Deep sea mining vehicle free-turning high speed transit equipment and method

Abstract

A kind of deep-sea mining vehicle free-turning high-speed passing equipment and method, aiming at solving the problems of instability caused by the shift of the vehicle's gravity center during the differential turning of the deep-sea mining vehicle, low productivity caused by low-speed driving, and other problems; At the same time, it solves the problems of vehicle slip caused by sediment shear failure, track overload fracture caused by extreme lateral torsional load, etc. The equipment mainly includes high-clearance vehicle chassis, track walking system I and II, screw propulsion system, multi-axis linkage support system and integrated bidirectional collection system I and II. Using the method of track disengaging from the bottom, floating rotation and screw propulsion, instead of differential turning of the vehicle body, can greatly reduce the path switching time of the mining vehicle; Using a variety of sensors to intelligently monitor real-time data, deep-sea mining intelligent marching, collecting and analyzing are realized. This equipment can realize "zero U-turn" fast lane changing and uninterrupted collection at all times, which can greatly improve the high-speed safety performance and comprehensive productivity of the deep-sea mining vehicle.

Description

Technical Field

[0001] This invention relates to the field of deep-sea mining engineering equipment technology, specifically to a deep-sea mining vehicle's high-speed, turn-free passage equipment and method. Background Technology

[0002] As global industrialization continues, terrestrial rare metal mineral resources are becoming increasingly depleted, making it difficult to support sustained growth in industrial demand. The ocean, however, holds extremely rich reserves of rare metal minerals, and the exploration and development of deep-sea resources has become a crucial strategic objective for major economies worldwide.

[0003] Polymetallic nodules are typically found on seafloor plains at depths of 4000 m to 6000 m, operating in environments characterized by high pressure, high salinity, and extremely soft seabed. Deep-sea mining vehicles, as core components for ore extraction and transport, must maintain stable movement on this soft seabed. However, deep-sea sediments possess extremely low bearing capacity, high thixotropy, and an internal friction angle approaching zero; their structural strength can decrease by up to 80% after disturbance. In actual operations, limited by complex terrain (such as slopes and hills) and existing path planning patterns, traditional mining vehicles typically use differential speeds to turn and change paths. On this extremely low-bearing-capacity seabed, differential turning easily induces problems such as track slippage and synchronous instability of the front and rear tracks, leading to a shift in the center of gravity of the four-tracked vehicle, forward slippage and rear sinking, or even track breakage. In severe cases, this can paralyze the entire mining system, exposing the mother ship to extremely high risks of recovery and extrication. Furthermore, during differential turning, traditional mining vehicles significantly reduce speed to maintain safe path changes, resulting in reduced productivity throughout the operation.

[0004] Given the aforementioned practical challenges, existing technologies primarily focus on optimizing stability and safety during turning, while research on comprehensive optimization schemes for "turn-free" operation of four-tracked vehicles during path switching is limited. Traditional turning methods inherently struggle to avoid shear damage to soft seabeds and are inefficient. Therefore, there is an urgent need to develop a mature and efficient high-speed, turn-free device and method for deep-sea mining vehicles. By eliminating the physical turning process, this approach can fundamentally address the drawbacks of turning slippage, track breakage risks, and low productivity, thereby enhancing the adaptability and operational efficiency of mining vehicles in soft seabed environments to meet the requirements of large-scale deep-sea mining.

[0005] Specifically, the following key issues exist: 1. Traditional path switching methods are severely affected by seabed disturbance and have poor adaptability: Existing deep-sea mining vehicles mostly use differential turning or physical U-turns to switch paths. Due to the extremely high thixotropy and extremely low bearing capacity of deep-sea sediments, the shear stress generated during physical turning can easily damage the sediment structure. This not only leads to frequent slippage and sinking of mining vehicles during turning, but also lacks a mechanical structure and control scheme that allows the vehicle to detach from the seabed surface and directly perform translational switching, severely limiting the continuity and safety of mining operations.

[0006] 2. Insufficient Dynamic Coupling Awareness of Four-Track Systems with Complex Seabed Environments: When deep-sea mining vehicles travel on soft seabeds, there is a complex dynamic coupling between the tracks and the seabed. Existing designs often neglect the impact of center-of-gravity shifts on subsidence intensity when the mining vehicle changes paths. Due to the lack of high-precision real-time monitoring of seabed flatness and dynamic compensation mechanisms for vehicle attitude, the four-track system struggles to achieve precise coordination of the rotation angles of the front and rear track modules when facing uneven terrain, easily leading to uneven stress on the entire vehicle and causing structural damage to the tracks.

[0007] 3. During the turning phase of path switching, existing rotating mechanisms lack rigid anti-torsional locking mechanisms with high rated torque, making them unsuitable for the heavy-duty environment of deep sea. Furthermore, traditional mining vehicles lack the mirror dynamic flipping capability of their travel control logic, preventing them from directly reversing direction after lane changes. Direct reverse driving, without the adaptive switching of the drive torque characteristic curves and slip ratio threshold values ​​of the front / rear track modules, would cause instantaneous and violent track slippage, triggering high-concentration structural plume pollution. This fails to meet the stringent environmental and dynamic requirements of deep-sea, turn-free, high-productivity continuous mining scenarios. Summary of the Invention

[0008] In order to overcome the technical defects of existing deep-sea mining vehicles, such as track slippage and sinking leading to loss of operation when changing paths by differential turning on soft seabeds, as well as the operational defects of low productivity caused by low-speed turning of mining vehicles, this invention provides a high-speed, turn-free passage equipment and method for deep-sea mining vehicles.

[0009] To solve the above problems, the technical solution of the present invention is as follows: A method for deep-sea mining vehicles to pass through at high speed without turning includes the following steps: S1: When the mining vehicle moves to the preset operation path node, the central intelligent control decision system retrieves the composite attitude angle and eccentricity obtained by the full attitude navigation monitoring unit, as well as the subsidence depth and real-time height cloud map of each track module obtained by the seabed micro-topography perception array, and classifies the eccentricity and subsidence levels; the system uses the fuzzy PID control algorithm to dynamically adjust the thrust of the vertical lift propeller cluster in the center of the vehicle roof and the thrust of the four independent vertical lift propellers above the four tracks according to the dual-parameter coupling state of the composite attitude angle and the track subsidence depth, to drive the vehicle body without changing the current horizontal attitude and vertically lift the vehicle body by 10 cm to 15 cm; S11: When the system detects that it is in a coupled working condition of large eccentricity (composite attitude angle ≥3°) and high sinking depth (15 cm~30 cm), the output power of the independent vertical lift propellers on the near side of the center of gravity and directly above the track module on the high sinking side is increased to 85%~95%, and the power of the remaining independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. The cluster vertical lift propellers at the center of the linkage roof maintain a reference power output of 70%~80% to overcome the shift of the vehicle's center of gravity and the rheological adsorption force of the bottom material. S12: When the system detects that it is in a coupled working condition of small eccentricity (composite attitude angle 0°~3°) and low sinking depth (0cm~15cm), it controls the independent vertical lift propeller directly above the track module near the center of gravity to adjust the output power to 75%~85%, and the power of the other three independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. It also links the cluster vertical lift propeller at the center of the roof to maintain a reference power output of 65%~75% and implements linear attitude fine-tuning vertical lifting. S13: When the system detects that it is in a coupled working condition of small eccentricity (composite attitude angle 0°~3°) and high sinking depth (15cm~30cm), it controls the independent vertical lift propeller directly above the track module near the center of gravity to adjust the output power to 75%~85%, and the power of the other three independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. It also links the cluster vertical lift propeller at the center of the roof to maintain a high reference power output of 75%~85% to overcome the adhesion force of the whole vehicle when it touches the bottom. S14: When the system detects that it is in a coupled working condition of large eccentricity (composite attitude angle ≥3°) and low sinking depth (0cm~15cm), the output power of the independent vertical lift propeller directly above the track module near the center of gravity is adjusted to 80%~90%, and the power of the other three independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. The cluster vertical lift propeller at the center of the linkage roof maintains a reference power output of 60%~70% and implements large tilt angle attitude trim correction. During the above-mentioned floating and lifting process, the parallelogram hydraulic lifting mechanisms of the front and rear collection devices extend downwards in opposite directions simultaneously to maintain a constant contact pressure between the collection head and the seabed surface, and keep it within the range of 1.0 kPa to 3.0 kPa. S2: Lateral Acquisition Phase: While maintaining a vertical floating attitude, the horizontal vector propulsion unit at the rear of the vehicle body is activated, enabling the suspended vehicle body to achieve a translational speed of 0.5 m / s to 1.0 m / s. During the lateral movement, the integrated bidirectional acquisition system receives seabed flatness data from the bottom ultrasonic distance sensor in real time. The intelligent control system adaptively adjusts the extension of the parallelogram hydraulic lifting mechanism according to the real-time floating height, so that the acquisition head can collect ore in the transition area between the two paths without blind spots during the gap of lateral movement. S3: Suspension and Rotation Stage: The multi-axis linkage support system releases its rigid lock, and the slewing support shaft drives tracked walking systems I and II to rotate 90° in place in the same direction in the horizontal plane simultaneously. During the suspension and rotation process, the central intelligent control decision system controls and starts the drive power source inside tracked walking systems I and II. Utilizing the gyroscopic effect generated by the high-speed rotation of the tracks, it provides a spatial attitude stabilizing torque and combines it with the asymmetric hydrodynamics generated by the self-rotating tracks in deep water to perform auxiliary reversal and anti-sway correction. The central intelligent control system compares the feedback value from the angle encoder with the preset target value, controls the rotational angular velocity to 5° / s~10° / s, and limits the horizontal synchronization deviation of the four sets of tracks to within ±0.2°. S4: Dynamic Attitude Compensation Phase: Throughout the entire cycle of pre-levitation, lateral movement, and rotation, the all-attitude navigation monitoring unit located at the bottom of the vehicle body monitors the vehicle's three-dimensional attitude and yaw angle in real time while in the levitation state. S41: When the deep ocean current is detected to cause the vehicle's yaw angle deviation to be ±0.5°~1.5°, the rear horizontal vector propulsion unit adjusts the thrust vector angle within a range of ±15° to dynamically compensate for the lateral drift force generated by the deep ocean current on the vehicle. S42: When the attitude sensor detects that the vehicle body tilts at a horizontal angle greater than ±3° and less than ±5° due to complex uneven terrain or unstable flow field, the central intelligent control decision system automatically starts the differential control program of the vertical propeller. It increases the power distribution to the vertical lift propeller unit on the tilting and sinking side and reduces the power to the vertical lift propeller unit on the lifting side. It corrects and restores the horizontal state of the vehicle body by generating multi-directional vector differential thrust torque. S5: Controlled Landing Phase: Once the navigation system confirms that the vehicle's centerline is completely aligned with the target path and the track rotation angle is in place, the multi-axis linkage support system rigidly locks each track module against torsion; the vertical lift propeller speed decreases, guiding the mining vehicle to a slow and controlled landing on the seabed surface; the system monitors the bottoming pressure at the four corners of the chassis in real time using ultrasonic distance sensors. S51: If the bottoming pressure distribution at the four corners is evenly distributed, the vertical lift propeller will fall directly back to the seabed and gradually reduce its rotational speed to zero. S52: If a certain corner is detected to be bottoming out first due to terrain undulations, while the other corners are suspended and a non-uniform sinking trend is generated, the central intelligent control decision system controls the vertical lift propeller directly above the corner that first touches the bottom to instantly increase the hydrodynamic force of discharging water downwards, so as to reduce the initial bottoming load concentration of that corner. S6: After completing the second floating-rotation-landing, the mining vehicle moves to the next target path. The intelligent control decision system automatically executes the mirror flip of the walking logic, swapping the control parameters of the original "front" track with the original "rear" track. The mining vehicle does not need to perform any physical vehicle turning action. It directly uses the original rear acquisition device as the navigator and moves in the opposite direction along the new path at a speed of 0.5m / s to 2.0m / s to carry out mining operations. The target operation path is cycled and steps S1 to S5 are repeated to achieve high-speed, high-productivity mining without turning at all times.

[0010] As a further embodiment of the method of the present invention, in step S1, the composite attitude angle is the longitudinal pitch angle collected by the full attitude navigation monitoring unit. Ψ With lateral roll angle ω The system performs real-time calculations using the spatial vector superposition modulus formula. When determining the working condition, the system compares the real-time calculated composite attitude angle with the preset micro-attitude angle threshold and extreme attitude angle threshold. At the same time, it compares the real-time sinking depth of each track module with the preset track anti-slip tooth height to achieve automatic triggering and switching of the four composite working conditions from S11 to S14.

[0011] As a further aspect of the method of the present invention, in step S1, the power reduction control strategy of the remaining independent vertical lift propellers is based on the coupling state of eccentricity and sinking level, specifically including: dividing the eccentricity into first-order eccentricity (0°~3°), second-order eccentricity (3°~5°), and third-order eccentricity (5°~10°) according to the composite attitude angle; dividing the sinking level into first-order sinking (0cm~8cm), second-order sinking (8cm~15cm), third-order sinking (15cm~22cm), and fourth-order sinking (22cm~30cm) according to the depth; when the system determines that it is in the coupling condition of first-order eccentricity and first-order or second-order sinking, the output power of the remaining independent vertical lift propellers is adjusted to 65%~75%; when it is in the coupling condition of second-order eccentricity and third-order sinking, the output power is adjusted to 55%~65%; when it is in the coupling condition of third-order eccentricity and fourth-order sinking, the output power is adjusted to 40%~55%.

[0012] As a further embodiment of the method of the present invention, in steps S5 and S6, the central intelligent control decision system establishes a load-bearing capacity evaluation model based on the bottoming pressure at the four corners of the chassis to initialize the walking traction parameters; in step S6, the system completely swaps the driving characteristics and slip ratio threshold values ​​of the front and rear track modules, and suppresses instantaneous track slippage and plume generation through the traction control algorithm.

[0013] To achieve the above objectives, the present invention also provides a high-speed, turn-free deep-sea mining vehicle, comprising a rotary track system I and II, a helical propulsion system, a high-clearance chassis, an integrated bidirectional data acquisition system I and II, a multi-axis linkage support system, and a central intelligent control and decision-making system. The central intelligent control and decision-making system is housed in a high-pressure sealed chamber inside the vehicle body and is electrically connected to the rotary track system I and II, the helical propulsion system, the integrated bidirectional data acquisition system I and II, and the multi-axis linkage support system, which serve as actuators, via deep-sea-specific pressure-bearing cables. It is responsible for the attitude control and operation path planning of the entire machine.

[0014] As a further embodiment of the equipment of the present invention, the multi-axis linkage support system is symmetrically distributed at the bottom of the vehicle chassis and connected to the road wheel structure of the rotary track walking system I and II; the multi-axis linkage support system includes a support base plate, a rotary support shaft, and track connecting side shafts symmetrically arranged on both sides of the support base plate; the gravity of the vehicle chassis is sequentially transmitted to the track connecting side shafts on both sides through the rotary support shaft and the support base plate, and is evenly distributed to the rotary track walking system.

[0015] As a further embodiment of the equipment of the present invention, the rotary support shaft is located at the top center of the support base plate, and a cluster of fastening mounting holes are evenly opened on it for fixing the support base plate and the vehicle chassis; the rotary support shaft adopts a double-row ball or cross roller bearing structure inside, and an angle encoder is integrated inside.

[0016] As a further embodiment of the equipment of the present invention, the spiral propulsion system includes one set of modular vertical lift propeller units symmetrically installed at the center of the top of the vehicle body, four independent vertical lift propeller units installed on the roof directly above the tracks, and two sets of horizontal spiral propulsion systems symmetrically installed at the rear of the vehicle chassis.

[0017] As a further embodiment of the equipment of the present invention, the integrated bidirectional acquisition system includes front and rear acquisition devices arranged at both ends of the vehicle chassis in the longitudinal direction; both the front and rear acquisition devices are connected to a hydraulic lifting and attitude adjustment mechanism with a parallelogram structure; during the vehicle's levitation process, the hydraulic lifting and attitude adjustment mechanism can receive real-time instructions from the central intelligent control decision system and automatically extend downward by 10cm to 20cm to fully compensate for the height of the chassis lifting and maintain a constant contact pressure between the acquisition head and the sediment nodule layer on the seabed surface.

[0018] By adopting the above technical solution, the beneficial technical effects of the present invention are as follows: This invention eliminates the severe shearing damage to the soft seabed caused by differential turning, and possesses extremely strong extrication capabilities. Traditional mining vehicles are prone to causing irreversible structural damage to sediments with extremely low load-bearing capacity when changing lanes and turning around. This invention pioneers a vertical pre-floating lateral movement mechanism, which not only shortens the path switching time, but also creates a unique extrication mode (step S13) specifically for soft deep-sea bottoms. By synchronously raising the output of the four independent propellers to a high saturation of 80%~90%, a powerful vertical full-quadrant resultant force is instantly provided, effectively overcoming the large-area rheological adsorption force of the bottom sediment, fundamentally eliminating the risk of deep-sea mining vehicles bottoming out and suffocating.

[0019] This invention achieves refined torque balance in four quadrants with multiple parameters, significantly improving anti-rollover and adaptive attitude adjustment accuracy under complex micro-terrain conditions. It is the first to incorporate longitudinal pitch angle... Ψ With lateral roll angle ω Spatial decoupling is performed to extract a "composite attitude angle" that can cover any angular displacement across the entire quadrant, and this angle interacts with the track sinking depth to construct a control matrix. Through the decoupling and distribution of coarse and fine power between the central cluster propellers and the four corner edge long-arm independent propellers, intelligent switching is possible under four extreme off-center loading and rheological sinking conditions, from S11 to S14. This hierarchical motion control strategy has an extremely wide dynamic adaptive boundary, greatly enhancing the driving safety of the mining vehicle in variable micro-terrain environments.

[0020] This invention integrates dynamic gyroscopic effect de-swaying and mirror-image control, balancing high-speed continuous operation with seabed environmental plume constraint. During the rotation phase (step S3), the invention utilizes the spatial gyroscopic fixed-axis torque and asymmetric hydrodynamics generated by the heavy-duty tracked walking system's high-speed underwater rotation. This achieves de-swaying and self-stabilization of the system's internal momentum without additional servo hardware, suppressing secondary coupled swaying caused by rotational motion. Through the adaptive flipping and traction control algorithm of the "front / rear" control features in step S6, mirror-image bidirectional mining without physical turning is achieved. This not only significantly saves energy and mining interruption time but also effectively suppresses instantaneous track slippage and rotation in the initial stage of reverse movement, minimizing the generation of plumes from soft sediments on the seabed surface, fully complying with international standards for green and sustainable deep-sea mining. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a turn-free switching path for a deep-sea mining vehicle's high-speed, turn-free passage equipment and method.

[0022] Figure 2 This is a schematic diagram of the structure of a deep-sea mining vehicle's high-speed, turn-free passage equipment and method according to the present invention.

[0023] Figure 3 This is a schematic diagram of the front tracked walking system of a deep-sea mining vehicle that allows for high-speed, turn-free passage.

[0024] Figure 4 This is a schematic diagram of the tracked walking system during the path switching process of a deep-sea mining vehicle's high-speed, turn-free passage equipment and method.

[0025] Figure 5 This is a schematic diagram of a data collection system for a deep-sea mining vehicle that can pass through at high speed without turning.

[0026] In the diagram: 100 - High-clearance vehicle chassis; 101 - Tracked walking system I; 102 - Tracked walking system II; 103 - Horizontal propulsion system; 104 - Vertical cluster propulsion system; 105 - Vertical independent propeller; 106 - Data acquisition system I; 107 - Data acquisition system II; 108 - All-attitude navigation and monitoring unit; 109 - Track connecting side shaft; 110 - Fastening mounting hole; 111 - Support base plate; 112 - Rotary support shaft; 113 - Seabed micro-topography sensing array; 114 - Ultrasonic distance sensor; 115 - High-pressure sealed chamber; 116 - Angle encoder Detailed Implementation

[0027] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0028] The structures, proportions, sizes, etc., illustrated in the accompanying drawings of this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention. Example 1:

[0029] like Figure 2 , 3 As shown in Figures 4 and 5, a deep-sea mining vehicle high-speed passage equipment without turning includes a high-clearance vehicle chassis 100, a high-pressure sealed chamber 115, and a central intelligent control and decision-making system deployed therein.

[0030] like Figure 2 , 5As shown, the multi-axis linkage support system includes a slewing support shaft 112, a support base plate 111, and a track connecting side shaft 109. The slewing support shaft 112 has an internal channel communication system that enables anti-torsional locking and unlocking under the action of the slewing support shaft. Under the feedback control of the angle encoder 116, the slewing support shaft 112 drives the track walking system I 101 and track walking system II 102 below to adjust their angles.

[0031] like Figure 2 , 3 As shown, the spiral propulsion system includes a vertical cluster spiral propulsion system 104 installed at the center of the roof, vertical independent propellers 105 located at the four corners of the roof, and a horizontal spiral propulsion system 103 installed at the rear of the chassis, used to perform hydrodynamic balancing and distribution for the entire mining vehicle, such as levitation, translation, and attitude adjustment.

[0032] The integrated bidirectional acquisition system includes acquisition system I 106 and acquisition system II 107, which adaptively extend downwards to maintain constant pressure for bottom contact acquisition when the vehicle body floats. The data sensing elements include an all-attitude navigation monitoring unit 108, a seabed micro-topography sensing array 113, and an ultrasonic distance sensor 114, which are used to acquire high-frequency information on vehicle attitude, seabed topography, and track subsidence characteristics.

[0033] The aforementioned equipment and method for high-speed, turn-free passage of deep-sea mining vehicles includes the following steps: Step 1: The mining vehicle travels along the first preset working path to the lane change node. The central intelligent control and decision-making system retrieves the longitudinal pitch angle of 4.2° and the lateral roll angle of 2.5° obtained from the full attitude navigation monitoring unit 108, and calculates the composite attitude angle as 4.88° in real time; simultaneously, it retrieves the real-time track subsidence depth of 20cm obtained from the ultrasonic distance sensor 114. The system performs intelligent identification and evaluation of the working condition based on the above multi-parameter data.

[0034] Step Two: The propulsion system is officially activated. The vertical cluster propulsion system 104 at the center of the vehicle roof outputs 75% of the base power, while the four independent vertical propellers 105 at the corners distribute power asymmetrically according to the eccentricity (the power on the side near the center of gravity and the high subsidence side is increased to 85%, while the power on the other sides is adjusted to 60% according to the current coupling condition of secondary eccentricity and tertiary subsidence). This forcefully overcomes the rheological adsorption force of the soft seabed, driving the high-clearance vehicle chassis 100 to rise vertically by 12cm, so that the tracks are completely detached from the seabed surface. At the same time, the data acquisition systems I and II control the parallelogram hydraulic lifting and attitude adjustment mechanism to automatically extend downward by 12cm to compensate for the displacement in the opposite direction, keeping the working contact pressure of the data acquisition head on the seabed surface constant at 2.0 kPa, achieving continuous and uninterrupted data acquisition during the buoyancy process.

[0035] Step 3: While maintaining complete stability in the vertically floating attitude, the horizontal propulsion system 103 at the rear of the vehicle is activated and outputs horizontal thrust, driving the suspended mining vehicle to perform a non-shearing lateral translation towards the adjacent second target operation path, with a stable horizontal translation speed of 0.8 m / s. During this period, the ultrasonic distance sensor array 114 performs real-time high-frequency scanning of the seabed undulations in the transition area, guiding the acquisition system I 106 and acquisition system II 107 to perform tail-end acquisition of ore in the blind spot of the lane change; when the all-attitude navigation monitoring unit 108 detects that the ocean current disturbance causes the vehicle body to have a 1.0° yaw angle deviation, the electro-hydraulic servo swing cylinder of the horizontal propulsion system 103 immediately actuates, precisely deflecting the thrust vector angle in the opposite direction by 10° to dynamically counteract the lateral drift.

[0036] Step 4: After the vehicle is moved to a position directly above the centerline of the second target operation path and remains suspended, the rigid lock of the slewing support shaft 112 is released, driving the tracked walking system I 101 and tracked walking system II 102 below to rotate 90° clockwise in place in the horizontal plane. During this rotation, the main drive motor is controlled to make the tracks perform high-speed cyclic rotation in the water under no-load conditions. The spatial attitude stabilizing gyro effect is used to provide spatial stiffness for the suspended vehicle body and to implement anti-sway correction. The angle is fed back in real time and the angular velocity of the modules is controlled at 6° / s to ensure that the horizontal synchronous rotation angle deviation between each track module is within ±0.11°.

[0037] Step 5: After each track module rotates into position, the slewing support shaft 112 is forcefully locked. Subsequently, the vertical cluster propeller propulsion system 104 and the vertical independent propeller 105 smoothly reduce their speed using a first-order exponential decreasing strategy, guiding the heavy-duty mining vehicle to a controlled landing. At the moment of landing and contact with the seabed, if the ultrasonic distance sensor 114 at a single corner detects a sudden increase in the initial contact load due to terrain undulations, the specific vertical independent propeller 105 directly above that corner instantly increases its speed to divert seawater, generating an upward reverse buffer lifting force to offset 40% of the initial overload, achieving a smooth, impact-free soft landing of the entire vehicle on the soft seabed.

[0038] Step Six: After completing the second floating-rotation-landing maneuver, the mining vehicle reaches the second target path. The central intelligent control decision-making system automatically activates the mirror flip program of the control logic, adaptively swapping the underlying control characteristic parameters of the original front tracked walking system I101 and the original rear tracked walking system II102 with a single click. The mining vehicle does not need to perform a physical differential turn of the vehicle body; it directly moves forward at full speed in the opposite direction, using the previously rear-positioned acquisition system II107 as the leading vane for the new working direction. Within the initial 3 seconds of startup, the track slippage rate is strictly controlled to within 8%, fundamentally preventing violent disturbance of the bottom mud caused by track slippage and idle spinning.

[0039] Of course, the above description is not intended to limit the present invention, and the present invention is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. A method for deep-sea mining vehicles to pass through at high speed without turning, characterized in that, include: S1: When the mining vehicle moves to the preset operation path node, the central intelligent control decision system retrieves the composite attitude angle and eccentricity obtained by the full attitude navigation monitoring unit, as well as the subsidence depth and real-time height cloud map of each track module obtained by the seabed micro-topography perception array, and classifies the eccentricity and subsidence levels; the system uses the fuzzy PID control algorithm to dynamically adjust the thrust of the vertical lift propeller cluster in the center of the vehicle roof and the thrust of the four independent vertical lift propellers above the four tracks according to the dual-parameter coupling state of the composite attitude angle and the track subsidence depth, to drive the vehicle body without changing the current horizontal attitude and vertically lift the vehicle body by 10 cm to 15 cm; S11: When the system detects that it is in a coupled working condition of large eccentricity (composite attitude angle ≥3°) and high sinking depth (15 cm~30 cm), the independent vertical lift propellers on the near side of the center of gravity and directly above the track module on the high sinking side are controlled to increase their output power to 85%~95%. The power of the remaining independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. The cluster vertical lift propellers at the center of the vehicle roof are linked to maintain a reference power output of 70%~80% to overcome the shift of the vehicle's center of gravity and the rheological adsorption force of the bottom material. S12: When the system detects that it is in a coupled working condition of small eccentricity (composite attitude angle 0°-3°) and low sinking depth (0 cm~15 cm), the independent vertical lift propeller directly above the track module near the center of gravity is controlled to adjust the output power to 75%~85%, and the power of the other three independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. The cluster vertical lift propeller at the center of the roof is linked to maintain a reference power output of 65%~75% and implements linear attitude fine-tuning vertical lifting. S13: When the system detects that it is in a coupled working condition of small eccentricity (composite attitude angle 0°~3°) and high sinking depth (15 cm~30 cm), it controls the independent vertical lift propeller directly above the track module near the center of gravity to adjust the output power to 75%~85%, and the power of the other three independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. It also links the cluster vertical lift propeller at the center of the roof to maintain a high reference power output of 75%~85% to overcome the adhesion force of the whole vehicle when it touches the bottom. S14: When the system detects that it is in a coupled working condition of large eccentricity (compound attitude angle ≥3°) and low sinking depth (0 cm~15 cm), the output power of the independent vertical lift propeller directly above the track module near the center of gravity is adjusted to 80%~90%, and the power of the other three independent vertical lift propellers is adjusted to 40%~75% according to the eccentricity and sinking ratio. The cluster vertical lift propeller at the center of the linkage roof maintains a reference power output of 60%~70% and implements large tilt angle attitude trim correction. During the above-mentioned floating and lifting process, the parallelogram hydraulic lifting mechanisms of the front and rear collection devices extend downwards in opposite directions simultaneously to maintain a constant contact pressure between the collection head and the seabed surface, and keep it within the range of 1.0 kPa to 3.0 kPa. S2: While maintaining a vertical floating attitude, the horizontal vector propulsion unit at the rear of the vehicle body is activated, enabling the suspended vehicle body to achieve a translational speed of 0.5 m / s to 1.0 m / s; during the lateral movement, the integrated bidirectional acquisition system receives the seabed flatness data from the bottom ultrasonic distance sensor in real time, and the intelligent control system adaptively adjusts the extension of the parallelogram hydraulic lifting mechanism according to the real-time floating height, so that the acquisition head can collect ore in the transition area between the two paths without dead angles during the gap of the lateral movement. S3: The multi-axis linkage support system releases its rigid lock, and the slewing support shaft drives tracked walking systems I and II to rotate 90° in place in the same direction in the horizontal plane simultaneously. During the suspension rotation, the central intelligent control decision system controls and starts the drive power source inside tracked walking systems I and II, using the gyroscopic effect generated by the high-speed rotation of the tracks to provide a spatial attitude stabilizing torque, and combines the asymmetric hydrodynamics generated by the self-rotating tracks in deep water to perform auxiliary reversal and anti-sway correction. The central intelligent control system compares the feedback value of the angle encoder with the preset target value, controls the rotational angular velocity to 5° / s~10° / s, and limits the horizontal synchronization deviation of the four sets of tracks to within ±0.2°. S4: Throughout the entire cycle of pre-levitation, lateral movement, and rotation, the all-attitude navigation monitoring unit located at the bottom of the vehicle body monitors the three-dimensional attitude and yaw angle of the vehicle body in real time while it is in the levitation state. S41: When the deep ocean current is detected to cause the vehicle's yaw angle deviation to be ±0.5°~1.5°, the rear horizontal vector propulsion unit adjusts the thrust vector angle within a range of ±15° to dynamically compensate for the lateral drift force generated by the deep ocean current on the vehicle. S42: When the attitude sensor detects that the vehicle body tilts at a horizontal angle greater than ±3° and less than ±5° due to complex uneven terrain or unstable flow field, the central intelligent control decision system increases the power distribution to the vertical lift propeller unit on the tilting and sinking side and reduces the power to the vertical lift propeller unit on the lifting side, thereby correcting and restoring the vehicle body's horizontal state by generating multi-directional vector differential thrust torque. S5: Once the navigation system confirms that the vehicle's centerline is perfectly aligned with the target path and the track rotation angle is correct, the multi-axis linkage support system rigidly locks each track module against torsion; the vertical lift propeller speed decreases, guiding the mining vehicle to a slow and controlled landing on the seabed surface; the system monitors the bottoming pressure at the four corners of the chassis in real time using ultrasonic distance sensors. S51: If the bottoming pressure distribution at the four corners is detected to be uniform, the vertical lift propeller will fall directly back to the seabed and gradually reduce its rotational speed to zero. S52: If a certain corner is detected to be bottoming out first due to terrain undulations, while the other corners are suspended and a non-uniform sinking trend is generated, the central intelligent control decision system controls the vertical lift propeller directly above the corner that first touches the bottom to instantly increase the hydrodynamic force of discharging water downwards, so as to reduce the initial bottoming load concentration of that corner. S6: After completing the second floating-rotation-landing, the mining vehicle moves to the next target path. The intelligent control decision system automatically executes the mirror flip of the walking logic, swapping the control parameters of the original acquisition system I with those of the original acquisition system II. The mining vehicle does not need to perform any physical vehicle turning action. It directly uses the original rear acquisition device as the navigator and moves in the opposite direction along the new path at a speed of 0.5m / s to 2.0m / s to carry out mining operations. The target operation path is cyclically repeated from step S1 to S5, realizing high-speed, high-productivity mining without turning at all times.

2. A high-speed, turn-free passage device for deep-sea mining vehicles, characterized in that: It includes rotary track walking systems I and II, a helical propulsion system, a high-clearance chassis, integrated bidirectional data acquisition systems I and II, a multi-axis linkage support system, and a central intelligent control and decision-making system. The central intelligent control and decision-making system is housed in a high-pressure sealed chamber inside the vehicle body and is electrically connected to the rotary track walking systems I and II, the helical propulsion system, the integrated bidirectional data acquisition systems I and II, and the multi-axis linkage support system, which serve as actuators, via deep-sea-specific pressure-bearing cables. It is responsible for the attitude control and operation path planning of the entire machine.

3. The deep-sea mining vehicle high-speed passage equipment without turning as described in claim 2, characterized in that: The multi-axis linkage support system is symmetrically distributed at the bottom of the vehicle chassis and is connected to the road wheel structure of the rotary track walking system I and II. The multi-axis linkage support system includes a support base plate, a rotary support shaft, and track connecting side shafts symmetrically arranged on both sides of the support base plate. The gravity of the vehicle chassis is sequentially transmitted to the track connecting side shafts on both sides through the rotary support shaft and the support base plate, and is evenly distributed to the rotary track walking system.

4. The deep-sea mining vehicle high-speed passage equipment without turning as described in claim 2, characterized in that: The rotary support shaft is located at the top center of the support base plate, and a cluster of fastening mounting holes are evenly opened on it for fixing the support base plate to the vehicle chassis; the rotary support shaft integrates an angle encoder.

5. The deep-sea mining vehicle's high-speed, turn-free passage equipment according to claim 2, characterized in that: The propulsion system includes one modular vertical lift propeller unit symmetrically mounted on the top center of the vehicle body, four independent vertical lift propeller units mounted on the roof directly above the tracks, and two horizontal vector propulsion units symmetrically mounted on the rear of the vehicle chassis.

6. The deep-sea mining vehicle high-speed passage equipment without turning as described in claim 2, characterized in that: The integrated bidirectional acquisition system includes front and rear acquisition devices arranged at both ends of the vehicle chassis in the longitudinal direction; both the front and rear acquisition devices are connected to a hydraulic lifting and attitude adjustment mechanism with a parallelogram structure; during the vehicle's levitation process, the hydraulic lifting and attitude adjustment mechanism can receive real-time instructions from the central intelligent control decision system and automatically extend downward by 10cm to 20cm to fully compensate for the height of the chassis lifting and maintain a constant contact pressure between the acquisition head and the sediment nodule layer on the seabed surface.

7. A method for a deep-sea mining vehicle to pass through at high speed without turning, as described in claim 1, characterized in that: In step S1, the composite attitude angle is the longitudinal pitch angle acquired by the full attitude navigation monitoring unit. Ψ With lateral roll angle ω The system performs real-time calculations using the spatial vector superposition modulus formula. When determining the working condition, the system compares the real-time calculated composite attitude angle with the preset micro-attitude angle threshold and extreme attitude angle threshold. At the same time, it compares the real-time sinking depth of each track module with the preset track anti-slip tooth height to achieve automatic triggering and switching of the four composite working conditions from S11 to S14.

8. A method for a deep-sea mining vehicle to pass through at high speed without turning, as described in claim 1, characterized in that: In step S1, the power reduction control strategy of the remaining independent vertical lift propellers is based on the coupling state of eccentricity and sinking level, specifically including: dividing the eccentricity into first-order eccentricity (0°~3°), second-order eccentricity (3°~5°), and third-order eccentricity (5°~10°) according to the composite attitude angle; dividing the sinking level into first-order sinking (0cm~8cm), second-order sinking (8cm~15cm), third-order sinking (15cm~22cm), and fourth-order sinking (22cm~30cm) according to the depth; when the system determines that it is in the coupling condition of first-order eccentricity and first-order or second-order sinking, the output power of the remaining independent vertical lift propellers is adjusted to 65%~75%; when it is in the coupling condition of second-order eccentricity and third-order sinking, the output power is adjusted to 55%~65%; when it is in the coupling condition of third-order eccentricity and fourth-order sinking, the output power is adjusted to 40%~55%.

9. A method for a deep-sea mining vehicle to pass through at high speed without turning, as described in claim 1, characterized in that: In steps S5 and S6, the central intelligent control decision system establishes a load-bearing capacity assessment model based on the bottoming pressure at the four corners of the chassis to initialize the walking traction parameters; in step S6, the system completely swaps the driving characteristics and slip rate threshold values ​​of the front and rear track modules, and suppresses instantaneous track slippage and plume generation through the traction control algorithm.

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