Method, device and equipment for controlling the attitude of a waterborne vehicle, and vehicle

Abstract

This application provides a method, apparatus, device, and vehicle for controlling the attitude of a vehicle navigating in water. Relating to the field of vehicle control technology, this solution, when the vehicle is floating, first estimates the initial pitch or roll attitude based on the vehicle's original load data, and then performs feedforward speed distribution to multiple drive components accordingly. Next, it combines the attitude angular velocity information during navigation to generate dynamic compensation quantities for each drive component, and then fuses these to form the target output of the corresponding drive component for coordinated control. In this process, by combining the initial attitude influence caused by the load with the dynamic attitude changes during navigation, feedforward adjustment and feedback compensation are combined, which can improve the attitude stability, control accuracy, and navigation safety of the vehicle while navigating in water.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a method, device, equipment and vehicle for controlling the attitude of a vehicle navigating underwater. Background Technology

[0002] With the development of vehicle technology, amphibious vehicles are gradually being used. When these vehicles navigate in water, they are prone to attitude deviations such as nose-diving, rear-diving, or body roll. These deviations not only increase drag and reduce propulsion efficiency but can also affect driver visibility and handling stability, and in severe cases, even endanger navigational safety. Therefore, effectively controlling the attitude of these vehicles while navigating in water has become a pressing technical problem that needs to be solved.

[0003] In related technologies, attitude control of vehicles navigating underwater involves acquiring the real-time attitude angle of the vehicle while it is navigating in water. When the attitude angle exceeds a preset threshold, the rotational speed of the drive components is adjusted to correct the vehicle's attitude. However, this method only uses the real-time attitude angle as the control input, making it difficult to achieve active and stable attitude control. Summary of the Invention

[0004] This application provides a method, device, equipment, and vehicle for controlling the attitude of a vehicle navigating in water, which can realize active and stable attitude control of the vehicle when navigating in water, thereby improving navigation stability and safety.

[0005] In a first aspect, this application provides a method for controlling the attitude of a vehicle navigating underwater, comprising:

[0006] Based on the vehicle's original load data, determine the vehicle's initial attitude in a floating state;

[0007] Based on the initial attitude, the initial rotational speeds of multiple drive components in the vehicle are adjusted forward to obtain the forward rotational speed of each drive component.

[0008] The feedback compensation speed of each drive component is determined based on the attitude angular velocity of the vehicle when it is sailing in water.

[0009] For each drive component, a target rotational speed is determined based on the feedforward rotational speed and the feedback compensation rotational speed of the drive component, and the drive component is controlled according to the target rotational speed to adjust the vehicle's navigation attitude in the water.

[0010] In one possible implementation, the step of feedforward adjusting the initial rotational speeds of multiple drive components in the vehicle based on the initial attitude to obtain the feedforward rotational speed of each drive component includes:

[0011] The initial rotational speed of each drive component is determined based on the accelerator pedal opening and steering wheel angle of the vehicle.

[0012] Based on the initial attitude and the vehicle's load distribution data, determine the speed adjustment amount;

[0013] Based on the speed adjustment amount and the weight coefficient of each driving component, the initial speed of each driving component is adjusted forward to obtain the feedforward speed.

[0014] In one possible implementation, the step of feedforward adjusting the initial speed of each drive component based on the speed adjustment amount and the weighting coefficient of each drive component to obtain the feedforward speed includes:

[0015] Based on the initial attitude, determine the weight coefficient of each driving component;

[0016] The speed adjustment amount is multiplied by the weighting coefficient of each drive component to obtain the speed compensation value of each drive component.

[0017] The initial speed of each drive component is added to the corresponding speed compensation value to obtain the feedforward speed of each drive component.

[0018] In one possible implementation, determining the speed adjustment amount based on the initial attitude and the vehicle's load distribution data includes:

[0019] The load difference is determined based on the initial attitude and the vehicle's load distribution data; the load distribution data is calculated based on the original load data.

[0020] Based on the load difference, a preset mapping relationship is queried to determine the speed adjustment amount; the preset mapping relationship includes the initial attitude and the speed adjustment amount corresponding to different load differences under the initial attitude.

[0021] In one possible implementation, the initial posture includes front-end tilting, rear-end tilting, left-side tilting, and right-side tilting; the load distribution data includes the front load, rear load, left-side load, and right-side load of the vehicle; determining the load difference based on the initial posture and the vehicle's load distribution data includes:

[0022] When the initial posture is the front of the vehicle sinking or the rear of the vehicle sinking, the difference between the front load and the rear load is determined as the load difference.

[0023] When the initial posture is the vehicle body tilted to the left or to the right, the difference between the load on the left side and the load on the right side is determined as the load difference.

[0024] In one possible implementation, determining the feedback compensation rotational speed of each drive component based on the vehicle's attitude angular velocity while navigating in water includes:

[0025] Determine the preset attitude threshold of the vehicle;

[0026] The attitude adjustment time of the vehicle is calculated based on the preset attitude threshold and the attitude angular velocity.

[0027] Based on the attitude adjustment duration and multiple preset duration thresholds, the attitude deviation level of the vehicle is determined;

[0028] The feedback compensation speed of each drive component is determined based on the attitude deviation level and the attitude adjustment duration.

[0029] In one possible implementation, the plurality of duration thresholds includes a first duration threshold and a second duration threshold, wherein the first duration threshold is smaller than the second duration threshold;

[0030] The determination of the vehicle's attitude deviation level based on the attitude adjustment duration and multiple preset duration thresholds includes:

[0031] When the attitude adjustment time is less than or equal to the first time threshold, the attitude deviation level is determined to be the first level;

[0032] When the attitude adjustment duration is greater than the first duration threshold and less than the second duration threshold, the attitude deviation level is determined to be the second level, and the attitude deviation degree of the second level is less than that of the first level.

[0033] When the attitude adjustment duration is greater than or equal to the second duration threshold, the attitude deviation level is determined to be the third level, and the attitude deviation degree of the third level is less than that of the second level.

[0034] In one possible implementation, determining the feedback compensation rotation speed of each drive component based on the attitude deviation level and the attitude adjustment duration includes:

[0035] If the attitude deviation level is the first level, then the main drive component, the secondary drive component, and the auxiliary drive component corresponding to the initial attitude are determined, and the feedforward speed of the secondary drive component is determined as the feedback compensation speed of the main drive component, the negative number of the feedforward speed of the secondary drive component is determined as the feedback compensation speed of the secondary drive component, and the feedback compensation speed of the auxiliary drive component is determined according to the feedforward speed of the auxiliary drive component.

[0036] If the attitude deviation level is the second level, then based on the attitude adjustment duration, a preset speed compensation table is consulted to determine the feedback compensation speed of each drive component; the preset speed compensation table includes multiple attitude adjustment durations and the feedback compensation speed corresponding to each attitude adjustment duration.

[0037] If the attitude deviation level is the third level, then the feedback compensation speed of each drive component is determined to be the preset compensation speed.

[0038] In one possible implementation, the main drive component includes a wheel-side motor on the vehicle's sloping or tilting side, the secondary drive component includes a wheel-side motor on the opposite side, and the auxiliary drive component includes a left thruster and a right thruster.

[0039] In one possible implementation, the plurality of drive components include wheel-side motors and propellers.

[0040] In one possible implementation, the method further includes:

[0041] When the attitude deviation level recovers from the first level or the second level to the third level, feedback compensation is exited, and the target rotation speed of each drive component is restored to its respective feedforward rotation speed.

[0042] In one possible implementation, determining the initial attitude of the vehicle in a floating state based on the vehicle's original load data includes:

[0043] Based on the original load data, the load distribution data is calculated, which reflects the weight distribution of the vehicle in the front, rear, left and right sides.

[0044] The initial attitude is determined based on the load distribution data.

[0045] In one possible implementation, the load distribution data includes the front load, rear load, left-side load, and right-side load of the vehicle; determining the initial attitude based on the load distribution data includes:

[0046] When the front load is greater than the rear load, the initial posture is determined to be a downward-sloping front end;

[0047] When the front load is less than the rear load, the initial posture is determined to be rear-end depression;

[0048] When the load on the left side is greater than the load on the right side, the initial posture is determined to be a leftward tilt of the vehicle.

[0049] When the load on the left side is less than the load on the right side, the initial posture is determined to be a rightward tilt of the vehicle body.

[0050] In one possible implementation, the original load data includes the vehicle's left front load, right front load, left rear load, and right rear load; the step of calculating the load distribution data based on the original load data includes:

[0051] The sum of the left front load and the right front load is determined as the front load;

[0052] The sum of the left rear load and the right rear load is determined as the rear load;

[0053] The sum of the left front load and the left rear load is determined as the left side load;

[0054] The sum of the right front load and the right rear load is determined as the right side load.

[0055] Secondly, this application provides a control device for the attitude of a vehicle navigating underwater, comprising:

[0056] The first determining module is used to determine the initial attitude of the vehicle in a floating state based on the vehicle's original load data.

[0057] The first processing module is used to perform feedforward adjustment on the initial rotational speed of multiple drive components in the vehicle based on the initial attitude, so as to obtain the feedforward rotational speed of each drive component.

[0058] The second determining module is used to determine the feedback compensation speed of each drive component based on the attitude angular velocity of the vehicle when it is sailing in water.

[0059] The second processing module is used to determine the target rotation speed of each drive component based on the feedforward rotation speed and the feedback compensation rotation speed of the drive component, and to control the drive component based on the target rotation speed to adjust the vehicle's navigation attitude in the water.

[0060] Thirdly, this application provides a controller, including: a memory and a processor;

[0061] The memory stores computer-executed instructions;

[0062] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0063] Fourthly, this application provides a vehicle, including: a vehicle body, and a controller as described in the third aspect.

[0064] Fifthly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible embodiments of the first aspect.

[0065] In a sixth aspect, this application provides a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0066] This application provides a method, device, equipment, and vehicle for controlling the attitude of a vehicle navigating in water. By determining the initial attitude of the vehicle in a floating state based on the vehicle's original load data, and by adjusting the initial rotational speed of multiple drive components based on the initial attitude, the feedback compensation rotational speed of each drive component is determined by combining the attitude angular velocity of the vehicle while navigating in water. This enables the formation of target rotational speed control for each drive component that takes into account both load influence and dynamic attitude changes, thereby improving the initiative, control accuracy, and driving stability of the vehicle's attitude adjustment in water. Attached Figure Description

[0067] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0068] Figure 1 A schematic diagram illustrating the application scenarios provided in the embodiments of this application;

[0069] Figure 2 A flowchart illustrating an embodiment of the underwater vehicle attitude control method provided in this application;

[0070] Figure 3 A flowchart illustrating Embodiment 2 of the underwater vehicle attitude control method provided in this application;

[0071] Figure 4 This is a schematic diagram of the original load data distribution provided in the embodiments of this application;

[0072] Figure 5 This is a schematic diagram illustrating the attitude control principle of an underwater vehicle provided in an embodiment of this application.

[0073] Figure 6 A schematic diagram of the structure of the attitude control device for an underwater vehicle provided in an embodiment of this application;

[0074] Figure 7 This is a schematic diagram of the controller provided in an embodiment of this application.

[0075] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0076] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0077] When vehicles travel in water, their operating environment differs significantly from that on land. Irregular water currents, continuous wave impacts, and random changes in crosswinds constantly disturb the vehicle's attitude. Furthermore, factors such as occupant seating position, cargo loading methods, and battery or equipment misalignment can cause shifts in the vehicle's center of gravity, resulting in static attitude deviations in the early stages of buoyancy control. These deviations manifest as the front or rear of the vehicle sinking, or the vehicle tilting to one side. If these attitude deviations are not corrected in time, they will accumulate over time, eventually leading to decreased vehicle stability and increasing the risk of capsizing and water ingress. Therefore, achieving precise control of the attitude of vehicles navigating in water is crucial for ensuring their safe operation on water.

[0078] In related technologies, attitude control schemes for underwater vehicles are mostly based on the premise that attitude deviations have already occurred. They use attitude sensors to detect parameters such as pitch and roll rates, and adjust the wheel-side motors or propulsion devices only after determining that an attitude anomaly has occurred. The basic idea is to compare real-time attitude data with preset thresholds, triggering correction logic when the deviation exceeds the threshold. This type of scheme leans towards post-hoc correction, insufficiently considering the continuous impact of the vehicle's internal load distribution. In reality, factors such as passenger position and cargo arrangement determine the vehicle's center of gravity distribution and directly affect the initial attitude. If these original load factors are not included in the control starting point, the system can only passively follow the deviation after it has occurred.

[0079] Furthermore, existing solutions often lack unified coordination in the control of different drive components. Some strategies only adjust a single actuator or use relatively fixed correction methods for multiple actuators, failing to flexibly allocate control based on the different effects of each drive component under various attitude anomalies. This results in limited control accuracy and responsiveness. In cases of slight attitude deviations, excessive intervention may occur, affecting the continuity of driving operations; in cases of more severe attitude anomalies, insufficient correction and inadequate recovery speed may exist.

[0080] This shows that the relevant technologies still have significant shortcomings in terms of initiative, coordination and adaptability, making it difficult to simultaneously meet the requirements of navigation stability and maneuverability.

[0081] To address the aforementioned problems, the inventors considered incorporating vehicle load distribution information to predict the initial attitude and combining it with a fusion control of feedforward adjustment and feedback compensation to achieve proactive and stable control of the vehicle's attitude while navigating in water. Based on this, the inventors discovered through numerous experiments that the initial attitude in a floating state can be determined according to the vehicle's original load distribution. Then, based on this initial attitude, the initial rotational speeds of multiple drive components are adjusted using feedforward to obtain the corresponding feedforward rotational speeds for each drive component. Subsequently, based on the vehicle's attitude angular velocity while navigating in water, the feedback compensation rotational speed for each drive component is determined. Finally, for each drive component, the feedforward rotational speed and the feedback compensation rotational speed are combined to determine the target rotational speed of the drive component, and each drive component is controlled according to the target rotational speed to adjust the vehicle's navigation attitude in water. By combining the initial attitude influence caused by the original load with the dynamic attitude changes during navigation, attitude control can be transformed from a simple post-event correction to a control method that combines feedforward adjustment and feedback compensation, thereby improving the initiative, coordination, and stability of vehicle attitude control.

[0082] Figure 1 This is a schematic diagram illustrating an application scenario provided in an embodiment of this application. Please refer to [link / reference]. Figure 1 When a vehicle is navigating in water, the controller can generate control commands based on the vehicle's original load data and attitude angular velocity and send them to the drive components. The drive components can then respond to the control commands and adjust the vehicle's attitude in the water.

[0083] The technical solution of this application and how it solves the above-mentioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0084] Figure 2 This is a flowchart illustrating an embodiment of the underwater vehicle attitude control method provided in this application. Please refer to... Figure 2 The method includes:

[0085] S201. Determine the initial attitude of the vehicle in a floating state based on the vehicle's original load data.

[0086] The execution entity in this application embodiment can be a controller, or a control device for the attitude of an underwater vehicle installed in the controller. The control device for the attitude of the underwater vehicle can be implemented through software, or through a combination of software and hardware. For ease of understanding, the technical solution of this application will be described below using a controller as an example.

[0087] In this step, the controller can acquire the vehicle's original load data, calculate the load distribution data based on the original load data, and determine the initial attitude based on the magnitude relationship between the load distribution data.

[0088] The raw load data characterizes the mass distribution of the vehicle before entering the buoyancy control phase, specifically including the load mass in the left front, right front, left rear, and right rear areas. Each load includes the vehicle's inherent mass and the occupant mass, which can be detected using seatbelt signals, seat pressure signals, or door signals.

[0089] Furthermore, the controller can calculate load distribution data based on the original load data, including the front load, rear load, left load, and right load of the vehicle, to reflect the weight distribution of the vehicle at the front, rear, left, and right sides. In specific implementation, the sum of the left front load and the right front load can be determined as the front load, the sum of the left rear load and the right rear load as the rear load, the sum of the left front load and the left rear load as the left load, and the sum of the right front load and the right rear load as the right load.

[0090] After determining the load distribution data, the initial posture can be determined based on the magnitude relationship between the front load, rear load, left load, and right load in the load distribution data: when the front load is greater than the rear load, the initial posture is determined to be a front-end drop; when the front load is less than the rear load, the initial posture is determined to be a rear-end drop; when the left load is greater than the right load, the initial posture is determined to be a left-side tilt; when the left load is less than the right load, the initial posture is determined to be a right-side tilt.

[0091] S202. Based on the initial attitude, the initial rotational speeds of multiple drive components in the vehicle are adjusted forward to obtain the forward rotational speed of each drive component.

[0092] In this step, the controller can feedforward adjust the initial rotation speed of the drive components based on the initial attitude to obtain the feedforward rotation speed of each drive component, so as to actively correct the attitude deviation caused by uneven load distribution in the early stage of floating control.

[0093] The drive components, including wheel-side motors and thrusters, are the entities involved in the vehicle's underwater propulsion and attitude control. Multiple drive components refer to the varying distribution of these power units in the vehicle's front-to-back and left-to-right positions, resulting in different torque arms for attitude control. The initial speed represents the base operating speed of each drive component before attitude compensation, determined by driving requirements. This initial speed can be determined by throttle pedal opening, steering wheel angle, gear information, target speed, and mode selection. Feedforward adjustment refers to the pre-correction of the initial speeds of each drive component based on the initial attitude before further changes in the vehicle's actual attitude, to counteract persistent attitude deviations caused by the original load distribution. The feedforward speed is the control speed of each drive component after feedforward adjustment, which will subsequently be fused with the feedback compensation speed to obtain the final target speed.

[0094] It should be noted that the technical solution of this application relies on the coordinated operation of multiple drive components. This solution cannot be achieved with only a thruster and lacking a wheel-side motor; while it is achievable with only a wheel-side motor and lacking a thruster, the attitude adjustment effect will be reduced. Therefore, this application preferably configures both a wheel-side motor and a thruster simultaneously to fully leverage the synergistic control advantages of feedforward adjustment and hierarchical feedback compensation.

[0095] In practice, the controller first receives driver input and vehicle status information to establish the initial speed reference for each drive component. For example, the accelerator pedal opening can be converted into the total desired propulsion of the vehicle, and the steering wheel angle can be converted into the differential speed requirement of the left and right or front and rear drive components. If the vehicle has a water navigation mode switch, the controller can call a dedicated water propulsion speed mapping table in this mode to map the driver input into the initial speed of each drive component.

[0096] After establishing the initial speed reference, the controller uses the initial attitude as a basis and combines it with load distribution data to determine the corresponding speed adjustment for each drive component. For situations where the front of the vehicle tends to drop, a compensating torque can be established by increasing the speed of drive components located in the direction of frontal elevation or capable of generating a lifting torque, and decreasing the speed of drive components that tend to press down on the front. For a rear-end drop, the opposite speed adjustment is performed. For left or right tilting tendencies, based on the distribution of each drive component relative to the vehicle's longitudinal center plane, the speed of the drive component that helps to straighten the tilted side is increased, and coordinated deceleration is applied to the drive component on the other side, thereby generating a lateral restoring torque opposite to the initial attitude.

[0097] In one alternative implementation, the controller can pre-store drive component weighting coefficients to characterize the actual contribution of each drive component to pitch and roll adjustments. Specifically, the magnitude of the weighting coefficient reflects the strength of the drive component's action in generating the righting torque, and its positive or negative sign indicates the direction of speed adjustment.

[0098] Based on the aforementioned weighting coefficients, the controller can multiply the speed adjustment amount by the weighting coefficient corresponding to each drive component to obtain the speed compensation value for each drive component. Furthermore, the controller can add the initial speed of each drive component to its corresponding speed compensation value to obtain the feedforward speed of that drive component.

[0099] S203. Determine the feedback compensation speed of each drive component based on the vehicle's attitude angular velocity when navigating in water.

[0100] In this step, the controller can determine the feedback compensation speed based on the vehicle's attitude angular velocity while navigating in water, so as to dynamically compensate for attitude fluctuations caused by external environmental disturbances such as water flow, waves, and crosswinds.

[0101] The attitude angular velocity includes pitch and roll angular velocities, which are acquired in real time by gyroscopes or inertial measurement units mounted on the vehicle body. Feedback compensation rotational speed represents the amount of rotational speed correction made to each drive component based on real-time attitude changes. It is used to suppress attitude deviations caused by external disturbances. The difference between feedback compensation and feedforward adjustment is that feedforward adjustment is based on pre-correction of load distribution information at the initial stage of buoyancy control, while feedback compensation is dynamically adjusted based on real-time attitude changes during navigation.

[0102] In practice, the controller can first determine the vehicle's preset attitude thresholds. These preset attitude thresholds include pitch angle thresholds and roll angle thresholds, which characterize the maximum permissible attitude angles in the pitch and roll directions when the vehicle is navigating in water, respectively. These two thresholds can be pre-calibrated through real-vehicle testing; if these thresholds are exceeded, intervention and adjustment of the vehicle's attitude are required.

[0103] Furthermore, the controller can calculate the vehicle's attitude adjustment time based on a preset attitude threshold and the current attitude angular velocity. Specifically, the pitch angle threshold can be divided by the absolute value of the current pitch angular velocity to obtain the pitch attitude adjustment time; the roll angle threshold can be divided by the absolute value of the current roll angular velocity to obtain the roll attitude adjustment time. The attitude adjustment time is used to characterize the time required for the vehicle attitude to reach the preset attitude threshold at the current angular velocity.

[0104] Based on the attitude adjustment duration, the controller can compare it with several preset duration thresholds to determine the attitude deviation level. The shorter the attitude adjustment duration, the faster the attitude change and the higher the attitude deviation level; the longer the attitude adjustment duration, the slower the attitude change and the lower the attitude deviation level.

[0105] Finally, the controller can adopt corresponding feedback compensation strategies according to different attitude deviation levels: for low-level attitude deviation, the feedback compensation speed is zero or small; for high-level attitude deviation, the feedback compensation speed is large and distributed according to the differences in the function of each drive component to form an effective correction torque.

[0106] S204. For each drive component, determine the target speed of the drive component based on the feedforward speed and feedback compensation speed of the drive component, and control the drive component according to the target speed to adjust the vehicle's navigation attitude in the water.

[0107] In this step, the controller merges the feedforward speed obtained from the feedforward adjustment with the feedback compensation speed obtained from the feedback compensation to obtain the final target speed of each drive component, and controls the operation of the drive component accordingly to adjust the vehicle's navigation attitude in the water.

[0108] Among them, the feedforward speed is the speed obtained after feedforward adjustment based on the load distribution, reflecting the active pre-adjustment of the continuous attitude deviation caused by the original load; the feedback compensation speed is the speed obtained after feedback compensation based on the attitude angular velocity, reflecting the dynamic compensation for external environmental disturbances such as water flow, waves, and crosswinds. The target speed is the final control command after the fusion of the feedforward speed and the feedback compensation speed, which is used to drive each drive component to output the corresponding torque or thrust.

[0109] In practice, for each driving component, the controller adds the feedforward speed and the feedback compensation speed of the driving component to obtain the target speed of the driving component.

[0110] Furthermore, after determining the target speeds of multiple drive components, the controller can send the target speeds of each drive component to its corresponding drive component. The multiple drive components include wheel-side motors and thrusters. The wheel-side motors include a left front wheel-side motor, a right front wheel-side motor, a left rear wheel-side motor, and a right rear wheel-side motor. The thrusters include a left thruster and a right thruster. Each drive component can output corresponding torque or thrust based on the received target speed, working together to act on the vehicle.

[0111] In this embodiment, the controller can determine the initial attitude of the vehicle in a floating state based on the vehicle's original load distribution; based on the initial attitude, the initial rotational speeds of multiple drive components are adjusted forward to obtain the feedforward rotational speeds of each drive component; based on the vehicle's attitude angular velocity while navigating in water, the feedback compensation rotational speed of each drive component is determined; for each drive component, a target rotational speed is determined based on its feedforward rotational speed and feedback compensation rotational speed, and the drive component is controlled accordingly to adjust the vehicle's navigation attitude in water. In the above process, by integrating feedforward adjustment based on load distribution with feedback compensation based on attitude angular velocity, coordinated control of active prediction and dynamic compensation of vehicle attitude can be achieved, suppressing attitude fluctuations caused by uneven load distribution and external environmental interference, avoiding attitude risks such as front sinking, rear sinking, or body roll, and significantly improving the vehicle's attitude stability, navigation safety, and adaptability to operating conditions while navigating in water.

[0112] Furthermore, this embodiment, through the combined configuration of the wheel-side motor and the propeller, can fully leverage the differentiated characteristics of the wheel-side motor's rapid response and the propeller's continuous stability, compared to existing single adjustment schemes that rely solely on the wheel-side motor or solely on the propeller. The two can collaboratively execute target speed commands, simultaneously mapping the proactive predictive capability of feedforward adjustment and the dynamic correction capability of feedback compensation onto both types of actuators. This achieves multi-dimensional attitude joint adjustment, better suppressing attitude risks such as front-end and rear-end sag and body roll.

[0113] exist Figure 2 Based on the illustrated embodiment, the following, in conjunction with Figure 3 The above-mentioned method for controlling the attitude of vehicles navigating in water will be explained in further detail.

[0114] Figure 3 This is a flowchart illustrating a second embodiment of the method for controlling the attitude of a vehicle navigating underwater provided in this application. Please refer to... Figure 3 The method includes:

[0115] S301. Calculate the load distribution data based on the original load data.

[0116] In this step, the controller can calculate load distribution data that reflects the weight distribution of the vehicle based on the acquired raw load data.

[0117] Specifically, the raw load data includes the loads in the vehicle's left front, right front, left rear, and right rear areas. The controller can determine the front load as the sum of the left front load and right front load, the rear load as the sum of the left rear load and right rear load, the left side load as the sum of the left front load and left rear load, and the right side load as the sum of the right front load and right rear load. The front load, rear load, left side load, and right side load together constitute the load distribution data, used to characterize the weight distribution of the vehicle in the front, rear, left, and right sides.

[0118] Figure 4 This is a schematic diagram of the original load data distribution provided for an embodiment of this application. Please refer to... Figure 4 Using the vehicle's center of gravity as a reference point, longitudinal and lateral dividing lines are drawn to divide the vehicle into four regions: Region 1 corresponds to the left front region, Region 2 corresponds to the right front region, Region 3 corresponds to the left rear region, and Region 4 corresponds to the right rear region. The left front load represents the load mass borne by Region 1, the right front load represents the load mass borne by Region 2, the left rear load represents the load mass borne by Region 3, and the right rear load represents the load mass borne by Region 4.

[0119] The load for each area includes two parts: the vehicle's inherent mass and the occupant mass. The vehicle's inherent mass is constant and can be pre-calibrated according to the vehicle's design parameters; the occupant mass can be detected through seat belt signals, seat pressure signals, or door signals. In addition, each occupant can also be set to a fixed value (e.g., 75 kg).

[0120] For seatbelt signal detection, when an occupant fastens their seatbelt, the seatbelt buckle switch outputs a closed signal. Upon receiving this signal, the controller determines that the corresponding seat is occupied and calculates the load for that seat according to a preset standard occupant mass (e.g., 75kg). For differences in occupant size, adjustments can be made based on the seatbelt extension length; a longer extension indicates a larger occupant, and the estimated mass can be increased accordingly.

[0121] For seat pressure signal detection, when an occupant sits down, pressure sensors (such as thin-film or strain gauge pressure sensors) inside the seat output an electrical signal proportional to the applied pressure. The controller reads this signal via analog-to-digital conversion and calculates the occupant's actual mass based on a pre-calibrated pressure-mass conversion curve. For example, a sensor output voltage of 0.3V corresponds to 30kg, 0.6V to 60kg, and intermediate values ​​are calculated using linear interpolation. This method can more accurately reflect the mass differences of occupants of different body types and can distinguish between children and adults, thereby improving the accuracy of load distribution calculation.

[0122] For door signal detection, when a door opens and then closes while the vehicle is powered on, the controller can determine that occupants may be getting on or off. Door signals are typically used in conjunction with other detection methods: after a door closes, the system triggers sampling by the seat pressure sensor or reading of the seatbelt status to obtain occupant mass information.

[0123] Optionally, to improve the stability of the judgment, the original load data can be continuously collected and updated within a short period of time before and after the vehicle enters the floating water, and the mean or weighted average of multiple samples can be used as the basis for calculation, thereby suppressing misjudgments caused by instantaneous disturbances.

[0124] S302. Determine the initial attitude based on the load distribution data.

[0125] In this step, the controller can determine the initial attitude of the vehicle in a floating state based on the magnitude relationship between the front load, rear load, left load, and right load in the load distribution data.

[0126] Specifically, the front load can be compared with the rear load: if the front load is greater than the rear load, it indicates that the vehicle's center of gravity is shifted forward, and the initial posture is determined to be a front-downward tilt; if the front load is less than the rear load, it indicates that the vehicle's center of gravity is shifted rearward, and the initial posture is determined to be a rear-downward tilt. Simultaneously, the left-side load can be compared with the right-side load: if the left-side load is greater than the right-side load, it indicates that the vehicle's center of gravity is shifted to the left, and the initial posture is determined to be a leftward tilt; if the left-side load is less than the right-side load, it indicates that the vehicle's center of gravity is shifted to the right, and the initial posture is determined to be a rightward tilt.

[0127] It should be noted that the determination of pitch direction and roll direction mentioned above are independent of each other and can exist alone or simultaneously. Therefore, the initial attitude includes four single attitudes (front end down, rear end down, left tilt, right tilt) and four compound attitudes (front end down and left tilt, front end down and right tilt, rear end down and left tilt, rear end down and right tilt), for a total of eight possible situations.

[0128] S303. Determine the initial speed of each drive component based on the vehicle's accelerator pedal opening and steering wheel angle.

[0129] In this step, the controller can determine the basic power distribution of each drive component based on the driver's input.

[0130] Optionally, after receiving the accelerator pedal opening and steering wheel angle, the controller can determine the initial speed of each drive component using any of the following methods:

[0131] Method (1): The controller generates the initial speed of each drive component according to a preset speed mapping relationship. This speed mapping relationship takes the accelerator pedal opening and steering wheel angle as input variables, and calculates the initial speed of each drive component through a function expression. For example, the accelerator pedal opening is converted into the total expected propulsion of the whole vehicle, the steering wheel angle is converted into the differential ratio of the left and right drive components, and then combined with parameters such as vehicle wheelbase and track width, the initial speed of each drive component is calculated through vehicle dynamics.

[0132] Method (2): The controller determines the initial speed of each drive component by looking up a table. Specifically, the controller pre-stores a multi-dimensional mapping table, which takes the accelerator pedal opening and steering wheel angle as input dimensions and the initial speed of each drive component as output dimensions. For input combinations not directly covered in the table, they can be obtained by linear interpolation or approximation using nearest neighbor values.

[0133] S304. Determine the speed adjustment amount based on the initial attitude and vehicle load distribution data.

[0134] In this step, the controller can determine the uniform speed adjustment amount used to correct attitude deviations based on the determined initial attitude and the calculated load distribution data.

[0135] In practice, the controller first determines the source of the load difference used to calculate the speed adjustment based on the initial attitude and vehicle load distribution data. When the initial attitude is a front-down or rear-down position, the difference between the front load and the rear load is used as the load difference; when the initial attitude is a left-tilt or right-tilt position, the difference between the left-side load and the right-side load is used as the load difference; when the initial attitude is a composite attitude, the load difference in the pitch direction and the load difference in the roll direction are calculated separately.

[0136] After determining the load difference, the controller can query a preset mapping relationship based on this difference to determine the corresponding speed adjustment amount. This preset mapping relationship includes the initial attitude and the speed adjustment amount corresponding to different load differences under the initial attitude.

[0137] In one specific implementation, the preset mapping relationship can be pre-calibrated through real vehicle testing: the vehicle attitude changes are tested under different load differences to determine the required speed adjustment to effectively counteract the off-center load, and a correspondence table between load differences and speed adjustment amounts is established. A larger load difference indicates a more severe off-center load, and the corresponding speed adjustment amount is also larger. For complex attitudes, the controller determines the speed adjustment amounts in the pitch and roll directions respectively.

[0138] S305. Based on the speed adjustment amount and the weight coefficient of each drive component, the initial speed of each drive component is adjusted forward to obtain the feedforward speed.

[0139] In this step, the controller can determine the weight coefficient of each drive component based on the initial attitude, distribute the speed adjustment amount to each drive component according to the weight, and superimpose it with the initial speed to form the feedforward speed.

[0140] Specifically, the controller pre-stores the weighting coefficients for each drive component, which characterize the strength of the drive component's action when generating the righting torque. Furthermore, the controller can retrieve the corresponding weighting coefficients based on the initial attitude.

[0141] After determining the weighting coefficients, the obtained speed adjustment amount can be multiplied by the weighting coefficient corresponding to each drive component to obtain the speed compensation value of each drive component.

[0142] Finally, the controller adds the initial speed of each drive component to the corresponding speed compensation value to obtain the feedforward speed of that drive component.

[0143] Optionally, if the calculation result exceeds the upper limit of the allowable speed of the drive component or is lower than the minimum stable operating speed, the controller will perform a limiting process to constrain it within the safe operating range.

[0144] For example, when the initial attitude is that the front of the vehicle is sinking, the left front wheel motor, right front wheel motor, left thruster, and right thruster should be the main motors, and the left rear wheel motor and right rear wheel motor should be the auxiliary motors. The speed adjustment in the pitch direction is determined according to the load difference between the front load and the rear load. The larger the load difference, the larger the speed compensation value.

[0145] For example, when the initial posture is a leftward tilt of the vehicle, the speeds of the left front wheel motor, left rear wheel motor, and left thruster should be increased, while the speeds of the right front wheel motor, right rear wheel motor, and right thruster should be decreased. The amount of speed adjustment in the tilt direction is determined based on the difference between the load on the left and right sides.

[0146] It should be noted that for the attitude directions of rear-end drop and right body tilt, the feedforward adjustment method is similar to that of front-end drop and left body tilt, the difference being that the signs of the speed adjustment are reversed. Specifically, when the initial attitude is rear-end drop, the speeds of the left rear wheel motor, right rear wheel motor, left thruster, and right thruster should be increased, while the speeds of the left front wheel motor and right front wheel motor should be decreased; when the initial attitude is right body tilt, the speeds of the right front wheel motor, right rear wheel motor, and right thruster should be increased, while the speeds of the left front wheel motor, left rear wheel motor, and left thruster should be decreased. For composite attitudes (such as front-end drop and left tilt, front-end drop and right tilt, rear-end drop and left tilt, and rear-end drop and right tilt), the controller can calculate the speed compensation values ​​in the pitch direction and the speed compensation values ​​in the roll direction separately and then superimpose them on each drive component to achieve comprehensive adjustment of composite attitudes, which will not be elaborated here.

[0147] S306. Determine the preset attitude threshold of the vehicle.

[0148] Specifically, the attitude thresholds include pitch angle thresholds and roll angle thresholds. The pitch angle threshold is used to characterize the maximum allowable pitch angle in the direction of the vehicle's front when navigating in water. Exceeding this angle may cause water to enter the front of the vehicle or excessive sinking of the rear. The roll angle threshold is used to characterize the maximum allowable roll angle when navigating in water. Exceeding this angle may cause the vehicle to roll over or take on water.

[0149] Optionally, the aforementioned pitch angle threshold and roll angle threshold can be pre-calibrated through actual vehicle water tests, and the maximum pitch angle and maximum roll angle at which the vehicle can safely navigate can be determined under the premise of ensuring that the vehicle does not take in water or capsize.

[0150] S307. Calculate the vehicle's attitude adjustment time based on the preset attitude threshold and attitude angular velocity.

[0151] In this step, the controller can calculate the pitch attitude adjustment time based on the pitch angle threshold and the current pitch angular velocity; and calculate the roll attitude adjustment time based on the roll angle threshold and the current roll angular velocity.

[0152] For example, the attitude adjustment time can be calculated as follows: the pitch attitude adjustment time is equal to the pitch angle threshold divided by the absolute value of the current pitch angular velocity; the roll attitude adjustment time is equal to the roll angle threshold divided by the absolute value of the current roll angular velocity. The attitude adjustment time is used to characterize the time required for the vehicle attitude to reach a preset attitude threshold at the current angular velocity.

[0153] Specifically, if the current pitch rate is less than 0, it means the front of the car is pointing downwards (i.e., the front of the car is sinking); if the current pitch rate is greater than 0, it means the front of the car is pointing upwards (i.e., the rear of the car is sinking); if the current roll rate is less than 0, it means the car is tilted to the left; if the current roll rate is greater than 0, it means the car is tilted to the right.

[0154] It should be noted that the above attitude adjustment time calculation is based on the current attitude angle, and the current pitch and roll angles are assumed to be 0° (i.e., horizontal attitude).

[0155] S308. Based on the attitude adjustment duration and multiple preset duration thresholds, determine the vehicle's attitude deviation level.

[0156] In this step, the controller can determine the vehicle's attitude deviation level by comparing the calculated attitude adjustment time with multiple preset time thresholds.

[0157] In specific implementation, multiple preset duration thresholds include a first duration threshold and a second duration threshold, with the first duration threshold being less than the second duration threshold. The controller can compare the attitude adjustment duration with these thresholds: when the attitude adjustment duration is less than or equal to the first duration threshold, the attitude deviation level is determined to be level one; when the attitude adjustment duration is greater than the first duration threshold but less than the second duration threshold, the attitude deviation level is determined to be level two; when the attitude adjustment duration is greater than or equal to the second duration threshold, the attitude deviation level is determined to be level three. The attitude deviation at level one is greater than that at level two, and the attitude deviation at level two is greater than that at level three.

[0158] Optionally, the controller can perform the above judgments independently for the pitch and roll directions:

[0159] Regarding the pitch direction, the controller can adjust the pitch attitude for a certain duration. First duration threshold corresponding to the pitch direction Second duration threshold When comparing, When the attitude deviation in the pitch direction is determined to be level one; when When the attitude deviation in the pitch direction is determined to be level two; when At that time, the attitude deviation level in the pitch direction was determined to be level three.

[0160] Regarding the roll direction, the controller can adjust the roll attitude duration. First duration threshold corresponding to the roll direction Second duration threshold When comparing, When the attitude deviation in the roll direction is determined to be level one; when When the attitude deviation in the roll direction is determined to be level two; when At that time, the attitude deviation level in the roll direction was determined to be Level 3.

[0161] For complex attitudes (i.e., when the vehicle exhibits both pitch and roll deviations), the controller can determine the attitude deviation level in the pitch direction and the attitude deviation level in the roll direction separately. The two determinations are independent and do not affect each other.

[0162] It should be noted that the first duration threshold in the pitch direction First duration threshold relative to the roll direction The second duration threshold in the pitch direction Second duration threshold in the roll direction The calibrations can be the same or independently calibrated based on the results of actual vehicle tests; this application does not impose any restrictions on this.

[0163] For example, when a vehicle is navigating in water, if a pitch velocity less than zero is detected (the front of the vehicle is sinking), and the pitch attitude adjustment time is long... This indicates that the front of the vehicle has dipped slightly, and the pitch deviation is at level three; if This indicates that the front of the vehicle has sunk moderately, and the pitch deviation is at level two; if If the pitch is significantly lowered, it indicates that the front of the vehicle has dropped severely, and the deviation in pitch direction is at level one.

[0164] For example, when the roll rate is detected to be less than zero (vehicle tilting to the left), and the roll attitude adjustment time is... This indicates that the vehicle body is slightly tilted to the left, and the deviation in the tilt direction is at level three; if This indicates that the vehicle body is tilted moderately to the left, and the deviation in the tilt direction is at level two; if If so, it indicates that the vehicle body is severely tilted to the left, and the deviation level in the tilt direction is the first level.

[0165] S309. Determine the feedback compensation speed of each drive component based on the attitude deviation level and attitude adjustment duration.

[0166] In this step, the controller can determine the feedback compensation speed of each drive component by adopting the corresponding feedback compensation strategy based on the attitude deviation level and attitude adjustment duration.

[0167] When the attitude deviation level is the first level, the controller can determine the main drive component, secondary drive component, and auxiliary drive component corresponding to the initial attitude. The main drive component includes the wheel-side motors on the vehicle's sloping or tilting side, the secondary drive component includes the wheel-side motors on the opposite side, and the auxiliary drive component includes the left and right thrusters. The main, secondary, and auxiliary drive components corresponding to different initial attitudes are shown in Table 1.

[0168] Table 1

[0169]

[0170] For complex postures (such as a downward-sloping front end and a leftward tilt), the main drive components include the left front wheel motor, the right front wheel motor, and the left rear wheel motor; the secondary drive component includes the right rear wheel motor; and the auxiliary drive components include the left and right thrusters. Other complex postures can be deduced similarly, and will not be elaborated here.

[0171] Based on the above division of drive components, the controller can determine the feedforward speed of the secondary drive component as the feedback compensation speed of the main drive component (for example, summing, averaging, or weighting the feedforward speeds of the secondary drive components to obtain the feedback compensation speed of the main drive component), determine the negative of the feedforward speed of the secondary drive component as the feedback compensation speed of the secondary drive component, and determine the feedback compensation speed of the auxiliary drive component based on the feedforward speed of the auxiliary drive component.

[0172] Optionally, when determining the feedback compensation speed of the auxiliary drive component based on its feedforward speed, a differentiated allocation strategy can be adopted according to the different directions of attitude deviation. Taking a nose-down tilt as an example, the controller can determine its own feedback compensation speed by taking the opposite of the feedforward speeds of the left and right thrusters, causing the thrusters to disengage and avoid interfering with the rapid pitch correction of the wheel-side motors. Taking a leftward tilt as an example, the controller can determine the feedforward speed of the right thruster as the feedback compensation speed of the left thruster, and determine the opposite of the feedforward speed of the right thruster as its own feedback compensation speed, thereby transferring the feedforward speed of the right thruster to the left thruster and forming a rapid righting torque in the same direction as the wheel-side motors.

[0173] When the attitude deviation level is level two, the controller can consult a preset speed compensation table based on the attitude adjustment duration to determine the feedback compensation speed for each drive component. The preset speed compensation table includes multiple attitude adjustment durations and the corresponding feedback compensation speed for each duration; the attitude adjustment duration and the feedback compensation speed are negatively correlated.

[0174] Optionally, due to the differences in the arrangement, torque arm, and contribution to attitude adjustment of the wheel-side motor and the propeller within the vehicle, the required feedback compensation speeds for the same attitude adjustment duration may differ. Therefore, different preset speed compensation tables can be calibrated for the wheel-side motor and the propeller respectively. That is, the wheel-side motor consults its corresponding preset speed compensation table, and the propeller consults its corresponding preset speed compensation table; both tables are consulted independently and do not affect each other.

[0175] For example, when the initial attitude is a nose-down position and the attitude deviation level is level two (medium nose-down), the controller queries the preset feedback speed compensation tables for the wheel-side motors and the propellers respectively, based on the pitch attitude adjustment time, to determine the feedback compensation speeds for the left and right front wheel-side motors. The feedback compensation speeds of the left rear wheel side motor and the right rear wheel side motor are determined to be... The feedback compensation speeds of the left and right thrusters were determined to be 0.

[0176] For example, when the initial attitude is a leftward tilt of the vehicle and the attitude deviation level is level two (moderate leftward tilt), the controller queries the preset feedback speed compensation tables for the wheel-side motors and the propellers respectively, based on the tilt attitude adjustment time, to determine the feedback compensation speeds for the left front wheel-side motor and the left rear wheel-side motor. The feedback compensation speeds of the right front wheel motor and the right rear wheel motor are determined to be... The feedback compensation speed of the left thruster is determined to be... The feedback compensation speed of the right thruster is determined to be... .

[0177] When the attitude deviation level is level three, the controller can determine the feedback compensation speed of each drive component to be the preset compensation speed. Normally, the preset compensation speed is set to zero to avoid unnecessary intervention.

[0178] For compound attitudes (with both pitch and roll deviations), the controller can determine the feedback compensation speeds in the pitch and roll directions separately, and then sum them to obtain the total feedback compensation speed for each drive component.

[0179] S310. For each drive component, determine the target speed of the drive component based on the feedforward speed and feedback compensation speed of the drive component, and control the drive component according to the target speed to adjust the vehicle's navigation attitude in the water.

[0180] In this step, for each drive component, the controller adds the feedforward speed and the feedback compensation speed of the drive component to obtain the target speed, and controls the operation of the drive component according to the target speed to adjust the vehicle's navigation attitude in the water.

[0181] It should be noted that for other initial attitudes (such as rear-end dip, left body tilt, and right body tilt), the calculation process for the target speed is similar to the example above, and will not be repeated here. For compound attitudes (such as severe front-end dip and severe left body tilt occurring simultaneously), the controller can calculate the feedback compensation speeds in the pitch and roll directions separately, and then add the compensation amounts in the two directions to each drive component. For example, the total feedback compensation speed of the left front wheel motor is the sum of the compensation amount corresponding to front-end dip and the compensation amount corresponding to left body tilt. Then, the feedforward speed is added to the total feedback compensation speed to obtain the target speed, thereby achieving comprehensive adjustment of the compound attitude.

[0182] In one optional implementation, when the attitude deviation level recovers from the first or second level to the third level, feedback compensation is discontinued, and the target rotational speed of each drive component is restored to its respective feedforward rotational speed. Specifically, the controller can monitor changes in the attitude deviation level in real time. When the attitude deviation level is detected to have switched from the first or second level to the third level, it indicates that the vehicle attitude has stabilized, the attitude adjustment time is relatively long, and there is still a significant margin before reaching the preset attitude threshold, thus eliminating the need for further feedback compensation.

[0183] When exiting feedback compensation, the controller can use a direct switching method, which involves clearing the feedback compensation speed to zero within one control cycle, making the target speed equal to the feedforward speed. To avoid attitude jitter caused by sudden speed changes, the controller can also use a gradual exit method, which involves gradually reducing the feedback compensation speed over several control cycles, allowing the target speed to smoothly transition to the feedforward speed.

[0184] In this embodiment, the controller can determine the initial attitude of the vehicle in a floating state based on the vehicle's original load distribution, providing an attitude reference for subsequent feedforward adjustment. Based on this, the initial rotational speeds of multiple drive components can be adjusted based on the initial attitude. The speed adjustment amount is determined according to the load difference, and compensation values ​​are allocated by combining the weight coefficients of each drive component to obtain the feedforward rotational speed of each drive component, thereby actively offsetting the static attitude deviation caused by uneven load distribution. Furthermore, the attitude adjustment time can be calculated based on the vehicle's attitude angular velocity while navigating in water and compared with a preset time threshold to determine the attitude deviation level. Different feedback compensation strategies are adopted according to different levels: for the first level, a rapid correction torque can be formed through speed transfer; for the second level, continuous compensation related to the attitude adjustment time can be achieved through table lookup; for the third level, the feedback compensation rotational speed can be set to a preset small value to avoid unnecessary intervention. Finally, the feedforward rotational speeds of each drive component and the feedback compensation rotational speed can be superimposed to obtain the target rotational speed, and the wheel-side motors and propellers can be controlled accordingly. By combining the aforementioned feedforward and feedback control methods, it is possible to achieve coordinated control of active prediction and dynamic compensation of vehicle attitude, effectively suppress attitude fluctuations, and significantly improve the attitude stability and navigation safety of the vehicle when navigating in water.

[0185] Figure 5 This is a schematic diagram illustrating the attitude control principle of an underwater vehicle provided in an embodiment of this application. Please refer to [link / reference]. Figure 5 The control principle mainly includes five core components: vehicle attitude prediction, basic control of wheel-side motors and propellers, vehicle attitude recognition, compensation control of wheel-side motors and propellers, and determination of target speed of wheel-side motors and propellers.

[0186] In the vehicle attitude prediction stage, the controller can calculate the front load, rear load, left load, and right load based on the vehicle's original load data (left front load, right front load, left rear load, and right rear load). By comparing the magnitude relationship between the front load and the rear load, as well as the magnitude relationship between the left load and the right load, the controller can predict the initial attitude of the vehicle in the floating state, including: the front of the vehicle sinking, the rear of the vehicle sinking, the vehicle tilting to the left, and the vehicle tilting to the right.

[0187] In the basic control stage of the wheel-side motors and propellers, the controller can determine the initial speeds of multiple drive components (left front wheel-side motor, right front wheel-side motor, left rear wheel-side motor, right rear wheel-side motor, left propeller, and right propeller) based on the driver's accelerator pedal opening and steering wheel angle, serving as the basic reference for attitude adjustment. Based on this initial attitude, the controller performs feedforward adjustment on the initial speeds of multiple drive components in the vehicle, obtaining the feedforward speeds of the left front wheel-side motor, right front wheel-side motor, left rear wheel-side motor, right rear wheel-side motor, left propeller, and right propeller.

[0188] In the vehicle attitude recognition stage, during navigation, the controller can collect the vehicle's attitude angular velocity (pitch angular velocity, roll angular velocity) in real time through a gyroscope or inertial measurement unit. It then calculates the attitude adjustment time by combining it with preset attitude thresholds and compares it with multiple preset time thresholds (first time threshold, second time threshold) to identify the specific state of the current vehicle attitude, including: slight front drop, moderate front drop, severe front drop, slight rear drop, moderate rear drop, severe rear drop, slight left tilt, moderate left tilt, severe left tilt, slight right tilt, moderate right tilt, and severe right tilt.

[0189] In the wheel-side motor and thruster compensation control stage, the controller can determine the feedback compensation speed of each drive component by adopting differentiated feedback compensation strategies based on the identified vehicle attitude state (slight, moderate, severe), including the feedback compensation speed of the left front wheel-side motor, the feedback compensation speed of the right front wheel-side motor, the feedback compensation speed of the left rear wheel-side motor, the feedback compensation speed of the right rear wheel-side motor, the feedback compensation speed of the left thruster, and the feedback compensation speed of the right thruster.

[0190] In the stage of determining the target speed of the wheel-side motors and thrusters, the controller can integrate the feedforward speed obtained from the basic control stage with the feedback compensation speed obtained from the compensation control stage. For each drive component, the feedforward speed and the feedback compensation speed are added together to finally determine the target speed of each drive component, including: the target speed of the left front wheel-side motor, the target speed of the right front wheel-side motor, the target speed of the left rear wheel-side motor, the target speed of the right rear wheel-side motor, the target speed of the left thruster, and the target speed of the right thruster. Based on the target speed, the controller controls the coordinated operation of each drive component to adjust the vehicle's navigation attitude in the water.

[0191] This application achieves active, stable, and precise attitude control of a vehicle while navigating in water by coordinating five stages: attitude prediction, basic control, attitude recognition, compensation control, and target speed determination. It organically integrates feedforward adjustment based on load distribution with feedback compensation based on attitude angular velocity, thereby effectively improving attitude stability, control accuracy, and navigation safety.

[0192] Figure 6 A schematic diagram of the structure of the underwater vehicle attitude control device provided in this embodiment of the application. Please refer to... Figure 6 The underwater vehicle attitude control device 10 includes:

[0193] The first determining module 11 is used to determine the initial attitude of the vehicle in the floating state based on the vehicle's original load data.

[0194] The first processing module 12 is used to perform feedforward adjustment on the initial rotation speed of multiple drive components in the vehicle based on the initial attitude, so as to obtain the feedforward rotation speed of each drive component.

[0195] The second determining module 13 is used to determine the feedback compensation speed of each drive component based on the attitude angular velocity of the vehicle when it is sailing in water.

[0196] The second processing module 14 is used to determine the target speed of each drive component based on the feedforward speed and feedback compensation speed of the drive component, and control the drive component according to the target speed to adjust the vehicle's navigation attitude in the water.

[0197] The underwater vehicle attitude control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0198] In one possible implementation, the first processing module 12 is specifically used for:

[0199] The initial speed of each drive component is determined based on the accelerator pedal opening and steering wheel angle.

[0200] The speed adjustment amount is determined based on the initial attitude and vehicle load distribution data;

[0201] Based on the speed adjustment amount and the weight coefficient of each drive component, the initial speed of each drive component is adjusted forward to obtain the feedforward speed.

[0202] In one possible implementation, the first processing module 12 is specifically used for:

[0203] Based on the initial attitude, determine the weight coefficient of each driving component;

[0204] Multiply the speed adjustment amount by the weighting coefficient of each drive component to obtain the speed compensation value of each drive component;

[0205] The initial speed of each drive component is added to the corresponding speed compensation value to obtain the feedforward speed of each drive component.

[0206] In one possible implementation, the first processing module 12 is specifically used for:

[0207] The load difference is determined based on the initial attitude and vehicle load distribution data; the load distribution data is calculated based on the original load data.

[0208] Based on the load difference, the preset mapping relationship is queried to determine the speed adjustment amount; the preset mapping relationship includes the initial attitude and the speed adjustment amount corresponding to different load differences under the initial attitude.

[0209] In one possible implementation, the initial posture includes front-end tilting, rear-end tilting, left-side tilting, and right-side tilting; the load distribution data includes the vehicle's front load, rear load, left-side load, and right-side load; the first processing module 12 is specifically used for:

[0210] When the initial posture is that the front or rear of the vehicle is sinking, the difference between the front load and the rear load is determined as the load difference.

[0211] When the initial posture is that the vehicle body is tilted to the left or to the right, the difference between the load on the left side and the load on the right side is determined as the load difference.

[0212] In one possible implementation, the second determining module 13 is specifically used for:

[0213] Determine the vehicle's preset attitude threshold;

[0214] The vehicle's attitude adjustment time is calculated based on the preset attitude threshold and attitude angular velocity.

[0215] The vehicle's attitude deviation level is determined based on the attitude adjustment duration and multiple preset duration thresholds.

[0216] The feedback compensation speed of each drive component is determined based on the attitude deviation level and attitude adjustment time.

[0217] In one possible implementation, the multiple duration thresholds include a first duration threshold and a second duration threshold, wherein the first duration threshold is less than the second duration threshold;

[0218] The second determining module 13 is specifically used for:

[0219] When the attitude adjustment time is less than or equal to the first time threshold, the attitude deviation level is determined to be the first level.

[0220] When the attitude adjustment time is greater than the first time threshold and less than the second time threshold, the attitude deviation level is determined to be the second level, and the attitude deviation degree of the second level is less than that of the first level.

[0221] When the attitude adjustment time is greater than or equal to the second time threshold, the attitude deviation level is determined to be the third level, and the attitude deviation degree of the third level is less than that of the second level.

[0222] In one possible implementation, the second determining module 13 is specifically used for:

[0223] If the attitude deviation level is the first level, then the main drive component, the secondary drive component, and the auxiliary drive component corresponding to the initial attitude are determined. The feedforward speed of the secondary drive component is determined as the feedback compensation speed of the main drive component, the negative of the feedforward speed of the secondary drive component is determined as the feedback compensation speed of the secondary drive component, and the feedback compensation speed of the auxiliary drive component is determined according to the feedforward speed of the auxiliary drive component.

[0224] If the attitude deviation level is level two, then based on the attitude adjustment time, the preset speed compensation table is consulted to determine the feedback compensation speed of each drive component; the preset speed compensation table includes multiple attitude adjustment times and the feedback compensation speed corresponding to each attitude adjustment time.

[0225] If the attitude deviation level is level three, then the feedback compensation speed of each drive component is determined to be the preset compensation speed.

[0226] In one possible implementation, the main drive component includes a wheel-side motor on the vehicle's sloping or tilting side, the secondary drive component includes a wheel-side motor on the opposite side, and the auxiliary drive component includes a left thruster and a right thruster.

[0227] In one possible implementation, the multiple drive components include wheel-side motors and propellers.

[0228] In one possible implementation, the second processing module 14 is further configured to:

[0229] When the attitude deviation level recovers from the first or second level to the third level, feedback compensation is discontinued, and the target speed of each drive component is restored to its respective feedforward speed.

[0230] In one possible implementation, the first determining module 11 is specifically used for:

[0231] Based on the original load data, load distribution data is calculated. The load distribution data is used to reflect the weight distribution of the vehicle in the front, rear, left and right sides.

[0232] The initial attitude is determined based on the load distribution data.

[0233] In one possible implementation, the load distribution data includes the vehicle's front load, rear load, left-side load, and right-side load; the first determining module 11 is specifically used for:

[0234] When the front load is greater than the rear load, the initial attitude is determined to be a downward-sloping front end;

[0235] When the front load is less than the rear load, the initial attitude is determined to be rear-end depression;

[0236] When the load on the left side is greater than the load on the right side, the initial posture is determined to be a leftward tilt of the vehicle.

[0237] When the load on the left side is less than the load on the right side, the initial posture is determined to be a rightward tilt of the vehicle.

[0238] In one possible implementation, the raw load data includes the vehicle's left front load, right front load, left rear load, and right rear load; the first determining module 11 is specifically used for:

[0239] The sum of the left front load and the right front load is determined as the front load;

[0240] The sum of the left rear load and the right rear load is determined as the rear load;

[0241] The sum of the left front load and the left rear load is determined as the left side load;

[0242] The sum of the right front load and the right rear load is determined as the right side load.

[0243] The underwater vehicle attitude control device provided in this application embodiment can execute the technical solution shown in the above method embodiment. Its implementation principle and beneficial effects are similar, and will not be described again here.

[0244] Figure 7 This is a schematic diagram of the controller provided in an embodiment of this application. Please refer to... Figure 7The controller 20 provided in this embodiment can be a vehicle controller, an autonomous driving domain controller, a chassis domain controller deployed in a vehicle, or a specially set underwater navigation trajectory controller. This application does not limit this.

[0245] The controller 20 may include at least one processor 21 and a memory 22. Optionally, the controller 20 may also include a communication component 23. The processor 21, the memory 22, and the communication component 23 are connected via a bus 24.

[0246] In the specific implementation process, at least one processor 21 executes computer execution instructions stored in memory 22, causing at least one processor 21 to perform the above-described method.

[0247] The specific implementation process of processor 21 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0248] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0249] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0250] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0251] This application provides a vehicle, including a vehicle body and... Figure 7 The controller shown is used to implement the underwater vehicle attitude control method provided in the above method embodiments.

[0252] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0253] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0254] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0255] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0256] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0257] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0258] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0259] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0260] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0261] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A method for controlling the attitude of a vehicle navigating in water, characterized in that, include: Based on the vehicle's original load data, determine the vehicle's initial attitude in a floating state; Based on the initial attitude, the initial rotational speeds of multiple drive components in the vehicle are adjusted forward to obtain the forward rotational speed of each drive component. The feedback compensation speed of each drive component is determined based on the attitude angular velocity of the vehicle when it is sailing in water. For each drive component, a target rotational speed is determined based on the feedforward rotational speed and the feedback compensation rotational speed of the drive component, and the drive component is controlled according to the target rotational speed to adjust the vehicle's navigation attitude in the water.

2. The method according to claim 1, characterized in that, The step of adjusting the initial rotational speeds of multiple drive components in the vehicle based on the initial attitude to obtain the feedforward rotational speed of each drive component includes: The initial rotational speed of each drive component is determined based on the accelerator pedal opening and steering wheel angle of the vehicle. Based on the initial attitude and the vehicle's load distribution data, determine the speed adjustment amount; Based on the speed adjustment amount and the weight coefficient of each driving component, the initial speed of each driving component is adjusted forward to obtain the feedforward speed.

3. The method according to claim 2, characterized in that, The step of feedforward adjusting the initial speed of each drive component based on the speed adjustment amount and the weight coefficient of each drive component to obtain the feedforward speed includes: Based on the initial attitude, determine the weight coefficient of each driving component; The speed adjustment amount is multiplied by the weighting coefficient of each drive component to obtain the speed compensation value of each drive component; The initial speed of each drive component is added to the corresponding speed compensation value to obtain the feedforward speed of each drive component.

4. The method according to claim 2, characterized in that, Determining the speed adjustment amount based on the initial attitude and the vehicle's load distribution data includes: The load difference is determined based on the initial attitude and the vehicle's load distribution data; the load distribution data is calculated based on the original load data. Based on the load difference, a preset mapping relationship is queried to determine the speed adjustment amount; the preset mapping relationship includes the initial attitude and the speed adjustment amount corresponding to different load differences under the initial attitude.

5. The method according to claim 4, characterized in that, The initial posture includes front-end tilt, rear-end tilt, left-side tilt, and right-side tilt; the load distribution data includes the front load, rear load, left-side load, and right-side load of the vehicle; determining the load difference based on the initial posture and the vehicle's load distribution data includes: When the initial posture is the front of the vehicle sinking or the rear of the vehicle sinking, the difference between the front load and the rear load is determined as the load difference. When the initial posture is the vehicle body tilted to the left or to the right, the difference between the load on the left side and the load on the right side is determined as the load difference.

6. The method according to any one of claims 1-5, characterized in that, The step of determining the feedback compensation speed of each drive component based on the vehicle's attitude angular velocity while navigating in water includes: Determine the preset attitude threshold of the vehicle; The attitude adjustment time of the vehicle is calculated based on the preset attitude threshold and the attitude angular velocity. Based on the attitude adjustment duration and multiple preset duration thresholds, the attitude deviation level of the vehicle is determined; The feedback compensation speed of each drive component is determined based on the attitude deviation level and the attitude adjustment duration.

7. The method according to claim 6, characterized in that, The plurality of duration thresholds include a first duration threshold and a second duration threshold, wherein the first duration threshold is less than the second duration threshold; The determination of the vehicle's attitude deviation level based on the attitude adjustment duration and multiple preset duration thresholds includes: When the attitude adjustment time is less than or equal to the first time threshold, the attitude deviation level is determined to be the first level; When the attitude adjustment duration is greater than the first duration threshold and less than the second duration threshold, the attitude deviation level is determined to be the second level, and the attitude deviation degree of the second level is less than that of the first level. When the attitude adjustment duration is greater than or equal to the second duration threshold, the attitude deviation level is determined to be the third level, and the attitude deviation degree of the third level is less than that of the second level.

8. The method according to claim 7, characterized in that, The step of determining the feedback compensation speed of each drive component based on the attitude deviation level and the attitude adjustment duration includes: If the attitude deviation level is the first level, then the main drive component, the secondary drive component, and the auxiliary drive component corresponding to the initial attitude are determined, and the feedforward speed of the secondary drive component is determined as the feedback compensation speed of the main drive component, the negative number of the feedforward speed of the secondary drive component is determined as the feedback compensation speed of the secondary drive component, and the feedback compensation speed of the auxiliary drive component is determined according to the feedforward speed of the auxiliary drive component. If the attitude deviation level is the second level, then based on the attitude adjustment duration, a preset speed compensation table is consulted to determine the feedback compensation speed of each drive component; the preset speed compensation table includes multiple attitude adjustment durations and the feedback compensation speed corresponding to each attitude adjustment duration. If the attitude deviation level is the third level, then the feedback compensation speed of each drive component is determined to be the preset compensation speed.

9. The method according to claim 8, characterized in that, The main drive component includes a wheel-side motor on the vehicle's downward or tilted side, the secondary drive component includes a wheel-side motor on the opposite side, and the auxiliary drive component includes a left thruster and a right thruster.

10. The method according to claim 8, characterized in that, The multiple drive components include wheel-side motors and propellers.

11. The method according to claim 7, characterized in that, The method further includes: When the attitude deviation level recovers from the first level or the second level to the third level, feedback compensation is exited, and the target rotation speed of each drive component is restored to its respective feedforward rotation speed.

12. The method according to any one of claims 2-5, characterized in that, Determining the initial attitude of the vehicle in a floating state based on the vehicle's original load data includes: Based on the original load data, the load distribution data is calculated, which reflects the weight distribution of the vehicle in the front, rear, left and right sides. The initial attitude is determined based on the load distribution data.

13. The method according to claim 12, characterized in that, The load distribution data includes the front load, rear load, left-side load, and right-side load of the vehicle; determining the initial attitude based on the load distribution data includes: When the front load is greater than the rear load, the initial posture is determined to be a downward-sloping front end; When the front load is less than the rear load, the initial posture is determined to be rear-end depression; When the load on the left side is greater than the load on the right side, the initial posture is determined to be a leftward tilt of the vehicle. When the load on the left side is less than the load on the right side, the initial posture is determined to be a rightward tilt of the vehicle body.

14. The method according to claim 13, characterized in that, The original load data includes the vehicle's left front load, right front load, left rear load, and right rear load; the calculation of the load distribution data based on the original load data includes: The sum of the left front load and the right front load is determined as the front load; The sum of the left rear load and the right rear load is determined as the rear load; The sum of the left front load and the left rear load is determined as the left side load; The sum of the right front load and the right rear load is determined as the right side load.

15. A control device for the attitude of a vehicle navigating in water, characterized in that, include: The first determining module is used to determine the initial attitude of the vehicle in a floating state based on the vehicle's original load data. The first processing module is used to perform feedforward adjustment on the initial rotation speed of multiple drive components in the vehicle based on the initial attitude, so as to obtain the feedforward rotation speed of each drive component. The second determining module is used to determine the feedback compensation speed of each drive component based on the attitude angular velocity of the vehicle when it is sailing in water. The second processing module is used to determine the target rotation speed of each drive component based on the feedforward rotation speed and the feedback compensation rotation speed of the drive component, and to control the drive component according to the target rotation speed to adjust the vehicle's navigation attitude in the water.

16. A controller, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-14.

17. A vehicle, characterized in that, include: The vehicle body, and the controller as described in claim 16.

18. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-14.

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