A seabed mining vehicle posture compensation control method based on acquisition of load disturbance identification

Abstract

The present application relates to a kind of based on the attitude compensation control method of seabed mining car posture identification of acquisition load disturbance, comprising: S1, obtain the load parameter and the vehicle attitude parameter of seabed mining car in the continuous acquisition operation process;S2, calculate acquisition load disturbance amount;S3, calculate attitude deviation;S4, root identification attitude disturbance type;S5, generate vector thruster feedforward compensation instruction;S6, according to attitude disturbance type, vector thruster is compensated control;S7, if attitude deviation exceeds attitude safety threshold, then to load parameter is recalled, if attitude deviation does not exceed attitude safety threshold then enter S8;S8, if the vehicle attitude parameter after compensation recovers to preset range, then enter S9, if the vehicle attitude parameter after compensation has not recovered to preset range, then enter S6;S9, according to preset change rate, the output of load is recovered.The present application can improve the attitude stability in the continuous acquisition operation process of seabed mining car.

Description

Technical Field

[0001] This invention relates to the field of deep-sea resource development and seabed mining equipment control technology, and in particular to a seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification. Background Technology

[0002] Deep-sea polymetallic nodules, cobalt-rich crusts, and phosphorite mineral resources are typically distributed in the surface and near-surface areas of seabed sediments. During continuous mining operations, seabed mining vehicles usually need to maintain low-speed movement on the soft seabed while the mining head performs corresponding actions of breaking, gathering, and sucking up the seabed minerals. The minerals and corresponding transport objects in the slurry are then conveyed to storage and transportation devices and subsequent hoisting systems via a transport system. During this process, the mining vehicle is not only affected by travel resistance and changes in seabed topography, but also by continuous disturbances caused by changes in the load on the mining head and the transport load.

[0003] During actual data collection, the following factors can significantly change when the data collection head comes into contact with seabed minerals and sediments: the head drive current, contact pressure, height, rotational speed, and downward pressure. When the head enters areas with dense mineral deposits, high sediment resistance, or locally protruding terrain, the collection resistance can suddenly increase, causing the vehicle to tilt forward, backward, or experience uneven stress. If the collection resistance is biased towards one side of the vehicle, it can also lead to roll and yaw deviation, affecting the relative position between the head and seabed minerals and reducing the stability of continuous data collection.

[0004] Meanwhile, the operating status of the conveying system also affects the attitude of the seabed mining vehicle. Increased slurry concentration, fluctuations in conveying pump pressure, changes in conveying flow rate, and fluctuations in conveying pipeline pressure can all alter the stress state and load distribution of the mining vehicle. In particular, when the load on the acquisition head and the load on the conveying pump change simultaneously, the vehicle body may experience corresponding disturbance states among forward tilting disturbances, roll disturbances, yaw disturbances, and compound disturbances resulting from the superposition of multiple disturbances.

[0005] Existing seabed mining vehicles and underwater mobile equipment are typically equipped with attitude sensors and thrusters to detect the vehicle's attitude and compensate for deviations in attitude angle from the target range. This type of control primarily relies on feedback adjustments based on corresponding parameters among roll angle, pitch angle, and heading deviation. Once an attitude deviation has occurred, auxiliary thrust is output from the thrusters for correction. While this method can improve attitude deviation to some extent, its control is mainly focused on the attitude result itself, lacking the identification of disturbances to acquisition operation load signals such as acquisition head load, delivery pump pressure, delivery flow rate, and slurry concentration.

[0006] If the control system only adjusts the thrusters after the attitude angle exceeds the limit, it cannot compensate for the corresponding trends in the vehicle's forward tilt, roll, and yaw during the initial stage of sudden changes in the acquisition load, easily resulting in compensation lag. Especially in continuous acquisition operations on soft bottoms in deep sea, changes in the acquisition head load may precede significant changes in the attitude angle. If compensation commands cannot be generated in advance based on the amount of acquisition load disturbance and its rate of change, the vehicle's attitude may deviate from the stable range in a short period of time, thereby affecting the working attitude of the acquisition head and the stability of the transport.

[0007] Furthermore, existing attitude correction control typically focuses on adjusting the thruster output, rarely considering the corresponding loads of the data acquisition head and the conveying pump load as reversible targets. When at least one of the following occurs: the data acquisition load continuously increases or the attitude deviation becomes excessive, simply relying on continuous high thrust compensation from the thrusters may result in at least one of the following: increased energy consumption, enhanced thrust disturbance, and repeated attitude fluctuations. This makes it difficult to reduce the impact of data acquisition operations on the vehicle's attitude from the source of the disturbance. Therefore, when the attitude deviation exceeds the safety threshold, it is necessary to simultaneously adjust the corresponding outputs of the data acquisition head rotation speed, data acquisition head downforce, conveying pump flow rate, and track traction output, and gradually restore the data acquisition load after the attitude is restored.

[0008] Therefore, the existing technology still lacks a method for attitude compensation control of seabed mining vehicles based on the identification of acquisition load disturbances. This method can calculate the acquisition load disturbance based on the acquisition head load parameters and the transport load parameters during continuous acquisition operations, identify the corresponding disturbance states among forward tilt disturbances, roll disturbances, yaw disturbances and compound disturbances by combining the vehicle attitude parameters, perform vector thruster feedforward compensation before the attitude deviation exceeds the limit, and adjust the corresponding loads in the acquisition head load and transport pumping load when the attitude deviation is too large, thereby improving the attitude stability of the seabed mining vehicle during continuous acquisition operations. Summary of the Invention

[0009] The purpose of this invention is to address the corresponding disturbances in the vehicle body tilting, rolling, yaw, and complex attitude disturbances caused by changes in corresponding parameters such as the load of the acquisition head, the pressure of the delivery pump, the delivery flow rate, and the slurry concentration during continuous acquisition operations of existing seabed mining vehicles. Ordinary attitude feedback control suffers from problems such as compensation lag, single thrust compensation, and lack of acquisition load callback. This invention provides a seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification.

[0010] To achieve the above objectives, the present invention provides the following solution: A method for attitude compensation control of a seabed mining vehicle based on acquisition load disturbance identification includes: S1. Obtain the load parameters and vehicle attitude parameters of the seabed mining vehicle during continuous collection operations, wherein the load parameters include the collection head load parameters, the conveying load parameters, and the track drive load parameters. S2. Calculate the acquisition load disturbance based on the acquisition head load parameters and the transmission load parameters; S3. Calculate the attitude deviation based on the vehicle attitude parameters; S4. Identify the attitude disturbance type based on the collected load disturbance amount, the vehicle attitude parameters, and the track drive load parameters; S5. Determine whether the acquired load disturbance and / or the rate of change of the acquired load disturbance exceed a preset threshold. If it exceeds the preset threshold, generate a vector thruster feedforward compensation command and proceed to S6. If it does not exceed the preset threshold, do not generate a new vector thruster feedforward compensation command and proceed to S7 to determine whether the attitude deviation exceeds the attitude safety threshold. S6. Perform compensation control on the vector thruster according to the type of attitude disturbance; S7. If the attitude deviation exceeds the attitude safety threshold, the load parameters are called back; if the attitude deviation does not exceed the attitude safety threshold, proceed to S8. S8. If the compensated vehicle attitude parameters are restored to the preset range, proceed to S9. If the compensated vehicle attitude parameters are not restored to the preset range, proceed to S6. S9. Restore the load output according to the preset rate of change.

[0011] Optionally, the load parameters of the acquisition head include the acquisition head drive current, acquisition head contact pressure, acquisition head height change, acquisition head rotation speed, and acquisition head downward pressure; The conveying load parameters include conveying pump pressure, conveying flow rate, slurry concentration, conveying pipeline pressure fluctuation, and pump drive current; The track drive load parameters include track drive motor current, track drive torque, track hydraulic motor pressure, left and right track drive load difference, and track target speed; The vehicle attitude parameters include pitch angle, roll angle, heading deviation, pitch rate, roll rate, and heading rate.

[0012] Optionally, calculating the acquisition load disturbance includes obtaining it based on the corresponding calculation results from the deviation value, rate of change, weighted result, table lookup result, and piecewise function result of the acquisition head load parameter and the transmission load parameter.

[0013] Optionally, identifying the attitude disturbance type based on the collected load disturbance amount, the vehicle attitude parameters, and the track drive load parameters includes: If at least one of the following conditions for identifying a forward tilt disturbance is met, it is determined to be a forward tilt disturbance; the conditions for identifying a forward tilt disturbance include: the amount of disturbance of the acquisition load increases, the rate of change of the acquisition head load parameter exceeds a preset forward tilt disturbance threshold, the pitch angle of the vehicle body attitude parameters increases in the forward tilt direction, and the pitch angular velocity points in the forward tilt direction. When at least one of the roll disturbance identification conditions is met, it is determined to be a roll disturbance; the roll disturbance identification conditions include: uneven load on the left and right sides, increased difference in load between the left and right track drives, the roll angle in the vehicle attitude parameters exceeding a preset roll threshold, and a continuous increase in roll angular velocity. When at least one of the yaw disturbance identification conditions is met, it is determined to be a yaw disturbance; the yaw disturbance identification conditions include: the collected resistance is biased to one side of the vehicle body, the heading deviation in the vehicle body attitude parameters increases, the heading angular velocity is abnormal, and the difference between the left and right track drive loads exceeds a preset yaw threshold. When at least two of the forward pitch disturbance, the roll disturbance, and the yaw disturbance are present simultaneously, it is determined to be a composite disturbance.

[0014] Optionally, compensating for the vector thruster based on the type of attitude disturbance includes: When a tilting disturbance occurs, the control vector thruster outputs forward and backward compensating components; When there is a roll disturbance, the control vector thruster outputs left and right compensating components; When a yaw disturbance occurs, the control vector thruster outputs a horizontal yaw correction component. When faced with a complex disturbance, the forward and backward compensation components, left and right compensation components, and horizontal yaw correction components are allocated according to a preset priority.

[0015] Optionally, the load parameter callback includes: reducing the acquisition head rotation speed, reducing the acquisition head down pressure, reducing the conveyor pump flow rate, reducing the track target speed, and pausing the acquisition operation when the attitude deviation exceeds the attitude safety threshold within a preset time period.

[0016] Optionally, the output of restoring the load according to the preset rate of change includes: restoring the sampling head rotation speed, sampling head down pressure, conveying pump flow rate and track traction output according to the preset rate of change.

[0017] This invention also provides a seabed mining vehicle attitude compensation control system based on load disturbance recognition, comprising: The load detection unit is used to acquire the load parameters of the acquisition head; A conveyor load detection unit is used to acquire conveyor load parameters; Track drive load detection unit, used to acquire track drive load parameters; Attitude detection unit, used to acquire vehicle attitude parameters; The disturbance calculation unit is used to calculate the disturbance of the acquisition load based on the acquisition head load parameters and the transmission load parameters; The attitude disturbance identification unit is used to identify the type of attitude disturbance based on the collected load disturbance amount, vehicle attitude parameters and track drive load parameters. The thruster compensation allocation unit is used to generate a vector thruster feedforward compensation command when the acquired load disturbance and / or the rate of change of the acquired load disturbance exceeds a preset threshold, and to perform compensation control on the vector thruster according to the attitude disturbance type; and not to generate a new vector thruster feedforward compensation command when the preset threshold is not exceeded. A load callback unit is used to trigger a callback of load parameters if the attitude deviation exceeds the attitude safety threshold. The recovery control unit is used to restore the compensated vehicle attitude parameters to a preset range and restore the load output according to a preset rate of change.

[0018] The beneficial effects of this invention are as follows: This invention calculates the acquisition load disturbance based on the acquisition head load parameters and the transport load parameters, and calculates the attitude deviation based on the vehicle body attitude parameters. This enables the control system to identify the impact of changes in the acquisition operation load on the vehicle body attitude, rather than simply performing ordinary feedback correction after the attitude angle exceeds the limit.

[0019] This invention identifies the corresponding disturbance states among forward pitch disturbance, roll disturbance, yaw disturbance, and combined disturbance based on the collected load disturbance and attitude deviation. It also allocates forward and backward compensation components, left and right compensation components, and horizontal yaw correction components of the vector thruster for different attitude disturbance types, thereby improving the targeting of attitude compensation control.

[0020] When at least one of the collected load disturbance and its rate of change exceeds a preset threshold, the present invention generates a vector thruster feedforward compensation command before the attitude deviation exceeds the attitude safety threshold. This can suppress the corresponding trends in vehicle body tilt, roll and yaw trends in the early stage of the collected load change, and reduce attitude compensation lag.

[0021] When the attitude deviation exceeds the attitude safety threshold, this invention not only adjusts the compensating force of the vector thruster, but also reduces the rotational speed of the acquisition head, reduces the downward pressure of the acquisition head, reduces the flow rate of the conveying pump, and reduces the target speed of the track. Furthermore, it suspends the acquisition operation when the attitude deviation continues to exceed the attitude safety threshold, thereby reducing the impact of changes in the acquisition load on the vehicle's attitude from the source of disturbance.

[0022] After the vehicle's posture is restored to a preset range, the present invention gradually restores the corresponding objects in the acquisition head load, the conveying pump load, and the track traction output according to a preset rate of change. This can reduce secondary posture fluctuations during the acquisition load restoration process and improve the posture stability and operational continuity of the seabed mining vehicle during continuous acquisition operations. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a flowchart of an embodiment of the present invention for a seabed mining vehicle attitude compensation control method based on the identification of acquisition load disturbance; Figure 2 This is a block diagram for calculating the load disturbance in an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating attitude disturbance type identification according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the force distribution for compensation in a vector thruster according to an embodiment of the present invention; Figure 5 This is a flowchart of the data acquisition load callback and gradual recovery control in an embodiment of the present invention. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0027] like Figure 1 As shown in the figure, this embodiment proposes a method for attitude compensation control of a seabed mining vehicle based on the identification of acquisition load disturbances, including: S1. Obtain the load parameters and vehicle attitude parameters of the seabed mining vehicle during continuous collection operations, wherein the load parameters include the collection head load parameters, the conveying load parameters, and the track drive load parameters. S2. Calculate the acquisition load disturbance based on the acquisition head load parameters and the transmission load parameters; S3. Calculate the attitude deviation based on the vehicle attitude parameters; S4. Identify the attitude disturbance type based on the collected load disturbance amount, the vehicle attitude parameters, and the track drive load parameters; S5. Determine whether the acquired load disturbance and / or the rate of change of the acquired load disturbance exceed a preset threshold. If it exceeds the preset threshold, generate a vector thruster feedforward compensation command and proceed to S6. If it does not exceed the preset threshold, do not generate a new vector thruster feedforward compensation command and proceed to S7 to determine whether the attitude deviation exceeds the attitude safety threshold. S6. Perform compensation control on the vector thruster according to the type of attitude disturbance; S7. If the attitude deviation exceeds the attitude safety threshold, the load parameters are called back; if the attitude deviation does not exceed the attitude safety threshold, proceed to S8. S8. If the compensated vehicle attitude parameters are restored to the preset range, proceed to S9. If the compensated vehicle attitude parameters are not restored to the preset range, proceed to S6. S9. Restore the load output according to the preset rate of change.

[0028] Further in step S1, the sampling head load parameters are used to characterize the operational load generated when the sampling head comes into contact with seabed minerals and sediments. The sampling head load parameters include the sampling head drive current, sampling head contact pressure, sampling head height variation, sampling head rotation speed, and sampling head downward pressure. The sampling head drive current reflects the change in resistance experienced by the sampling head; the sampling head contact pressure reflects the contact strength between the sampling head and seabed minerals and sediments; the sampling head height variation reflects whether the sampling head is sinking, rising, or changing with topographic relief; and the sampling head rotation speed and sampling head downward pressure reflect the intensity of the sampling operation.

[0029] Transport load parameters characterize the load changes of the corresponding transported objects in the mineral and slurry during the transport process. These parameters include transport pump pressure, transport flow rate, slurry concentration, transport pipeline pressure fluctuations, and pump drive current. When the slurry concentration increases, the local resistance of the transport pipeline increases, or the pump load changes abruptly, the transport pump pressure, transport flow rate, and pump drive current will change accordingly, potentially affecting the attitude stability of the subsea mining vehicle.

[0030] Track drive load parameters are used to characterize the traction load changes of the tracked traveling mechanism during continuous data acquisition. These parameters include track drive motor current, track drive torque, track hydraulic motor pressure, load difference between the left and right tracks, and target track speed. These parameters are primarily used to help determine whether load disturbances during data acquisition lead to uneven stress on the vehicle body and corresponding deviations in heading.

[0031] Vehicle attitude parameters are used to characterize the actual attitude state of the seabed mining vehicle. These parameters include pitch angle, roll angle, heading deviation, pitch rate, roll rate, and heading rate. Vehicle attitude parameters can be obtained from inertial measurement units, attitude sensors, integrated navigation systems, and other detection devices capable of acquiring changes in vehicle attitude.

[0032] Furthermore, such as Figure 2 As shown, in step S2, the acquisition load disturbance is calculated based on the acquisition head load parameters and the delivery load parameters. The acquisition load disturbance is used to characterize the overall disturbance caused by changes in acquisition head resistance, pump load, slurry concentration, and delivery pipeline pressure fluctuations during continuous acquisition operations.

[0033] In a preferred embodiment of this application, the acquisition load disturbance can be obtained from the deviation values, rates of change, weighted results, lookup table results, and corresponding calculation results of the acquisition head load parameters and the delivery load parameters. For example, the control system can calculate the acquisition load disturbance based on the deviation of the acquisition head drive current relative to the reference current, the deviation of the acquisition head contact pressure relative to the reference pressure, the rate of change of the delivery pump pressure, the rate of change of the delivery flow rate, and the change in slurry concentration. The acquisition load disturbance can also be obtained through a preset lookup table method, that is, by looking up the corresponding disturbance level according to different acquisition head load ranges, delivery pump pressure ranges, and slurry concentration ranges.

[0034] As an optional implementation, the collected load disturbance 201 can be represented as follows: D=f (ΔIc, ΔPc, ΔHc, ΔPp, ΔQp, ΔCm); Wherein, D represents the load disturbance 201, ΔIc represents the deviation of the acquisition head drive current, ΔPc represents the deviation of the acquisition head contact pressure, ΔHc represents the change in acquisition head height, ΔPp represents the deviation of the delivery pump pressure, ΔQp represents the deviation of the delivery flow rate, ΔCm represents the change in slurry concentration, and f represents the corresponding mapping method in weighted summation, table lookup mapping, and piecewise function mapping. The above expression is only used to illustrate one method of calculating the load disturbance and is not intended to limit the scope of protection of this invention.

[0035] Furthermore, in step S3, the attitude deviation is calculated based on the vehicle attitude parameters. The attitude deviation characterizes the degree of deviation of the actual vehicle attitude from the target attitude and the allowable attitude range, and serves as the input for step S4 to identify pitch disturbances, roll disturbances, yaw disturbances, and combined disturbances. The attitude deviation may include pitch deviation, roll deviation, yaw deviation, and corresponding changes in pitch angular velocity, roll angular velocity, and yaw angular velocity.

[0036] In one implementation, the control system calculates pitch deviation, roll deviation, and yaw deviation, respectively, and includes these as components of the attitude deviation. Specifically, pitch deviation is used to determine if the vehicle body has a tendency to pitch forward or backward, roll deviation is used to determine if the vehicle body has a tendency to roll left or right, and yaw deviation is used to determine if the vehicle body has deviated from the target acquisition path. These attitude deviations, along with the acquired load disturbance and track drive load parameters, are input into step S4 to identify the corresponding attitude disturbance type.

[0037] Furthermore, such as Figure 3 As shown, in step S4, the attitude disturbance type is identified based on the collected load disturbance amount, vehicle attitude parameters, and track drive load parameters. The attitude disturbance type includes the corresponding items among forward tilt disturbance, roll disturbance, yaw disturbance, and combined disturbance.

[0038] When at least one of the following conditions is met—increased acquisition load disturbance, rate of change of acquisition head load parameters exceeding preset forward tilt disturbance threshold, increased pitch angle in the forward tilt direction, or pitch angular velocity pointing in the forward tilt direction—the control system determines that the seabed mining vehicle is experiencing a forward tilt disturbance. Forward tilt disturbances are typically caused by the corresponding conditions among increased downward pressure on the acquisition head, increased contact resistance of the acquisition head, sudden decrease in acquisition head height, and abrupt change in the front acquisition load.

[0039] When at least one of the following conditions is met—uneven load distribution between the left and right sides, increased load difference between the left and right track drives, roll angle exceeding a preset roll threshold, or continuous increase in roll velocity—the control system determines that the seabed mining vehicle is experiencing roll disturbance. Roll disturbance is typically caused by the following corresponding conditions: the sampling head being biased to one side, uneven seabed resistance between the left and right sides of the sampling area, uneven mineral distribution, and a sudden increase in load on one side of the track.

[0040] When at least one of the following conditions is met—the sampling resistance shifts to one side of the vehicle body, the heading deviation increases, the heading angular velocity is abnormal, or the difference in drive load between the left and right tracks exceeds a preset yaw threshold—the control system determines that the seabed mining vehicle is experiencing a yaw disturbance. Yaw disturbances typically manifest as the seabed mining vehicle deviating from the target sampling path, and when the corresponding conditions are met, a significant track correction output is required to maintain the original heading.

[0041] When at least two of the following disturbances—tilt disturbance, roll disturbance, and yaw disturbance—are present simultaneously, or when the collected load disturbance and attitude deviation both exceed their corresponding comprehensive judgment thresholds, the control system determines that the seabed mining vehicle is under a combined disturbance. For combined disturbances, the control system can allocate compensation actions according to a preset priority. Preferably, when at least one of the pitch deviation and roll deviation is close to the attitude safety threshold, the corresponding components of the forward and backward compensation forces and the left and right compensation forces are allocated first; when the heading deviation continues to increase but the vehicle's pitch and roll are both within the allowable range, the horizontal yaw correction force is allocated first.

[0042] Furthermore, in step S5, the control system determines whether the acquired load disturbance and / or the rate of change of the acquired load disturbance exceed a preset threshold. If the preset threshold is exceeded, a vector thruster feedforward compensation command is generated before the attitude deviation exceeds the attitude safety threshold; if the preset threshold is not exceeded, no new vector thruster feedforward compensation command is generated, and the system enters the process of determining whether the attitude deviation exceeds the attitude safety threshold. This step is used to perform attitude compensation in advance at the initial stage of a sudden change in the acquired load, while avoiding unnecessary thruster feedforward output when the load disturbance is small.

[0043] In a preferred embodiment of this application, when the rate of change of the acquired load disturbance exceeds a preset feedforward threshold, but the attitude deviation has not yet exceeded the attitude safety threshold, the control system generates corresponding vector thruster feedforward compensation commands in advance based on the identified attitude disturbance type. For example, when the acquisition head drive current and acquisition head contact pressure increase rapidly, and the pitch angle begins to change in the forward tilt direction but has not yet exceeded the attitude safety threshold, the control system generates forward and backward compensation force commands to suppress forward tilt; when the unevenness of the left and right acquisition loads increases rapidly but the roll angle has not yet exceeded the limit, the control system generates left and right compensation force commands to suppress roll. If neither the acquired load disturbance nor its rate of change exceeds the preset threshold, the control system does not generate new vector thruster feedforward compensation commands and directly enters the judgment process of whether the attitude deviation exceeds the attitude safety threshold.

[0044] Furthermore, such as Figure 4 As shown, in step S6, the forward and backward compensation components, left and right compensation components, and horizontal yaw correction components of the vector thruster are determined according to the attitude disturbance type.

[0045] When a forward tilt disturbance is identified, the control system determines the front and rear compensation components. These components are used to suppress the corresponding attitudes in forward and backward tilt caused by the acquisition load. For example, when the acquisition head load increases, causing the vehicle to tilt forward, the control system can increase the vertical compensation output of the front and corresponding directional vector thrusters, and generate a compensation torque that reduces the vehicle's pitch angle when the corresponding conditions are met.

[0046] When a roll disturbance is detected, the control system determines the left and right compensation components. These components are used to suppress roll caused by uneven drag on the left and right sides. For example, when the drag on the left side of the vehicle increases and causes a downward tendency on the left side, the control system can adjust the differential compensation output of the left and right vector thrusters to gradually restore the vehicle's roll angle to within the allowable range.

[0047] When a yaw disturbance is identified, the control system determines a horizontal yaw correction component. This horizontal yaw correction component is used to suppress heading deviation caused by acquisition drag bias. For example, when acquisition drag is biased to the left side of the vehicle and causes the vehicle's heading to shift to the left, the control system can generate a yaw correction torque by using the difference in horizontal output between the left and right vector thrusters, gradually bringing the vehicle's heading back to the target acquisition path.

[0048] When a complex disturbance is identified, the control system simultaneously calculates the forward and backward compensation components, the left and right compensation components, and the horizontal yaw correction component, and performs compensation according to the corresponding rules in the preset priority and allocation ratio. Preferably, when the attitude deviation is not lower than the attitude safety approach threshold, the forward and backward compensation components and the left and right compensation components are given priority to avoid the vehicle body from experiencing excessive pitch and roll. After the vehicle body attitude has returned to the allowable range, the horizontal yaw correction component is gradually increased to correct the heading deviation.

[0049] Furthermore, in step S7, the corresponding objects among the track traction output, acquisition head load, and conveying pump load are adjusted according to the acquired load disturbance and attitude deviation. This step is used to correct the disturbance source when at least one of the following conditions is met: large attitude deviation or continuously increasing acquired load disturbance, thus avoiding reliance solely on continuous high thrust compensation from the vector thruster.

[0050] In a preferred embodiment of this application, when the attitude deviation exceeds the attitude safety threshold, the control system executes a data acquisition load callback. The data acquisition load callback includes reducing the data acquisition head rotation speed, reducing the data acquisition head downforce, reducing the conveyor pump flow rate, reducing the track target speed, and suspending the corresponding item in the data acquisition operation when the attitude deviation continues to exceed the attitude safety threshold.

[0051] When a forward tilt disturbance is identified, the control system can prioritize reducing the corresponding parameters in the head downforce and head rotation speed to reduce the instantaneous force exerted by the head on seabed minerals and sediments. When a roll disturbance is identified, the control system can reduce the load on the off-center head and decrease the corresponding head downforce. When a yaw disturbance is identified, the control system can reduce the sampling drag causing the yaw direction and reduce the track target speed as the heading deviation continues to increase to reduce additional disturbances during attitude correction. When a combined disturbance is identified, the control system can simultaneously reduce the head rotation speed, head downforce, and delivery pump flow rate, and limit the rate of change of track traction output.

[0052] Furthermore, in step S8, it is determined whether the vehicle attitude has recovered to the preset range based on the compensated vehicle attitude parameters. Specifically, the control system continuously monitors the pitch angle, roll angle, yaw deviation, pitch rate, roll rate, and yaw rate. When the pitch angle, roll angle, and yaw deviation all fall back to their respective preset ranges, and the attitude angular velocity is lower than the corresponding stability threshold, it is determined that the vehicle attitude has recovered to the preset range.

[0053] As an alternative implementation, the control system can require that the vehicle attitude parameters remain within a preset range for multiple consecutive control cycles before determining that the vehicle attitude has recovered. By making continuous cycle judgments, misjudgments caused by short-term attitude fluctuations can be avoided.

[0054] Furthermore, such as Figure 5 As shown, in step S9, after the vehicle body attitude returns to the preset range, the corresponding items in the data acquisition head load, conveying pump load, and track traction output are gradually restored according to the preset rate of change. The gradual restoration process includes gradually restoring the data acquisition head rotation speed, gradually restoring the data acquisition head down pressure, gradually restoring the conveying pump flow rate, and gradually restoring the corresponding items in the track traction output.

[0055] In a preferred embodiment of this application, when resuming the data acquisition operation, the control system does not directly restore the acquisition head rotation speed, acquisition head downward pressure, and delivery pump flow rate to their original set values, but rather restores them gradually according to a preset rate of change. If, during the recovery process, at least one of the acquisition load disturbance and attitude deviation increases again, the control system pauses the recovery process and re-executes attitude disturbance type identification, feedforward compensation, and acquisition load callback.

[0056] As a specific operational example, the seabed mining vehicle performs continuous sampling operations on a soft seabed. Initially, the sampling head drive current, delivery pump pressure, slurry concentration, and vehicle attitude parameters are all within preset ranges, and the control system maintains normal sampling operation parameters. When the sampling head enters a mineral-dense area, the sampling head drive current and contact pressure increase rapidly, the sampling load disturbance and its rate of change exceed a preset feedforward threshold, and the pitch angle begins to change in the forward tilt direction but has not yet exceeded the attitude safety threshold. The control system identifies the forward tilt disturbance based on the sampling load disturbance and attitude deviation, and generates a vector thruster feedforward compensation command before the attitude deviation exceeds the limit, outputting forward and backward compensation components to suppress further forward tilting of the vehicle.

[0057] If the load on the acquisition head continues to increase after the front and rear compensation force outputs, and the pitch angle exceeds the attitude safety threshold, the control system will execute an acquisition load callback, reducing the acquisition head rotation speed and acquisition head downforce, and reducing the delivery pump flow rate as needed. Once the pitch angle returns to the preset range and the pitch rate drops below the stable threshold, the control system determines that the vehicle attitude has recovered, and gradually restores the acquisition head rotation speed, acquisition head downforce, and delivery pump flow rate according to the preset rate of change.

[0058] As another specific operational embodiment, when the sampling resistance on the left side of the seabed mining vehicle increases, the load on the left track drive is higher than that on the right track drive, and the roll angle increases to the left, the control system identifies this as a roll disturbance based on the uneven sampling load on the left and right sides and the change in roll angle. At this time, the control system outputs left and right compensation components and performs feedforward compensation before the roll angle approaches the attitude safety threshold. If the roll angle continues to increase, the control system reduces the corresponding parameters in the sampling head load and sampling head downforce on the off-center side and limits the rate of change of track traction output. After the roll angle recovers to the preset range, the control system gradually restores the sampling head load and track traction output according to the preset rate of change.

[0059] As another specific operational example, when the data acquisition resistance shifts to one side of the vehicle body, causing the heading deviation to continuously increase, the control system identifies this as a yaw disturbance. At this point, the control system outputs a horizontal yaw correction component, gradually returning the vehicle body to the target data acquisition path. If both the heading deviation and roll angle increase simultaneously, the control system identifies this as a combined disturbance and prioritizes outputting left and right compensation components to control the roll attitude, then gradually increases the horizontal yaw correction component based on the heading deviation.

[0060] By applying the technical solution of this invention, during continuous data collection operations of a seabed mining vehicle, the data collection load disturbance can be calculated based on the data collection head load parameters and the transport load parameters, and the attitude deviation can be calculated based on the vehicle attitude parameters. Furthermore, it can identify forward tilt disturbances, roll disturbances, yaw disturbances, and combined disturbances. When at least one of the data collection load disturbance and its rate of change exceeds a preset threshold, a vector thruster feedforward compensation command is generated before the attitude deviation exceeds the attitude safety threshold. Simultaneously, when the attitude deviation is too large, the corresponding objects in the data collection head load, transport pumping load, and track traction output are called back. This reduces the impact of sudden changes in data collection load on the vehicle attitude and improves the attitude stability of the seabed mining vehicle during continuous data collection operations.

[0061] It should be noted that the present invention does not limit the specific body structure, number of tracks, propeller installation position, acquisition module structure, and conveying module structure of the seabed mining vehicle. As long as it can acquire the acquisition head load parameters, conveying load parameters, track drive load parameters, and body attitude parameters during continuous acquisition operations, and can perform attitude compensation control through the corresponding actuators in the vector propeller, acquisition module, conveying module, and track walking mechanism, the method described in the present invention can be applied.

[0062] This embodiment also provides a seabed mining vehicle attitude compensation control system based on the identification of acquired load disturbances, including: The load detection unit is used to acquire the load parameters of the acquisition head; A conveyor load detection unit is used to acquire conveyor load parameters; Track drive load detection unit, used to acquire track drive load parameters; Attitude detection unit, used to acquire vehicle attitude parameters; The disturbance calculation unit is used to calculate the disturbance of the acquisition load based on the acquisition head load parameters and the transmission load parameters; The attitude disturbance identification unit is used to identify the type of attitude disturbance based on the collected load disturbance amount, vehicle attitude parameters and track drive load parameters. The thruster compensation allocation unit is used to generate a vector thruster feedforward compensation command when the acquired load disturbance and / or the rate of change of the acquired load disturbance exceeds a preset threshold, and to perform compensation control on the vector thruster according to the attitude disturbance type; and not to generate a new vector thruster feedforward compensation command when the preset threshold is not exceeded. A load callback unit is used to trigger a callback of load parameters if the attitude deviation exceeds the attitude safety threshold. The recovery control unit is used to restore the compensated vehicle attitude parameters to a preset range and restore the load output according to a preset rate of change.

[0063] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A method for attitude compensation control of a seabed mining vehicle based on the identification of acquired load disturbances, characterized in that, include: S1. Obtain the load parameters and vehicle attitude parameters of the seabed mining vehicle during continuous collection operations, wherein the load parameters include the collection head load parameters, the conveying load parameters, and the track drive load parameters. S2. Calculate the acquisition load disturbance based on the acquisition head load parameters and the transmission load parameters; S3. Calculate the attitude deviation based on the vehicle attitude parameters; S4. Identify the attitude disturbance type based on the collected load disturbance amount, the vehicle attitude parameters, and the track drive load parameters; S5. Determine whether the acquired load disturbance and / or the rate of change of the acquired load disturbance exceed a preset threshold. If it exceeds the preset threshold, generate a vector thruster feedforward compensation command and proceed to S6. If it does not exceed the preset threshold, do not generate a new vector thruster feedforward compensation command and proceed to S7 to determine whether the attitude deviation exceeds the attitude safety threshold. S6. Perform compensation control on the vector thruster according to the type of attitude disturbance; S7. If the attitude deviation exceeds the attitude safety threshold, the load parameters are called back; if the attitude deviation does not exceed the attitude safety threshold, proceed to S8. S8. If the compensated vehicle attitude parameters are restored to the preset range, proceed to S9. If the compensated vehicle attitude parameters are not restored to the preset range, proceed to S6. S9. Restore the load output according to the preset rate of change.

2. The seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification according to claim 1, characterized in that, The load parameters of the acquisition head include the acquisition head drive current, acquisition head contact pressure, acquisition head height change, acquisition head rotation speed, and acquisition head downward pressure; The conveying load parameters include conveying pump pressure, conveying flow rate, slurry concentration, conveying pipeline pressure fluctuation, and pump drive current; The track drive load parameters include track drive motor current, track drive torque, track hydraulic motor pressure, left and right track drive load difference, and track target speed; The vehicle attitude parameters include pitch angle, roll angle, heading deviation, pitch rate, roll rate, and heading rate.

3. The seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification according to claim 1, characterized in that, The calculation of the acquisition load disturbance includes obtaining it based on the corresponding calculation results from the deviation value, rate of change, weighted result, table lookup result, and piecewise function result of the acquisition head load parameter and the transmission load parameter.

4. The seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification according to claim 1, characterized in that, The attitude disturbance type is identified based on the collected load disturbance amount, the vehicle attitude parameters, and the track drive load parameters, including: When at least one of the following conditions for identifying a forward tilt disturbance is met, it is determined to be a forward tilt disturbance. The conditions for identifying a forward tilt disturbance include: the amount of disturbance of the acquisition load increases, the rate of change of the acquisition head load parameter exceeds a preset forward tilt disturbance threshold, the pitch angle of the vehicle body attitude parameters increases in the forward tilt direction, and the pitch angular velocity points in the forward tilt direction. When at least one of the roll disturbance identification conditions is met, it is determined to be a roll disturbance. The roll disturbance identification conditions include: uneven load on the left and right sides, increased difference in load between the left and right track drives, roll angle in the vehicle attitude parameters exceeding a preset roll threshold, and continuous increase in roll angular velocity. When at least one of the yaw disturbance identification conditions is met, it is determined to be a yaw disturbance. The yaw disturbance identification conditions include: the collected resistance is biased to one side of the vehicle body, the heading deviation in the vehicle body attitude parameters increases, the heading angular velocity is abnormal, and the difference between the left and right track drive loads exceeds a preset yaw threshold. When at least two of the forward pitch disturbance, the roll disturbance, and the yaw disturbance are present simultaneously, it is determined to be a composite disturbance.

5. The seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification according to claim 4, characterized in that, Compensation control of the vector thruster based on the type of attitude disturbance includes: When a tilting disturbance occurs, the control vector thruster outputs forward and backward compensating components; When there is a roll disturbance, the control vector thruster outputs left and right compensating components; When a yaw disturbance occurs, the control vector thruster outputs a horizontal yaw correction component. When faced with a complex disturbance, the forward and backward compensation components, left and right compensation components, and horizontal yaw correction components are allocated according to a preset priority.

6. The seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification according to claim 1, characterized in that, The callback of load parameters includes: reducing the acquisition head rotation speed, reducing the acquisition head down pressure, reducing the conveyor pump flow rate, reducing the track target speed, and pausing the acquisition operation when the attitude deviation exceeds the attitude safety threshold within a preset time period.

7. The seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification according to claim 1, characterized in that, The output of the load recovery based on the preset rate of change includes: the recovery of the acquisition head rotation speed, acquisition head down pressure, conveying pump flow rate and track traction output based on the preset rate of change.

8. A seabed mining vehicle attitude compensation control system based on acquisition load disturbance identification, used to implement the seabed mining vehicle attitude compensation control method based on acquisition load disturbance identification as described in any one of claims 1-7, characterized in that, include: The load detection unit is used to acquire the load parameters of the acquisition head; A conveyor load detection unit is used to acquire conveyor load parameters; Track drive load detection unit, used to acquire track drive load parameters; Attitude detection unit, used to acquire vehicle attitude parameters; The disturbance calculation unit is used to calculate the disturbance of the acquisition load based on the acquisition head load parameters and the transmission load parameters; The attitude disturbance identification unit is used to identify the type of attitude disturbance based on the collected load disturbance amount, vehicle attitude parameters and track drive load parameters. The thruster compensation allocation unit is used to generate a vector thruster feedforward compensation command when the acquired load disturbance and / or the rate of change of the acquired load disturbance exceeds a preset threshold, and to perform compensation control on the vector thruster according to the attitude disturbance type; and not to generate a new vector thruster feedforward compensation command when the preset threshold is not exceeded. A load callback unit is used to trigger a callback of load parameters if the attitude deviation exceeds the attitude safety threshold. The recovery control unit is used to restore the compensated vehicle attitude parameters to a preset range and restore the load output according to a preset rate of change.

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