A rudder angle identification method, device, system, equipment and medium

Abstract

This invention discloses a method, apparatus, system, device, and medium for rudder angle identification. The method includes: acquiring the rudder angle output from a rudder angle sensor in real time to determine the real-time average steering rate; matching the corresponding steering condition based on the average steering rate; switching filtering parameters according to the steering condition; wherein the filtering parameters include: filtering coefficients and a moving average window length; performing median filtering on the real-time rudder angle based on the filtering coefficients; and performing moving average filtering on the median-filtered rudder angle and the moving average queue corresponding to the moving average window length to output a corrected rudder angle. This solution implements adaptive median filtering and moving average filtering combined for different operating conditions, avoiding and eliminating data jumps caused by sampling noise and instantaneous interference.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of detection technology, and in particular to a method, apparatus, system, device and medium for rudder angle identification. Background Technology

[0002] Rudder angle sensors are core sensing devices in the steering control systems of ships and yachts. They are mainly used to collect the deflection angle and dynamic steering signals of the ship's steering gear in real time, providing core data support for closed-loop control of ship heading, yacht attitude adjustment, and intelligent ship autopilot systems. They are key components to ensure the accuracy of ship navigation and control and navigation safety. Currently, the mainstream rudder angle sensors on the market that are compatible with ship and yacht steering gears are mainly divided into two categories: contact potentiometer sensors and ordinary Hall non-contact sensors. Both types of sensors have significant technical shortcomings under complex marine operating conditions.

[0003] During angle detection, both contact potentiometer rudder angle sensors and ordinary Hall effect marine rudder angle sensors suffer from severe temperature drift and weak magnetic field anti-interference capabilities. This is due to the complex electromagnetic interference in the ship's engine room, the ship's turbulence and vibration, and the large temperature fluctuations between day and night and throughout the seasons. These faults easily lead to signal drift, data jumps, angle sampling distortion, and feedback lag, resulting in ship steering control jams and heading control deviations, making it difficult to meet the requirements of high-precision ship navigation control. Summary of the Invention

[0004] This invention provides a rudder angle identification method, device, system, equipment, and medium to achieve adaptive filtering for different operating conditions and avoid data jumps caused by sampling noise and instantaneous interference.

[0005] To achieve the above objectives, in a first aspect, embodiments of the present invention provide a rudder angle identification method, the method comprising: acquiring the rudder angle angle output by a rudder angle sensor in real time to determine the real-time average steering rate; Match the corresponding steering conditions based on the average steering rate; The filtering parameters are switched according to the steering condition; wherein the filtering parameters include: filtering coefficients and moving average window length; The real-time rudder angle is subjected to median filtering based on the filtering coefficients; The corrected rudder angle is output by performing a moving average filter on the moving average queue corresponding to the median-filtered rudder angle and the moving average window length.

[0006] Optionally, before acquiring the rudder angle output by the rudder angle sensor in real time, the following steps are also included: Perform zero-point adaptive calibration on the rudder angle sensor; Zero-point adaptive calibration of the rudder angle sensor includes: When the rudder angle output by the rudder angle sensor is detected to change from a positive yaw motion dynamic and / or a negative yaw motion dynamic to a static stable motion state, and then from the static stable motion state to a zero-point stable motion state, the rudder angle angles of a preset number of zero-point rudder angles output by the rudder angle sensor are acquired in real time. The zero-point rudder angle deviation is determined based on the zero-point rudder angle; When all the zero-reset rudder angle deviations are greater than the preset deviation, and all the zero-reset rudder angle deviations output a corrected zero-degree deviation in the same direction; wherein, the direction of the corrected zero-degree deviation is opposite to the direction of each of the zero-reset rudder angle deviations; Based on a preset range, the zero-degree deviation correction is accumulated to output the cumulative zero-point deviation correction.

[0007] Optionally, the rudder angle recognition method further includes: recognizing that the rudder angle change output by the rudder angle sensor is a positive yaw dynamic; recognizing that the rudder angle change output by the rudder angle sensor is a positive yaw dynamic includes: Within a preset calibration period, the increment of the current rudder angle is determined based on the current rudder angle and the rudder angle of the previous period; When the magnitude of the current rudder angle increment is greater than the preset rudder angle, and the rudder angle increment is positive, the rudder angle change is identified as a positive yaw dynamic.

[0008] Optionally, the rudder angle recognition method further includes: recognizing the rudder angle change output by the rudder angle sensor as a reverse yaw dynamic; recognizing the rudder angle change output by the rudder angle sensor as a reverse yaw dynamic includes: Within a preset calibration period, the increment of the current rudder angle is determined based on the current rudder angle and the rudder angle of the previous period; When the magnitude of the current rudder angle increment is greater than the preset rudder angle, and the rudder angle increment is negative, the rudder angle change is identified as a reverse deflection dynamic.

[0009] Optionally, the increment of the current rudder angle is determined based on the current rudder angle and the rudder angle of the previous cycle, including: When the current rudder angle is not in the critical range of 0° or 360°, the current rudder angle increment is determined based on the difference between the current rudder angle and the rudder angle of the previous cycle. When the current rudder angle is in the critical range of 0° or 360°, and when the deviation between the current rudder angle and the rudder angle of the previous cycle exceeds 180°, the current rudder angle increment is determined by adding the difference between the current rudder angle and the rudder angle of the previous cycle and a first preset angle. When the current rudder angle is in the critical range of 0° or 360°, and when the deviation between the rudder angle of the previous cycle and the current rudder angle exceeds 180°, the increment of the current rudder angle is determined by adding the difference between the current rudder angle and the rudder angle of the previous cycle and a second preset angle.

[0010] Optionally, the rudder angle recognition method further includes: recognizing that the rudder angle change output by the rudder angle sensor is a static and stable motion state; recognizing that the rudder angle change output by the rudder angle sensor is a static and stable motion state includes: Within a preset calibration period, the increment of the current rudder angle is determined based on the current rudder angle and the rudder angle of the previous period; When the magnitude of the current rudder angle increment is less than the preset rudder angle, the rudder angle change is identified as a static and stable motion state.

[0011] Optionally, the rudder angle recognition method further includes: recognizing that the rudder angle change output by the rudder angle sensor is in a zero steady-state state; recognizing that the rudder angle change output by the rudder angle sensor is in a zero steady-state state includes: Within the preset calibration period, the difference between the current rudder angle and the calibrated zero rudder angle is always within the calibrated zero rudder angle, thus identifying the rudder angle change as a zero steady-state state.

[0012] Optionally, the filtering parameters are switched according to the steering condition; including: when the steering condition continues for a preset judgment period, the filtering parameters are switched according to the steering condition.

[0013] Optionally, the filtering parameters are switched according to the steering condition, wherein the filtering parameters include filtering coefficients and the moving average window length, including: The filter coefficient and the moving average window length are smoothly switched according to the steering condition, and the filter coefficient and the moving average window length are divided based on the transition switching period. The rudder angle during the transition switching cycle is processed by median filtering based on the segmented filtering coefficients.

[0014] Optionally, the rudder angle identification method further includes: acquiring temperature and voltage signals in real time; A temperature-deviation model is established based on the temperature-voltage signal; Determine the temperature compensation coefficients for different temperature ranges based on the temperature-deviation model; The corrected rudder angle is compensated according to the temperature compensation coefficient.

[0015] Secondly, embodiments of the present invention also provide a rudder angle identification device, the rudder angle identification device comprising: The acquisition module is used to acquire the rudder angle output by the rudder angle sensor in real time in order to determine the real-time average steering rate based on the real-time rudder angle. The matching module is used to match the corresponding steering conditions based on the average steering rate; A switching module is used to switch filtering parameters according to the steering condition; wherein the filtering parameters include: filtering coefficients and moving average window length; The median filtering module is used to perform median filtering on the real-time rudder angle based on the filtering coefficients. The correction module is used to perform moving average filtering based on the median-filtered rudder angle and the moving average queue corresponding to the moving average window length to output a corrected rudder angle.

[0016] In a second aspect, embodiments of the present invention also provide a rudder angle identification system, which includes: a main control module that executes the rudder angle identification method described in the first aspect, and further includes: a primary power supply voltage regulator module, an input filtering module, a secondary power supply voltage regulator module, an output filtering module, a rudder angle detection module, and a signal adjustment module; The output terminal of the primary power supply regulator module is electrically connected to the input terminal of the input filter module; the output terminal of the input filter module is electrically connected to the input terminal of the secondary power supply regulator module; the output terminal of the secondary power supply regulator module is electrically connected to the input terminal of the output filter module; the output terminal of the output filter module is electrically connected to the power input terminal of the rudder angle detection module; the output terminal of the rudder angle detection module is electrically connected to the PWM signal receiving terminal of the signal adjustment module. The output terminal of the signal adjustment module is electrically connected to the main control module.

[0017] Optionally, the rudder angle identification system further includes: a temperature detection module; the output terminal of the temperature detection module is electrically connected to the voltage signal receiving terminal of the signal adjustment module.

[0018] Fourthly, embodiments of the present invention provide an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the rudder angle identification method as described in the first aspect.

[0019] Fifthly, embodiments of the present invention provide a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform the rudder angle identification method as described in the first aspect.

[0020] In this embodiment of the invention, the real-time average steering rate is determined by acquiring the rudder angle output from the rudder angle sensor in real time; the corresponding steering condition is matched according to the average steering rate; the filter coefficient and the moving average window length are switched according to the steering condition; the real-time rudder angle is processed by median filtering according to the filter coefficient; and the moving average filtering is performed on the moving average queue corresponding to the median-filtered rudder angle and the moving average window length to output the corrected rudder angle. In this way, different filter coefficients and moving average window lengths are matched for different operating conditions to achieve adaptive median filtering and moving average filtering composite filtering, avoiding the elimination of data jumps caused by sampling noise and instantaneous interference.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0023] Figure 1 This is a flowchart illustrating a rudder angle identification method provided in an embodiment of the present invention; Figure 2 This is a flowchart illustrating another rudder angle identification method provided in an embodiment of the present invention; Figure 3 This is a flowchart illustrating another rudder angle identification method provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of a rudder angle identification device provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of a rudder angle recognition system provided in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of a rudder angle recognition system provided in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. 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 should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] Figure 1 This is a flowchart illustrating a rudder angle identification method provided by an embodiment of the present invention. This embodiment is applicable to situations where the rudder angle output by a rudder angle sensor is identified. This method can be executed by a rudder angle identification device, which can be implemented in software and / or hardware, such as... Figure 1 As shown, the rudder angle identification method includes the following steps: S110. Acquire the rudder angle output by the rudder angle sensor in real time to determine the real-time average steering rate.

[0027] Among them, the rudder angle is the actual deflection angle of the rudder blade relative to the rudder center position (zero rudder angle) obtained in real time by the rudder angle sensor; the real-time average steering rate can characterize the average speed of continuous steering of the ship over a period of time, reflecting the driver's continuous steering intention; the real-time average steering rate can be determined based on the real-time rudder angle; specifically, it can be determined based on the rate of change of the rudder angle over a certain period of time, or it can be determined based on the rate of change of the rudder angle over a certain period of time; the rudder angle change angle is the difference between the rudder angles in two consecutive cycles; this embodiment does not limit the specific determination method. In some embodiments, the rudder angle output by the rudder angle sensor can also be protected against abnormalities. If the current rudder angle exceeds the effective rudder angle range, it is determined to be abnormal data and discarded, and the rudder angle from the previous cycle is reused.

[0028] S120, Match the corresponding steering condition according to the average steering rate.

[0029] Specifically, a first threshold Th_low and a second threshold Th_high are set. When the average steering rate is less than the first threshold Th_low, it is matched as a stationary / minor shaking steering condition. When the average steering rate is greater than or equal to the first threshold Th_low and less than the second threshold Th_high, it is matched as a low-speed steering condition. When the average steering rate is greater than or equal to the second threshold Th_high, it is matched as a high-speed steering condition.

[0030] S130. Switch the filter parameters according to the steering condition, where the filter parameters include the filter coefficient and the length of the moving average window.

[0031] Different filtering parameters correspond to different steering conditions; that is, different filtering coefficients and different moving average window lengths. Specifically, in the case of stationary steering with shaking, the filtering coefficient is smaller (e.g., 0.05) and the moving average window length is larger (e.g., 16 points); in the case of low-speed steering, the filtering coefficient increases (e.g., 0.15) and the moving average window length decreases (e.g., 8 points); in the case of high-speed steering, the filtering coefficient continues to increase (e.g., 0.45) and the moving average window length continues to decrease (e.g., 2 points).

[0032] S140. Perform median filtering on the real-time rudder angle based on the filtering coefficient.

[0033] The median filtering process employs a first-order exponential filtering algorithm with amplitude limiting to suppress high-frequency pulse interference. Specifically, θ_filter1 = α × θ_raw + (1 - α) × θ_prev, where θ_raw is the real-time rudder angle, θ_prev is the rudder angle of the previous cycle, α is the filtering coefficient, and the filtering coefficient α varies under different steering conditions; θ_filter1 is the rudder angle after median filtering.

[0034] S150. Perform moving average filtering based on the moving average queue corresponding to the median-filtered rudder angle and the moving average window length to output the corrected rudder angle.

[0035] The sliding mean queue corresponding to the sliding mean window length N is the sequence of rudder angles for the previous N periods. The sliding mean window length N is different under different steering conditions. The sliding mean filtering process based on the rudder angle after median filtering and the sliding mean queue corresponding to the sliding mean window length is as follows: the rudder angle θ_filter1 after median filtering is sent into the sliding mean queue, the queue is updated according to the first-in-first-out (FIFO) principle, the arithmetic mean of the updated queue is calculated, and the final output corrected rudder angle θ_out after multi-level composite filtering is obtained. In this way, the detection accuracy of the corrected rudder angle θ_out is improved by adopting the combined filtering architecture of "first-order exponential filtering + sliding mean". It should be noted that under low-speed steering conditions, the filter coefficient is increased (e.g., 0.15), and the moving average window length is reduced (e.g., 8 points). In this way, the real-time rudder angle is processed by median filtering according to the corresponding filter coefficient, and then processed by moving average filtering according to the rudder angle after median filtering and the moving average queue corresponding to the moving average window length to output the corrected rudder angle. In this way, due to the long moving average window length, high-precision filtering of the rudder angle is achieved under low-speed steering conditions. Under high-speed steering conditions, the filter coefficient continues to increase (e.g., 0.45), and the moving average window length continues to decrease (e.g., 2 points). In this way, the real-time rudder angle is processed by median filtering based on the corresponding filter coefficient, and then processed by moving average filtering based on the rudder angle after median filtering and the moving average queue corresponding to the moving average window length to output the corrected rudder angle. In this way, due to the low moving average window length, the filtering delay is reduced under high-speed steering conditions. In this embodiment of the invention, different filter coefficients and sliding mean window lengths are matched differently under different steering conditions. This achieves an adaptive filtering effect that enables a high-precision filtering mode under low-speed steering conditions and reduces filtering delay under high-speed steering conditions. This balances data stability and real-time performance, and eliminates data jumps caused by sampling noise and instantaneous interference.

[0036] Optionally, based on the above embodiments, further optimizations can be made. Figure 2 This is a flowchart illustrating another rudder angle identification method provided in an embodiment of the present invention, as shown below. Figure 2 As shown, the method includes the following steps: S210, Perform zero-point adaptive calibration on the rudder angle sensor.

[0037] Considering that mechanical wear after prolonged use can cause zero-point shift in the rudder angle sensor, affecting the accuracy of rudder angle detection, this embodiment can automatically complete zero-point calibration after the rudder angle sensor is powered on. Specifically, the static initial angle value is recorded as the reference zero point. During operation, the static resting state is monitored in real time, and the zero-point shift caused by long-term operation is automatically corrected to avoid zero-point deviation caused by mechanical installation gaps and component aging, thus ensuring long-term detection accuracy.

[0038] In some embodiments, zero-point adaptive calibration of the rudder angle sensor includes: 1) When the rudder angle output by the rudder angle sensor is detected to change from a positive yaw motion dynamic and / or a negative yaw motion dynamic to a static stable motion state, and then from a static stable motion state to a zero-point stable motion state, the preset number of zero-point rudder angles output by the rudder angle sensor are acquired in real time. In the positive deflection dynamic S2, the real-time rudder angle continuously increases, and the rudder mechanism is in a continuous positive oscillation process, which is a dynamic steering state; in the negative deflection dynamic S3, the real-time rudder angle continuously decreases, and the rudder mechanism is in a continuous negative oscillation process, which is also a dynamic steering state. In the static steady motion state S1, the rudder angle shows no continuous deflection trend, the rudder mechanism maintains its current angular position and remains stable, in a stopped state, and there is no continuous steering action. In the zero-angle steady motion state S0, the rudder angle continuously converges towards zero angle; the rudder angle continuously approaches zero and maintains the zero-angle motion state.

[0039] Because when the rudder angle changes through zero during positive yaw dynamics and / or negative yaw dynamics, directly entering the zero-crossing steady-state motion state can lead to dynamic zero-crossing misjudgments. Consequently, the zero-crossing rudder angle output by the rudder angle sensor in the zero-crossing steady-state motion state is inaccurate. In this embodiment, when the rudder angle change output by the rudder angle sensor is detected to change from positive yaw dynamics and / or negative yaw dynamics to a static stable motion state, and then from the static stable motion state to the zero-crossing steady-state motion state, a preset number of zero-crossing rudder angles are acquired in real time from the rudder angle sensor. That is, the zero-crossing steady-state motion state S0 is only entered when the rudder angle change output by the rudder angle sensor is detected to change from positive yaw dynamics and / or negative yaw dynamics to a static stable motion state. This avoids dynamic zero-crossing misjudgments. Thus, in the zero-crossing steady-state motion state S0, the zero-crossing rudder angle output by the rudder angle sensor is accurately selected.

[0040] 2) Determine the zero-rudder angle deviation based on the zero-rudder angle; Among them, the zero-reset rudder angle deviation is the difference between the zero-reset rudder angle under the current zero-reset steady-state motion state S0 and the theoretical zero-reset rudder angle.

[0041] 3) When all zero-reset rudder angle deviations are greater than the preset deviation and all zero-reset rudder angle deviations are in the same direction, a zero-degree deviation correction is output; wherein, the direction of the zero-degree deviation correction is opposite to the direction of each zero-reset rudder angle deviation.

[0042] Specifically, the zeroing rudder angle deviations are in the same direction, meaning that all zeroing rudder angle deviations are either positive or negative. When the zeroing rudder angle deviations in each round are greater than the preset deviation and are in the same direction, a zero-degree correction deviation is output. For example, if 10 consecutive zeroing rudder angle deviations are all positive +0.7°, the zero-degree correction deviation can be -0.5°. It should be noted that the system can also continuously record the cumulative zero-point deviation of each round; if the cumulative zero-point deviation after adjustment is still within the preset range, such as the range of [-2°, +2°], the zero-point deviation is updated, and the cumulative zero-point deviation is determined; if the next adjustment will exceed the preset range, the adaptive correction will stop, the compensation value will be locked, and the fault will be reported, and the final zero-point deviation will be the cumulative zero-point deviation.

[0043] Specifically, in step 1) above, identifying the change in rudder angle output by the rudder angle sensor as a positive deflection dynamic includes: within a preset calibration period (e.g., 3 calibration periods), determining the current rudder angle increment Δθ_n based on the current rudder angle θ_out(n) - the rudder angle θ_out(n-1) of the previous period; When the magnitude of the current rudder angle increment |Δθ_n| is greater than the preset rudder angle Th_ang, and the rudder angle increment Δθ_n is positive, the rudder angle change is identified as a positive yaw dynamic. That is, within each preset calibration period of the positive steering anti-shake constraint, if |Δθ_n| > Th_ang, the rudder angle change is identified as a positive yaw dynamic.

[0044] Specifically, in step 1) above, the rudder angle change output by the rudder angle sensor is identified as a reverse deflection dynamic, including: within a preset calibration period (e.g., 3 calibration periods), the current rudder angle increment Δθ_n is determined based on the current rudder angle θ_out(n) and the rudder angle θ_out(n-1) of the previous period; When the magnitude of the current rudder angle increment |Δθ_n| is greater than the preset rudder angle Th_ang, and the rudder angle increment Δθ_n is negative, the rudder angle change is identified as a reverse yaw dynamic. That is, within each preset calibration period of the reverse steering anti-shake constraint, if |Δθ_n| > Th_ang, the rudder angle change is identified as a reverse yaw dynamic.

[0045] Specifically, in step 1) above, the identification of the rudder angle change output by the rudder angle sensor as a static and stable motion state includes: within a preset calibration period (e.g., 3 calibration periods), determining the current rudder angle increment Δθ_n based on the current rudder angle θ_out(n) and the rudder angle θ_out(n-1) of the previous period; When the magnitude of the current rudder angle increment |Δθ_n| is less than the preset rudder angle Th_ang, the rudder angle change is identified as a static and stable motion state. That is, within each preset calibration period of the anti-shake constraint, if |Δθ_n| < Th_ang, the rudder angle change is identified as a static and stable motion state.

[0046] Specifically, in step 1) above, identifying the rudder angle change output by the rudder angle sensor as a zero steady-state state includes: within a preset calibration period (e.g., 3 calibration periods), the difference between the current rudder angle and the calibrated zero rudder angle θ_zero is within the calibrated zero rudder angle Th_zero, thus identifying the rudder angle change as a zero steady-state state.

[0047] In some embodiments, determining the current rudder angle increment based on the current rudder angle and the rudder angle of the previous cycle includes: when the current rudder angle is not in the critical range near 0° or 360°, determining the current rudder angle increment based on the difference between the current rudder angle θ_out(n) and the rudder angle θ_out(n-1) of the previous cycle; that is, Δθ_n = θ_out(n) - θ_out(n-1).

[0048] When the current rudder angle is in the critical range of 0° or 360°, and when the deviation between the current rudder angle θ_raw and the rudder angle θprev of the previous cycle exceeds 180°, the current rudder angle increment Δθ_corrected is determined by adding the difference between the current rudder angle θ_raw and the rudder angle θprev of the previous cycle, plus the first preset angle -360°; that is, when |θ_raw - θprev| > 180° is detected, if θ_raw > θprev, then Δθ_corrected = (θ_raw - 360°) - θprev.

[0049] When the current rudder angle is in the critical range of 0° or 360°, and the deviation between the previous cycle rudder angle and the current rudder angle exceeds 180°, the increment of the current rudder angle is determined by adding the difference between the current rudder angle and the previous cycle rudder angle, plus a second preset angle of 360°. When |θ_raw-θprev| > 180° is detected, if θ_raw < θprev, then Δθ_corrected = (θ_raw + 360°) - θprev.

[0050] The corrected difference Δθ_corrected is used for direction determination, and the output angle is always kept within the range of 0°~360°. This avoids the problem of blind spots and misjudgment of steering direction caused by determining the current rudder angle increment based on the difference between the current rudder angle θ_out(n) and the rudder angle θ_out(n-1) of the previous cycle when the current rudder angle is in the critical range of 0° or 360°. This achieves 360° continuous detection without blind spots.

[0051] S220: Real-time acquisition of the rudder angle output by the rudder angle sensor after zero-point correction to determine the real-time average steering rate.

[0052] In this embodiment, the rudder angle output by the rudder angle sensor after zero-point correction is the real-time rudder angle after superimposing the cumulative correction of zero-point deviation, so as to eliminate zero-point offset; specifically, the real-time changing rudder angle is determined based on the real-time rudder angle and the rudder angle of the previous cycle; based on a preset sampling period (e.g., 3 sampling periods), the real-time changing rudder angle is averaged to determine the real-time average steering rate.

[0053] In some embodiments, when the real-time change in rudder angle exceeds a preset limit protection threshold Δθ_limit (e.g., 20° / sampling period), it is determined to be abnormal data and discarded, and the change in rudder angle of the previous sampling period is reused.

[0054] S230, Match the corresponding steering conditions according to the average steering rate.

[0055] S240. Switch the filter parameters according to the steering condition. The filter parameters include the filter coefficient and the length of the moving average window.

[0056] In some embodiments, if the number of times the rudder angle changes by more than 10° in real time within the most recent preset sampling period (e.g., 20 sampling periods) is ≥5 times, it is determined to be an extreme electromagnetic interference condition. The current filter coefficient and the sliding average window length are forcibly locked. After a certain delay (e.g., 300ms), the corresponding steering condition is rematched according to the average steering rate, and the filter coefficient and the sliding average window length are switched according to the steering condition.

[0057] S250. Perform median filtering on the real-time rudder angle based on the filtering coefficient.

[0058] S260. Perform moving average filtering based on the moving average queue corresponding to the median-filtered rudder angle and the moving average window length to output the corrected rudder angle.

[0059] In this embodiment of the invention, based on the adaptive filtering effect of enabling high-precision filtering mode in low-speed steering conditions and reducing filtering delay in high-speed steering conditions as described in the above embodiments, zero-point adaptive correction is performed; thus further improving the filtering accuracy under various steering conditions.

[0060] Optionally, based on the above embodiments, further optimizations can be made. Figure 3 This is a flowchart illustrating another rudder angle identification method provided in an embodiment of the present invention, as shown below. Figure 3 As shown, the method includes the following steps: S310, Perform zero-point adaptive calibration on the rudder angle sensor.

[0061] S320: Real-time acquisition of the rudder angle output by the rudder angle sensor to determine the real-time average steering rate.

[0062] S330, Match the corresponding steering conditions according to the average steering rate.

[0063] S340. Switch the filter parameters according to the steering condition. The filter parameters include the filter coefficient and the length of the moving average window.

[0064] The filtering coefficient and the moving average window length are switched according to the steering condition. This includes: when the steering condition is continuously preset for a period of time, the filtering coefficient and the moving average window length are switched according to the steering condition. This continuous preset judgment period can be used to perform anti-shaking processing on the switching of the filtering coefficient and the moving average window length, rather than relying on a single period to directly switch the filtering coefficient and the moving average window length.

[0065] In some embodiments, 1) when the steering condition is continuously preset for a judgment period, the filter coefficient and the moving average window length are smoothly switched according to the steering condition, and the filter coefficient and the moving average window length are divided based on the transition switching period. The mode switching is achieved using a step interpolation method. Specifically, the number of transition cycles M is set to 100 (corresponding to 0.1~0.5 seconds). When switching from high-speed steering mode to low-speed steering mode, the current filter coefficient α_current changes gradually with a step size α_step = (α_target - α_current) / M each transition cycle until the target filter coefficient α_target is reached. The length of the sliding mean window is adjusted gradually in the same way. 2) Perform median filtering on the rudder angle during the transition switching cycle based on the segmented filtering coefficients; 3) Perform moving average filtering based on the rudder angle after median filtering and the moving average queue corresponding to the length of the segmented moving average window to output the corrected rudder angle.

[0066] Specifically, the rudder angle during the transition switching period is processed by median filtering based on the segmented filtering coefficients; and the rudder angle after median filtering is processed by moving average filtering based on the moving average queue corresponding to the segmented moving average window length to output the corrected rudder angle. This corrected rudder angle can eliminate the rudder angle jump caused by the abrupt switching of the filtering coefficients and the moving average window length.

[0067] S350: Perform median filtering on the real-time rudder angle based on the filtering coefficient.

[0068] S360. Perform moving average filtering based on the moving average queue corresponding to the median-filtered rudder angle and the moving average window length to output the corrected rudder angle.

[0069] S370, Compensate the corrected rudder angle based on the temperature compensation coefficient.

[0070] Specifically, the method also acquires temperature and voltage signals in real time; establishes a temperature-deviation model based on the temperature and voltage signals; determines the temperature compensation coefficient for different temperature ranges based on the temperature-deviation model; and further dynamically compensates and corrects the rudder angle based on the temperature compensation coefficient, effectively suppressing the rudder angle detection error caused by temperature drift.

[0071] In this embodiment of the invention, based on the zero-point adaptive correction of the above embodiments, a high-precision filtering mode is enabled in low-speed steering conditions, and the adaptive filtering effect of reducing filtering delay in high-speed steering conditions is achieved. Furthermore, the accuracy of the rudder angle under each steering condition is improved by using a temperature compensation coefficient.

[0072] Based on the same inventive concept, this invention also provides a rudder angle identification device, which can execute the rudder angle identification method provided in any embodiment of this invention, and has the corresponding functional modules and beneficial effects of the method. Figure 4 This is a schematic diagram of the structure of a rudder angle identification device provided in an embodiment of the present invention; as shown. Figure 4 As shown, the rudder angle identification device includes: The acquisition module 10 is used to acquire the rudder angle output by the rudder angle sensor in real time so as to determine the real-time average steering rate based on the real-time rudder angle. Matching module 20 is used to match the corresponding steering condition based on the average steering rate; The switching module 30 is used to switch the filtering parameters according to the steering conditions. The filtering parameters include the filtering coefficient and the length of the moving average window. Median filtering module 40 is used to perform median filtering on the real-time rudder angle based on the filtering coefficients; The correction module 50 is used to perform moving average filtering based on the median-filtered rudder angle and the moving average queue corresponding to the moving average window length to output the corrected rudder angle.

[0073] Based on the same inventive concept, embodiments of the present invention also provide a rudder angle recognition system. Figure 5 This is a schematic diagram of the structure of a rudder angle recognition system provided in an embodiment of the present invention; as shown. Figure 5 As shown, the system includes: a main control module 700 executing the above embodiments, and further includes: a primary power supply regulator module 100, an input filter module 200, a secondary power supply regulator module 300, an output filter module 400, a rudder angle detection module 500, and a signal adjustment module 600; the output terminal of the primary power supply regulator module 100 is electrically connected to the input terminal of the input filter module 200; the output terminal of the input filter module 200 is electrically connected to the input terminal of the secondary power supply regulator module 300; the output terminal of the secondary power supply regulator module 300 is electrically connected to the input terminal of the output filter module 400; the output terminal of the output filter module 400 is electrically connected to the power input terminal of the rudder angle detection module 500; the output terminal of the rudder angle detection module 500 is electrically connected to the PWM signal receiving terminal of the signal adjustment module 600; the output terminal of the signal adjustment module 600 is electrically connected to the main control module 700.

[0074] The main control module 700 determines the rudder angle based on the PWM signal output by the rudder angle detection module 500; determines the real-time average steering rate based on the rudder angle; matches the corresponding steering condition based on the average steering rate; switches the filter coefficient and the moving average window length based on the steering condition; performs median filtering on the real-time rudder angle based on the filter coefficient; and performs moving average filtering on the moving average queue corresponding to the median-filtered rudder angle and the moving average window length to output a corrected rudder angle. In this way, different filter coefficients and moving average window lengths are matched for different conditions to achieve adaptive median filtering and moving average filtering composite filtering, avoiding and eliminating data jumps caused by sampling noise and instantaneous interference, and improving the accuracy of rudder angle detection.

[0075] In addition, the primary power supply voltage regulator module 100 can perform primary voltage regulation on the power signal (the power signal can be a wide voltage of 9V-32V) to avoid interference from power signal fluctuations, thereby affecting the PWM signal output by the rudder angle detection module 500; the primary power supply voltage regulator module 100 can be any voltage regulator circuit; this embodiment does not limit it; The input filter module 200 can filter the power signal after the first stage of voltage regulation to prevent electromagnetic signals from the vehicle vibration load from interfering with the power signal after the first stage of voltage regulation; thereby avoiding affecting the PWM signal output by the steering angle detection module 500; the input filter module 200 can be any filter circuit, and this embodiment does not limit it; The secondary power supply regulator module 300 performs secondary voltage regulation on the power signal output by the input filter module 200 to avoid power signal fluctuation interference, thereby affecting the PWM signal output by the rudder angle detection module 500. The secondary power supply regulator module 300 can be any voltage regulator circuit; this embodiment does not limit it. It can be understood that the primary power supply regulator module 100 and the secondary power supply regulator module 300 are different types of voltage regulator circuits. In this way, the influence of power ripple and voltage fluctuation on the PWM signal output by the rudder angle detection module 500 can be completely eliminated through multi-stage voltage regulator circuits.

[0076] The output filter module 400 can filter the power signal output by the secondary power supply regulator module 300, further preventing electromagnetic signals from the vehicle vibration load from interfering with the power signal after secondary voltage regulation; thereby avoiding affecting the PWM signal output by the steering angle detection module 500; the output filter module 400 can be any filter circuit, and this embodiment does not limit it; After the power signal is regulated by a two-stage power supply regulator module and filtered by a two-stage filter module, it is output to the power input terminal of the rudder angle detection module 500. In this way, the rudder angle detection module 500 can output a high-precision PWM signal to the main control module in real time. The main control module then determines the rudder angle based on the PWM signal. For example, the rudder angle detection module 500 can be a three-axis Hall sensor unit, which collects the spatial magnetic field components that change with the rotation of the rudder shaft in real time, and outputs the PWM signal after preprocessing.

[0077] The signal adjustment module 600 receives the PWM signal output by the rudder angle detection module 500. The signal adjustment module 600 can condition the PWM signal to avoid attenuation and interference during signal transmission, ensuring the integrity of the output signal. The main control module 700 can output the rudder angle based on the PWM signal. In this embodiment, a two-stage power supply regulation module is used to avoid power fluctuation interference, thereby ensuring the accuracy of the PWM signal output by the rudder angle detection module, and thus ensuring the accuracy of the rudder angle detection. Furthermore, a two-stage filtering module is used to avoid the impact of vehicle-mounted electromagnetic interference on the stability of the PWM signal output, further ensuring the accuracy of the rudder angle detection.

[0078] Optional, Figure 6 This is a schematic diagram of another rudder angle recognition system provided in an embodiment of the present invention, as shown below. Figure 6 As shown, the rudder angle identification system also includes a temperature detection module 800; the output terminal of the temperature detection module 800 is electrically connected to the voltage signal receiving terminal of the signal adjustment module 600.

[0079] The temperature detection module 60 can detect the operating environment temperature of the rudder angle detection module 50 in real time and output a corresponding temperature voltage signal to the signal adjustment module 70. The temperature detection module 60 can be any temperature detection circuit, and this embodiment does not limit it. The signal adjustment module 70 also conditions the temperature voltage signal to avoid attenuation and interference during signal transmission and ensure the integrity of the output signal. In some embodiments, the signal adjustment module 70 also includes a CAN interface, which can be adapted to other control systems. The main control module 700 can determine the rudder angle based on the PWM signal and correct the rudder angle based on the temperature and voltage signals. Specifically, the main control module 80 provides accurate temperature parameters based on the temperature and voltage signals, and then further corrects the rudder angle based on the accurate temperature parameters, thus solving the parameter drift problem under wide temperature conditions.

[0080] This invention also provides an electronic device. Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as embedded computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The battery warranty assessment device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0081] like Figure 7 As shown, electronic device 011 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded into the RAM 13 from storage unit 18. The RAM 13 can also store various programs and data required for the operation of electronic device 011. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0082] Multiple components in electronic device 011 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows battery warranty assessment device 011 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0083] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as a rudder angle recognition method.

[0084] In some embodiments, a rudder angle identification method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the battery warranty assessment device 011 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the rudder angle identification method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform a rudder angle identification method by any other suitable means (e.g., by means of firmware).

[0085] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0086] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0087] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0088] To provide user interaction, the systems and techniques described herein can be implemented on a battery warranty assessment device, which includes: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the battery warranty assessment device. Other types of devices can also be used to provide user interaction; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0089] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0090] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0091] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0092] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

[0093] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A method for identifying rudder angle, characterized in that, include: The rudder angle output by the rudder angle sensor is acquired in real time to determine the real-time average steering rate; Match the corresponding steering conditions based on the average steering rate; The filtering parameters are switched according to the steering condition; wherein the filtering parameters include: filtering coefficients and moving average window length; The real-time rudder angle is subjected to median filtering based on the filtering coefficients; The corrected rudder angle is output by performing a moving average filter on the moving average queue corresponding to the median-filtered rudder angle and the moving average window length.

2. The rudder angle identification method according to claim 1, characterized in that, Before acquiring the rudder angle output by the rudder angle sensor in real time, the method further includes: performing zero-point adaptive calibration on the rudder angle sensor; Zero-point adaptive calibration of the rudder angle sensor includes: When the rudder angle output by the rudder angle sensor is detected to change from a positive yaw motion dynamic and / or a negative yaw motion dynamic to a static stable motion state, and then from the static stable motion state to a zero-point stable motion state, the rudder angle angles of a preset number of zero-point rudder angles output by the rudder angle sensor are acquired in real time. The zero-point rudder angle deviation is determined based on the zero-point rudder angle; When all the zero-reset rudder angle deviations are greater than the preset deviation, and all the zero-reset rudder angle deviations output a corrected zero-degree deviation in the same direction; wherein, the direction of the corrected zero-degree deviation is opposite to the direction of each of the zero-reset rudder angle deviations; Based on a preset range, the zero-degree deviation correction is accumulated to output the cumulative zero-point deviation correction.

3. The rudder angle identification method according to claim 2, characterized in that, Also includes: The change in rudder angle output by the rudder angle sensor was identified as a positive yaw dynamic. The detection that the rudder angle change output by the rudder angle sensor is a positive yaw dynamic includes: Within a preset calibration period, the increment of the current rudder angle is determined based on the current rudder angle and the rudder angle of the previous period; When the magnitude of the current rudder angle increment is greater than the preset rudder angle, and the rudder angle increment is positive, the rudder angle change is identified as a positive yaw dynamic.

4. The rudder angle identification method according to claim 2, characterized in that, Also includes: The change in rudder angle output by the rudder angle sensor was identified as a reverse yaw dynamic. The detection that the rudder angle change output by the rudder angle sensor is a reverse yaw dynamic includes: Within a preset calibration period, the increment of the current rudder angle is determined based on the current rudder angle and the rudder angle of the previous period; When the magnitude of the current rudder angle increment is greater than the preset rudder angle, and the rudder angle increment is negative, the rudder angle change is identified as a reverse deflection dynamic.

5. The rudder angle identification method according to claim 3 or 4, characterized in that, The current rudder angle increment is determined based on the current rudder angle and the rudder angle of the previous cycle, including: when the current rudder angle is not in the critical range of 0° or 360°, the current rudder angle increment is determined based on the difference between the current rudder angle and the rudder angle of the previous cycle. When the current rudder angle is in the critical range of 0° or 360°, and when the deviation between the current rudder angle and the rudder angle of the previous cycle exceeds 180°, the current rudder angle increment is determined by adding the difference between the current rudder angle and the rudder angle of the previous cycle and a first preset angle. When the current rudder angle is in the critical range of 0° or 360°, and when the deviation between the rudder angle of the previous cycle and the current rudder angle exceeds 180°, the current rudder angle increment is determined by adding the difference between the current rudder angle and the rudder angle of the previous cycle and a second preset angle.

6. The rudder angle identification method according to claim 2, characterized in that, Also includes: The rudder angle change output by the rudder angle sensor is identified as a static and stable motion state; The detection that the rudder angle change output by the rudder angle sensor is a static and stable motion state includes: Within a preset calibration period, the increment of the current rudder angle is determined based on the current rudder angle and the rudder angle of the previous period; When the magnitude of the current rudder angle increment is less than the preset rudder angle, the rudder angle change is identified as a static and stable motion state.

7. The rudder angle identification method according to claim 2, characterized in that, Also includes: The rudder angle change output by the rudder angle sensor was detected as a zero steady-state state; The detection that the rudder angle change output by the rudder angle sensor is in a zero steady-state state includes: Within the preset calibration period, the difference between the current rudder angle and the calibrated zero rudder angle is always within the calibrated zero rudder angle, thus identifying the rudder angle change as a zero steady-state state.

8. The rudder angle identification method according to claim 1, characterized in that, According to the steering condition switching filter parameters; including: when the steering condition continues for a preset judgment period, the steering condition switching filter parameters are used.

9. The rudder angle identification method according to claim 1, characterized in that, According to the steering condition switching filter parameters, wherein the filter parameters include filter coefficients and moving average window length, including: The filter coefficient and the moving average window length are smoothly switched according to the steering condition, and the filter coefficient and the moving average window length are divided based on the transition switching period. The rudder angle during the transition switching cycle is processed by median filtering based on the segmented filtering coefficients.

10. The rudder angle identification method according to claim 1, characterized in that, Also includes: Real-time acquisition of temperature and voltage signals; A temperature-deviation model is established based on the temperature-voltage signal; Determine the temperature compensation coefficients for different temperature ranges based on the temperature-deviation model; The corrected rudder angle is compensated according to the temperature compensation coefficient.

11. A rudder angle identification device, characterized in that, include: The acquisition module is used to acquire the rudder angle output by the rudder angle sensor in real time in order to determine the real-time average steering rate based on the real-time rudder angle. The matching module is used to match the corresponding steering conditions based on the average steering rate; A switching module is used to switch filtering parameters according to the steering condition; wherein the filtering parameters include: filtering coefficients and moving average window length; The median filtering module is used to perform median filtering on the real-time rudder angle based on the filtering coefficients. The correction module is used to perform moving average filtering based on the median-filtered rudder angle and the moving average queue corresponding to the moving average window length to output a corrected rudder angle.

12. A rudder angle recognition system, characterized in that, include: The main control module for implementing the rudder angle identification method according to claims 1-10 further includes: a primary power supply voltage regulator module, an input filtering module, a secondary power supply voltage regulator module, an output filtering module, a rudder angle detection module, and a signal adjustment module; The output terminal of the primary power supply regulator module is electrically connected to the input terminal of the input filter module; the output terminal of the input filter module is electrically connected to the input terminal of the secondary power supply regulator module; the output terminal of the secondary power supply regulator module is electrically connected to the input terminal of the output filter module; the output terminal of the output filter module is electrically connected to the power input terminal of the rudder angle detection module; the output terminal of the rudder angle detection module is electrically connected to the PWM signal receiving terminal of the signal adjustment module. The output terminal of the signal adjustment module is electrically connected to the main control module.

13. The rudder angle identification system according to claim 12, characterized in that, Also includes: Temperature detection module; the output terminal of the temperature detection module is electrically connected to the voltage signal receiving terminal of the signal adjustment module.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the rudder angle recognition method as described in any one of claims 1-10.

15. A storage medium containing computer-executable instructions, characterized in that, The computer-executable instructions, when executed by a computer processor, are used to perform the rudder angle identification method as described in any one of claims 1-10.

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