Seabed mining vehicle walking device, walking control method, mining vehicle and storage medium

Abstract

The invention relates to the technical field of marine special equipment, and discloses a submarine mining vehicle walking device, a walking control method, a mining vehicle and a storage medium. In the scheme disclosed by the invention, through the auxiliary crawler walking system with a special structure and the walking control device, the preset walking parameters of the mining vehicle and the driving state parameters of each crawler walking unit are detected and analyzed, and the abnormal walking state of the mining vehicle is determined; and the main crawler walking unit, the auxiliary crawler walking unit and / or the lifting electric cylinder are correspondingly driven based on the abnormal walking state, and posture correction is conducted on the abnormal walking state of the mining vehicle. The dynamic walking control of the submarine mining vehicle with good terrain compliance, good grounding stability, strong obstacle crossing ability and strong anti-roll performance is effectively realized.

Description

Technical Field

[0001] This invention relates to the field of marine special equipment technology, and in particular to a seabed mining vehicle traveling device, traveling control method, mining vehicle and storage medium. Background Technology

[0002] With the accelerated development of deep-sea mineral resources, the commercial mining of polymetallic nodules, cobalt-rich crusts, and massive sulfides on the seabed has become an important direction for global marine engineering. These resources are widely distributed in seabed plains, seamount slopes, mid-ocean ridges, and fault zones at depths of 800 to 6000 meters. These areas have extremely complex topographic features, often including localized rock protrusions, small gullies, sloping surfaces, hard basements (such as basalt and sedimentary rocks), and composite landforms covered with thin layers of soft mud. Subsea mining vehicles operating in such environments must operate stably under high pressure, low temperature, and low visibility conditions for extended periods, and possess a high degree of adaptability to traverse unstructured and complex terrain.

[0003] However, deep-sea seabed topography generally lacks macroscopic flatness, exhibiting significant undulations and obstacles at the microscopic scale. For seabed mining vehicles relying on tracked locomotives, if the chassis cannot perceive and actively adapt to such complex terrain in real time, it is highly susceptible to problems such as some track units being suspended, lacking support, or becoming unstable. This can lead to a sudden reduction in effective ground contact area, an imbalance in driving force distribution, and consequently, a sudden loss of traction on one side or the same axis of the track assembly, causing drive wheel spin, loss of directional control, or even interruption of mining operations. Especially under the modern deep-sea mining concept that emphasizes continuous operation and low ecological disturbance, the chassis's dynamic stability, obstacle-crossing continuity, and terrain-fitting accuracy directly determine operational efficiency, equipment safety, and the level of environmental impact control. Therefore, developing an intelligent chassis configuration that can actively perceive, respond in real time, and adapt to various complex seabed terrains has become a key technological requirement in the field of deep-sea mining equipment.

[0004] Currently, most mainstream deep-sea mining vehicle chassis adopt a rigid integral frame structure with a four-track or six-track layout. In typical designs, the running gear is mounted to the vehicle body via a fixed axle or simple hinge. Although some solutions equip each track with an independent drive motor to improve power flexibility, their installation structure has limited freedom of choice, making it impossible to actively and flexibly adjust the spatial attitude of the track unit relative to the vehicle body. For example, some existing chassis use a symmetrical front-rear layout, where the tracks can only passively swing around a single axis. While this can adapt to gradually changing longitudinal slopes, its adaptability to lateral inclines, local bumps, or complex uneven terrain is extremely weak.

[0005] Another type of improved solution introduces a passive suspension system (such as torsion bars or elastic linkages) to attempt to mitigate terrain impacts through mechanical cushioning. However, due to the lack of an active adjustment mechanism, it is still difficult to ensure effective ground contact for all running gear units when encountering asymmetrical terrain (such as one track pressing on a rock while the other is stuck in a shallow pit). In this case, the suspended tracks lose traction, and overloaded tracks may experience increased slippage or disturbance due to localized load concentration, leading to vehicle jamming or instability. More seriously, in cross-slope or oblique obstacle crossing conditions, the rigid chassis is prone to generating large lateral tilt moments, resulting in significantly insufficient rollover resistance.

[0006] In addition, although some existing designs use free ball joints or universal joints to connect track units to achieve a certain degree of attitude compliance, they are usually undriven passive follow-up structures that cannot actively adjust spatial orientation according to terrain requirements. Under stationary or low-speed conditions, they are also prone to sagging or V-shaped overturning due to their own weight, which not only reduces the reliability of initial grounding but may also aggravate slippage or impact during the start-up phase.

[0007] The aforementioned defects are common in various complex seabed micro-topography: whether it is a hard base, a thin mud cover area, a rock group or a gully area, the existing chassis lacks the ability to actively coordinate and control the spatial posture of each walking unit and the dynamic support mechanism for key areas. As a result, it is difficult to balance high passability, high stability and low ecological disturbance, which seriously restricts the reliability and continuity of deep-sea mining operations.

[0008] In summary, existing underwater mining vehicle chassis generally suffer from insufficient terrain adaptability, poor ground stability, weak obstacle crossing ability, and limited anti-roll performance when facing unstructured, asymmetrical, and multi-scale underwater micro-topography. Therefore, how to design an underwater mining vehicle traveling device and its travel control method with good terrain adaptability, good ground stability, strong obstacle crossing ability, and strong anti-roll performance has become an urgent technical problem to be solved. Summary of the Invention

[0009] For the reasons mentioned above, it is necessary to provide a seabed mining vehicle traveling device, a traveling control method, a mining vehicle, and a storage medium, in order to solve the problem of how to design a seabed mining vehicle traveling device and its traveling control method with good terrain adaptability, good grounding stability, strong obstacle crossing ability, and strong anti-tilt performance in a marine environment.

[0010] To achieve the above objectives, the present invention provides a seabed mining vehicle travel device, including a chassis and a main track travel system located on both sides of the chassis. The seabed mining vehicle travel device further includes a travel control device mounted on the chassis and a secondary track travel system located in the middle of the chassis. The main track travel system includes at least four main track travel units located on both sides of the chassis. Each main track travel unit includes a main track assembly, a main connecting rod assembly, a main travel drive motor for driving the main track assembly, and a parallel active ball joint device. The parallel active ball joint device includes a servo drive device fixed to the chassis base, and the servo drive device includes a metal ball. One end of the main connecting rod assembly is fixedly mounted with the main travel drive motor, the output shaft of which is connected to the main track assembly. The other end of the main connecting rod assembly is connected to the servo drive device via the metal ball to form a ball joint, creating a multi-directional rotatable support point. The secondary track travel system includes at least one secondary track travel unit located in the middle of the chassis and a central lifting mechanism that fixes and drives the secondary track travel unit to rise and fall. The central lifting mechanism includes a lifting cylinder that drives the secondary track walking unit to rise and fall; each secondary track walking unit includes a secondary track assembly and a secondary walking drive motor that drives the secondary track assembly to move; the walking control device is mounted on the chassis and is electrically connected to each main walking drive motor, each servo drive device, each secondary walking drive motor and each lifting cylinder, respectively. It is used to detect and receive the preset walking parameters of the mining vehicle, receive the preset drive state parameters fed back by each main track walking unit and each secondary track walking unit, and receive the lifting displacement fed back by each lifting cylinder. Based on the preset anomaly analysis algorithm, it analyzes the received preset walking parameters and preset drive state parameters to determine the current abnormal walking state of the mining vehicle, and drives the corresponding main track walking unit, secondary track walking unit and / or lifting cylinder according to the drive command corresponding to the current abnormal walking state to correct the attitude of the mining vehicle's current abnormal walking state.

[0011] Preferably, there are two auxiliary track walking units. The central lifting mechanism includes a stepped shaft, two sets of symmetrically arranged V-shaped linkage assemblies hinged to the stepped shaft, and a retaining spring for limiting the V-shaped linkage assemblies. The stepped shaft is a multi-stage variable diameter structure with a cross-sectional area decreasing symmetrically towards both ends. The left and right sides of the stepped shaft extend axially outward from their geometric center, sequentially including an inner positioning shoulder, a hinge support section, a track positioning shoulder, and a track support section. Each set of V-shaped linkage assemblies corresponds to one auxiliary track walking unit. Each set of V-shaped linkage assemblies includes two V-shaped lifting drive rod assemblies hinged to the hinge support section. One end of each lifting drive rod assembly passes through… The articulated sleeve is fixed to the hinge support section. The other end of each lifting drive rod assembly is hinged to the chassis via an articulated lug. Each lifting drive rod assembly is equipped with a lifting electric cylinder that drives the corresponding auxiliary track walking unit to lift. Two auxiliary track walking units are respectively fixedly installed at the left and right ends of the stepped shaft. The left and right end faces of the stepped shaft are provided with threaded holes. The inner end face of the articulated sleeve abuts against the inner positioning shoulder, and the outer side is axially limited by a snap ring. The inner end face of the auxiliary track assembly of each auxiliary track walking unit abuts against the corresponding track positioning shoulder, and the outer side is pressed by a clamping flange. The clamping flange connects the threaded hole of the corresponding end face of the stepped shaft to the housing of the corresponding auxiliary track assembly by bolts.

[0012] Preferably, the walking control device includes a processing unit, a storage unit and a multi-axis inertial measurement unit electrically connected to the processing unit, and the processing unit is electrically connected to each main walking drive motor, each servo drive device, each auxiliary walking drive motor and each lifting cylinder respectively. The storage unit is used to store the travel control program; The processing unit is used to call and execute the travel control program, performing the following steps: S1. Receiving electrical signals reflecting the preset travel parameters of the mining vehicle detected by the multi-axis inertial measurement unit in real time or at regular intervals, receiving electrical signals reflecting the preset drive state parameters fed back by each main track travel unit and each auxiliary track travel unit, and receiving electrical signals reflecting the lifting displacement fed back by each lifting cylinder, and storing the preset travel parameters of the mining vehicle corresponding to the received electrical signals, the preset drive state parameters corresponding to each main track travel unit and each auxiliary track travel unit, and the lifting displacement corresponding to each lifting cylinder; S2. Every first preset time interval, processing the newly stored preset travel parameters within the first preset time interval based on a preset anomaly analysis algorithm. S1. Analyze the parameters and preset drive state parameters to determine the current abnormal walking state of the mining vehicle; S2. Based on the pre-determined abnormal walking state and the mapping relationship between it and the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting electric cylinder, determine the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting electric cylinder corresponding to the current abnormal walking state, and drive the corresponding main track walking unit, auxiliary track walking unit and / or lifting electric cylinder according to the determined drive commands to correct the attitude of the mining vehicle's current abnormal walking state; S3. During the attitude correction process, repeat the above steps S1, S2 and S3 until the walking state of the mining vehicle is normal.

[0013] Preferably, the abnormal walking state includes abnormal vehicle posture, the preset walking parameters include the roll angle and pitch angle of the vehicle, and the preset anomaly analysis algorithm includes: constructing a standard reference plane for the seabed mining vehicle's walking device based on the multi-axis inertial measurement unit; receiving the roll angle and pitch angle of the vehicle detected by the multi-axis inertial measurement unit based on the constructed standard reference plane in real time or at regular intervals; if the roll angle of the vehicle is positive, the absolute value of the roll angle is greater than a first angle threshold, and the duration is greater than a second preset time, then it is determined that the seabed mining vehicle's walking device is in an abnormal vehicle posture with a leftward tilt; if the vehicle... If the roll angle is negative, the absolute value of the roll angle is greater than the first angle threshold, and the duration is greater than the second preset time, then the underwater mining vehicle's traveling device is determined to be in an abnormal vehicle posture with the body tilted to the right; if the pitch angle of the vehicle body is positive, the absolute value of the pitch angle is greater than the second angle threshold, and the duration is greater than the third preset time, then the underwater mining vehicle's traveling device is determined to be in an abnormal vehicle posture with the front part raised; if the pitch angle of the vehicle body is negative, the absolute value of the pitch angle is greater than the second angle threshold, and the duration is greater than the third preset time, then the underwater mining vehicle's traveling device is determined to be in an abnormal vehicle posture with the front part lowered.

[0014] Preferably, the abnormal walking state includes local slippage anomaly, and the preset anomaly analysis algorithm includes: calculating the absolute value of the difference in walking speed between the front and rear main track walking units on the left or right side of the vehicle body respectively; if the calculated absolute value is greater than a preset speed difference threshold, the relative deviation of the corresponding drive current is greater than a preset percentage, and the duration is greater than a fourth preset time, then it is determined that there is a local slippage anomaly on the left or right side.

[0015] Preferably, the abnormal walking state includes local lifting anomaly, and the preset anomaly analysis algorithm includes: if the absolute value of the vehicle's pitch angle is greater than a third angle threshold, the actual driving current of at least one main track walking unit at the front or rear of the vehicle is less than the standard driving current corresponding to the current walking speed, the actual driving current of at least one auxiliary track walking unit is less than the standard driving current corresponding to the current walking speed, and the duration is greater than a fifth preset time, then it is determined that the seabed mining vehicle walking device has a local lifting anomaly.

[0016] Preferably, the abnormal walking state includes a global slippage anomaly, and the preset anomaly analysis algorithm includes: selecting the minimum walking speed from the current walking speeds corresponding to each main track walking unit; querying the vehicle horizontal acceleration standard interval corresponding to the minimum walking speed according to a pre-stored mapping table of walking speed and vehicle horizontal acceleration standard intervals; obtaining the current vehicle horizontal acceleration, which is obtained by projecting the three-axis acceleration signal output by the multi-axis inertial measurement unit into the direction of travel after attitude compensation; if the current vehicle horizontal acceleration is less than the lower limit of the queried vehicle horizontal acceleration standard interval and the duration is greater than a sixth preset time, then it is determined that the seabed mining vehicle walking device has a global slippage anomaly.

[0017] To achieve the above objectives, the present invention also provides a method for controlling the movement of a seabed mining vehicle. This method is applicable to the aforementioned seabed mining vehicle movement device, which includes a multi-axis inertial measurement unit, multiple main tracked movement units, at least one auxiliary tracked movement unit, and a central lifting mechanism that fixes and drives the auxiliary tracked movement units to rise and fall. The central lifting mechanism includes lifting cylinders that drive the auxiliary tracked movement units to rise and fall. The method is characterized by comprising: S1. Receiving, in real-time or at regular intervals, electrical signals detected by the multi-axis inertial measurement unit reflecting preset movement parameters of the mining vehicle; receiving electrical signals fed back by each main tracked movement unit and each auxiliary tracked movement unit reflecting preset drive state parameters; and receiving electrical signals fed back by each lifting cylinder reflecting lifting displacement. The received electrical signals correspond to the preset movement parameters of the mining vehicle and the preset drive states corresponding to each main tracked movement unit and each auxiliary tracked movement unit. S1. Parameters and the corresponding lifting displacements of each lifting cylinder are stored; S2. Every first preset time interval, based on a preset anomaly analysis algorithm, the newly stored preset walking parameters and preset drive state parameters within the first preset time interval are analyzed to determine the current abnormal walking state of the mining vehicle; S3. According to the mapping relationship between the predetermined abnormal walking state and the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting cylinder, the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting cylinder corresponding to the current abnormal walking state are determined respectively, and the corresponding main track walking unit, auxiliary track walking unit and / or lifting cylinder are driven according to the determined drive commands to correct the attitude of the current abnormal walking state of the mining vehicle; S4. During the attitude correction process, the above steps S1, S2 and S3 are repeated until the walking state of the mining vehicle is normal.

[0018] To achieve the above objectives, the present invention also provides a seabed mining vehicle, including the aforementioned seabed mining vehicle traveling device.

[0019] To achieve the above objectives, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described method for controlling the movement of a seabed mining vehicle.

[0020] This invention, through a specially structured secondary track walking system and walking control device, can detect and analyze the preset walking parameters of the mining vehicle and the driving state parameters of each track walking unit, determine the abnormal walking state of the mining vehicle, and based on the abnormal walking state, drive the main track walking unit, secondary track walking unit and / or lifting electric cylinder to correct the abnormal walking state of the mining vehicle, effectively realizing the dynamic walking control of the seabed mining vehicle with good terrain adaptability, good ground stability, strong obstacle crossing ability and strong anti-tilt performance. Attached Figure Description

[0021] Figure 1 This is a first-view structural schematic diagram of the underwater mining vehicle traveling device according to the first embodiment of the present invention; Figure 2 This is a second-view structural schematic diagram of the underwater mining vehicle traveling device according to the first embodiment of the present invention; Figure 3 This is a third-view structural diagram of the underwater mining vehicle traveling device according to the first embodiment of the present invention; Figure 4 for Figure 1-3 A schematic diagram of the structure of the first embodiment of the main track walking unit 2; Figure 5 for Figure 1-3 A first-view structural schematic diagram of the first embodiment of the center-support tracked walking system; Figure 6 for Figure 1-3 A second-view structural schematic diagram of the first embodiment of the center-support tracked walking system; Figure 7 for Figure 5-6 Partial exploded view of the first embodiment of the center-support tracked walking system; Figure 8 for Figure 1-3 A first-person perspective view of the main track walking unit 2 being raised in a controlled manner; Figure 9 for Figure 1-3 A schematic diagram from a second-person perspective when the main track walking unit 2 is controlled to lift upwards; Figure 10 for Figure 1-3 A schematic diagram from a first-person perspective when the central main track walking unit 2 is pressed downward in a controlled manner; Figure 11 for Figure 1-3 A schematic diagram from a second-view perspective when the central main track walking unit 2 is pressed downward in a controlled manner; Figure 12 for Figure 1-3 A schematic diagram from a first-person perspective when the main track walking unit 2 is turned to the right under controlled conditions; Figure 13 for Figure 1-3 A schematic diagram from a second-view perspective when the main track walking unit 2 is turned to the right under controlled conditions; Figure 14 for Figure 1-3 A schematic diagram from a first-person perspective when the main track walking unit 2 is turned to the left under control. Figure 15 for Figure 1-3 A schematic diagram from a second-view perspective when the main track walking unit 2 is turned to the left under control. Figure 16 for Figure 1Schematic diagram of the structure of the first embodiment of the walking control device 5; Figure 17 For based on Figure 16 The walking control devices shown are 5 pairs. Figure 1-3 The diagram shows a flowchart illustrating the first embodiment of the method for implementing travel control of the underwater mining vehicle's traveling device. Figure 18 This is a schematic diagram of the geometric relationship of the standard reference plane in the first embodiment of the present invention.

[0022] The icons are explained below: 1-Chassis; 2-Main track walking unit; 3-Secondary track walking unit; 5-Traction control device; 6-Chassis base; 20-Main track assembly; 21-Main connecting rod assembly; 22-Main travel drive motor; 23-Servo drive device; 230-Metal ball; 30-Lifting cylinder; 31-Snap ring; 32-Pressure flange; 33-Inner positioning shoulder; 35-Hinge support section; 36-Track positioning shoulder; 37-Track support section; 38-Hinge sleeve; 39-Hinge lug; 50-Processing unit; 51-Storage unit; 52-Multi-axis inertial measurement unit; 150-Signal line; 510-Traction control program.

[0023] The realization of the objective of this invention, its functional characteristics and advantages will be further illustrated with reference to the accompanying drawings and in conjunction with the embodiments. Detailed Implementation

[0024] The principles and spirit of the present invention will now be described with reference to several specific embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0025] It should be understood that "multiple" as mentioned in this application refers to two or more. In the description of this application, unless otherwise stated, " / " indicates "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist, for example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, to facilitate a clear description of the technical solutions of this application, the terms "first," "second," etc., are used to distinguish identical or similar items with essentially the same function and effect. Those skilled in the art will understand that the terms "first," "second," etc., do not limit the quantity or execution order, and that "first," "second," etc., do not necessarily imply differences.

[0026] The phrases "one embodiment" or "some embodiments" described in this application mean that one or more embodiments of this application include the specific features, structures, or characteristics described in that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this application do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. Furthermore, the terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0027] The hardware and software environments of the devices involved in the embodiments of this application are described below by way of example.

[0028] The following combination Figure 1-7 An exemplary principle description is provided for the overall structure of the underwater mining vehicle's traveling device and the collaborative process of its various components.

[0029] See Figure 1 The image shown is a first-view structural schematic diagram of the underwater mining vehicle's traveling device according to the first embodiment of the present invention; see reference. Figure 2 The image shown is a second-view structural schematic diagram of the underwater mining vehicle's traveling device according to the first embodiment of the present invention; see reference. Figure 3 The diagram shown is a third-view structural schematic of the underwater mining vehicle's traveling device according to the first embodiment of the present invention; see reference. Figure 4 As shown, Figure 1-3 A schematic diagram of the structure of the first embodiment of the main track walking unit 2; see reference. Figure 5 As shown, Figure 1-3 A first-view structural schematic diagram of the first embodiment of the center-support tracked walking system; see reference. Figure 6 As shown, Figure 1-3 A second-view structural diagram of the first embodiment of the center-support tracked walking system; see reference. Figure 7 As shown, Figure 5-6 Partial exploded view of the first embodiment of the center track walking system.

[0030] It should be noted that: Figure 1-7 The structure of the seabed mining vehicle traveling device, main track traveling unit, and auxiliary track traveling system according to the first embodiment of the present invention is only shown as an example. Those skilled in the art will understand that... Figure 1-7The structure shown does not constitute a limitation on the structure of the seabed mining vehicle traveling device, the main track traveling unit, and the auxiliary track traveling system. In other embodiments of the present invention (other than the first embodiment), the seabed mining vehicle traveling device, the main track traveling unit, and / or the auxiliary track traveling system may include fewer or more components than shown in the figure, or fewer or more specific combinations of components than shown in the figure, or the arrangement of the components of the seabed mining vehicle traveling device, the main track traveling unit, and / or the auxiliary track traveling system may be different from the arrangement shown in the figure, which will not be elaborated here.

[0031] In a first embodiment of the present invention, the undersea mining vehicle traveling device includes a chassis 1, a traveling control device 5 mounted on the chassis 1, a main track traveling system located on both sides of the chassis 1, and a secondary track traveling system located in the middle of the chassis, wherein: The main track walking system includes at least four main track walking units 2 located on both sides of the chassis 1. Each main track walking unit 2 includes a main track assembly 20, a main connecting rod assembly 21, a main travel drive motor 22 that drives the main track assembly 20, and a parallel active ball joint device. The parallel active ball joint device includes a servo drive device 23 fixed on the chassis base 6, and the servo drive device 23 includes a metal ball 230. One end of the main connecting rod assembly 21 is fixedly mounted with the main travel drive motor 22, and the output shaft of the main travel drive motor 22 is connected to the main track assembly 20. The other end of the main connecting rod assembly 21 is connected to the servo drive device 23 through the metal ball 230 to form a ball joint connection, forming a support point that can rotate in multiple directions. (The servo drive device 23 includes a servo drive motor, which can control the main connecting rod assembly 21 to adjust its spatial attitude around the center of the metal ball 230 via commands. For example, see...) Figure 8-9 The main track walking unit 2 shown is controlled to lift upwards, see [reference]. Figure 10-11 The main track traveling unit 2 shown is pressed downwards in a controlled manner, see [reference]. Figure 12-13 The main track traveling unit 2 shown is controlled to turn right, see [reference]. Figure 14-15 The main track walking unit 2 shown is controlled to turn left, realizing multi-degree-of-freedom movement of the main track assembly 20 relative to the vehicle body (details omitted here). The secondary track travel system includes at least one secondary track travel unit 3 located in the middle of the chassis 1 (e.g., in the area below the middle of the chassis 1, near the center of gravity of the vehicle), and a central lifting mechanism that fixes and drives the secondary track travel unit 3 to rise and fall. The central lifting mechanism includes a lifting cylinder 30 that drives the secondary track travel unit 3 to rise and fall. Each secondary track travel unit 3 includes a secondary track assembly and a secondary travel drive motor that drives the secondary track assembly to travel (in the first embodiment, the secondary travel drive motor adopts a built-in drive structure and is directly integrated into the wheel hub of the secondary track assembly (not shown in the figure)). In-hub motor technology is a relatively common existing technology. It integrates the power unit, transmission unit, and braking unit into the wheel hub, greatly simplifying the mechanical parts of the electric vehicle (the structure will not be elaborated here). This reduces the overall lateral dimension of the secondary track walking unit 3, avoiding motion interference during lifting and lowering due to the track width exceeding the inner contour of the chassis 1. Through the secondary track walking system, the mining vehicle has effective auxiliary support and driving force in addition to its main walking capability, giving it sufficient ground stability, strong obstacle crossing ability, and anti-roll performance in abnormal postures. The travel control device 5 (for example, it can be designed as a deep-sea pressure-resistant sealed chamber structure; such deep-sea pressure-resistant sealed chamber structures for protecting electronic control units exist in existing deep-sea equipment, for example, existing titanium alloy pressure-resistant sealed chamber structures, which will not be elaborated here) is mounted on the chassis 1 (for example, it can be installed as a whole in the upper middle area of ​​the chassis, near the center of gravity of the vehicle, or it can be installed in any other suitable location, as long as the necessary electronic components can be connected to the travel control device via electrical signals, which will not be elaborated here), and is electrically connected to each main travel drive motor 22, each servo drive device 23, each auxiliary travel drive motor, and each lifting cylinder 30. It is used to detect and receive preset travel parameters of the mining vehicle (e.g., roll angle, pitch angle, yaw angle, and three-axis acceleration), receive preset drive state parameters fed back by each main track travel unit 2 and each auxiliary track travel unit 3, and receive lifting displacement fed back by each lifting electric cylinder 30. Based on a preset anomaly analysis algorithm, it analyzes the received preset travel parameters and preset drive state parameters to determine the current abnormal travel state of the mining vehicle, and drives the corresponding main track travel unit 2, auxiliary track travel unit 3, and / or lifting electric cylinder 30 according to the drive command corresponding to the current abnormal travel state to correct the attitude of the mining vehicle.

[0032] Based on the aforementioned mechanical structure and intelligent control scheme of the underwater mining vehicle's walking device, the underwater mining vehicle's walking device is easy to operate, durable, and highly adaptable to extreme physical working environments. It enables the mining vehicle to have good terrain adaptability, good grounding stability, strong obstacle crossing ability, and strong anti-tilt performance when in abnormal postures. It also provides mechanical operation and dynamic adjustment capabilities.

[0033] It should be noted that this invention, based on a specially structured main track and auxiliary track walking system, and a walking control device designed with a special mechanical structure and control scheme, enables the seabed mining vehicle to exhibit good terrain adaptability, low cost, strong adaptive maneuverability, good ground stability, strong obstacle-crossing ability, and strong anti-tilt performance during mining operations. These design features are not simple choices, but rather unconventional solutions were developed by considering the unique characteristics of deep-sea working conditions, the high physical limits of mining operations, high requirements for adaptive operation, and ease of operation. These solutions were determined through extensive experimental data, and the experimental process was not a step-by-step process. The process involved selecting various solutions, verifying logic, and adjusting solutions (for example, how to ensure ease of operation, durability, and strong adaptability to extreme physical working environments while requiring only a small amount of parameter detection and analysis, so as to ensure that the mining vehicle has good terrain adaptability, good grounding stability, strong obstacle crossing ability, and strong anti-tilting performance when the mining vehicle's walking posture is abnormal). Many technical difficulties and obstacles were encountered along the way, and even in-depth research was conducted on the movement control solutions of deep-sea equipment in different fields before finally finalizing the technical solution involved in this invention, filling a technical gap.

[0034] In the first embodiment or other embodiments of the present invention, in order to improve the longitudinal ground adhesion of the secondary track walking unit 3 on the soft base road surface, ensure the walking stability and sufficient stress support of the secondary track walking unit 3 after lifting, and improve ground stability and anti-tilt performance, preferably, there are two secondary track walking units 3, and the central lifting mechanism includes a stepped shaft, two sets of symmetrically arranged and hinged V-shaped connecting rod assemblies on the stepped shaft, and a retaining spring 31 for limiting the V-shaped connecting rod assemblies, wherein: The stepped shaft is a multi-stage variable diameter structure with a cross-sectional area decreasing symmetrically to the left and right ends. The left and right sides of the stepped shaft extend outward from the geometric center along the axial direction, and successively include an inner positioning shoulder 33, a hinge support section 35, a track positioning shoulder 36, and a track support section 37. Each set of V-shaped linkage assemblies corresponds to one secondary track walking unit 3. Each set of V-shaped linkage assemblies includes two V-shaped lifting drive rod assemblies that are hinged and fixed to the hinge support section 35. One end of each lifting drive rod assembly is fixed to the hinge support section 35 through a hinge sleeve 38, and the other end of each lifting drive rod assembly is hinged and fixed to the chassis 1 through a hinge lug 39. Each lifting drive rod assembly is equipped with a lifting electric cylinder 30 that drives the corresponding secondary track walking unit 3 to lift. (The advantage of this structural design is that by adjusting the V-shaped angle through synchronous telescoping, the stepped shaft and the secondary track walking units 3 on both sides can be driven to move vertically as a whole. It is easy to operate, the structure is reliable and durable, and it ensures that the secondary track walking unit 3 has sufficient stability and stress support, and it is highly adaptable to extreme physical working environments.) Two auxiliary track walking units 3 are fixedly installed at the left and right ends of the stepped shaft, respectively. Threaded holes are provided on the end faces of the left and right ends of the stepped shaft. The inner end face of the hinge sleeve 38 abuts against the inner positioning shoulder 33, and the outer side is axially limited by a retaining spring 31 (for example, axial limitation can be achieved by embedding the retaining spring 31 into the groove on the hinge support section 35, which is a common limiting structure design in the mechanical field and will not be elaborated here; the axial limitation structure using the retaining spring 31 is simple, durable, and highly adaptable to extreme physical working environments). The inner end face of the auxiliary track assembly of each auxiliary track walking unit 3 abuts against the corresponding track positioning shoulder 36, and the outer side is pressed by a clamping flange 32. The clamping flange 32 is connected by bolts to the threaded hole on the corresponding end face of the stepped shaft and the housing of the corresponding auxiliary track assembly (the advantages of this structural design are: simple and durable structure, highly adaptable to extreme physical working environments, and can effectively form a closed and stable axial limiting range to ensure that the auxiliary track assembly does not move during rotation).

[0035] The following combination Figure 8-18 An exemplary principle description is provided for the walking control device and control method for implementing travel control of the underwater mining vehicle's walking device.

[0036] See Figure 8 As shown, Figure 1-3 A first-person perspective illustration of the main track walking unit 2 being raised in a controlled manner; see reference. Figure 9 As shown, Figure 1-3 A schematic diagram from a second-person perspective when the main track walking unit 2 is controlled to lift upwards; see reference. Figure 10 As shown, Figure 1-3 A first-person perspective diagram of the main track walking unit 2 being pressed downwards under controlled pressure; see reference. Figure 11 As shown, Figure 1-3 A schematic diagram from a second-view perspective when the main track walking unit 2 is pressed downwards in a controlled manner; see reference. Figure 12 As shown, Figure 1-3 A schematic diagram from a first-person perspective of the main track walking unit 2 when it is turned to the right under controlled conditions; see reference. Figure 13 As shown, Figure 1-3 A schematic diagram from a second-view perspective of the main track walking unit 2 when it is turned to the right under controlled conditions; see reference. Figure 14 As shown, Figure 1-3 A schematic diagram from a first-person perspective of the main track walking unit 2 when it is turned to the left under control; see reference. Figure 15 As shown, Figure 1-3 A schematic diagram from a second-person perspective of the main track walking unit 2 when it is turned to the left under control; see reference. Figure 16 As shown, Figure 1 A schematic diagram of the structure of the first embodiment of the walking control device 5; see also Figure 17 As shown, it is based on Figure 16The walking control devices shown are 5 pairs. Figure 1-3 The diagram shows a flowchart illustrating the first embodiment of the method for implementing travel control of the underwater mining vehicle's traveling device; see also... Figure 18 The diagram shown is a schematic representation of the geometric relationship of the standard reference plane in the first embodiment of the present invention.

[0037] It should be noted that: Figure 16 The structure of the walking control device 5 according to the first embodiment of the present invention is only shown as an example. Those skilled in the art will understand that... Figure 16 The structure shown does not constitute a limitation on the structure of the walking control device 5. In other embodiments of the present invention (other than the first embodiment), the walking control device 5 may include fewer or more components than shown, or fewer or more specific combinations of components than shown, or the arrangement of the components of the walking control device 5 may be different from that shown, which will not be elaborated here.

[0038] In one embodiment of the present invention (e.g., the first embodiment or other embodiments), in order to make the underwater mining vehicle walking device easy to operate and control, highly adaptable to extreme physical working environments, and ensure that the mining vehicle has excellent dynamic attitude adjustment capabilities, preferably, the walking control device 5 includes a processing unit 50 (the storage unit 51 and the processing unit 50 can be independent chips or integrated into one chip, which will not be described in detail here), and a storage unit 51 and a multi-axis inertial measurement unit 52 (e.g., a six-axis inertial measurement unit IMU, where "six-axis" refers to the IMU including a three-axis accelerometer and a three-axis gyroscope, which together provide linear acceleration and angular velocity measurements in three-dimensional space, forming a 6-degree-of-freedom (6-DoF) motion sensing capability, which is an existing component, which will not be described in detail here), and the processing unit 50 is electrically connected to each main walking drive motor 22, each servo drive device 23, each auxiliary walking drive motor and each lifting cylinder 30 respectively; The storage unit 51 is used to store the travel control program 510; The processing unit 50 is used to call and execute the movement control program 510, and perform the following steps: S1. Receive electrical signals from the multi-axis inertial measurement unit 52 in real time or at regular intervals, reflecting preset travel parameters (e.g., roll angle, pitch angle, yaw angle, and triaxial acceleration) of the mining vehicle; receive electrical signals from each main track walking unit 2 and each auxiliary track walking unit 3, reflecting preset drive state parameters (e.g., rotational speed, horizontal travel distance, and drive current value); and receive electrical signals from each lifting cylinder 30, reflecting lifting displacement. Store the preset travel parameters of the mining vehicle corresponding to the received electrical signals, the preset drive state parameters corresponding to each main track walking unit 2 and each auxiliary track walking unit 3, and the lifting displacement corresponding to each lifting cylinder 30. S2. Every first preset time interval (e.g., 0.5 seconds), based on a preset anomaly analysis algorithm, the newly stored preset walking parameters and preset driving state parameters within the first preset time interval are analyzed to determine the current abnormal walking state of the mining vehicle. S3. Based on the pre-determined abnormal walking state and the mapping relationship between it and the drive commands of each main track walking unit 2, each auxiliary track walking unit 3 and / or each lifting electric cylinder 30, determine the drive commands of each main track walking unit 2, each auxiliary track walking unit 3 and / or each lifting electric cylinder 30 corresponding to the current abnormal walking state, and drive the corresponding main track walking unit 2, auxiliary track walking unit 3 and / or lifting electric cylinder 30 according to the determined drive commands to correct the attitude of the mining vehicle's current abnormal walking state. S4. During the attitude correction process, repeat steps S1, S2 and S3 until the mining vehicle's movement is normal.

[0039] It should be noted that the storage unit 51 includes at least one type of computer-readable storage medium, including flash memory, hard disk, multimedia card, card-type memory, random access memory, static random access memory, read-only memory, electrically erasable programmable read-only memory, programmable read-only memory, magnetic memory, magnetic disk, optical disk, etc. In some embodiments (e.g., the first embodiment), the storage unit 51 may be an internal storage unit of the seabed mining vehicle traveling device, such as the hard disk or memory of the seabed mining vehicle traveling device. In other embodiments (e.g., other embodiments besides the first embodiment), the storage unit 51 may also be an external storage device of the seabed mining vehicle traveling device, such as a plug-in hard disk, smart memory card, secure digital card, flash memory card, etc., equipped on the seabed mining vehicle traveling device. Of course, the storage unit 51 may also include both the internal storage unit and the external storage device of the seabed mining vehicle traveling device. In the first embodiment, the storage unit 51 is typically used to store the operating system and various application software installed on the seabed mining vehicle traveling device, such as the travel control program 510, etc. In addition, storage unit 51 can also be used to temporarily store various types of data that have been output or will be output.

[0040] In the first embodiment, the processing unit 50 may be a central processing unit, a controller, a microcontroller, a microprocessor, or other data processing chip. The processing unit 50 is typically used to control the overall operation of the underwater mining vehicle's traveling mechanism. In the first embodiment, the processing unit 50 is used to run program code stored in the storage unit 51 or process data, for example, to run the travel control program 510 stored in the storage unit 51.

[0041] It should be noted that any mathematically significant technical features involved in all embodiments of the present invention, such as "geometric center," "center of gravity," "coincidence," etc., are merely for the sake of brevity and do not imply that the actual shape and structure of the corresponding parts of the product must be exactly the same as the mathematically significant technical features described during the actual manufacturing and use of the product. Those skilled in the art will understand that, due to various physical, natural, and technical constraints, there will inevitably be reasonable errors between the actual shape and structure of the corresponding parts of the product and the ideal literal features in actual industrial applications. The existence of these reasonable errors is a natural consequence of natural laws, and these reasonable errors must be taken into account when interpreting the technical solutions disclosed in the present invention.

[0042] In the first embodiment or other embodiments of the present invention, the preset walking parameters and preset drive state parameters are detected by an existing six-axis inertial measurement unit, and the lifting displacement can be detected by any existing displacement sensor of any applicable type built into the lifting cylinder 30. The working principles of these existing components are known in the art. To facilitate understanding by those who are not skilled in the art, a brief explanation of the principles is given below: (1) The six-axis inertial measurement unit includes a three-axis accelerometer and a three-axis gyroscope. The vehicle roll angle, pitch angle, yaw angle and three-axis acceleration are obtained by existing attitude calculation algorithms. The three-axis acceleration is projected onto the walking direction after attitude compensation to obtain the vehicle horizontal acceleration. (2) The walking drive motors of each main track walking unit 2 and each auxiliary track walking unit 3 are equipped with high-resolution rotary encoders to detect the motor speed in real time, calculate the walking speed of the corresponding walking unit in combination with the track pitch, and collect the corresponding drive current value. (3) The displacement sensors built into each lifting cylinder 30 detect electrical signals reflecting the lifting displacement of the secondary track walking unit 3. In the first embodiment of the present invention or other embodiments, the displacement sensor can be a magnetoresistive displacement sensor, in which a series of equally spaced magnetoresistive elements can be precisely arranged axially in the cylinder wall or built-in guide tube of the lifting cylinder 30. As the piston of the lifting cylinder 30 moves, the permanent magnet on the piston changes the resistance value of the nearby magnetoresistive elements with its magnetic field, which is then converted into the corresponding displacement electrical signal, which will not be elaborated here.

[0043] To achieve an effective balance in terms of attitude correction, energy consumption, and computational resource scheduling, the intelligent control scheme designed in this invention does not perform comprehensive abnormal walking state identification and correction. Instead, it identifies and corrects only key abnormal walking states determined after pre-analysis and post-validation of extensive experimental data. In the first embodiment or other embodiments of this invention, the abnormal walking states include abnormal vehicle attitude, the preset walking parameters include the vehicle's roll angle and pitch angle, and the preset abnormal analysis algorithm includes: Based on the multi-axis inertial measurement unit 52, a standard reference plane is constructed for the underwater mining vehicle's walking device (e.g., Figure 18 The standard reference plane 210 shown can be constructed based on the geometric center of the underwater mining vehicle's traveling device as the origin O, forming a three-dimensional rectangular coordinate system. The XOY plane of the three-dimensional rectangular coordinate system is a standard reference plane parallel to the sea level. The relevant principles use relatively conventional mathematical knowledge, which will not be elaborated here. The multi-axis inertial measurement unit 52 receives the roll angle and pitch angle of the vehicle body based on the constructed standard reference plane in real time or at regular intervals. If the roll angle of the vehicle body is positive, the absolute value of the roll angle is greater than the first angle threshold (e.g., 25 degrees, 30 degrees, 32 degrees, etc.), and the duration is greater than the second preset time (e.g., 1.8 seconds, 2 seconds, etc.), then it is determined that the underwater mining vehicle walking device is in an abnormal vehicle body posture with the vehicle body tilted to the left. If the roll angle of the vehicle body is negative, the absolute value of the roll angle is greater than the first angle threshold, and the duration is greater than the second preset time, then it is determined that the underwater mining vehicle walking device is in an abnormal vehicle body posture with the vehicle body tilted to the right. If the pitch angle of the vehicle body is positive, the absolute value of the pitch angle is greater than the second angle threshold (e.g., 25 degrees, 30 degrees, 32 degrees, 38 degrees, etc., the first angle threshold and the second angle threshold can be the same or different, which will not be elaborated here), and the duration is greater than the third preset time (e.g., 1.5 seconds, 1.8 seconds, 2 seconds, etc., the second preset time and the third preset time can be the same or different, which will not be elaborated here), then it is determined that the underwater mining vehicle walking device is in an abnormal vehicle body posture with the front part raised upward; If the pitch angle of the vehicle body is negative, the absolute value of the pitch angle is greater than the second angle threshold, and the duration is greater than the third preset time, then it is determined that the vehicle body posture of the seabed mining vehicle walking device is abnormal, with the front of the vehicle body diving downward.

[0044] To facilitate understanding by those not skilled in the art, the relevant terms are explained below: "Roll angle" is a common standard term in the fields of vehicle engineering and inertial navigation. In this embodiment of the invention, it refers to the tilt angle of the "mining vehicle body main frame" (i.e., chassis 1) relative to the horizontal plane (i.e., the standard reference plane) (this tilt angle can be directly detected by a six-axis inertial measurement unit (IMU) installed at the geometric center of chassis 1). The quantitative physical function of "roll angle" in this invention: refers to the angle at which the vehicle body rotates around its longitudinal axis (i.e., the X-axis in the front-to-back direction); if the "roll angle" is positive, it means that the vehicle body is tilted to the left (left higher than right); if the "roll angle" is negative, it means that the vehicle body is tilted to the right (right higher than left).

[0045] "Pitch angle" is a common standard term in the fields of vehicle engineering, aerospace and robotics. In this embodiment of the invention, it also refers to the tilt angle of the "mining vehicle body main frame" (i.e. chassis 1) relative to the horizontal plane (i.e. standard reference plane) (which can be directly detected by a six-axis inertial measurement unit (IMU) installed at the geometric center of chassis 1). The quantitative physical function of "pitch angle" in this invention: refers to the angle at which the vehicle body rotates around its lateral axis (i.e., the Y-axis in the left-right direction); if the "pitch angle" is positive, it means that the front of the vehicle body is raised (head-up / uphill posture); if the "pitch angle" is negative, it means that the front of the vehicle body is lowered (head-down / downhill posture).

[0046] To facilitate understanding by those not skilled in the art, the principle of constructing a three-dimensional Cartesian coordinate system based on the geometric center of the underwater mining vehicle's traveling device as the origin O is briefly explained below: This embodiment adopts a right-handed Cartesian coordinate system based on the vehicle body, which is defined in accordance with the general conventions in the fields of inertial navigation and robotics (e.g., consistent with the output of mainstream IMU sensors). Origin of the coordinate system: The origin of the coordinate system (0,0,0) is set at the geometric center of the main frame of the vehicle body (usually close to the center of gravity of the vehicle), and all rotations and displacements are calculated around this center point. By fixing the multi-axis inertial measurement unit 52 to the chassis 1, the coordinate system is essentially "fixed" to the vehicle body and moves with the vehicle body. The correspondence between each axis and the physical structure of the vehicle is as follows: X-axis (longitudinal axis): points directly forward of the vehicle, and coincides with the vehicle's center line of symmetry; Y-axis (lateral axis): points to the left side of the vehicle body, and is perpendicular to the X-axis; Z-axis (vertical axis): pointing vertically upwards from the ground. The Z-axis is perpendicular to the chassis plane 1 and represents the vertical undulation direction of the vehicle.

[0047] To achieve an effective balance in terms of attitude correction, energy consumption, and computational resource scheduling, the intelligent control scheme designed in this invention does not perform comprehensive abnormal walking state identification and correction. Instead, it only identifies and corrects key abnormal walking states determined after pre-analysis and post-group verification based on a large amount of experimental data. In the first embodiment of this invention or other embodiments, the abnormal walking states include local slippage anomalies, and the preset anomaly analysis algorithm includes: Calculate the absolute value of the difference in travel speed between the front and rear main track travel units 2 on the left or right side of the vehicle body, respectively; If the calculated absolute value is greater than the preset speed difference threshold (e.g., 0.3 m / s), the relative deviation of the corresponding drive current (i.e., the percentage of the absolute value of the difference between the drive currents of the front and rear main track walking units 2 on the left or right side of the vehicle body divided by the larger of the two values) is greater than the preset percentage (e.g., 30%), and the duration is greater than the fourth preset time (e.g., 1.8 seconds, 2 seconds, 2.5 seconds, etc.), then it is determined that there is a local slippage abnormality on the left or right side of the corresponding side.

[0048] To achieve an effective balance in terms of attitude correction, energy consumption, and computational resource scheduling, the intelligent control scheme designed in this invention does not perform comprehensive abnormal walking state identification and correction. Instead, it only identifies and corrects key abnormal walking states determined after pre-analysis and post-group verification based on a large amount of experimental data. In the first embodiment of this invention or other embodiments, the abnormal walking states include local lifting anomalies, and the preset anomaly analysis algorithm includes: If the absolute value of the vehicle's pitch angle is greater than the third angle threshold (e.g., 15 degrees, 25 degrees, 30 degrees, 32 degrees, 38 degrees, etc., the third angle threshold and the second angle threshold can be the same or different, which will not be elaborated here), and the actual driving current of at least one main track walking unit 2 at the front or rear of the vehicle is less than the standard driving current corresponding to the current walking speed (e.g., for each main track walking unit 2, there is pre-stored mapping relationship data between walking speed and standard driving current, and the standard driving current corresponding to the current walking speed of the main track walking unit 2 can be determined based on the mapping relationship data, which will not be elaborated here), and the actual driving current of at least one auxiliary track walking unit 3 is less than the standard driving current corresponding to the current walking speed (e.g., for each auxiliary track walking unit 3, there is pre-stored mapping relationship data between walking speed and standard driving current, and the standard driving current corresponding to the current walking speed of the auxiliary track walking unit 3 can be determined based on the mapping relationship data, which will not be elaborated here), and the duration is greater than the fifth preset time (e.g., 2 seconds, 2.5 seconds, 5 seconds, etc.), then it is determined that there is a local lifting abnormality in the underwater mining vehicle walking device.

[0049] To achieve an effective balance in terms of attitude correction, energy consumption, and computational resource scheduling, the intelligent control scheme designed in this invention does not perform comprehensive abnormal walking state identification and correction. Instead, it only identifies and corrects key abnormal walking states determined after pre-analysis and post-group verification based on a large amount of experimental data. In the first embodiment of this invention or other embodiments, the abnormal walking states include global slippage anomalies, and the preset anomaly analysis algorithm includes: Select the minimum walking speed from the current walking speeds corresponding to each main track walking unit 2; Based on the pre-stored mapping table of walking speed and vehicle horizontal acceleration standard range, query the vehicle horizontal acceleration standard range corresponding to the minimum walking speed (this mapping table is pre-generated and stored after bench tests under no-load, half-load and full-load conditions before the vehicle leaves the factory, and after slope compensation calculation combined with real-time vehicle pitch angle. This is a common experimental process in the field of vehicle engineering, which will not be elaborated here). The current horizontal acceleration of the vehicle body is obtained. This acceleration is obtained by projecting the three-axis acceleration signal output by the multi-axis inertial measurement unit into the direction of travel after attitude compensation. If the current horizontal acceleration of the vehicle body is less than the lower limit of the standard range of horizontal acceleration of the vehicle body, and the duration is greater than the sixth preset time (e.g., 2 seconds, 2.5 seconds, 5 seconds, etc.), then it is determined that the walking device of the seabed mining vehicle has a global slippage anomaly.

[0050] Based on the various abnormal walking states described above, in the first embodiment or other embodiments of the present invention, the description of the attitude correction for the current abnormal walking state of the mining vehicle is as follows: If the underwater mining vehicle's traveling device is in an abnormal left-tilted vehicle posture, then the left-side main track traveling units 2 are controlled to perform a posture correction action by pressing the front end of the track downwards based on the corresponding parallel active ball joint device (for example, see...). Figure 10-11 The attitude correction action shown aims to enhance the ground adhesion of the left main track walking unit 2. It should be noted that, based on the pre-stored mapping relationship between attitude correction actions and drive commands, corresponding drive commands can be sent to the corresponding main track walking unit 2 to achieve the attitude adjustment function of the main track walking unit 2 (details omitted here). Simultaneously, the right main track walking unit 2 is controlled to perform an attitude correction action by lifting the front end of its track upwards (for example, see...). Figure 8-9 The attitude correction action shown is aimed at releasing the ground adhesion of the right main track traveling unit 2. If the undersea mining vehicle's traveling device is in an abnormal right-tilted vehicle posture, then the right-side main track traveling units 2 are controlled to perform a posture correction action by pressing the front end of the track downwards based on the corresponding parallel active ball joint device (for example, see...). Figure 10-11 The attitude correction action shown aims to enhance the ground adhesion of the right main track traveling unit 2, while simultaneously controlling the left main track traveling unit 2 to perform an attitude correction action by lifting the front end of the track upwards (for example, see...). Figure 8-9 The attitude correction action shown is aimed at releasing the ground adhesion of the left main track walking unit 2. If the underwater mining vehicle's traveling device is in an abnormal posture with the front of the vehicle body raised upwards, then control each of the front main track traveling units 2 to perform a posture correction action by pressing the front end of the track downwards (for example, see...). Figure 10-11 The attitude correction action shown aims to enhance the ground adhesion of each of the front main track walking units 2, while simultaneously controlling each of the rear main track walking units 2 to perform an attitude correction action that lifts the front end of the track upwards (for example, see...). Figure 8-9 The attitude correction action shown is intended to release the ground adhesion of each of the rear main track walking units 2. If the underwater mining vehicle's traveling device is in an abnormal posture with the front of the vehicle body tilting downwards, then the rear main track traveling units 2 are controlled to perform a posture correction action by pressing the front ends of the tracks downwards (for example, see...). Figure 10-11 The attitude correction action shown aims to enhance the ground adhesion of each rear main track walking unit 2, while simultaneously controlling each front main track walking unit 2 to perform an attitude correction action that lifts the front end of the track upwards (for example, see...). Figure 8-9 The attitude correction action shown is intended to release the ground adhesion of each of the front main track walking units 2. If the underwater mining vehicle's traveling device experiences a localized slippage anomaly on the left side, and the traveling speed of the left front main track traveling unit 2 is greater than that of the left rear main track traveling unit 2, then the left front main track traveling unit 2 is controlled to perform a posture correction action by pressing the front end of the track downwards (for example, see...). Figure 10-11 The attitude correction action shown aims to enhance the ground adhesion of the left front main track walking unit 2. The left rear main track walking unit 2 can remain unchanged in attitude, or it can gradually perform attitude correction actions by lifting the front end of the track according to a preset linear power control, until the difference in walking speed between the left front main track walking unit 2 and the left rear main track walking unit 2 is less than a preset threshold, at which point further attitude correction actions of the left rear main track walking unit 2 are stopped. If the drive current of the auxiliary track walking unit 3 is less than the standard drive current corresponding to the current walking speed, the corresponding lifting cylinder 30 is controlled to descend to the first preset initial position (e.g., 60% of the maximum extension length, to provide auxiliary support without interfering with the main track walking unit 2). After a seventh preset time (e.g., 0.5 seconds, 0.6 seconds, etc.), the current drive current of the auxiliary track walking unit 3 is detected. If the current drive current is still less than the standard drive current corresponding to the current walking speed, the corresponding lifting cylinder 30 is controlled to descend gradually in preset steps (e.g., increasing by 5% of the maximum extension length each time). After each step, the current drive current of the auxiliary track walking unit 3 is detected again after a seventh preset time, until the current drive current is still greater than or equal to the standard drive current corresponding to the current walking speed, or the current drive current is equal to the preset current threshold, or the lifting cylinder 30 descends to the maximum extension length (the lifting cylinder 30 provides thrust through step control to prevent structural deformation caused by the clamping process). If the underwater mining vehicle's traveling device experiences a localized slippage anomaly on the left side, and the traveling speed of the left rear main track traveling unit 2 is greater than the traveling speed of the left front main track traveling unit 2, then the left rear main track traveling unit 2 is controlled to perform a posture correction action by pressing the front end of the track downwards (for example, see...). Figure 10-11The attitude correction action shown aims to enhance the ground adhesion of the left rear main track walking unit 2. The left front main track walking unit 2 can remain unchanged in attitude, or it can gradually perform an attitude correction action by lifting the front end of the track according to a preset linear power control, until the difference in walking speed between the left rear and front main track walking units 2 is less than a preset threshold, at which point further attitude correction actions of the left front main track walking unit 2 cease. If the drive current of the auxiliary track walking unit 3 is less than the standard drive current corresponding to the current walking speed... If the corresponding lifting cylinder 30 is lowered to the first preset initial position, the current driving current of the auxiliary track walking unit 3 is detected after a seventh preset time. If the current driving current is still less than the standard driving current corresponding to the current walking speed, the corresponding lifting cylinder 30 is controlled to descend step by step with a preset step size. After each step is completed, the current driving current of the auxiliary track walking unit 3 is detected again after a seventh preset time, until the current driving current is greater than or equal to the standard driving current corresponding to the current walking speed, or the current driving current is equal to the preset current threshold, or the lifting cylinder 30 is lowered to the maximum extension length. If the right side of the seabed mining vehicle's traveling device experiences a localized slippage anomaly, and the traveling speed of the right front main track traveling unit 2 is greater than that of the right rear main track traveling unit 2, then the right front main track traveling unit 2 is controlled to perform a posture correction action by pressing the front end of the track downwards (for example, see...). Figure 10-11 The attitude correction action shown aims to enhance the ground adhesion of the right front main track walking unit 2. The right rear main track walking unit 2 can remain unchanged in attitude, or it can gradually perform an attitude correction action by lifting the front end of the track according to a preset linear power control, until the difference in walking speed between the right front and rear main track walking units 2 is less than a preset threshold, at which point further attitude correction actions of the right rear main track walking unit 2 cease. If the drive current of the auxiliary track walking unit 3 is less than the standard drive current corresponding to the current walking speed... If the corresponding lifting cylinder 30 is lowered to the first preset initial position, the current driving current of the auxiliary track walking unit 3 is detected after a seventh preset time. If the current driving current is still less than the standard driving current corresponding to the current walking speed, the corresponding lifting cylinder 30 is controlled to descend step by step with a preset step size. After each step is completed, the current driving current of the auxiliary track walking unit 3 is detected again after a seventh preset time, until the current driving current is greater than or equal to the standard driving current corresponding to the current walking speed, or the current driving current is equal to the preset current threshold, or the lifting cylinder 30 is lowered to the maximum extension length. If the right side of the seabed mining vehicle's traveling device experiences a localized slippage anomaly, and the traveling speed of the right rear main track traveling unit 2 is greater than that of the right front main track traveling unit 2, then the right rear main track traveling unit 2 is controlled to perform a posture correction action by pressing the front end of the track downwards (for example, see...). Figure 10-11 The attitude correction action shown aims to enhance the ground adhesion of the rear main track walking unit 2 on the right side. The front main track walking unit 2 on the right side can remain unchanged in attitude, or it can gradually perform an attitude correction action by lifting the front end of the track according to a preset linear power control, until the difference in walking speed between the rear and front main track walking units 2 on the right side is less than a preset threshold, at which point further attitude correction actions of the front main track walking unit 2 on the right side cease. If the drive current of the auxiliary track walking unit 3 is less than the standard drive current corresponding to the current walking speed... If the corresponding lifting cylinder 30 is lowered to the first preset initial position, the current driving current of the auxiliary track walking unit 3 is detected after a seventh preset time. If the current driving current is still less than the standard driving current corresponding to the current walking speed, the corresponding lifting cylinder 30 is controlled to descend step by step with a preset step size. After each step is completed, the current driving current of the auxiliary track walking unit 3 is detected again after a seventh preset time, until the current driving current is greater than or equal to the standard driving current corresponding to the current walking speed, or the current driving current is equal to the preset current threshold, or the lifting cylinder 30 is lowered to the maximum extension length. If the underwater mining vehicle's walking device experiences a localized lifting anomaly, and the actual drive current of at least one main track walking unit 2 at the front of the vehicle is less than the standard drive current corresponding to the current walking speed, then the main track walking units 2 at the front will be controlled to perform a posture correction action of pressing the front end of the track downwards (for example, see...). Figure 10-11 (The posture correction action shown); control the lifting cylinder 30 to descend to the second preset initial position (e.g., 85% of the maximum extension length), and after a delay of the eighth preset time (e.g., 0.5 seconds, 0.6 seconds, etc.), detect the current drive current of the auxiliary track walking unit 3; if the current drive current is still less than the standard drive current corresponding to the current walking speed, then continue to control the corresponding lifting cylinder 30 to descend step by step with a preset step size. After each step, delay the eighth preset time and re-detect the current drive current of the auxiliary track walking unit 3 until the current drive current is greater than or equal to the standard drive current corresponding to the current walking speed, or the current drive current is equal to the preset current threshold, or the lifting cylinder 30 descends to the maximum extension length; If the underwater mining vehicle's walking device experiences a localized lifting anomaly, and the actual drive current of at least one main track walking unit 2 at the rear of the vehicle is less than the standard drive current corresponding to the current walking speed, then the rear main track walking units 2 are controlled to perform a posture correction action of pressing the front end of the track downwards (for example, see...). Figure 10-11 (The posture correction action shown); control the lifting cylinder 30 to descend to the second preset initial position (e.g., 85% of the maximum extension length), and after a delay of the eighth preset time (e.g., 0.5 seconds, 0.6 seconds, etc.), detect the current drive current of the auxiliary track walking unit 3; if the current drive current is still less than the standard drive current corresponding to the current walking speed, then continue to control the corresponding lifting cylinder 30 to descend step by step with a preset step size. After each step, delay the eighth preset time and re-detect the current drive current of the auxiliary track walking unit 3 until the current drive current is greater than or equal to the standard drive current corresponding to the current walking speed, or the current drive current is equal to the preset current threshold, or the lifting cylinder 30 descends to the maximum extension length; If the underwater mining vehicle's walking device experiences a global slippage anomaly, then the front and rear main track walking units 2 are controlled to perform an attitude correction action by lifting the front end of the track upwards (for example, see...). Figure 8-9 The attitude correction action shown is intended to release the ground adhesion of each of the front and rear main track walking units 2; control the lifting electric cylinder 30 to descend to the maximum extension length, so that the auxiliary track walking unit 3 can act as the main ground drive unit; After the mining vehicle returns to normal travel status, control each main track walking unit 2 to return to normal walking posture, and control the lifting electric cylinder 30 to return to normal lifting position.

[0051] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, apparatus, article, or method that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, apparatus, article, or method. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, apparatus, article, or method that includes that element.

[0052] The sequence numbers of the above embodiments of the present invention are merely for description and do not represent the superiority or inferiority of the embodiments. Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases, the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0053] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A walking device for a seabed mining vehicle, comprising a chassis and a main track walking system disposed on both sides of the chassis, characterized in that, The undersea mining vehicle's walking device also includes a walking control device mounted on the chassis and a secondary track walking system located in the middle of the chassis, wherein: The main track travel system includes at least four main track travel units located on both sides of the chassis. Each main track travel unit includes a main track assembly, a main connecting rod assembly, a main travel drive motor that drives the main track assembly, and a parallel active ball joint device. The parallel active ball joint device includes a servo drive device fixed on the chassis base, and the servo drive device includes a metal ball. One end of the main connecting rod assembly is fixedly mounted with the main travel drive motor, and the output shaft of the main travel drive motor is connected to the main track assembly. The other end of the main connecting rod assembly is connected to the servo drive device through the metal ball to form a ball joint connection, forming a support point that can rotate in multiple directions. The secondary track walking system includes at least one secondary track walking unit located in the middle of the chassis, and a central lifting mechanism that fixes and drives the secondary track walking unit to rise and fall. The central lifting mechanism includes a lifting electric cylinder that drives the secondary track walking unit to rise and fall. Each secondary track walking unit includes a secondary track assembly and a secondary walking drive motor that drives the secondary track assembly to move. The walking control device is mounted on the chassis and is electrically connected to each main walking drive motor, each servo drive unit, each auxiliary walking drive motor, and each lifting cylinder. It is used to detect and receive the preset walking parameters of the mining vehicle, receive the preset drive state parameters fed back by each main track walking unit and each auxiliary track walking unit, and receive the lifting displacement fed back by each lifting cylinder. Based on a preset anomaly analysis algorithm, it analyzes the received preset walking parameters and preset drive state parameters to determine the current abnormal walking state of the mining vehicle. According to the drive command corresponding to the current abnormal walking state, it drives the corresponding main track walking unit, auxiliary track walking unit, and / or lifting cylinder to correct the attitude of the mining vehicle in the current abnormal walking state.

2. The underwater mining vehicle traveling device as described in claim 1, characterized in that, The auxiliary track traveling unit has two parts. The central lifting mechanism includes a stepped shaft, two sets of symmetrically arranged V-shaped linkage assemblies hinged to the stepped shaft, and a retaining spring for limiting the movement of the V-shaped linkage assemblies, wherein: The stepped shaft is a multi-stage variable diameter structure with a cross-sectional area that decreases symmetrically to the left and right ends. The left and right sides of the stepped shaft extend outward from the geometric center along the axial direction and include, in sequence, an inner positioning shoulder, a hinge support section, a track positioning shoulder, and a track support section. Each set of V-shaped linkage assemblies corresponds to a secondary track travel unit. Each set of V-shaped linkage assemblies includes two V-shaped lifting drive rod assemblies that are hinged and fixed on the hinge support section. One end of each lifting drive rod assembly is fixed to the hinge support section through a hinge sleeve, and the other end of each lifting drive rod assembly is hinged and fixed to the chassis through a hinge lug. Each lifting drive rod assembly is equipped with a lifting electric cylinder that drives the corresponding secondary track travel unit to lift. Two auxiliary track units are fixedly installed at the left and right ends of the stepped shaft, respectively; threaded holes are provided on the end faces of the left and right ends of the stepped shaft; the inner end face of the hinge sleeve abuts against the inner positioning shoulder, and the outer side is axially limited by a snap ring; the inner end face of the auxiliary track assembly of each auxiliary track unit abuts against the corresponding track positioning shoulder, and the outer side is pressed by a clamping flange, which is connected by bolts to the threaded hole of the corresponding end face of the stepped shaft and the housing of the corresponding auxiliary track assembly.

3. The underwater mining vehicle traveling device as described in claim 1, characterized in that, The walking control device includes a processing unit, a storage unit and a multi-axis inertial measurement unit electrically connected to the processing unit. The processing unit is electrically connected to each main walking drive motor, each servo drive device, each auxiliary walking drive motor and each lifting electric cylinder. The storage unit is used to store the travel control program; The processing unit is used to call and execute the movement control program, performing the following steps: S1. Receive electrical signals from the multi-axis inertial measurement unit that detect preset travel parameters of the mining vehicle in real time or at regular intervals; receive electrical signals from each main track walking unit and each auxiliary track walking unit that reflect preset drive state parameters; receive electrical signals from each lifting cylinder that reflect lifting displacement; and store the preset travel parameters of the mining vehicle corresponding to the received electrical signals, the preset drive state parameters corresponding to each main track walking unit and each auxiliary track walking unit, and the lifting displacement corresponding to each lifting cylinder. S2. Every first preset time interval, based on a preset anomaly analysis algorithm, the newly stored preset walking parameters and preset driving state parameters within the first preset time interval are analyzed to determine the current abnormal walking state of the mining vehicle. S3. Based on the pre-determined abnormal walking state and the mapping relationship between it and the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting electric cylinder, determine the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting electric cylinder corresponding to the current abnormal walking state, and drive the corresponding main track walking unit, auxiliary track walking unit and / or lifting electric cylinder according to the determined drive commands to correct the attitude of the mining vehicle's current abnormal walking state. S4. During the attitude correction process, repeat steps S1, S2 and S3 until the mining vehicle's movement is normal.

4. The underwater mining vehicle traveling device as described in claim 3, characterized in that, The abnormal walking state includes abnormal vehicle posture, the preset walking parameters include the vehicle's roll angle and pitch angle, and the preset anomaly analysis algorithm includes: Based on the multi-axis inertial measurement unit, a standard reference plane is constructed for the underwater mining vehicle's walking device; The multi-axis inertial measurement unit receives the roll and pitch angles of the vehicle body in real time or at regular intervals, based on the constructed standard reference plane. If the roll angle of the vehicle body is positive, the absolute value of the roll angle is greater than the first angle threshold, and the duration is greater than the second preset time, then it is determined that the underwater mining vehicle walking device is in an abnormal vehicle body posture with the vehicle body tilted to the left. If the roll angle of the vehicle body is negative, the absolute value of the roll angle is greater than the first angle threshold, and the duration is greater than the second preset time, then it is determined that the underwater mining vehicle walking device is in an abnormal vehicle body posture with the vehicle body tilted to the right. If the pitch angle of the vehicle body is positive, the absolute value of the pitch angle is greater than the second angle threshold, and the duration is greater than the third preset time, then it is determined that the vehicle body posture of the seabed mining vehicle walking device is abnormal with the front part raised upward. If the pitch angle of the vehicle body is negative, the absolute value of the pitch angle is greater than the second angle threshold, and the duration is greater than the third preset time, then it is determined that the vehicle body posture of the seabed mining vehicle walking device is abnormal, with the front of the vehicle body diving downward.

5. The underwater mining vehicle traveling device as described in claim 3, characterized in that, The abnormal walking state includes local slippage anomalies, and the preset anomaly analysis algorithm includes: Calculate the absolute value of the difference in travel speed between the front and rear main track travel units on the left or right side of the vehicle body, respectively; If the calculated absolute value is greater than the preset speed difference threshold, the relative deviation of the corresponding drive current is greater than the preset percentage, and the duration is greater than the fourth preset time, then it is determined that there is a local slippage abnormality on the left or right side.

6. The underwater mining vehicle traveling device as described in claim 3, characterized in that, The abnormal walking state includes localized uplift anomalies, and the preset anomaly analysis algorithm includes: If the absolute value of the vehicle's pitch angle is greater than the third angle threshold, the actual driving current of at least one main track walking unit at the front or rear of the vehicle is less than the standard driving current corresponding to the current walking speed, the actual driving current of at least one auxiliary track walking unit is less than the standard driving current corresponding to the current walking speed, and the duration is greater than the fifth preset time, then it is determined that the underwater mining vehicle walking device has a local lifting abnormality.

7. The underwater mining vehicle traveling device as described in claim 3, characterized in that, The abnormal walking state includes a global slippage anomaly, and the preset anomaly analysis algorithm includes: Select the minimum walking speed from the current walking speeds corresponding to each main track walking unit; Based on the pre-stored mapping table of walking speed and vehicle horizontal acceleration standard range, query the vehicle horizontal acceleration standard range corresponding to the minimum walking speed. The current horizontal acceleration of the vehicle body is obtained by projecting the three-axis acceleration signal output by the multi-axis inertial measurement unit into the direction of travel after attitude compensation. If the current horizontal acceleration of the vehicle body is less than the lower limit of the standard range of horizontal acceleration of the vehicle body, and the duration is greater than the sixth preset time, then it is determined that the walking device of the seabed mining vehicle has a global slippage anomaly.

8. A method for controlling the movement of a seabed mining vehicle, applicable to the seabed mining vehicle movement device according to any one of claims 1-7, the seabed mining vehicle movement device comprising a multi-axis inertial measurement unit, multiple main track movement units, at least one auxiliary track movement unit, and a central lifting mechanism for fixing and driving the auxiliary track movement unit to rise and fall, the central lifting mechanism comprising a lifting electric cylinder for driving the auxiliary track movement unit to rise and fall, characterized in that, The method includes: S1. Receive electrical signals from the multi-axis inertial measurement unit that detect preset travel parameters of the mining vehicle in real time or at regular intervals; receive electrical signals from each main track walking unit and each auxiliary track walking unit that reflect preset drive state parameters; receive electrical signals from each lifting cylinder that reflect lifting displacement; and store the preset travel parameters of the mining vehicle corresponding to the received electrical signals, the preset drive state parameters corresponding to each main track walking unit and each auxiliary track walking unit, and the lifting displacement corresponding to each lifting cylinder. S2. Every first preset time interval, based on a preset anomaly analysis algorithm, the newly stored preset walking parameters and preset driving state parameters within the first preset time interval are analyzed to determine the current abnormal walking state of the mining vehicle. S3. Based on the pre-determined abnormal walking state and the mapping relationship between it and the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting electric cylinder, determine the drive commands of each main track walking unit, each auxiliary track walking unit and / or each lifting electric cylinder corresponding to the current abnormal walking state, and drive the corresponding main track walking unit, auxiliary track walking unit and / or lifting electric cylinder according to the determined drive commands to correct the attitude of the mining vehicle's current abnormal walking state. S4. During the attitude correction process, repeat steps S1, S2 and S3 until the mining vehicle's movement is normal.

9. A subsea mining vehicle, characterized in that, Includes the underwater mining vehicle traveling device as described in any one of claims 1-7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the underwater mining vehicle movement control method as described in claim 8.

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