A device for monitoring and inhibiting the risk of overturning of a caterpillar deep sea mining vehicle

Abstract

The application provides a crawler type deep sea mining vehicle overturning risk monitoring and inhibition device, and belongs to the technical field of deep sea mining equipment safety monitoring and control. The device is arranged on the crawler type deep sea mining vehicle and comprises: a posture measuring unit, which is used for acquiring vehicle body roll, pitch and angular velocity information; a ground load measuring unit, which is used for acquiring left and right track ground load information; a hose external load measuring unit, which is used for acquiring tension and torque information of the lifting hose applied to the vehicle body; a control unit, which is used for risk analysis in combination with multi-element information data; and an inhibition execution unit, which is used for active inhibition when the risk is triggered. The application realizes the grading identification of the crawler type deep sea mining vehicle overturning risk by fusing multi-element information, calculating the static critical overturning angle, the posture margin, the unloading coefficient and the hose constraint torque fluctuation rate, and actively inhibits the overturning through the connection point adjustment and the anti-overturning support expansion and other measures, thereby improving the stability and continuity of the deep sea mining operation.

Description

Technical Field

[0001] This invention belongs to the field of safety monitoring and control technology for deep-sea mining equipment, specifically relating to a device for monitoring and suppressing the overturning risk of a tracked deep-sea mining vehicle. Background Technology

[0002] Deep-sea mining operations typically employ tracked subsea mining vehicles (MSVs) to traverse soft sedimentary seabeds and collect seabed minerals. The collected minerals are then transported to the upper system via a hoisting hose. During operation, tracked MSVs must navigate various complex conditions, including straight-line travel, incline travel, turning, obstacle crossing, and trench traversal, with a constant coupling between the vehicle and the hoisting hose. Due to the undulating seabed topography, the limited bearing capacity of the soft seabed, and the fluctuating tension and torque at the hoisting hose end with changing conditions, the mining vehicles are prone to risks such as sinking, tilting, partial unloading, and even overturning, thus affecting the continuity and safety of mining operations.

[0003] In existing technologies, for monitoring deep-sea mining systems, there are technical solutions that acquire environmental and system status information through multiple sensors and combine them with dynamic models to analyze and provide early warnings of the overall dynamic response and spatial configuration of the ship-pipeline-vehicle system. Meanwhile, some studies have proposed using parameters such as static critical overturning angle, attitude margin, unloading coefficient, and hose constraint torque fluctuation rate to identify and assess the degree of overturning risk of mining vehicles. These solutions can reflect the operational status of deep-sea mining systems to a certain extent and provide a reference for optimizing operational parameters and formulating safety plans; however, their focus remains primarily on system-level response analysis, simulation assessment, or risk early warning.

[0004] However, existing technologies lack a dedicated device that can be directly installed on the vehicle body to monitor, classify, and actively mitigate the rollover risk of tracked deep-sea mining vehicles under the combined effects of soft seabeds, complex terrain, and external loads coupled with hoisting hoses. In particular, current technologies have not yet developed a closed-loop solution that integrates vehicle attitude measurement, track ground load measurement, and hose end external load measurement, and links these measurements with actuators such as connection point adjustment and auxiliary supports. This makes it difficult to implement timely and targeted mitigation measures when rollover occurs. Therefore, it is necessary to provide a rollover risk monitoring and mitigation device for tracked deep-sea mining vehicles to achieve real-time monitoring, classification, and active mitigation of rollover risks. Summary of the Invention

[0005] The purpose of this invention is to provide a device for monitoring and suppressing the overturning risk of tracked deep-sea mining vehicles, in order to solve the problem in the prior art that there is no dedicated device that can simultaneously acquire vehicle attitude, track ground load and hose external load information for tracked deep-sea mining vehicles in the case of soft seabed, complex terrain and lifting hose coupling conditions, and further determine and actively suppress overturning risk.

[0006] The objective of this invention is achieved through the following technical solution:

[0007] A tracked deep-sea mining vehicle overturning risk monitoring and suppression device is installed on the tracked deep-sea mining vehicle, including: an attitude measurement unit, a ground load measurement unit, a hose external load measurement unit, a control unit, and a suppression execution unit;

[0008] The attitude measurement unit is mounted on the vehicle body and is used to detect the vehicle body attitude parameters; the ground load measurement unit is located at the left and right track travel mechanisms and is used to detect the ground load distribution status of the left and right tracks; the hose external load measurement unit is located at the connection point between the hoisting hose and the vehicle body and is used to detect the external load information applied to the vehicle body by the hoisting hose; the control unit is electrically connected to the attitude measurement unit, the ground load measurement unit, and the hose external load measurement unit respectively, and is used to receive the detection signals from each measurement unit and combine them with the mining vehicle's geometric parameters and center of gravity parameters to determine the overturning risk; the suppression execution unit is electrically connected to the control unit and is connected to the hoisting hose connection point and the vehicle body support point respectively, and is used to execute the corresponding overturning suppression action when the control unit outputs control commands;

[0009] The hose external load measurement unit includes a six-dimensional force and torque sensor. One end of the six-dimensional force and torque sensor is connected to the end connector of the lifting hose, and the other end is connected to the vehicle body mounting base. The six-dimensional force and torque sensor is electrically connected to the control unit and is used to output the three-dimensional force and three-dimensional torque information applied by the lifting hose to the vehicle body. The control unit calculates the hose constraint torque fluctuation rate based on the torque information to identify the dynamic overturning risk caused by changes in the external load at the end of the lifting hose.

[0010] The suppression execution unit includes a hose connection point adjustment mechanism and a deployable anti-overturning support assembly. The control unit outputs graded control commands to the suppression execution unit according to the overturning risk level to implement corresponding overturning suppression actions.

[0011] Furthermore, the attitude measurement unit includes a dual-redundant inertial measurement unit installed in the pressure chamber of the vehicle body. The dual-redundant inertial measurement unit includes a first inertial measurement unit and a second inertial measurement unit. The first inertial measurement unit and the second inertial measurement unit are electrically connected to the control unit and output two attitude measurement signals of the vehicle body in parallel. The attitude measurement signals include roll angle, pitch angle and angular velocity information. The control unit performs consistency verification, anomaly identification and switching processing on the two attitude measurement signals.

[0012] Furthermore, the ground load measurement unit includes a left front load measuring point, a left rear load measuring point, a right front load measuring point, and a right rear load measuring point respectively located at the front of the left track, the rear of the left track, the front of the right track, and the rear of the right track. The left front load measuring point, the left rear load measuring point, the right front load measuring point, and the right rear load measuring point are electrically connected to the control unit. The control unit calculates the diagonal support reaction force based on the measured values ​​of the left front load measuring point, the left rear load measuring point, the right front load measuring point, and the right rear load measuring point, and further calculates the unloading coefficient to characterize the track unloading degree and the local suspension trend of the mining vehicle.

[0013] Furthermore, the hose connection point adjustment mechanism includes a vertical guide rail, a slider seat, and a hydraulic cylinder. The vertical guide rail is installed on the mining vehicle body, and the slider seat is fixedly connected to the hose connection seat. The slider seat is installed on the vertical guide rail, and the hydraulic cylinder is used to drive the slider seat to rise and fall along the vertical guide rail to adjust the height of the hose connection point and change the drag force of the lifting hose on the vehicle body and the resulting overturning arm.

[0014] Furthermore, the deployable anti-overturning support assembly is disposed on the left and right sides of the vehicle body, including a folding support arm and a ground contact pad; the folding support arm is hinged to the side of the vehicle body and is driven to unfold or retract by an actuator; the ground contact pad is installed at the outer end of the folding support arm and is used to contact the seabed after the deployable anti-overturning support assembly is unfolded to form an auxiliary support point.

[0015] Furthermore, the control unit is located inside the pressure chamber of the vehicle body, and the control unit pre-stores the geometric parameters and center of gravity parameters of the tracked deep-sea mining vehicle.

[0016] Furthermore, the geometric parameters include at least the vehicle body width, track center distance, track ground contact length, and hose connection point position parameters, and the center of gravity parameters include at least the vehicle center of gravity position and center of gravity height.

[0017] Furthermore, after receiving the signals output by the attitude measurement unit, the ground load measurement unit, and the hose external load measurement unit, the control unit performs time synchronization, filtering, and outlier removal processing on the data of each channel, and calculates the static critical overturning angle, vehicle attitude margin, unloading coefficient, and hose constraint torque fluctuation rate to determine the overturning risk level.

[0018] Furthermore, when the overturning risk is at a low level, the control unit performs status recording and risk warning;

[0019] When the risk of overturning reaches a preset medium level, the control unit drives the hose connection point adjustment mechanism to reduce the height of the hose connection point and reduce the overturning lever arm.

[0020] When the risk of overturning increases further and the vehicle's attitude margin continues to decrease, and the ground load on one track decreases significantly, the control unit further controls the deployment of the deployable anti-overturning support assembly to form auxiliary support and suppress the mining vehicle from overturning further.

[0021] When the control unit determines that the risk of overturning has been reduced to a safe range, it enters the reset phase.

[0022] Furthermore, the control unit drives the hose connection point adjustment mechanism to operate by outputting control commands to the hydraulic cylinder, causing the hydraulic cylinder to drive the slider seat to move downwards along the vertical guide rail, thereby causing the hose connection seat to descend. As the hose connection seat descends, the lateral overturning moment arm formed by the external load of the lifting hose on the vehicle body decreases, thereby reducing the overturning tendency caused by the external load coupled to the lifting hose. During the operation of the hose connection point adjustment mechanism, the control unit continuously acquires attitude parameters, ground load parameters, and hose external load parameters, and determines whether to maintain the current adjustment position or enter the next suppression stage based on the real-time calculation results.

[0023] The control unit further controls the deployment of the deployable anti-overturning support assembly by outputting a deployment command to the actuator, causing the folding support arm to swing outward around the hinge point between itself and the vehicle body until the ground pad contacts the seabed to achieve the support effect.

[0024] During the operation of the deployable anti-overturning support assembly, the hose connection point adjustment mechanism remains in its lowered position to maintain the dual restraining effect of reducing the hose's external load arm and expanding the vehicle body support polygon.

[0025] The beneficial effects of this invention are as follows:

[0026] This invention, by setting up an attitude measurement unit, a ground load measurement unit, and a hose external load measurement unit, can simultaneously acquire the vehicle attitude information, track ground load distribution information, and hoisting hose external load information of a tracked deep-sea mining vehicle, thereby achieving multi-source perception of the risk of overturning of the mining vehicle.

[0027] This invention uses a control unit to comprehensively calculate the static critical overturning angle, vehicle attitude margin, unloading coefficient, and hose constraint torque fluctuation rate, enabling real-time monitoring and classification of mining vehicle overturning risk, and improving the ability to identify dangerous overturning moments under complex working conditions.

[0028] This invention improves the anti-overturning capability of tracked deep-sea mining vehicles by setting up a hose connection point adjustment mechanism and an deployable anti-overturning support assembly, thereby reducing the overturning arm and expanding the support polygon, thus improving the safety, stability and continuity of deep-sea mining operations. Attached Figure Description

[0029] AppendixFigure 1 This is a schematic diagram of the structure of the present invention;

[0030] Appendix Figure 2 This is a schematic diagram of the installation arrangement of each measuring unit of the present invention;

[0031] Appendix Figure 3 This is a schematic diagram of the structure of the hose connection point adjustment mechanism of the present invention;

[0032] Appendix Figure 4 This is a schematic diagram of the structure of the deployable anti-overturning support component of the present invention;

[0033] Appendix Figure 5 This is an exploded view of the structure of the present invention;

[0034] Appendix Figure 6 This is a flowchart of the risk monitoring and suppression control process of the present invention.

[0035] In the attached diagram: 1. Vehicle body; 2. Left tracked walking mechanism; 3. Right tracked walking mechanism; 4. Lifting hose; 5. Hoses connector; 6. Attitude measurement unit; 61. First inertial measurement unit; 62. Second inertial measurement unit; 7. Ground load measurement unit; 71. Left front load measuring point; 72. Left rear load measuring point; 73. Right front load measuring point; 74. Right rear load measuring point; 8. Hoses external load measurement unit; 81. Six-dimensional force and torque sensor; 82. Lifting hose end connector; 83. Vehicle body mounting base; 9. Control unit; 10. Suppression execution unit; 101. Hoses connection point adjustment mechanism; 1011. Vertical guide rail; 1012. Slider seat; 1013. Hydraulic cylinder; 102. Deployable anti-overturning support assembly; 1021. Folding support arm; 1022. Ground contact pad; 11. Vehicle body pressure chamber. Detailed Implementation

[0036] The present invention will now be further described with reference to the accompanying drawings.

[0037] This invention provides a device for monitoring and mitigating the overturning risk of a tracked deep-sea mining vehicle, which is installed on the tracked deep-sea mining vehicle, as shown in the attached figure. Figure 1 As shown, the tracked deep-sea mining vehicle includes a vehicle body 1, a left track walking mechanism 2, a right track walking mechanism 3, a lifting hose 4, and a hose connector 5 for connecting the lifting hose 4.

[0038] Combined with appendix Figure 1 , 5 For reference, the overturning risk monitoring and suppression device includes: attitude measurement unit 6, ground load measurement unit 7, hose external load measurement unit 8, control unit 9, and suppression execution unit 10.

[0039] The attitude measurement unit 6 is installed on the mining vehicle body 1 and is used to detect the vehicle body attitude parameters; the ground load measurement unit 7 is set at the left track walking mechanism 2 and the right track walking mechanism 3 and is used to detect the ground load distribution status of the left and right tracks; the hose external load measurement unit 8 is set at the connection between the hoisting hose 4 and the vehicle body 1 and is used to detect the external load information applied by the hoisting hose 4 to the vehicle body 1; the control unit 9 is electrically connected to the attitude measurement unit 6, the ground load measurement unit 7 and the hose external load measurement unit 8 respectively and is used to receive the detection signals of each measurement unit and combine them with the mining vehicle geometric parameters and center of gravity parameters to determine the overturning risk; the suppression execution unit 10 is electrically connected to the control unit 9 and is connected to the connection part of the hoisting hose 4 and the support part of the vehicle body 1 respectively and is used to execute the corresponding overturning suppression action when the control unit 9 outputs control commands.

[0040] As attached Figure 2 As shown, the attitude measurement unit 6 includes a dual-redundant inertial measurement unit (IMU) housed within the vehicle body pressure chamber 11. The dual-redundant IMU includes a first IMU 61 and a second IMU 62. The first IMU 61 and the second IMU 62 are electrically connected to the control unit 9, respectively, and output the roll angle, pitch angle, and angular velocity information of the vehicle body 1 in parallel. The control unit 9 is used to perform consistency verification, anomaly identification, and switching processing on the two attitude measurement signals to improve the reliability and fault tolerance of attitude measurement. When the deviation between the two attitude measurement signals is within a preset allowable range, a weighted average value is used to output the attitude parameters. When one of the attitude measurement signals experiences drift, sudden jumps, or failure, the control unit 9 cuts off the abnormal signal channel and maintains the attitude monitoring function based on the other attitude measurement signal.

[0041] Furthermore, the ground load measuring unit 7 includes a left front load measuring point 71 located at the front of the left track, a left rear load measuring point 72 located at the rear of the left track, a right front load measuring point 73 located at the front of the right track, and a right rear load measuring point 74 located at the rear of the right track. Each load measuring point is electrically connected to the control unit 9. The control unit 9 calculates the diagonal support reaction force based on the measured values ​​of the left front load measuring point 71, the left rear load measuring point 72, the right front load measuring point 73, and the right rear load measuring point 74, and further calculates the unloading coefficient to characterize the track unloading degree and the local suspension tendency of the mining vehicle.

[0042] Preferably, each load measuring point is set at the corresponding support roller mounting position, so that the supporting load between the track and the seabed can be transferred to the load measuring point through the support roller structure, thereby improving the accuracy of the ground load measurement results.

[0043] Furthermore, the hose external load measurement unit 8 includes a six-dimensional force and torque sensor 81 disposed between the lifting hose end connector 82 and the vehicle body mounting base 83. One end of the six-dimensional force and torque sensor 81 is connected to the lifting hose end connector 82, and the other end is connected to the vehicle body mounting base 83, so that the external load of the lifting hose 4 acting on the vehicle body 1 is first measured by the six-dimensional force and torque sensor 81 before being transmitted to the vehicle body 1. It is also electrically connected to the control unit 9 to output the triaxial force and triaxial torque information applied by the lifting hose 4 to the vehicle body 1. The control unit 9 calculates the hose constraint torque fluctuation rate based on the torque information to identify the dynamic overturning risk caused by changes in the external load at the end of the lifting hose 4.

[0044] The control unit 9 is located within the pressure chamber 11 of the vehicle body. The control unit 9 pre-stores the geometric parameters and center-of-gravity parameters of the tracked deep-sea mining vehicle. The geometric parameters include at least the vehicle width, track center distance, track ground contact length, and hose connection point position parameters. The center-of-gravity parameters include at least the overall vehicle center-of-gravity position and center-of-gravity height. After receiving signals from the attitude measurement unit 6, ground load measurement unit 7, and hose external load measurement unit 8, the control unit 9 performs time synchronization, filtering, and outlier removal processing on the data from each channel. It also calculates the static critical overturning angle, vehicle attitude margin, unloading coefficient, and hose constraint torque fluctuation rate to determine the overturning risk level.

[0045] In this embodiment, the suppression execution unit 10 includes a hose connection point adjustment mechanism 101 and a deployable anti-overturning support assembly 102. The control unit 9 outputs graded control commands to the suppression execution unit 10 according to the overturning risk level to implement corresponding overturning suppression actions.

[0046] As attached Figure 3 As shown, the hose connection point adjustment mechanism 101 includes a vertical guide rail 1011, a slider seat 1012, and a hydraulic cylinder 1013.

[0047] The vertical guide rail 1011 is fixedly installed at the corresponding installation position on the vehicle body 1, and the slider seat 1012 is fixedly connected to the hose connection seat 5 and can move up and down along the vertical guide rail 1011.

[0048] Furthermore, the hydraulic cylinder 1013 is used to drive the slider seat 1012 to rise and fall along the vertical guide rail 1011, so as to adjust the height of the hose connection point and change the overturning arm formed by the external load of the lifting hose 4 on the vehicle body 1.

[0049] Furthermore, the vertical guide rail 1011 is arranged along the vertical direction of the mounting frame of the vehicle body 1, and the slider seat 1012 forms a guiding fit with the vertical guide rail 1011; when the hydraulic cylinder 1013 extends or retracts, it drives the slider seat 1012 to make a linear displacement along the vertical guide rail 1011, thereby driving the hose connector 5 to move up and down relative to the vehicle body 1.

[0050] Furthermore, the hose connection point adjustment mechanism 101 also includes travel limiting parts disposed at the upper and lower ends of the vertical guide rail 1011. The travel limiting parts are used to limit the maximum rising position and the maximum falling position of the slider seat 1012 to prevent the hose connection seat 5 from exceeding the preset adjustment range.

[0051] Furthermore, when the slider seat 1012 is in the intermediate reference position, the hose connector 5 corresponds to the normal working condition; when the control unit 9 determines that the risk of overturning has increased, it controls the hydraulic cylinder 1013 to drive the slider seat 1012 to adjust downward from the intermediate reference position, so as to reduce the height of the external load action point formed by the lifting hose 4 on the vehicle body 1; when the risk is eliminated, it controls the slider seat 1012 to return to the intermediate reference position.

[0052] As attached Figure 4 As shown, the deployable anti-overturning support assembly 102 is disposed on the left and right sides of the vehicle body 1, including a folding support arm 1021 and a ground contact pad 1022.

[0053] Furthermore, the folding support arm 1021 is hinged to the side of the vehicle body 1 and is driven to unfold or retract by an actuator; the ground contact pad 1022 is disposed at the outer end of the folding support arm 1021 and is used to contact the seabed after the unfoldable anti-overturning support assembly 102 is unfolded to form an auxiliary support point.

[0054] When the overturning risk level meets the preset triggering conditions, the folding support arm 1021 unfolds under the drive of the actuator, so that the ground contact pad 1022 contacts the seabed, thereby expanding the vehicle body support polygon and increasing the static critical overturning angle.

[0055] Furthermore, the actuator is connected to the folding support arm 1021 for driving the folding support arm 1021 to switch between a retracted state and an extended state. When the folding support arm 1021 is in the retracted state, its main body is arranged close to the side of the vehicle body 1 to reduce the impact on the normal driving and obstacle crossing process of the mining vehicle. When the folding support arm 1021 is in the extended state, its outer end swings out to the outside and bottom of the vehicle body 1, so that the ground contact pad 1022 presses against the seabed surface.

[0056] Preferably, the ground contact pad 1022 is configured as a pressure-bearing structure with a large contact area to reduce the unit pressure when in contact with the seabed and reduce the risk of local subsidence of the ground contact pad 1022 in a soft seabed.

[0057] Furthermore, the deployable anti-overturning support assembly 102 can operate in a synchronous deployment mode on both the left and right sides, or in a mode that prioritizes the deployment of the dangerous side; when the control unit 9 identifies that the mining vehicle has a more obvious overturning tendency to one side, it prioritizes driving the folding support arm 1021 on that side to deploy, so as to improve the support capacity of the corresponding dangerous side.

[0058] As attached Figure 6 As shown, the working process of this invention is as follows:

[0059] During the operation of the mining vehicle, the control unit 9 receives the detection signals output by the attitude measurement unit 6, the ground load measurement unit 7 and the hose external load measurement unit 8 in real time, and calculates the static critical overturning angle, vehicle attitude margin, unloading coefficient and hose constraint torque fluctuation rate by combining the pre-stored geometric parameters and centroid parameters.

[0060] Furthermore, the control unit 9 determines the overturning risk level based on the above parameters:

[0061] When the risk of overturning is at a low level, the control unit 9 performs status recording and risk warning;

[0062] When the risk of overturning reaches a preset medium level, the control unit 9 drives the hose connection point adjustment mechanism 101 to operate, so as to reduce the height of the hose connection point and reduce the overturning lever arm.

[0063] Specifically, the control unit 9 outputs control commands to the hydraulic cylinder 1013, causing the hydraulic cylinder 1013 to drive the slider seat 1012 to move downward along the vertical guide rail 1011, thereby causing the hose connector 5 to descend. As the hose connector 5 descends, the lateral overturning moment arm formed by the external load of the lifting hose 4 on the vehicle body 1 decreases, thereby reducing the overturning tendency caused by the coupling of the external load by the lifting hose 4.

[0064] During the operation of the hose connection point adjustment mechanism 101, the control unit 9 continuously acquires attitude parameters, ground load parameters, and hose external load parameters, and determines whether to maintain the current adjustment position or enter the next suppression stage based on the real-time calculation results.

[0065] When the risk of overturning increases further and the vehicle's attitude margin continues to decrease, and the ground load on one side of the track decreases significantly, the control unit 9 further controls the deployment of the deployable anti-overturning support assembly 102 to form auxiliary support and suppress the mining vehicle from continuing to overturn.

[0066] Specifically, the control unit 9 outputs an unfolding command to the actuator, causing the folding support arm 1021 to swing outward around the hinge point between it and the vehicle body 1 until the ground pad 1022 contacts the seabed to achieve the supporting effect.

[0067] Preferably, during the operation of the deployable anti-overturning support assembly 102, the hose connection point adjustment mechanism 101 remains in its lowered position to maintain the dual suppression effect of reducing the hose's external load arm and expanding the vehicle body support polygon.

[0068] When the control unit 9 determines that the risk of overturning has been reduced to a safe range, it enters the reset phase:

[0069] The control unit 9 controls the unfoldable anti-overturning support assembly 102 to reverse its movement, so that the folding support arm 1021 is gradually retracted to the folded state and the ground contact pad 1022 is removed from the seabed.

[0070] Furthermore, the control unit 9 controls the hydraulic cylinder 1013 to reverse its movement, causing the slider seat 1012 to rise back to the intermediate reference position along the vertical guide rail 1011, thereby driving the hose connector 5 to return to the normal working height;

[0071] Preferably, during the reset process, the control unit 9 continues to perform risk parameter monitoring; when it detects that the attitude margin decreases again or the unloading coefficient increases again, the reset action is stopped and the suppression phase under the corresponding risk level is re-entered.

[0072] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A device for monitoring and suppressing the overturning risk of a tracked deep-sea mining vehicle, installed on the tracked deep-sea mining vehicle, characterized in that, include: Attitude measurement unit (6), ground load measurement unit (7), hose external load measurement unit (8), control unit (9) and suppression execution unit (10); The attitude measurement unit (6) is installed on the vehicle body (1) and is used to detect the attitude parameters of the vehicle body; the ground load measurement unit (7) is set at the left track walking mechanism (2) and the right track walking mechanism (3) and is used to detect the ground load distribution status of the left and right tracks; the hose external load measurement unit (8) is set at the connection between the lifting hose (4) and the vehicle body (1) and is used to detect the external load information applied by the lifting hose (4) to the vehicle body (1); the control unit (9) is electrically connected to the attitude measurement unit (6), the ground load measurement unit (7) and the hose external load measurement unit (8) respectively and is used to receive the detection signals of each measurement unit and combine the mining vehicle geometric parameters and center of gravity parameters to determine the overturning risk; the suppression execution unit (10) is electrically connected to the control unit (9) and is connected to the connection part of the lifting hose (4) and the support part of the vehicle body (1) respectively and is used to execute the corresponding overturning suppression action when the control unit (9) outputs the control command; The hose external load measurement unit (8) includes a six-dimensional force and torque sensor (81). One end of the six-dimensional force and torque sensor (81) is connected to the end connector (82) of the lifting hose, and the other end is connected to the vehicle body mounting base (83). The six-dimensional force and torque sensor (81) is electrically connected to the control unit (9) and is used to output the triaxial force and triaxial torque information applied by the lifting hose (4) to the vehicle body (1). The control unit (9) calculates the hose constraint torque fluctuation rate based on the torque information to identify the dynamic overturning risk caused by the change of external load at the end of the lifting hose (4). The suppression execution unit (10) includes a hose connection point adjustment mechanism (101) and a deployable anti-overturning support assembly (102). The control unit (9) outputs graded control commands to the suppression execution unit (10) according to the overturning risk level to implement the corresponding overturning suppression action. The attitude measurement unit (6) includes a dual-redundant inertial measurement assembly installed in the vehicle body pressure chamber (11). The dual-redundant inertial measurement assembly includes a first inertial measurement unit (61) and a second inertial measurement unit (62). The first inertial measurement unit (61) and the second inertial measurement unit (62) are electrically connected to the control unit (9) respectively and output two attitude measurement signals of the vehicle body (1) in parallel. The attitude measurement signals include roll angle, pitch angle and angular velocity information. The control unit (9) measures the two attitude measurement signals. The signal is subjected to consistency verification, anomaly identification and switching processing; the ground load measurement unit (7) includes a left front load measuring point (71) at the front of the left track, a left rear load measuring point (72) at the rear of the left track, a right front load measuring point (73) at the front of the right track and a right rear load measuring point (74) at the rear of the right track. The left front load measuring point (71), the left rear load measuring point (72), the right front load measuring point (73) and the right rear load measuring point (74) are electrically connected to the control unit (9). The control unit (9) calculates the diagonal support reaction force based on the measured values ​​of the left front load measuring point (71), the left rear load measuring point (72), the right front load measuring point (73) and the right rear load measuring point (74), and further calculates the unloading coefficient to characterize the track unloading degree and the local suspension trend of the mining vehicle.

2. The tracked deep-sea mining vehicle overturning risk monitoring and suppression device according to claim 1, characterized in that, The hose connection point adjustment mechanism (101) includes a vertical guide rail (1011), a slider seat (1012), and a hydraulic cylinder (1013). The vertical guide rail (1011) is installed on the mining vehicle body (1). The slider seat (1012) is fixedly connected to the hose connection seat (5). The slider seat (1012) is installed on the vertical guide rail (1011). The hydraulic cylinder (1013) is used to drive the slider seat (1012) to rise and fall along the vertical guide rail (1011) to adjust the height of the hose connection point and change the drag force of the lifting hose (4) on the vehicle body (1) and the overturning arm it forms.

3. The tracked deep-sea mining vehicle overturning risk monitoring and suppression device according to claim 1, characterized in that, The deployable anti-overturning support assembly (102) is located on the left and right sides of the vehicle body (1), including a folding support arm (1021) and a ground contact pad (1022); the folding support arm (1021) is hinged to the side of the vehicle body (1) and is driven to unfold or retract by an actuator; the ground contact pad (1022) is installed at the outer end of the folding support arm (1021) and is used to contact the seabed after the deployable anti-overturning support assembly (102) is unfolded to form an auxiliary support point.

4. The tracked deep-sea mining vehicle overturning risk monitoring and suppression device according to any one of claims 1-3, characterized in that, The control unit (9) is located inside the pressure chamber of the vehicle body, and the control unit stores the geometric parameters and center of gravity parameters of the tracked deep-sea mining vehicle in advance.

5. The tracked deep-sea mining vehicle overturning risk monitoring and suppression device according to claim 4, characterized in that, The geometric parameters include at least the vehicle width, track center distance, track ground contact length, and hose connection point position parameters, and the center of gravity parameters include at least the vehicle center of gravity position and center of gravity height.

6. The tracked deep-sea mining vehicle overturning risk monitoring and suppression device according to claim 4, characterized in that, After receiving the signals output by the attitude measurement unit (6), the ground load measurement unit (7) and the hose external load measurement unit (8), the control unit (9) performs time synchronization, filtering and outlier removal processing on the data of each channel, and calculates the static critical overturning angle, vehicle attitude margin, unloading coefficient and hose constraint torque fluctuation rate to determine the overturning risk level.

7. The tracked deep-sea mining vehicle overturning risk monitoring and suppression device according to claim 6, characterized in that, When the overturning risk is at a low level, the control unit (9) performs status recording and risk warning; When the risk of overturning reaches a preset medium level, the control unit (9) drives the hose connection point adjustment mechanism (101) to operate, so as to reduce the height of the hose connection point and reduce the overturning lever arm; When the risk of overturning increases further and the vehicle body attitude margin continues to decrease, and the ground load on one side of the track decreases significantly, the control unit (9) further controls the deployment of the deployable anti-overturning support assembly (102) to form auxiliary support and suppress the mining vehicle from overturning further. When the control unit (9) determines that the risk of overturning has been reduced to a safe range, it enters the reset phase of the deployable anti-overturning support assembly (102).

8. The tracked deep-sea mining vehicle overturning risk monitoring and suppression device according to claim 7, characterized in that, The control unit (9) drives the hose connection point adjustment mechanism (101) to operate by outputting control commands to the hydraulic cylinder (1013), causing the hydraulic cylinder (1013) to drive the slider seat (1012) to move downward along the vertical guide rail (1011), thereby causing the hose connection seat (5) to descend. As the hose connection seat (5) descends, the lateral overturning moment arm formed by the external load of the lifting hose (4) on the vehicle body (1) decreases, thereby reducing the overturning tendency caused by the coupling of the external load of the lifting hose (4). During the operation of the hose connection point adjustment mechanism (101), the control unit (9) continuously acquires attitude parameters, ground load parameters and hose external load parameters, and determines whether to maintain the current adjustment position or enter the next suppression stage based on the real-time calculation results. The control unit (9) further controls the unfoldable anti-overturning support assembly (102) to unfold by the control unit (9) outputting an unfolding command to the actuator, so that the folding support arm (1021) swings outward around the hinge point between it and the vehicle body (1) until the ground pad (1022) contacts the seabed to achieve the support effect; During the operation of the deployable anti-overturning support assembly (102), the hose connection point adjustment mechanism (101) remains in its lowered position to maintain the dual suppression effect of reducing the hose external load arm and expanding the vehicle body support polygon.

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