Full-automatic terrain vehicle for coastal zone engineering construction

Abstract

The invention discloses a full-automatic terrain vehicle for coastal zone engineering construction, which belongs to the technical field of engineering machinery and intelligent vehicles and comprises a frame main body, a walking system and a control system. The walking system comprises a crawler-type walking assembly and a wheel-type walking assembly, the wheel-type walking assembly can be switched between a first working position and a second working position under driving of the control system, and state switching between wheel grounding load bearing and complete off-ground and transfer of all loads to a crawler belt is achieved. Therefore, the terrain vehicle can be switched between a wheel type advancing mode and a track advancing mode. The device is further provided with a mark spraying system used for construction marking. In addition, the walking system can be integrated with a foot type walking assembly so as to adapt to extreme terrains. Through intelligent switching and cooperative control of the multi-mode walking mechanism, the trafficability, the operation stability and the construction efficiency under the coastal zone complex terrain are remarkably improved.

Description

Technical Field

[0001] This invention belongs to the field of engineering machinery and intelligent vehicle technology, and specifically relates to a fully automatic terrain vehicle for coastal engineering construction. Background Technology

[0002] Coastal engineering projects, such as tidal flat restoration, dike construction, and pre-laying surveying and marking of submarine pipelines, often face severe challenges due to complex terrain and variable working conditions. The region boasts diverse surface types, including hard reefs, soft mud and sand, steep slopes, and intertidal wetlands, and is frequently affected by dynamic environmental factors such as tides and waves. Traditional engineering vehicles, such as pure wheeled vehicles, while offering advantages in speed and efficiency on hard, flat surfaces, are prone to getting stuck or slipping on soft soil, mud, or rugged terrain, resulting in severely insufficient passability. While pure tracked vehicles offer strong off-road capabilities and low ground pressure, they suffer from slow speed, high energy consumption, and limited maneuverability during long-distance transfers on hard surfaces. A single locomotive mode cannot simultaneously meet the comprehensive requirements of coastal engineering projects for high efficiency, high passability, and low environmental disturbance. Existing technologies have explored solutions that combine different locomotive mechanisms to improve vehicle adaptability. For example, some vehicles employ a wheel-track hybrid design, but their mode switching often relies on manual operation or simple mechanical linkages. The switching process is slow and prone to power interruption and vehicle impact, making smooth transitions during operation difficult and affecting operational continuity and equipment reliability. Furthermore, mode switching decisions often depend on driver experience, lacking the ability to perceive and autonomously judge real-time terrain conditions, resulting in low levels of intelligence. Conventional wheeled or tracked mechanisms still have inherent limitations in dealing with extremely complex terrains (such as large rock piles, vertical cliffs, and deep ditches). While legged robot technology has demonstrated excellent terrain adaptability in laboratories or specific situations, its integrated application on heavy-duty, large-scale engineering machinery platforms still faces challenges such as structural complexity, control difficulties, high energy consumption, and insufficient environmental adaptability (such as corrosion resistance and silt resistance). A mature and reliable engineering solution suitable for the harsh construction environment of coastal zones is still lacking. Meanwhile, coastal construction often requires precise terrain surveys and construction marking. Current operational methods largely rely on manual labor or independent equipment mounted on general-purpose vehicles, resulting in low efficiency and poor accuracy. There is a lack of integrated intelligent equipment capable of autonomously navigating complex terrain and simultaneously performing high-precision marking operations. Therefore, there is an urgent need in this field for a fully automated terrain vehicle capable of autonomously, intelligently, and smoothly switching between multiple travel modes, possessing high-speed mobility, robust off-road and extreme terrain traversal capabilities, and integrating construction marking functions, suitable for the complex and harsh environments of coastal zones. Summary of the Invention

[0003] The present invention aims to overcome the shortcomings of existing coastal engineering construction vehicles, such as limited terrain adaptability and unintelligent mode switching, and provides a fully automatic terrain vehicle that can autonomously adapt to complex coastal terrain, so as to achieve rapid, smooth and automatic switching between different travel modes, and take into account both high-speed mobility on hard roads and high passability on soft and rugged terrain.

[0004] The present invention adopts the following technical solution: A fully automated terrain vehicle for coastal engineering construction includes a frame body, a running gear system, and a control system. The running gear system includes a tracked running gear assembly and a wheeled running gear assembly. The wheeled running gear assembly is connected to the frame body via a suspension connection mechanism capable of vertical displacement and configured to switch between a first working position (where the wheels are grounded and bear the vehicle's weight) and a second working position (where the wheels are completely off the ground and the vehicle's weight is entirely transferred to the tracked running gear assembly) driven by the control system. The frame body is connected to a marking system, which includes a paint tank and a painting assembly. By mechanically switching the wheeled running gear assembly between the first and second working positions, the terrain vehicle can switch between a wheeled travel mode primarily supported and driven by the wheeled running gear assembly and a tracked travel mode primarily supported and driven by the tracked running gear assembly.

[0005] Furthermore, the wheeled travel assembly integrates a first clutch device, which has at least two operating states: in the first state, it transmits driving torque to the wheels, causing them to rotate actively; in the second state, it allows the wheels to rotate freely relative to the drive shaft. The tracked travel assembly integrates a second clutch device, which is configured to controllably engage or disengage the drive force transmission of the track. Specifically, the first clutch device is a bidirectional overrunning clutch, and the wheel axle of the wheeled travel assembly is coupled to the wheel hub through a bidirectional overrunning clutch. The bidirectional overrunning clutch has two locking directions, corresponding to the wheel driving and driven states, respectively. The second clutch device is an electromagnetic powder clutch, and the drive wheel of the tracked travel assembly is connected to the track drive motor through an electromagnetic powder clutch. The bidirectional overrunning clutch has at least three operating states: first state: the clutch is locked in the clockwise direction, allowing torque to be transmitted from the input shaft to the output shaft; second state: the clutch is locked in the counterclockwise direction, allowing torque to be transmitted in the reverse direction; third state: the clutch is in overrunning mode in both directions, and the input shaft and output shaft are disengaged from torque transmission, suitable for no-load or adjustment conditions. The control system is configured to execute a clutch-based, seamless power switching method: when switching from wheeled to tracked travel, while controlling the suspension connection mechanism to raise the wheel assembly, the electromagnetic powder clutch is first gradually engaged, allowing the track to begin receiving driving force; simultaneously, the bidirectional overrunning clutch is switched to the driven direction, allowing the wheels to be pushed by the vehicle body to rotate freely without resistance; when it is detected that the track has fully borne the driving load and the wheel assembly is completely off the ground, the bidirectional overrunning clutch is switched to a third state to fix the wheel posture. This mechanical and electrical collaborative design eliminates the power vacuum period during travel mode switching, significantly reducing the vehicle speed fluctuation rate during the switching process.

[0006] Furthermore, the suspension connection mechanism includes a hydraulic telescopic rod, an upper link hinged to the main frame, a lower link hinged to the suspension of the wheel travel assembly, and a hydraulic leveling cylinder connecting the upper and lower links. The control system is configured to simultaneously control the extension and retraction of the hydraulic leveling cylinder during wheel lifting or lowering, causing a change in the angle between the upper and lower links, thereby actively adjusting the camber and toe angles of the wheelset during vertical movement. This design ensures that regardless of the wheelset's ground clearance, the tire contact patch maintains a near-optimal contact posture with the current road surface, eliminating uneven ground pressure and abnormal wear caused by suspension geometry changes, and reducing tire lateral slip during switching. Furthermore, the hydraulic telescopic rod employs a three-section sleeve-type hydraulic cylinder, with independently controllable pressure in its three internal piston chambers. The control system is configured with a variable stiffness damping switching strategy: during normal wheelset operation, it provides balanced, moderate stiffness support to the three hydraulic cylinders; upon receiving a command to lift the wheelset, it first momentarily increases the back pressure of the uppermost hydraulic cylinder, causing a sharp increase in its stiffness, forming a temporary "force bridge" between the frame and the wheelset, briefly bearing the additional load; then, it systematically controls the retraction of each hydraulic cylinder to lift the wheelset. This design effectively absorbs the impact on the frame when the wheelset's ground force is instantly removed, reducing the peak vertical impact acceleration of the vehicle body caused by mode switching.

[0007] Furthermore, the suspension connection mechanism is equipped with a displacement sensor and a pressure sensor, which are used to detect the displacement state of the suspension connection mechanism and the ground load of the wheeled walking component, respectively; both the displacement sensor and the pressure sensor are communicatively connected to the control system.

[0008] Furthermore, the tracked travel assembly includes track rings, drive wheels, and a tensioner. The tensioner is mounted on an adaptive rocker arm, which is hinged to the chassis body via a hydraulic damper. When the wheeled travel assembly is lifted and the vehicle load is suddenly transferred to the tracks, the rocker arm, under the damping constraint of the hydraulic damper, passively swings slightly according to the ground reaction force. Simultaneously, the tensioner can slide along the triangular mounting bracket to finely adjust its lateral position, dynamically adjusting the length and wrap angle of the track contact section. This allows the load impact to be absorbed by the flexible track deformation and rocker arm swing, preventing the drive wheels and tensioner bearings from bearing sudden impact loads and significantly extending the service life of the track system. A shock absorber is installed on the triangular mounting bracket. Further, the hydraulic damper includes a hydraulic damping cylinder for providing adjustable damping force and a longitudinal adaptive mechanism for providing elastic preload. The longitudinal adaptive mechanism mounts the cylinder of the hydraulic damping cylinder to a mounting base capable of limited elastic displacement along its axial direction, providing controllable stiffness and a reset function for this displacement. The control system is configured to: moment before the travel mode switching action is triggered, control the longitudinal adaptive mechanism of the hydraulic damper to unlock or switch to a low-stiffness state. When the travel mode switching is completed and the vehicle is driving stably in the new mode, the control system controls the longitudinal adaptive mechanism to return to the locked or high-stiffness state, so that the hydraulic damper returns to a conventional damping unit.

[0009] Furthermore, the walking system also includes a legged walking component, which comprises three telescopic legs, ball joints, and a multi-functional foot. The legged walking component achieves a wide range of extension and retraction and posture adjustment through the three telescopic legs, combined with the omnidirectional rotation capability provided by the ball joints, enabling the terrain vehicle to perform challenging maneuvers such as crossing ditches, climbing steep slopes, and autonomously overcoming obstacles, breaking through the limitations of traditional wheeled or tracked walking systems on terrain continuity and slope. Further, the multi-functional foot includes a foot shell and at least three switchable contact components. The foot shell houses a rotary drive mechanism, and the contact components include a flat pad, grappling claws, and a vacuum suction cup. The multi-functional foot can quickly switch between the three contact components—flat pad, grappling claws, and vacuum suction cup—through its internal rotary drive mechanism, actively adapting to various complex contact surface materials and shapes commonly encountered in coastal construction, such as slippery rock surfaces, loose sand, inclined steel plates, or temporary structures, achieving seamless switching between multiple operating modes such as adsorption climbing, deep gripping and holding, and stable pressure bearing. The foot-end shell also integrates an attitude pre-tuning mechanism and a detection module. The attitude pre-tuning mechanism includes a dual-axis pre-tensioning servo motor set located below the ball joint and an adaptive pitch-roll platform connected to it. This mechanism applies a pre-tensioning torque to the ball joint and adjusts the pitch and roll angles of the contact components before the foot touches the ground. The detection module includes a flexible piezoresistive sensor array and a miniature pneumatic impact generator 832. When the foot descends to approximately 20 centimeters from the planned landing point, the miniature pneumatic impact generator 832, integrated at the leading edge of the foot, emits a set of low-frequency scanning waves towards the ground. The flexible piezoresistive sensor array synchronously receives the reflected wave signal and collects real-time data on the spatiotemporal distribution and attenuation characteristics of the reflected wave. By analyzing the time difference sequence and spatial pressure cloud map of the reflected wave and fusing it with a pre-set geological response model, the control system can calculate the key mechanical and geometric parameters of the shallow surface layer (within approximately 5 centimeters of depth) at the landing point within milliseconds, including the equivalent elastic modulus, loose overburden thickness, and local micro-slope. This information provides precise real-time data for subsequent attitude pre-adjustment and joint pre-tension control, thereby significantly improving stability and adaptability at the moment of ground contact. This design overcomes the limitations of traditional legged robot end effectors, which have limited functionality and poor terrain adaptability, and significantly enhances the vehicle's passability and operational stability in complex areas such as intertidal zones, reef areas, and temporary bridges.

[0010] Furthermore, the vehicle frame incorporates a built-in attitude stabilization system, which includes a movable counterweight device and a gyroscopic attitude stabilization device. The movable counterweight device comprises linear guide rails arranged along the X, Y, and Z axes and counterweight blocks that can move on the guide rails. The fully automated terrain vehicle also includes an environmental monitoring system, which includes a position positioning module and a terrain scanner.

[0011] The core advantages of this invention are as follows: Through the suspension connection mechanism and control system, it achieves rapid, smooth, and adaptive switching between wheeled, tracked, and foot-based walking modes, balancing high-speed mobility with extreme terrain passability; based on multiple mechanisms such as clutch coordination, active suspension leveling, hydraulic variable stiffness damping, and track adaptive buffering, it effectively solves the problems of power interruption, vehicle impact, and attitude instability during mode switching; the introduction of a foot-based walking component with multi-degree-of-freedom adjustment capabilities and a multi-functional foot end gives the vehicle biomimetic movement capabilities, significantly expanding the operational boundaries of dangerous and complex terrains; the integration of multiple sensors and an environmental monitoring system enables real-time terrain condition perception and autonomous decision-making; and the deep integration of the all-terrain walking platform and a high-precision spraying system achieves full automation of the surveying, movement, and operation processes.

[0012] 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.

[0013] Figure 1 This is an overall schematic diagram of the fully automatic terrain vehicle described in Embodiment 1.

[0014] Figure 2 This is a schematic diagram of the wheeled walking assembly described in Embodiment 1.

[0015] Figure 3 This is a schematic diagram of the tracked walking assembly described in Embodiment 1.

[0016] Figure 4 This is a schematic diagram of the fully automated terrain vehicle with a legged walking component as described in Embodiment 1.

[0017] Figure 5 This is a schematic diagram of the multifunctional foot end shell internal detection module described in Embodiment 2.

[0018] Figure 6 This is a schematic diagram of a single gas-liquid composite bladder of the intelligent track pad unit described in Example 3.

[0019] Figure Descriptions: 1-Chassis Main Body; 2-Positioning Module; 3-Terrain Scanner; 4-Paint Tank; 5-Painting Assembly; 6-Tracked Walking Assembly; 61-Track Ring; 62-Drive Wheel; 63-Tensioner; 64-Adaptive Rocker Arm; 65-Triangle Fixing Frame; 66-Shock Absorber; 67-Hydraulic Buffer; 68-Intelligent Track Pad Unit; 681-Main Air Chamber; 682-Hydraulic Ring Cavity; 7-Wheel Walking Assembly; 71-Hydraulic Telescopic Rod; 72-Upper Linkage Rod; 73-Lower Linkage Rod; 74-Hydraulic Leveling Cylinder; 8-Leg Walking Assembly; 81-Three-Section Telescopic Leg; 82-Spherical Joint; 83-Multifunctional Foot End; 831-Flexible Piezoresistive Sensor Array; 832-Miniature Pneumatic Impact Generator. Detailed Implementation

[0020] 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.

[0021] 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.

[0022] Example 1 See Figure 1 A fully automatic terrain vehicle for coastal engineering construction includes a frame body 1, a walking system, and a control system. The walking system includes a tracked walking assembly 6 and a wheeled walking assembly 7. The wheeled walking assembly 7 is connected to the frame body 1 via a suspension connection mechanism. The suspension connection mechanism is capable of vertical displacement and is configured to, under the drive of the control system, switch the wheeled walking assembly 7 between a first working position where the wheels are grounded and bear the weight of the vehicle body, and a second working position where the wheels are completely off the ground and the weight of the vehicle body is entirely transferred to the tracked walking assembly 6. The frame body 1 is connected to a marking system, which includes a paint tank 4 and a painting assembly 5. By mechanically switching the wheeled walking assembly 7 between the first and second working positions, the terrain vehicle can switch between a wheeled travel mode, primarily supported and driven by the wheeled walking assembly 7, and a tracked travel mode, primarily supported and driven by the tracked walking assembly 6.

[0023] Specifically, the wheeled walking assembly 7 integrates a first clutch device, which has at least two operating states: in a first state, it transmits driving torque to the wheel, causing it to rotate actively; in a second state, it allows the wheel to rotate freely relative to the drive shaft. The tracked walking assembly 6 integrates a second clutch device, which is configured to controllably engage or disengage the drive force transmission of the track. Preferably, the first clutch device is a bidirectional overrunning clutch, and the axle of the wheeled walking assembly 7 is coupled to the wheel hub through a bidirectional overrunning clutch. The bidirectional overrunning clutch has two locking directions, corresponding to the wheel driving and driven states, respectively. The second clutch device is an electromagnetic powder clutch, and the drive wheel of the tracked walking assembly 6 is connected to the track drive motor through an electromagnetic powder clutch. The control system is configured to execute a clutch-coordinated, seamless power switching method: when switching from wheeled to tracked travel, while controlling the suspension connection mechanism to raise the wheel assembly, the electromagnetic powder clutch is first gradually engaged, allowing the track to begin receiving driving force; simultaneously, the bidirectional overrunning clutch is switched to the driven direction, allowing the wheels to be pushed by the vehicle body to rotate freely without resistance; when it is detected that the track has fully borne the driving load and the wheel assembly is completely off the ground, the bidirectional overrunning clutch is switched to neutral or locked to fix the wheel posture. This mechanical and electrical coordinated design eliminates the power vacuum period during travel mode switching, significantly reducing the vehicle speed fluctuation rate during the switching process.

[0024] See Figure 2 The suspension connection mechanism includes a hydraulic telescopic rod 71, an upper link 72 hinged to the main frame 1, a lower link 73 hinged to the suspension of the wheel-mounted running gear 7, and a hydraulic leveling cylinder 74 connecting the upper link 72 and the lower link 73. The control system is configured to simultaneously control the extension and retraction of the hydraulic leveling cylinder 74 when performing wheel lifting or lowering actions, causing a change in the angle between the upper link 72 and the lower link 73, thereby actively adjusting the camber and toe angles of the wheelset during vertical movement. This design ensures that regardless of the wheelset's ground clearance, the tire contact patch maintains a near-optimal contact posture with the current road surface, eliminating uneven ground pressure and abnormal wear caused by suspension geometry changes, and reducing tire lateral slippage during switching processes.

[0025] Specifically, the hydraulic telescopic rod 71 employs a three-section sleeve-type hydraulic cylinder, with the pressure in its three internal piston chambers independently controllable. The control system is configured with a variable stiffness damping switching strategy: during normal wheel assembly operation, it provides balanced, moderate stiffness support to the three hydraulic cylinders; upon receiving an instruction to lift the wheel assembly, it first instantaneously increases the back pressure of the uppermost hydraulic cylinder, causing a sharp increase in its stiffness, forming a temporary "force bridge" between the frame and the wheel assembly, briefly bearing the additional load; subsequently, it systematically controls the retraction of each hydraulic cylinder to lift the wheel assembly. This design effectively absorbs the impact on the frame when the wheel assembly's ground force is instantly removed, reducing the peak vertical impact acceleration of the vehicle body caused by mode switching.

[0026] Specifically, the suspension connection mechanism is equipped with a displacement sensor and a pressure sensor, which are used to detect the displacement state of the suspension connection mechanism and the ground load of the wheeled walking assembly 7, respectively; both the displacement sensor and the pressure sensor are communicatively connected to the control system.

[0027] See Figure 3 The tracked walking assembly 6 includes a track ring 61, a drive wheel 62, and a tension wheel 63. The tension wheel 63 is mounted on an adaptive rocker arm 64, which is hinged to the chassis body 1 via a hydraulic damper 67. When the wheeled walking assembly 7 is lifted and the vehicle load is suddenly transferred to the tracks, the adaptive rocker arm 64 can passively swing slightly according to the ground reaction force under the damping constraint of the hydraulic damper 67. At the same time, the tension wheel 63 can slide along the triangular fixing frame 65 to finely adjust its lateral position, dynamically adjusting the length and wrap angle of the track contact section. This allows the load impact to be absorbed by the flexible track deformation and rocker arm swing, preventing the drive wheel 62 and the tension wheel 63 bearings from bearing sudden impact loads, significantly extending the service life of the track system. A shock absorber 66 is provided on the triangular fixing frame 65.

[0028] Specifically, the hydraulic buffer 67 includes a hydraulic buffer cylinder for providing adjustable damping force and a longitudinal adaptive mechanism for providing elastic preload. The longitudinal adaptive mechanism mounts the cylinder of the hydraulic buffer cylinder onto a mounting base capable of limited elastic displacement along its axial direction, and provides controllable stiffness and reset function for this displacement. The control system is configured to: moment before the travel mode switching action is triggered, control the longitudinal adaptive mechanism of the hydraulic buffer 67 to unlock or switch to a low-stiffness state. When the travel mode switching is complete and the vehicle is stably traveling in the new mode, the control system again controls the longitudinal adaptive mechanism to return to the locked or high-stiffness state, causing the hydraulic buffer to revert to a conventional damping unit.

[0029] See Figure 4The walking system also includes a foot-based walking component 8, which comprises a three-section telescopic leg 81, a ball joint 82, and a multi-functional foot end 83. The foot-based walking component 8 achieves a wide range of extension and retraction and posture adjustment through the three-section telescopic leg 81, combined with the omnidirectional rotation capability provided by the ball joint 82, enabling the terrain vehicle to perform challenging maneuvers such as crossing ditches, climbing steep slopes, and autonomously overcoming obstacles, thus overcoming the limitations of traditional wheeled or tracked walking systems on terrain continuity and slope.

[0030] Specifically, the multifunctional foot end 83 includes a foot end shell and at least three switchable contact components. The foot end shell houses a rotary drive mechanism, and the contact components include a flat pad, a gripping claw, and a vacuum suction cup. The multifunctional foot end 83 can quickly switch between these three contact components via its internal rotary drive mechanism, actively adapting to various complex contact surface materials and shapes commonly encountered in coastal construction, such as slippery rock surfaces, loose sand, inclined steel plates, or temporary structures. This allows for seamless switching between multiple operating modes, including adsorption climbing, deep gripping, and stable pressure bearing. This design overcomes the limitations of traditional legged robot end effectors, which suffer from single-function design and poor terrain adaptability, significantly enhancing the vehicle's passability and operational stability in complex areas such as intertidal zones, reef areas, and temporary bridges.

[0031] Specifically, the vehicle frame body 1 has a built-in attitude stabilization system, which includes a movable counterweight device and a gyro-based attitude stabilization device. The movable counterweight device includes linear guide rails arranged along the X, Y, and Z axes and counterweight blocks that can move on the guide rails. The fully automatic terrain vehicle also includes an environmental monitoring system, which includes a position positioning module 2 and a terrain scanner 3.

[0032] Example 2 Based on Embodiment 1, this embodiment upgrades the drive coordination mechanism of the legged walking component 8 and the walking system, and focuses on solving two major technical bottlenecks: instantaneous instability upon ground contact under extremely complex terrain and power interruption during mode switching.

[0033] The multifunctional foot 83 in this embodiment integrates a three-layer sensing-execution architecture inside the housing: The upper layer is the attitude pre-tuning mechanism: the multi-functional foot end 83 is equipped with a dual-axis pre-tensioning servo motor group. This motor group can apply a precise pre-tensioning torque to the joint according to the control command before the foot touches the ground, to counteract the expected impact torque. Below it is connected an adaptive pitch-roll platform, which is driven by two miniature linear motors and can independently adjust the pitch and roll angles of the foot contact components within a range of ±15°.

[0034] The middle layer is the detection module: see [link / reference] Figure 5The bottom surface of the foot shell is embedded with a flexible piezoresistive sensor array 831, which consists of 16×16 sensing units and can plot the pressure distribution cloud map of the contact surface. At the leading edge of the foot, two miniature pneumatic impact generators 832 are symmetrically arranged. The piezoelectric ceramics inside can excite controllable air pressure pulses in microseconds to generate micro-shock waves with adjustable frequency.

[0035] The lower layer consists of quick-switchable contact components: similar to Embodiment 1, including a flat pad, grippers, and a vacuum suction cup, which are switched via a rotary drive mechanism.

[0036] The control system executes the following method: As the foot-walking component 8 is about to land and provide support, the control system first plans the landing point based on the macroscopic data from the terrain scanner 3. When the foot reaches 20cm above the ground, the micro-pneumatic impact generator 832 is triggered to emit a set of low-frequency scanning waves toward the target point. The flexible piezoresistive sensor array 831 receives the reflected waves, and the control system calculates in real time the equivalent elastic modulus, loose layer thickness, and local micro-slope within 5cm of the ground surface at the target point based on the echo attenuation characteristics and time difference.

[0037] Based on this micro-topographic data, the control system completes two synchronous operations within 80ms before the foot touches the ground: ① drives the dual-axis preload servo motor group to apply a preload torque to the ball joint 82 in the opposite direction to the expected ground reaction force; ② controls the adaptive pitch-roll platform to adjust the bottom surface of the contact component to be parallel to the calculated micro-cut plane of the ground surface.

[0038] The effect is that, at the instant the gripper or flat pad contacts the ground, the actual deviation between the foot posture and the ground normal is controlled within 1.5°, and the joint servo system is already in a "prepared for force" state. Actual test data shows that this method reduces the peak ground impact force by 45% and significantly shortens the stability establishment time of the foot on loose sand.

[0039] A fully automatic terrain vehicle for coastal engineering construction also includes a three-state coupling transmission box and a cooperative dynamics control system. The three-state coupling transmission box mechanically couples the drive shafts of the wheeled walking component 7, the tracked walking component 6, and the footed walking component 8 through a multi-axis differential and a clutch assembly. The cooperative dynamics control system is configured to: calculate the load distribution and torque transmission model of the wheels, tracks, and feet in real time when switching walking modes, and control the three-state coupling transmission box and each clutch device so that the two or three walking components can simultaneously share the driving and load-bearing tasks during the switching process, achieving a smooth transition.

[0040] Example 3 This embodiment designs the tracked walking component 6 to transform it from a passive grounding mechanism into an intelligent ground interaction system that can actively change the grounding physical mechanism.

[0041] See Figure 6 A fully automated terrain vehicle for coastal engineering construction includes a tracked walking assembly 6 that further comprises an intelligent track pad unit 68. The intelligent track pad unit 68 covers the grounding section of the track ring 61. This unit is composed of multiple independent gas-liquid composite chambers arranged in a matrix. Each gas-liquid composite chamber includes a main air chamber 681 and a surrounding hydraulic ring chamber 682. The intelligent track pad unit 68 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 electrically controlled valves, enabling each gas-liquid composite chamber to independently provide positive pressure inflation and negative pressure deflating modes.

[0042] The control system is configured to: when entering deep soft mud, control the pressure management module to inject high-pressure gas into the gas-liquid composite bladder of the grounding section, causing it to expand and form a local positive pressure air cushion, reducing the grounding pressure of the track ring 61 by more than 60%, and achieving near-floating passage; when it is detected that it needs to travel on the road surface, switch to negative pressure suction mode, causing the bladder to contract and tightly adhere to the track ring 61, pressurizing the hydraulic ring cavity 682 to a high-pressure state, and stiffening the gas-liquid composite bladder to reduce deformation and rolling resistance.

[0043] Specifically, based on data from the terrain scanner 3 and the vehicle attitude sensor, the control system dynamically matches the following two operating modes for the tracked system: Mode 1: Positive pressure inflation mode (suitable for deep soft mudflats and quicksand) When the system detects extremely low ground bearing capacity, the control module rapidly injects high-pressure air (0.3-0.8 MPa) into the main air chamber 681 of the grounding section and the section about to be grounded. The chamber expands rapidly, allowing the vehicle's weight to be shared by a large-area air cushion. At this time, the ground pressure of the track ring 61 is significantly reduced, and the vehicle slides across the mudflats on a principle similar to a hovercraft, sinking less than 5 cm.

[0044] Mode 2: Negative pressure air extraction mode (suitable for hard surfaces) On smooth roads, in order to improve efficiency and reduce resistance, the control module evacuates the main air chamber 681. The chamber contracts under negative pressure, making its outer surface fit more tightly with the track ring 61 and reducing internal slippage. At the same time, the hydraulic ring chamber 682 is pressurized to a high-pressure state, providing rigid support for the entire chamber and preventing it from deforming under shear force. This greatly reduces the rolling resistance of the track system caused by the deformation of the chamber, thus achieving the dual effects of speed increase and energy saving.

[0045] The mode switching is dynamic and local. For example, when the vehicle is traveling on a surface that is hard on the left and soft on the right, the left track section can be in rigid mode, while the right side is in suspension mode, and the system automatically balances the vehicle body.

[0046] The effect is that the same tracked system, through the active and rapid switching of the working state of the gas-liquid composite chamber, achieves the integration of multiple different ground interaction mechanisms. This changes the paradigm of tracks passively adapting to terrain, enabling it to actively modify the physical characteristics of local grounding, thereby improving operational efficiency in various extreme terrains.

[0047] 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.

[0048] 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. A fully automatic terrain vehicle for coastal engineering construction, comprising a frame body (1), a walking system, and a control system, characterized in that, The walking system includes a tracked walking assembly (6) and a wheeled walking assembly (7). The wheeled walking assembly (7) is connected to the chassis body (1) through a suspension connection mechanism. The suspension connection mechanism is capable of vertical displacement. The tracked walking assembly (6) includes a track ring (61), a drive wheel (62), and a tension wheel (63). The tension wheel (63) is mounted on an adaptive rocker arm (64). The adaptive rocker arm (64) is hinged to the chassis body (1) through a hydraulic damper (67). The chassis body (1) is connected to a marking system. The marking system includes a paint tank (4) and a painting assembly (5).

2. The fully automatic terrain vehicle for coastal engineering construction according to claim 1, characterized in that, The hydraulic buffer (67) includes a hydraulic buffer cylinder for providing adjustable damping force and a longitudinal adaptive mechanism for providing elastic preload.

3. The fully automatic terrain vehicle for coastal engineering construction according to claim 1, characterized in that, The wheeled walking assembly (7) integrates a first clutch device, which has at least two working states: in the first state, it transmits driving torque to the wheel to make it rotate actively; in the second state, it allows the wheel to rotate freely relative to the drive shaft; the tracked walking assembly (6) integrates a second clutch device, which is configured to controllably engage or disengage the driving force transmission of the track.

4. A fully automatic terrain vehicle for coastal engineering construction according to claim 1, characterized in that, The suspension connection mechanism includes a hydraulic telescopic rod (71), an upper link (72) hinged to the frame body (1), a lower link (73) hinged to the suspension of the wheeled walking assembly (7), and a hydraulic leveling cylinder (74) connecting the upper link (72) and the lower link (73).

5. A fully automatic terrain vehicle for coastal engineering construction according to claim 4, characterized in that, The hydraulic telescopic rod (71) adopts a three-section sleeve-type hydraulic cylinder, and the pressure of its three internal piston chambers can be controlled independently.

6. A fully automatic terrain vehicle for coastal engineering construction according to claim 1, characterized in that, The suspension connection mechanism is equipped with a displacement sensor and a pressure sensor, which are used to detect the displacement state of the suspension connection mechanism and the ground load of the wheeled walking assembly (7), respectively; the displacement sensor and the pressure sensor are both connected to the control system.

7. A fully automatic terrain vehicle for coastal engineering construction according to claim 1, characterized in that, The walking system also includes a foot-based walking component (8), which includes a three-section telescopic leg (81), a ball joint (82), and a multifunctional foot end (83).

8. A fully automatic terrain vehicle for coastal engineering construction according to claim 7, characterized in that, The multifunctional foot end (83) includes a foot end shell and at least three switchable contact components. The foot end shell is provided with a rotary drive mechanism. The contact components include a flat pad, a gripper, and a vacuum suction cup.

9. A fully automatic terrain vehicle for coastal engineering construction according to claim 8, characterized in that, The foot end housing also integrates an attitude pre-tuning mechanism and a detection module. The attitude pre-tuning mechanism includes a dual-axis pre-tightening servo motor group and an adaptive pitch-roll platform connected thereto, which is used to apply pre-tightening torque to the ball joint (82) and adjust the pitch and roll angles of the contact components before the foot end touches the ground. The detection module includes a flexible piezoresistive sensor array (831) and a miniature pneumatic impact generator (832).

10. A fully automatic terrain vehicle for coastal engineering construction according to claim 1, characterized in that, The frame body (1) has a built-in attitude stabilization system, which includes a movable counterweight device and a gyro attitude stabilization device. The movable counterweight device includes linear guide rails arranged along the X, Y and Z axes and counterweight blocks that can move on the guide rails.

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