughout the crossing process, the control system continuously fine-tunes the extension height and execution timing of the first and second lifting components based on real-time feedback of vehicle posture data, ensuring that the vehicle always maintains a horizontal posture, thereby ensuring the stability of the high-precision measuring equipment and achieving reliable seawall shoreline surveying operations.

[0014] The core advantage of this invention lies in its proposed automatic obstacle-crossing measurement vehicle for seawalls and shorelines. This vehicle achieves intelligent all-terrain adaptation and high-precision, stable measurement. Through intelligent track pad units on the track rings, employing a gas-liquid composite cavity design, the system can adjust the track ground contact height, stiffness, and pressure distribution in real time, enabling rapid adaptation to complex road surfaces such as concrete, gravel, and silt, effectively preventing slippage and sinking. Combined with vehicle tilt angle and road surface pre-scanning information, the system can dynamically compensate for vehicle tilt caused by uneven road surfaces or slopes, ensuring the vehicle remains nearly level, thus guaranteeing the benchmark stability and data reliability of the high-precision measurement equipment. Furthermore, a magnetorheological elastomer liner is integrated into the inner side of the tracks, enabling seamless switching between rigid and flexible transmission modes through magnetic field control, simplifying the structure while providing overload buffering capabilities. The vehicle is also equipped with retractable multi-functional feet, supporting switching between roller and support foot modes, further enhancing its ability to cross obstacles such as railings and ditches. The machine integrates intelligent sensing, real-time control, and multi-mode obstacle crossing, significantly improving the automation level, terrain adaptability, and measurement accuracy of seawall shoreline surveying operations.

[0015] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are merely exemplary, and those skilled in the art can derive other embodiments based on the provided drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the automatic obstacle-crossing measurement vehicle for seawall shorelines according to the present invention.

[0017] Figure 2 This is a schematic diagram of the tracked walking component of the automatic obstacle-crossing measurement vehicle for seawall shorelines of the present invention.

[0018] Figure 3 This is a schematic diagram of the tracked walking component structure of the automatic obstacle-crossing measurement vehicle for seawall shorelines of the present invention.

[0019] Figure 4 This is a schematic diagram of an intelligent track pad unit for a tracked walking assembly.

[0020] Figure 5 This is a schematic diagram of the components of an intelligent track pad unit.

[0021] Figure 6 A schematic diagram showing the differentiated layout of the intelligent track pad unit.

[0022] Figure 7 This is a schematic diagram of the magnetorheological elastomer liner of a tracked walking assembly.

[0023] Figure descriptions: 1-Chassis body; 2-Positioning module; 3-Environmental sensing module; 4-First lifting component; 5-Second lifting component; 6-Tracked walking component; 61-Track ring; 62-Drive wheel; 63-Tensioning wheel; 64-Intelligent track pad unit; 65-Shock absorber; 66-Pressure management module; 67-Magnetorheological elastomer liner. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0025] The concepts involved in this application will first be described with reference to the accompanying drawings. It should be noted that the following descriptions of various concepts are only for the purpose of making the content of this application easier to understand and do not constitute a limitation on the scope of protection of this application; furthermore, the embodiments and features in the embodiments of this application can be combined with each other unless otherwise specified. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0026] Example 1 See Figures 1-5The automatic obstacle-crossing measurement vehicle for seawall shorelines includes a chassis body 1. A tracked walking assembly 6 is connected to the bottom of the chassis body 1. The tracked walking assembly 6 includes track rings 61, drive wheels 62, tension wheels 63, and shock absorbers 65. The track rings 61 are equipped with intelligent track padding units 64, which are composed of at least two independent gas-liquid composite cavities. Each gas-liquid composite cavity includes a main air chamber 641 and a hydraulic ring cavity 642 surrounding the main air chamber 641. The main air chamber 641 is used to adjust the grounding height of the track rings 61 by inflation and deflation, and the hydraulic ring cavity 642 is used to adjust the local stiffness and grounding pressure distribution of the track rings 61 by hydraulic pressure. The chassis body 1 is equipped with a position positioning module 2 and an environmental sensing module 3. The position positioning module 2 is a geodesic GNSS receiver, and the environmental sensing module 3 includes a terrain scanner, a distance sensor, and a cliff sensor. The tracked walking assembly 6 provides the vehicle with an excellent foundation for load-bearing and traction, while the intelligent track pad unit 64, which integrates an independent gas-liquid composite chamber, transforms the traditional passive grounding structure into an active and rapidly adjustable intelligent interactive interface. By controlling the inflation and deflation of the main air chamber 641 in real time, the overall height and contact profile of the grounding section of the track ring 61 can be precisely changed, effectively coping with road undulations. At the same time, by adjusting the pressure of the hydraulic ring cavity 642 surrounding the main air chamber 641, the local stiffness and grounding pressure distribution of the intelligent track pad unit 64 can be changed steplessly and rapidly. This allows the vehicle to actively match the optimal grounding mode when facing complex mixed terrain commonly found on seawalls (such as hard concrete revetments, loose gravel beaches, and deep silt with extremely low bearing capacity), significantly reducing sinking, preventing slippage, and achieving smooth, efficient obstacle crossing and continuous travel. Particularly important is that in actual coastal operations, vehicles often face terrain with significant differences in road surface stiffness between the left and right sides (e.g., hard on the left and soft on the right) or need to travel along lateral slopes. Such terrain easily leads to vehicle tilting and exacerbates unilateral sinking, severely affecting the vertical accuracy of measurements and markings. This invention proposes a dynamic tilt compensation scheme—the control system independently and collaboratively adjusts the air and hydraulic parameters of the intelligent track pad units 64 at the corresponding positions of the ground contact sections of the track rings 61 on both sides, based on real-time collected ground contact pressure data from the left / right and front / rear track rings 61, vehicle tilt sensor data, and pre-scan information of the road surface ahead. Specifically, when it is detected that the vehicle is about to tilt or has already tilted: for tracks in a lower position, the pressure of the main air chamber 641 of its intelligent track pad unit 64 can be appropriately increased; for tracks in a higher position, the pressure of the main air chamber 641 and the pressure of the hydraulic ring cavity 642 can be appropriately decreased to maintain necessary grip and avoid excessive vehicle elevation. Through dynamic and differentiated adjustment of the ground contact parameters of both sides of the tracks, changes in vehicle posture caused by uneven road surfaces or slopes can be effectively compensated, ensuring that the vehicle body always maintains a stable working state close to horizontal, thereby guaranteeing the vertical accuracy of the measurement data.

[0027] See Figure 5 and Figure 6 The intelligent track pad units 64, continuously distributed along the direction of travel on the track ring 61, include a bearing unit located in the middle of the ground contact section, a detection unit located at the front end about to touch down, and a buffer unit located at the rear end about to lift off. The main air chamber 641 of the detection unit has a reference air pressure higher than that of the bearing unit, and is used to make initial contact with the ground and detect road surface stiffness through rapid deformation. The hydraulic ring cavity 642 of the buffer unit has a stiffness lower than that of the bearing unit and the detection unit, and is used to store and release hydraulic fluctuation energy accumulated by road surface unevenness before lifting off. A pressure sensor is installed in the main air chamber 641, and the pressure sensor is connected to the control system. When the detection unit contacts the ground, the control system calculates the road surface stiffness information based on the dynamic air pressure response signal collected by the pressure sensor, and uses it to pre-adjust the ground contact pressure of the subsequent bearing unit. The detection unit generates characteristic rapid compression deformation upon contact with the ground through its higher preset air pressure. The main air chamber 641 integrates a pressure sensor to collect the air pressure change curve at the moment of contact with the ground. The signal processor built into the control system performs real-time analysis of the curve's slope, peak value, and other characteristic parameters. By comparing this with a pre-stored model, the relative stiffness value of the current contact surface can be calculated. This stiffness value, as a key feedforward parameter, is immediately sent to the pressure management module 66 to adjust the air-liquid pressure ratio of the load-bearing unit that is about to pass over the road surface, thereby enabling the tracked system to quickly adapt to different materials on the seawall surface, from concrete to silt.

[0028] Specifically, the intelligent track pad unit 64 is connected to the pressure management module 66. The pressure management module 66 includes a high-pressure air source, a vacuum pump, a micro hydraulic pump, and a set of high-speed electrically controlled valves. The pressure management module 66 is independently connected to each gas-liquid composite chamber of the intelligent track pad unit 64 via pipelines. To solve the sealing and connection problems, the intelligent track pad unit 64 has a modular structure. Its main air chamber 641 and hydraulic ring chamber 642 achieve structural isolation and stress transfer through a cured elastic matrix material, and are jointly encapsulated in an integral, bend-resistant elastic outer sleeve. The pressure management module 66 and the intelligent track pad unit 64 are connected through a multi-channel integrated rotary distributor. The distributor has independent air and liquid channels corresponding to each gas-liquid composite chamber, and uses end-face sealing technology to ensure efficient and low-leakage transmission of the fluid medium during rotation.

[0029] Specifically, the hydraulic annular cavity 642 is filled with magnetorheological fluid, and an electromagnetic coil is embedded in the wall of the hydraulic annular cavity 642. The control system adjusts the viscosity of the magnetorheological fluid and the apparent stiffness of the hydraulic annular cavity 642 in real time and steplessly by changing the current of the electromagnetic coil. This allows the ground pressure distribution of the intelligent track pad unit 64 to adaptively match the changes in materials such as concrete, gravel, and silt on the seawall surface, thereby ensuring that the track maintains optimal adhesion to the heterogeneous surface. When the control system anticipates that the buffer unit is about to leave the ground, it reduces the current of the electromagnetic coil inside, causing a sharp drop in the viscosity of the magnetorheological fluid. This allows the cavity to undergo greater flow deformation under pressure to absorb the impact, and then the viscosity is restored to maintain posture stability. To achieve rapid and precise control of the viscosity of the magnetorheological fluid in the hydraulic annular cavity, the wall of the hydraulic annular cavity 642 adopts a multi-layer composite structure design, in which miniaturized planar spiral electromagnetic coils are embedded. The coil is wound with high-temperature resistant, oil-resistant, and highly flexible polyamide-imide enameled flat wire to match the repeated bending conditions faced by the track pads during operation. To address the heat generation issue during coil operation, the system employs a tiered heat dissipation path: the heat generated by the coil is directly conducted to the wall of the hydraulic annular cavity 642 through a highly thermally conductive insulating pad attached to its bottom; the magnetorheological fluid circulating through the annular cavity continuously carries away heat from the wall, forming effective liquid-cooled convection heat dissipation. Based on temperature data fed back by thin-film thermocouples embedded near the coils, the control system dynamically adjusts the drive current and excitation duty cycle of each coil in real time, and can intelligently switch the operating sequence of adjacent coils when necessary, achieving a spatially balanced distribution of heat load and ensuring that the system maintains stable magnetic control performance and structural reliability during long-term continuous operation.

[0030] See Figure 7The inner tooth surface of the track ring 61 that meshes with the drive wheel 62 is provided with a magnetorheological elastomer liner 67. The frame body 1 is equipped with a magnetic field generating device corresponding to the position of the magnetorheological elastomer liner 67, used to adjust the shear modulus of the magnetorheological elastomer liner 67. The magnetorheological elastomer liner 67, as a smart composite material layer, is firmly attached to the tooth surface or tooth valley area inside the track ring 61 through vulcanization bonding, mechanical interlocking, or overmolding processes. The shear modulus of the magnetorheological elastomer liner 67 can be steplessly adjusted by the magnetic field generating device. Its core lies in the intelligent characteristics of the magnetorheological elastomer: an external magnetic field can cause the internal magnetic particles to arrange into chains, resulting in a rapid increase in its shear modulus and material hardening within milliseconds; after the magnetic field is removed, it returns to a soft, highly viscoelastic state. Based on this, the present invention realizes the switching between rigid meshing drive mode and flexible transmission mode for power transmission. The effect of this approach is that a single intelligent material layer replaces a complex mechanical clutch or additional drive mechanism, simplifying the structure, improving reliability, and achieving uninterrupted power switching without impact. In soft soil areas (such as deep mud, saturated tidal flats, and other surfaces with extremely low bearing capacity and easy flow), the magnetorheological elastomer liner 67 switches to a highly viscoelastic state. Due to the high viscoelasticity and recoverable large deformation capacity of the liner material, relative slippage can occur between the teeth and the liner under high load or impact conditions. This slippage can absorb transmission impact through the viscous dissipation and deformation energy storage effect of the material, and can also allow the drive wheel to continue rotating when the track ring movement is momentarily obstructed, avoiding rigid impact or overload damage to the transmission chain, thereby achieving adaptive buffering and overload protection functions for the transmission.

[0031] The magnetic field generating device is connected to the control system, which is configured to switch the tracked walking assembly 6 between a rigid engagement drive mode under hardened magnetorheological elastomer liner 67 and a flexible transmission mode under softened magnetorheological elastomer liner 67 by controlling the working state of the magnetic field generating device. In rigid engagement drive mode, the magnetic field generating device is controlled to operate, hardening the magnetorheological elastomer liner 67, thereby forming a rigid engagement transmission with the drive wheel 62. In flexible transmission mode, the magnetic field generating device is controlled to stop operating or weaken the magnetic field, softening the magnetorheological elastomer liner 67 into a highly viscoelastic state. At this time, the drive wheel 62 relies on the friction between the tooth surface and the softened liner, as well as the viscoelastic deformation recovery force generated by the teeth pressing into the liner to transmit power, enabling the track ring 61 to obtain smooth and continuous movement. When the magnetorheological elastomer liner 67 is in a highly viscoelastic state, when the drive wheel 62 rotates, the teeth press into and push the softened liner, causing the liner material to undergo large viscoelastic deformation mainly characterized by compression and shear. This deformation accumulates elastic stress inside the material and is transmitted through interfacial friction, thereby driving the track ring 61 forward. In this mode, the large deformation capacity of the liner can effectively buffer impacts and allow controllable slippage between the drive wheel and the track when the load is instantaneously too large, achieving overload protection.

[0032] Specifically, the magnetic field generating device is an array of electromagnetic coils arranged around the entire circumference of the drive wheel 62. The magnetic field generated by the electromagnetic coil array is perpendicular to or inclined to the shear plane of the magnetorheological elastomer liner 67. Preferably, the magnetic field generating device is a ring-shaped electromagnetic coil array integrated inside the drive wheel 62. To ensure reliable power transmission to the rotating drive wheel 62, a multi-channel conductive slip ring assembly can be provided at the rotating shaft end of the drive wheel 62. This assembly includes a stationary housing fixed to the frame body 1 and a rotor that rotates coaxially with the drive wheel 62. The power supply wires of the ring-shaped electromagnetic coil array are connected to the slip ring rotor, while the excitation current output by the control system is introduced through the stationary housing of the slip ring. With this structure, the electromagnetic coil array can still obtain a continuous and stable current supply during the continuous rotation of the drive wheel 62, thereby ensuring that the magnetic field it generates can continuously act on the magnetorheological elastomer liner 67 throughout the entire meshing arc segment.

[0033] Specifically, the thickness of the magnetorheological elastomer liner 67 is 1 to 3 times the height of the teeth to which it is attached, and its surface is formed with a textured surface that matches the tooth profile of the drive wheel 62. If the thickness is less than the tooth height, the effective shear resistance depth of the magnetorheological elastomer liner 67 in the hardened state is insufficient, and there is a risk of it being "shorn through" by the teeth of the drive wheel 62 or experiencing local peeling when transmitting high torque, leading to failure of rigid transmission. If the thickness is greater than 3 times the tooth height, the overall shear deformation of the magnetorheological elastomer liner 67 in the softened state is too large, resulting in significant viscous hysteresis and internal friction, causing a sharp drop in transmission efficiency, and making it difficult for the external magnetic field to penetrate uniformly to the bottom of the magnetorheological elastomer liner 67, affecting the uniformity of performance switching and response speed. In the rigid meshing drive mode, the textured surface and the teeth of the drive wheel 62 form a precise micro-mechanical interlock. This interlock, combined with the hardening properties of the material itself, significantly improves the rigidity and anti-slip capability of the transmission system. In the flexible transmission mode, the teeth of the drive wheel 62 do not slide on a smooth surface. The textured surface of the magnetorheological elastomer liner 67 increases the effective contact area and interfacial bonding force between the teeth and the liner.

[0034] See Figure 1 To enhance the obstacle-crossing capability and terrain adaptability of the automatic obstacle-crossing measurement vehicle along the seawall, a first lifting assembly 4 and a second lifting assembly 5 are provided below the main body 1 of the vehicle frame. The lower ends of the first lifting assembly 4 and the second lifting assembly 5 are respectively connected to multi-functional foot terminals. These multi-functional foot terminals can be switched between roller and support foot modes according to operational needs to adapt to different obstacle-crossing conditions. Both the first lifting assembly 4 and the second lifting assembly 5 are connected to the control system and can be independently or collaboratively controlled based on real-time road information from the environmental perception module 3 or a preset program. Taking the automatic crossing of common low obstacles such as railings along the seawall as an example, when the environmental perception module 3 detects the presence of a railing ahead, the control system controls the first lifting assembly 4 and the second lifting assembly 5 to simultaneously lift the main body 1 of the vehicle frame, raising the bottom of the vehicle to a safe height above the upper edge of the railing. The main body 1 of the vehicle frame moves smoothly forward under the drive of the rollers. Based on the coordinated commands of the control system, the first lifting assembly 4 and the second lifting assembly 5 adopt an alternating lifting sequence to complete the obstacle-crossing process. Throughout the crossing process, the control system continuously fine-tunes the extension height and execution timing of the first lifting component 4 and the second lifting component 5 by using real-time feedback of vehicle posture data to ensure that the vehicle always maintains a horizontal posture, thereby ensuring the stability of the high-precision measuring equipment and achieving reliable seawall shoreline surveying operations.

[0035] Example 2 Building upon the adaptive walking and basic posture control capabilities provided in Embodiment 1 above, this embodiment further elaborates on how to deeply integrate the intelligent track pad unit 64, the magnetorheological transmission interface, and the liftable multifunctional foot end through a system-level collaborative control strategy. This aims to achieve higher-order, predictable posture stability and seamless obstacle crossing in the most typical "rigid-flexible transition road surface" and "railway-ditch composite obstacle" scenarios in seawall shoreline surveying, thereby achieving smoothness under all working conditions and stability throughout the entire measurement process.

[0036] The automatic obstacle-crossing measurement vehicle for seawall shorelines includes a main frame 1. The bottom of the main frame 1 is connected to a tracked walking assembly 6. The tracked walking assembly 6 includes a track ring 61, a drive wheel 62, and a tension wheel 63. The track ring 61 is equipped with an intelligent track pad unit 64. The intelligent track pad unit 64 is composed of at least two independent gas-liquid composite chambers. The gas-liquid composite chamber includes a main air chamber 641 and a hydraulic ring chamber 642 arranged around the main air chamber 641. The main air chamber 641 is used to adjust the grounding height of the track ring 61 by inflation and deflation. The hydraulic ring chamber 642 is used to adjust the local stiffness and grounding pressure distribution of the track ring 61 by hydraulic pressure.

[0037] Specifically, it also includes a pressure management module 66 and a magnetic field generating device; the pressure management module 66 is used to independently regulate the air pressure and hydraulic pressure of each gas-liquid composite bladder in the intelligent track pad unit 64; the magnetic field generating device is used to adjust the shear modulus of the magnetorheological elastomer liner 67 located on the inner side of the track ring 61 and the drive wheel 62; the pressure management module 66 and the magnetic field generating device are coordinated and controlled by the same control system. When the vehicle moves from a hard road surface to a soft road surface, the system synchronously commands to reduce the pressure of the hydraulic ring cavity 642 of the intelligent track pad unit 64 in the front grounding section and weaken the magnetic field of the corresponding meshing section magnetorheological elastomer liner 67, so that the walking system presents a soft grounding-soft transmission cooperative adaptive state at the interface of drastic stiffness change, thereby achieving a smooth transition without impact.

[0038] Specifically, it also includes at least one set of independently liftable multifunctional footpieces; the multifunctional footpieces and the intelligent track pad unit 64 are controlled collaboratively by the control system. When crossing a complex obstacle consisting of railings and ditches, the multifunctional footpieces lift the vehicle body, while the control system adjusts the pressure distribution of the intelligent track pad unit 64 in the track section that is suspended or on the verge of grounding in real time. This allows the vehicle to suppress body posture fluctuations within the range allowed by high-precision measurements throughout the obstacle-crossing process through a linkage mechanism of footpiece lifting and dynamic track pressure compensation. The linkage mechanism of footpiece lifting and dynamic track pressure compensation specifically includes the following collaborative control steps: S1. Obstacle Recognition and Path Planning: The environmental perception module 3 identifies the shape and size of the complex obstacles ahead, and the control system plans the optimal obstacle path and vehicle posture target by continuously rolling over the railing in the multi-functional foot end roller mode and assisting in crossing the ditch in the support foot mode. S2. Coordinated Lifting and Pre-Compensation: As the front edge of the vehicle approaches the guardrail, the control system commands the multi-functional foot to lift, making the entire chassis of the vehicle higher than the top of the guardrail. At the same time, based on the planned obstacle-crossing posture, the air pressure of the main air chamber 641 of the intelligent track pad unit 64 in the track section that is about to be suspended (crossing the guardrail) is reduced in advance to reduce the torsional load of the suspended track section on the vehicle posture. S3. Dynamic grounding and active buffering: When the front track crosses the railing and is about to fall to the bottom of the ditch or the ground on the opposite side, the control system dynamically and precisely adjusts the air-liquid pressure of the intelligent track pad unit 64 in that section of track before the track touches the ground, based on the real-time measured drop. If it falls to the bottom of the ditch, it achieves a soft landing with lower air pressure and lower hydraulic ring cavity 642 stiffness to absorb the impact. If it falls to the flat ground on the opposite side, it quickly returns to the normal bearing pressure. This adjustment process is synchronized in real time with the extension and retraction of the multi-functional foot to ensure that no matter where the track falls, the vehicle's center of gravity height and pitch angle converge toward the preset target posture. S4. Force Coupling and Attitude Stability Maintenance: When one track is suspended or in a non-standard grounding state, the control system adjusts the pressure distribution of the intelligent track pad unit 64 of the other track based on the feedback from the vehicle posture sensor. Specifically, it increases the grounding pressure of the track on the lower side of the vehicle and fine-tunes its pressure distribution to generate a compensating torque, thereby actively counteracting the vehicle tilting or twisting trend caused by the obstacle crossing process.

[0039] Through the closed-loop execution of steps S1 to S4 above, the linkage mechanism ensures that the fluctuation range of the vehicle's pitch angle and roll angle is continuously suppressed within the threshold required by the high-precision measuring equipment throughout the entire process of the vehicle crossing the combined barrier-ditch obstacle, thus achieving continuous and stable measurement operations.

[0040] The embodiments and / or implementation methods described above are merely preferred embodiments and / or implementation methods for implementing the technology of the present invention, and are not intended to limit the implementation methods of the technology of the present invention in any way. Any person skilled in the art may make some modifications to other equivalent embodiments without departing from the scope of the technical means disclosed in the content of the present invention, but these should still be regarded as the technology or embodiments that are substantially the same as the present invention.

[0041] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this application, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.

Claims

1. An automatic obstacle-crossing measurement vehicle for seawall shorelines, comprising a main frame (1), characterized in that, The bottom of the frame body (1) is connected to the tracked walking assembly (6). The tracked walking assembly (6) includes a track ring (61), a drive wheel (62), and a tension wheel (63). The track ring (61) is provided with an intelligent track pad unit (64). The intelligent track pad unit (64) is composed of at least two independent gas-liquid composite chambers. The gas-liquid composite chamber includes a main air chamber (641) and a hydraulic ring chamber (642) arranged around the main air chamber (641). The main air chamber (641) is used to adjust the grounding height of the track ring (61) by inflating and deflating the air. The hydraulic ring chamber (642) is used to adjust the local stiffness and grounding pressure distribution of the track ring (61) by hydraulic pressure.

2. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 1, characterized in that, The intelligent track pad units (64) continuously distributed along the direction of travel on the track ring (61) include a bearing unit located in the middle of the ground contact section, a detection unit located at the front end of the part about to touch the ground, and a buffer unit located at the rear end of the part about to leave the ground; the reference air pressure of the main air chamber (641) of the detection unit is higher than that of the bearing unit, and is used to touch the ground first and detect the road surface stiffness through rapid deformation; the stiffness of the hydraulic ring cavity (642) of the buffer unit is less than that of the bearing unit and the detection unit, and is used to store and release the hydraulic fluctuation energy accumulated by the uneven road surface before leaving the ground.

3. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 2, characterized in that, The main air chamber (641) is equipped with a pressure sensor, which is connected to the control system. When the detection unit contacts the ground, the control system calculates the road surface stiffness information based on the dynamic air pressure response signal collected by the pressure sensor, and uses it to pre-adjust the grounding pressure of the subsequent bearing unit.

4. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 1, characterized in that, The intelligent track pad unit (64) is connected to the pressure management module (66); the pressure management module (66) includes a high-pressure air source, a vacuum pump, a micro hydraulic pump and a set of high-speed electronically controlled valves. The pressure management module (66) is independently connected to each gas-liquid composite chamber of the intelligent track pad unit (64) through pipelines; it also includes a vehicle posture sensor. When the vehicle posture sensor detects that one track is off the ground, the pressure management module (66) differentially adjusts the grounding pressure of the intelligent track pad units (64) at different positions on the other track section that is in the grounding state, so as to generate a compensating torque opposite to the vehicle tilting trend.

5. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 1, characterized in that, The hydraulic ring cavity (642) is filled with magnetorheological fluid, and an electromagnetic coil is embedded in the wall of the hydraulic ring cavity (642).

6. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 1, characterized in that, The inner tooth surface of the track ring (61) that meshes with the drive wheel (62) is provided with a magnetorheological elastomer liner (67). The frame body (1) is provided with a magnetic field generating device corresponding to the position of the magnetorheological elastomer liner (67) for adjusting the shear modulus of the magnetorheological elastomer liner (67).

7. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 6, characterized in that, The magnetic field generating device is connected to the control system, which is configured to switch between the rigid engagement drive mode of the tracked walking component (6) under the hardening of the magnetorheological elastomer liner (67) and the flexible transmission mode under the softening of the magnetorheological elastomer liner (67) that relies on friction and viscoelastic deformation to transmit power by controlling the working state of the magnetic field generating device.

8. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 6, characterized in that, The magnetic field generating device is an array of electromagnetic coils arranged around the entire circumference of the drive wheel (62), and the magnetic field generated by the electromagnetic coil array is perpendicular to or inclined to the shear plane of the magnetorheological elastomer liner (67).

9. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 6, characterized in that, The thickness of the magnetorheological elastomer liner (67) is 1 to 3 times the height of the tooth to which it is attached, and its surface is formed with a textured surface that matches the tooth shape of the drive wheel (62).

10. The automatic obstacle-crossing measurement vehicle for seawall shorelines according to claim 1, characterized in that, The vehicle frame body (1) is provided with a position positioning module (2) and an environmental perception module (3). The position positioning module (2) is a geodesic GNSS receiver, and the environmental perception module (3) includes a terrain scanner, a distance sensor and a cliff sensor.

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