Dual-chamber pressure differential collaborative compensation method and device for underwater propeller and equipment thereof

Abstract

The present application relates to a kind of double-chamber differential pressure collaborative compensation method, device and equipment for underwater propeller, the method comprises: the current pressure difference between cavity and ambient water and its change rate are obtained, and according to the difference between pressure difference and preset pressure difference threshold and pressure difference change rate, the flow control proportional gain and differential gain of cavity are determined, and then initial control flow is obtained;According to the pressure difference difference between motor insulation oil cavity and coupling insulation oil cavity, determine collaborative correction, and according to the current pressure difference of two cavities, determine first cavity and second cavity;Based on collaborative correction, the initial control flow of first cavity and second cavity is reduced and improved respectively, to obtain modified control flow, and the hydraulic flow of corresponding cavity is adjusted according to modified control flow, realize the real-time pressure difference compensation between motor insulation oil cavity and coupling insulation oil cavity, reduce the pressure difference fluctuation between two cavities, avoid shell damage and sealing failure caused by pressure fluctuation.

Description

Technical Field

[0001] This invention relates to the field of underwater robot technology, specifically to a dual-chamber pressure differential collaborative compensation method, device, and equipment for underwater thrusters. Background Technology

[0002] As a core power component of deep-sea operational equipment, the stable operation of the integrated structure of the motor and magnetically coupled propulsion system directly determines the reliability of underwater self-pressurized thrusters. Currently, in deep-sea environments of 6500 meters or more, integrated thrusters face critical issues such as shell damage and seal failure caused by high pressure differentials (0-65 MPa). Existing pressure compensation technologies and related patents have significant shortcomings. Most existing technologies employ a single-chamber passive compensation mode, resulting in low pressure regulation accuracy and a tendency to cause stress concentration in the shell and seal failure. Summary of the Invention

[0003] To address the aforementioned technical problems, this application provides a dual-chamber differential pressure collaborative compensation method, device, and equipment for underwater thrusters. This method achieves real-time differential pressure compensation between the motor insulating oil chamber and the coupled insulating oil chamber, thereby reducing differential pressure fluctuations between the two chambers and preventing shell damage and sealing failure caused by differential pressure fluctuations.

[0004] The first aspect of this application provides a dual-cavity differential pressure compensation method for an underwater thruster. The underwater thruster includes a cavity, which comprises a motor insulating oil cavity and a coupling insulating oil cavity. The dual-cavity differential pressure compensation method includes: Obtain the current pressure difference and the rate of change of the current pressure difference between the cavity and the surrounding water body; The proportional gain of the flow control of the cavity is determined based on the difference between the current pressure difference and the preset pressure difference threshold. The differential gain of the flow control of the cavity is determined based on the rate of change of the current pressure difference of the cavity. The initial regulating flow of the cavity is determined based on the proportional gain and the differential gain of the flow control. Based on the difference between the current pressure difference of the motor insulating oil chamber and the current pressure difference of the coupled insulating oil chamber, the collaborative correction amount is determined, and based on the current pressure difference between the motor insulating oil chamber and the coupled insulating oil chamber, the first chamber with a larger current pressure difference and the second chamber with a smaller current pressure difference are determined. The initial control flow rate of the first cavity is reduced by the collaborative correction amount to obtain the first corrected control flow rate of the first cavity, and the initial control flow rate of the second cavity is increased by the collaborative correction amount to obtain the second corrected control flow rate of the second cavity. The hydraulic flow rate of the first cavity is adjusted according to the first corrected flow rate, and the hydraulic flow rate of the second cavity is adjusted according to the second corrected flow rate, so as to realize real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

[0005] In some embodiments of this application, determining the cooperative correction amount based on the difference between the current pressure difference of the motor insulating oil chamber and the current pressure difference of the coupling insulating oil chamber includes: determining the absolute value of the difference; determining the cooperative correction amount based on the absolute value of the difference and a preset cooperative correction coefficient; reducing the initial control flow rate of the first chamber based on the cooperative correction amount to obtain the first corrected control flow rate of the first chamber, and increasing the initial control flow rate of the second chamber based on the cooperative correction amount to obtain the second corrected control flow rate of the second chamber includes: determining the first corrected control flow rate of the first chamber based on the difference between the initial control flow rate of the first chamber and the cooperative correction amount; and determining the second corrected control flow rate of the second chamber based on the sum of the initial control flow rate of the second chamber and the cooperative correction amount.

[0006] In some embodiments of this application, reducing the initial control flow rate of the first cavity according to the cooperative correction amount to obtain the first corrected control flow rate of the first cavity, and increasing the initial control flow rate of the second cavity according to the cooperative correction amount to obtain the second corrected control flow rate of the second cavity includes: when the current pressure difference between the motor insulating oil cavity and the coupling insulating oil cavity is equal, the motor insulating oil cavity is used as the first cavity, the initial control flow rate of the motor insulating oil cavity is used as the first corrected control flow rate, and the coupling insulating oil cavity is used as the second cavity, the initial control flow rate of the coupling insulating oil cavity is used as the second corrected control flow rate.

[0007] In some embodiments of this application, determining the flow control proportional gain of the cavity based on the difference between the current pressure difference of the cavity and the preset pressure difference threshold includes: when the difference between the current pressure difference of the cavity and the preset pressure difference threshold is greater than zero, the flow control proportional gain is used to increase the initial regulating flow; when the difference between the current pressure difference of the cavity and the preset pressure difference threshold is less than zero, the flow control proportional gain is used to reduce the initial regulating flow.

[0008] In some embodiments of this application, the initial control flow rate is: ; in, Indicates the initial controlled flow rate. This indicates the proportional gain for flow control. This indicates the preset scaling factor. This represents the difference between the current pressure difference and the preset pressure difference threshold. Indicates the pressure difference threshold. This represents the differential gain for flow control. Indicates the preset differential coefficients. This indicates the rate of change of the current pressure difference.

[0009] In some embodiments of this application, obtaining the current pressure difference and the rate of change of the current pressure difference between the cavity and the ambient water body includes: obtaining the real-time pressure difference sequence between the motor insulating oil cavity and the coupled insulating oil cavity and the ambient water body, wherein the real-time pressure difference sequence includes the current pressure difference of the corresponding cavity; and determining the rate of change of the current pressure difference between the motor insulating oil cavity and the coupled insulating oil cavity based on the real-time pressure difference sequence of the motor insulating oil cavity and the coupled insulating oil cavity.

[0010] In some embodiments of this application, the underwater thruster includes a motor micro differential pressure balancer and a coupling micro differential pressure balancer. Adjusting the hydraulic flow rate of the first cavity according to a first corrected control flow rate and adjusting the hydraulic flow rate of the second cavity according to a second corrected control flow rate to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity includes: controlling the motor micro differential pressure balancer according to the first corrected control flow rate and adjusting the hydraulic flow rate of the first cavity through the motor micro differential pressure balancer; adjusting the coupling micro differential pressure balancer according to the second corrected control flow rate and adjusting the hydraulic flow rate of the second cavity through the coupling micro differential pressure balancer to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

[0011] In some embodiments of this application, the hydraulic flow rate of the first cavity is adjusted by controlling the motor micro differential pressure balancer according to the first modified flow rate control; the hydraulic flow rate of the second cavity is adjusted by adjusting the coupling micro differential pressure balancer according to the second modified flow rate control; and real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity is achieved by: acquiring the real-time axial displacement of the adaptive piston disc inside the first cavity and the second cavity, and the real-time equivalent stiffness of the adjustable stiffness telescopic spring; and based on the effective bearing area of ​​the piston disc, the piston displacement change rate, and the real-time equivalent stiffness of the spring, The mechanical additional disturbance flow rate of the cavity is calculated; based on the mechanical additional disturbance flow rate, the first corrected control flow rate of the first cavity and the second corrected control flow rate of the second cavity are corrected twice to obtain the first actual execution control flow rate and the second actual execution control flow rate; the motor micro differential pressure balancer is controlled according to the first actual execution control flow rate, and the hydraulic flow rate of the first cavity is adjusted through the motor micro differential pressure balancer; the coupling micro differential pressure balancer is adjusted according to the second actual execution control flow rate, and the hydraulic flow rate of the second cavity is adjusted through the coupling micro differential pressure balancer to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

[0012] The second aspect of this application provides a dual-chamber pressure difference collaborative compensation device for an underwater thruster. The underwater thruster includes a chamber, which includes a motor insulating oil chamber and a coupling insulating oil chamber. The dual-chamber pressure difference collaborative compensation device includes: a data acquisition module, used to acquire the current pressure difference and the rate of change of the current pressure difference between the chamber and the ambient water; an initial control flow determination module, used to determine the proportional gain of the flow control of the chamber based on the difference between the current pressure difference and a preset pressure difference threshold, determine the differential gain of the flow control of the chamber based on the rate of change of the current pressure difference of the chamber, and determine the initial control flow of the chamber based on the proportional gain and the differential gain of the flow control; and a first chamber and a second chamber determination module, used to determine the current pressure difference between the motor insulating oil chamber and the coupling insulating oil chamber based on the current pressure difference and the rate of change of the current pressure difference of the chamber. The difference between the current pressure difference of the two oil chambers is used to determine the collaborative correction amount. Based on the current pressure difference between the motor insulating oil chamber and the coupling insulating oil chamber, the first chamber with a larger current pressure difference and the second chamber with a smaller current pressure difference are determined. The corrected control flow determination module is used to reduce the initial control flow of the first chamber according to the collaborative correction amount to obtain the first corrected control flow of the first chamber, and to increase the initial control flow of the second chamber according to the collaborative correction amount to obtain the second corrected control flow of the second chamber. The hydraulic flow control module is used to adjust the hydraulic flow of the first chamber according to the first corrected control flow and to adjust the hydraulic flow of the second chamber according to the second corrected control flow, so as to realize real-time pressure difference compensation between the motor insulating oil chamber and the coupling insulating oil chamber.

[0013] A third aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the dual-chamber differential pressure collaborative compensation method for underwater thrusters provided in the first aspect of this application.

[0014] The fourth aspect of this application provides an underwater thruster, including electronic equipment, a motor micro differential pressure balancer, and a coupling micro differential pressure balancer as provided in the third aspect of this application. The electronic equipment is used to control the motor micro differential pressure balancer and the coupling micro differential pressure balancer to adjust the hydraulic flow of the motor insulating oil chamber and the coupling insulating oil chamber of the underwater thruster, thereby realizing real-time differential pressure compensation between the motor insulating oil chamber and the coupling insulating oil chamber.

[0015] The beneficial effect of the present invention is that the dual-chamber pressure difference collaborative compensation method for underwater thrusters provided in this application obtains the current pressure difference and the current rate of change of the current pressure difference between the chamber and the ambient water body, determines the proportional gain of the flow control of the chamber based on the difference between the current pressure difference and the preset pressure difference threshold, and determines the differential gain of the flow control of the chamber based on the current rate of change of the pressure difference of the chamber, thereby determining the initial control flow of the chamber based on the proportional gain of the flow control and the differential gain of the flow control. Based on this, to achieve dual-chamber differential pressure collaborative compensation, the dual-chamber differential pressure collaborative compensation method for underwater thrusters provided in this application embodiment obtains a collaborative correction amount based on the difference between the current pressure difference of the motor insulating oil chamber and the current pressure difference of the coupled insulating oil chamber. Combining the pressure difference comparison between the motor insulating oil chamber and the coupled insulating oil chamber, the initial control flow rate of the chamber with the lower pressure difference (i.e., the second chamber) is increased according to the collaborative correction amount, and the initial control flow rate of the chamber with the higher pressure difference (i.e., the first chamber) is reduced according to the collaborative correction amount. This allows the motor insulating oil chamber and the coupled insulating oil chamber to achieve real-time differential pressure compensation based on the first and second corrected control flow rates and pressures. This enables pressure regulation of the two chambers within the underwater thruster, reducing pressure difference fluctuations between the two chambers, decreasing response time, and improving regulation accuracy, thereby preventing shell damage and sealing failure caused by differential pressure fluctuations. Attached Figure Description

[0016] Figure 1 A schematic flowchart illustrating a dual-chamber differential pressure collaborative compensation method for underwater thrusters provided in this application embodiment; Figure 2 A schematic diagram illustrating a process for determining the modified control flow rate, provided as an embodiment of this application; Figure 3 A cross-sectional structural diagram of an underwater thruster provided in an embodiment of this application; Figure 4 This is a cross-sectional structural schematic diagram of a compensation device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a total differential pressure closed-loop control module provided in an embodiment of this application.

[0017] Figure Labels 1. Motor-specific compensator; 11. Motor miniature differential pressure balancer; 21. Sealing partition; 2. Dedicated compensator for coupled transmission; 12. Miniature differential pressure balancer for coupled transmission; 22. Sealing ring; 3. Total differential pressure closed-loop control module; 13. Adjustable stiffness telescopic spring on the motor side; 23. Guide column; 4. Linkage control bus; 14. Adjustable stiffness telescopic spring on the coupler side; 24. Guide hole; 5. Motor compensator integrated housing; 15. Motor adaptive piston disc; 25. Fluororubber diaphragm; 6. Coupling compensator integrated housing; 16. Coupling adaptive piston disc; 30. Pressure data acquisition module; 7. Motor insulating oil chamber; 17. Motor-side filling port; 31. Analysis and processing module; 8. Coupled insulating oil cavity; 18. Coupled side filling port; 32. Dual compensator collaborative control module; 9. High-precision differential pressure sensor for the motor; 19. Motor-side pressure relief valve; 33. Communication module; 10. Coupled with a high-precision differential pressure sensing sensor; 20. Coupled with a pressure relief valve on the coupling side. Detailed Implementation

[0018] 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.

[0019] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0020] Most existing pressure compensation technologies employ a single-chamber passive compensation mode, resulting in low pressure regulation accuracy and a tendency to cause stress concentration in the casing and seal failure. This application provides a dual-chamber pressure differential collaborative compensation method for underwater thrusters. This method achieves pressure regulation within the underwater thruster's internal cavities through dual-chamber collaborative pressure compensation, reducing response time and improving regulation accuracy, thereby preventing casing damage and seal failure caused by pressure differential fluctuations.

[0021] This application provides a dual-cavity differential pressure compensation method for underwater thrusters. The underwater thruster includes a cavity comprising a motor insulating oil cavity and a coupling insulating oil cavity. Specifically, the motor insulating oil cavity accommodates motor components and is filled with insulating oil to immerse the motor components in an oil-immersed environment. The insulating oil provides electrical insulation between the motor windings and the housing, while also improving the heat dissipation capacity of the motor during operation and balancing the internal pressure of the thruster. The coupling insulating oil cavity is located on the side of the motor insulating oil cavity near the propeller and accommodates the rotating shaft, bearing assembly, or sealing assembly near the propeller side. It is filled with insulating oil to form an oil-liquid coupling with the motor insulating oil cavity, allowing the heat generated by the motor to be transferred to the external environment via the insulating oil. This also achieves pressure transfer and lubrication protection between the motor area and the propeller side area.

[0022] See Figure 1 The dual-chamber pressure differential collaborative compensation method for underwater thrusters provided in this application includes: S102. Obtain the current pressure difference and the rate of change of the current pressure difference between the cavity and the ambient water.

[0023] Understandably, both the motor insulating oil chamber and the coupling insulating oil chamber have current pressure values ​​and current pressure difference change rates.

[0024] S104. Determine the proportional gain of the flow control of the cavity based on the difference between the current pressure difference and the preset pressure difference threshold, determine the differential gain of the flow control of the cavity based on the rate of change of the current pressure difference of the cavity, and determine the initial regulating flow of the cavity based on the proportional gain and differential gain of the flow control. S106. Based on the difference between the current pressure difference of the motor insulating oil chamber and the current pressure difference of the coupled insulating oil chamber, determine the cooperative correction amount, and based on the current pressure difference between the motor insulating oil chamber and the coupled insulating oil chamber, determine the first chamber with a larger current pressure difference and the second chamber with a smaller current pressure difference. S108. Reduce the initial control flow rate of the first cavity according to the collaborative correction amount to obtain the first corrected control flow rate of the first cavity, and increase the initial control flow rate of the second cavity according to the collaborative correction amount to obtain the second corrected control flow rate of the second cavity. S110. Adjust the hydraulic flow of the first cavity according to the first corrected control flow and adjust the hydraulic flow of the second cavity according to the second corrected control flow to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

[0025] The dual-chamber pressure difference collaborative compensation method for underwater thrusters provided in this application obtains the current pressure difference and the current rate of change of the current pressure difference between the chamber and the ambient water body. Then, it determines the proportional gain of the flow control of the chamber based on the difference between the current pressure difference and the preset pressure difference threshold, and determines the differential gain of the flow control of the chamber based on the current rate of change of the current pressure difference of the chamber. Thus, the initial control flow of the chamber can be determined based on the proportional gain of the flow control and the differential gain of the flow control. Based on this, to achieve dual-chamber differential pressure collaborative compensation, the dual-chamber differential pressure collaborative compensation method for underwater thrusters provided in this application embodiment obtains a collaborative correction amount based on the difference between the current pressure difference of the motor insulating oil chamber and the current pressure difference of the coupled insulating oil chamber. Combining the pressure difference comparison between the motor insulating oil chamber and the coupled insulating oil chamber, the initial control flow rate of the chamber with the lower pressure difference (i.e., the second chamber) is increased according to the collaborative correction amount, and the initial control flow rate of the chamber with the higher pressure difference (i.e., the first chamber) is reduced according to the collaborative correction amount. This allows the motor insulating oil chamber and the coupled insulating oil chamber to achieve real-time differential pressure compensation based on the first and second corrected control flow rates and pressures. This enables pressure regulation of the two chambers within the underwater thruster, reducing pressure difference fluctuations between the two chambers, decreasing response time, and improving regulation accuracy, thereby preventing shell damage and sealing failure caused by differential pressure fluctuations.

[0026] In some embodiments of this application, step S106, which determines the collaborative correction amount based on the difference between the current pressure difference of the motor insulating oil chamber and the current pressure difference of the coupling insulating oil chamber, includes: determining the absolute value of the difference; and determining the collaborative correction amount based on the absolute value of the difference and a preset collaborative correction coefficient.

[0027] Specifically, the collaborative correction amount For example: ,in, This represents the preset collaborative correction coefficient. This indicates the current pressure difference in the motor's insulating oil chamber. This indicates the current pressure difference in the coupled insulating oil chamber.

[0028] See Figure 2 Step S108 includes: S204, determining the first corrected control flow rate of the first cavity based on the difference between the initial control flow rate and the cooperative correction amount of the first cavity; and determining the second corrected control flow rate of the second cavity based on the sum of the initial control flow rate and the cooperative correction amount of the second cavity.

[0029] See Figure 2In some embodiments of this application, step S108 includes: S202, when the current pressure difference between the motor insulating oil cavity and the coupling insulating oil cavity is equal, the motor insulating oil cavity is used as the first cavity, the initial regulating flow rate of the motor insulating oil cavity is used as the first corrected regulating flow rate, and the coupling insulating oil cavity is used as the second cavity, and the initial regulating flow rate of the coupling insulating oil cavity is used as the second corrected regulating flow rate.

[0030] In some embodiments of this application, step S104, which determines the flow control proportional gain of the cavity based on the difference between the current pressure difference of the cavity and the preset pressure difference threshold, includes: when the difference between the current pressure difference of the cavity and the preset pressure difference threshold is greater than zero, the flow control proportional gain is used to increase the initial regulating flow; when the difference between the current pressure difference of the cavity and the preset pressure difference threshold is less than zero, the flow control proportional gain is used to reduce the initial regulating flow.

[0031] In some embodiments of this application, the initial control flow rate is: ; in, Indicates the initial controlled flow rate. This indicates the proportional gain for flow control. This indicates the preset scaling factor. This represents the difference between the current pressure difference and the preset pressure difference threshold. Indicates the pressure difference threshold. This represents the differential gain for flow control. Indicates the preset differential coefficients. This indicates the rate of change of the current pressure difference.

[0032] Specifically, the initial flow rate of the motor insulating oil chamber can be, for example: ;in, This indicates the initial controlled flow rate of the motor's insulating oil chamber. This represents the difference between the current pressure difference in the motor's insulating oil chamber and the preset pressure difference threshold; the initial regulating flow rate of the coupled insulating oil chamber can be, for example: ;in, This indicates the initial controlled flow rate of the coupled insulating oil cavity. This represents the difference between the current pressure difference in the coupled insulating oil cavity and the preset pressure difference threshold.

[0033] In some embodiments of this application, step S102 includes: obtaining the real-time pressure difference sequence between the motor insulating oil cavity and the coupling insulating oil cavity and the ambient water body, wherein the real-time pressure difference sequence includes the current pressure difference of the corresponding cavity; and determining the rate of change of the current pressure difference of the motor insulating oil cavity and the coupling insulating oil cavity based on the real-time pressure difference sequence of the motor insulating oil cavity and the coupling insulating oil cavity.

[0034] In some embodiments of this application, the underwater thruster includes a motor micro differential pressure balancer and a coupling micro differential pressure balancer. Adjusting the hydraulic flow rate of the first cavity according to a first corrected control flow rate and adjusting the hydraulic flow rate of the second cavity according to a second corrected control flow rate to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity includes: controlling the motor micro differential pressure balancer according to the first corrected control flow rate and adjusting the hydraulic flow rate of the first cavity through the motor micro differential pressure balancer; adjusting the coupling micro differential pressure balancer according to the second corrected control flow rate and adjusting the hydraulic flow rate of the second cavity through the coupling micro differential pressure balancer to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

[0035] In some embodiments of this application, the step of controlling the motor micro differential pressure balancer according to the first modified flow rate and adjusting the hydraulic flow of the first cavity through the motor micro differential pressure balancer; and adjusting the coupling micro differential pressure balancer according to the second modified flow rate and adjusting the hydraulic flow of the second cavity through the coupling micro differential pressure balancer, so as to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity, includes: The real-time axial displacement of the adaptive piston disk inside the first and second cavities, as well as the real-time equivalent stiffness of the adjustable stiffness extension spring, are obtained. The mechanical additional disturbance flow rate of the cavity is calculated based on the effective bearing area of ​​the piston disc, the piston displacement change rate, and the real-time equivalent stiffness of the spring. Based on the mechanically added disturbance flow rate, the first corrected control flow rate of the first cavity and the second corrected control flow rate of the second cavity are corrected twice to obtain the first actual executed control flow rate and the second actual executed control flow rate. The motor micro differential pressure balancer is controlled according to the first actual execution flow regulation, and the hydraulic flow of the first cavity is adjusted through the motor micro differential pressure balancer; The coupling micro differential pressure balancer is adjusted according to the second actual execution flow rate, and the hydraulic flow rate of the second cavity is adjusted through the coupling micro differential pressure balancer to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

[0036] The physical mechanism by which the pressure control process affects the spring and piston disc is as follows: the hydraulic flow output of the miniature differential pressure balancer changes the pressure in the insulating oil chamber, and the oil pressure in the chamber drives the adaptive piston disc to generate axial displacement. This piston disc displacement directly changes the effective volume of the insulating oil chamber and, on the other hand, pulls or compresses the three-section adjustable stiffness telescopic spring, causing the spring to switch between different stiffness working units, resulting in a change in the spring's real-time equivalent stiffness. The changes in piston displacement and spring stiffness introduce additional equivalent volume disturbance flow, which is superimposed on the output flow of the miniature differential pressure balancer. Without compensation, this will cause the actual pressure in the chamber to deviate from the theoretical control target. Therefore, the above embodiment collects the real-time axial displacement of the adaptive piston disc inside the first and second chambers, combines it with the real-time equivalent stiffness of the adjustable stiffness telescopic spring, and incorporates the piston displacement and spring equivalent stiffness into the calculation. This allows for secondary compensation correction of the synergistically corrected control flow, thereby correcting the disturbance flow.

[0037] Specifically, the mechanically added disturbance flow rates of the first and second cavities are: ; ; in, , These represent the mechanically added disturbance flow rates of the first and second cavities, respectively. This represents the piston displacement change feedback coefficient, with a value ranging from 0.02 to 0.15 mL / (s). mm); This represents the spring stiffness disturbance compensation coefficient, with a value ranging from 0.01 to 0.08 mL / (s). N / mm); This indicates the effective pressure-bearing area of ​​the adaptive piston disk inside the first cavity; This indicates the effective pressure-bearing area of ​​the adaptive piston disk inside the second cavity; This indicates the real-time axial displacement of the adaptive piston disk inside the first cavity. This indicates the real-time axial displacement of the adaptive piston disk inside the second cavity. This indicates the real-time equivalent stiffness of the three-segment spring inside the first cavity. This indicates the real-time equivalent stiffness of the three-segment spring inside the first cavity.

[0038] After secondary correction of the spring-piston disc state, the first and second actual controlled flow rates sent to the micro differential pressure balancer are: ; ; in, , These represent the first and second actual executed control flows, respectively. , These represent the first and second corrected controlled flow rates, respectively.

[0039] See Figures 3 to 5 The following description, in conjunction with an embodiment of this application, illustrates the dual-chamber differential pressure collaborative compensation method for underwater thrusters provided in this application.

[0040] The core control logic of the underwater thruster is key to achieving precise and coordinated differential pressure compensation. This core logic is constructed through a total differential pressure closed-loop control module 3, a high-precision differential pressure sensor 9 for the motor, a coupled high-precision differential pressure sensor 10, a miniature differential pressure balancer 11 for the motor, a coupled miniature differential pressure balancer 12, a linkage control bus 4, a pressure data acquisition module 30, an analysis and processing module 31, a dual-compensator coordinated control module 32, and a communication module 33. This establishes a closed-loop coordinated logic of "dual sensing - dual analysis - dual control - dual feedback," coupled with calculation formulas, to achieve precise and coordinated control of the dedicated motor compensator 1 and the dedicated coupled transmission compensator 2. This is implemented in conjunction with three auxiliary schemes. The specific component scheme is as follows: Core component configuration and functions: The total differential pressure closed-loop control module 3 is the core control component, which integrates a pressure data acquisition module 30, an analysis and processing module 31, a dual compensator collaborative control module 32, and a communication module 33. It adopts an embedded MCU as the core control unit and transmits signals to the motor-specific compensator 1 and the coupling transmission-specific compensator 2 through the linkage control bus 4. At the same time, it links with related auxiliary components (motor-side adjustable stiffness extension spring 13, coupler-side adjustable stiffness extension spring 14, motor adaptive piston disc 15, coupling adaptive piston disc 16, etc.) to achieve the coordination of core control and auxiliary adaptation. Both the high-precision differential pressure sensor 9 for the motor and the coupled high-precision differential pressure sensor 10 have an accuracy of 0.1 class and a range of 0-70MPa. They are installed on the outside of the motor-specific compensator 1 and the coupled transmission-specific compensator 2, respectively, to collect three pressure data channels in real time (P11-motor insulating oil chamber 7, P21-coupled insulating oil chamber 8, P3-seawater). The high-precision differential pressure sensor 9 for the motor has a sampling frequency of 100Hz (period 0.01s), and the coupled high-precision differential pressure sensor 10 has a sampling frequency of 120Hz (period ≈0.0083s). The sensor housings are sealed, with an IP68+ protection rating and a response time ≤0.05s, providing accurate data support for core control. The motor-mounted miniature differential pressure balancer 11 and the coupling miniature differential pressure balancer 12 are embedded in the motor housing and coupler housing, respectively. Their size is 60% smaller than their respective main compensators, with a control accuracy of ±0.003MPa. The control range of the motor-mounted miniature differential pressure balancer 11 is 0-55mL / s, and that of the coupling miniature differential pressure balancer 12 is 0-50mL / s. Both use a two-stage spring with a response time ≤0.08s. They are used to assist in adjusting the pressure of the motor insulating oil chamber 7 and the coupling insulating oil chamber 8, executing commands from the core control module. The motor-specific compensator 1 and the coupling transmission-specific compensator 2 are integrated pressure compensation chamber assemblies, serving as the main pressure-bearing components. They integrate oil chambers, sealing structures, pistons, and springs, but do not possess electrical control reception or active adjustment capabilities; they only serve as pressure actuation and adaptive load-bearing structures. The motor-driven miniature differential pressure balancer 11 and the coupled miniature differential pressure balancer 12 are electrically controlled miniature hydraulic flow regulating valve assemblies (not hydraulic pumps). They are the only electrically controlled execution terminals in the system, capable of receiving electrical signals to precisely regulate the oil flow and pressure in and out of the oil chamber, serving as the active regulating power source for this device. Driving relationship: The electrical control commands do not directly drive the compensator or the spring. The linkage electrical signals issued by the total differential pressure closed-loop control module 3 only act on the motor-driven miniature differential pressure balancer 11 and the coupled miniature differential pressure balancer 12. The balancers indirectly drive the compensator cavity assembly to complete pressure regulation and spring stiffness self-adaptation through changes in hydraulic medium pressure.

[0041] Closed-loop control process (combining component linkage and linkage auxiliary innovative components): The high-precision differential pressure sensing sensor 9 and the coupled high-precision differential pressure sensing sensor 10 collect pressure data in real time and transmit it synchronously to the pressure data acquisition module 30 of the total differential pressure closed-loop control module 3 through the linkage control bus 4. After filtering the data, the pressure data acquisition module 30 transmits it to the analysis and processing module 31.

[0042] The analysis and processing module 31 calculates the differential pressure difference (ΔP11=motor insulating oil cavity P11-seawater P3; ΔP21=coupled insulating oil cavity P21-seawater P3) and the differential pressure change rate (dΔP / dt=(ΔPn-ΔPn-1) / T) of the two compensators respectively, judges the differential pressure change trend and synergy, and optimizes the control logic by combining the spring stiffness state and differential pressure gradient state. The dual compensator collaborative control module 32 compares the calculation results with the preset threshold. If there is an anomaly, it sends differentiated collaborative control commands to the motor micro differential pressure balancer 11 and the coupled micro differential pressure balancer 12 respectively, and calculates the standardized control amount using the formula: (Q1=K1×(ΔP11-ΔPset1)+Kd1×dΔP11 / dt; Q2=K2×(ΔP21-ΔPset2)+Kd2×dΔP21 / dt).

[0043] Where Q1 is the motor-side control quantity; Q2 is the coupling-side control quantity; ΔPset1 is the preset differential pressure threshold on the motor side; ΔPset2 is the preset differential pressure threshold on the coupling side; dΔP11 / dt and dΔP21 / dt are the differential pressure change rates on the motor side and the coupling side, respectively.

[0044] The control amount is calculated, and a collaborative correction formula (ΔQ=Kc×|ΔP11-ΔP21|) is used. Here, ΔQ is the collaborative correction amount, and Kc is the collaborative coefficient. This correction amount is used to perform bidirectional correction of the initial control amounts on both sides, ensuring the coordinated stability of the two compensators. Simultaneously, the adjustable stiffness extension spring 13 on the motor side and the adjustable stiffness extension spring 14 on the coupler side of the linkage auxiliary innovation 1 achieve adaptive stiffness adjustment, while the protective structure of the linkage auxiliary innovation 2 maintains the stability of the differential pressure gradient. After the motor micro differential pressure balancer 11 and the coupled micro differential pressure balancer 12 synchronously execute the control command according to the corrected final control amount, the motor high-precision differential pressure sensing sensor 9 and the coupled high-precision differential pressure sensing sensor 10 collect pressure data again and transmit it back to the total differential pressure closed-loop control module 3. This process is repeated to form a dual closed-loop collaborative control, ensuring that the differential pressure remains stable within the preset range, with a control response time ≤0.1s and an accuracy of ±0.005MPa.

[0045] A dual-chamber differential pressure equalization correction strategy is adopted, with the correction target being: This ensures that ΔP11 and ΔP21 converge quickly and uniformly. The correction logic and precise correction formula are as follows: When ΔP11 > ΔP21, it is determined that the pressure on the motor side is too high and the pressure on the coupling side is too low. Then execute: Q1_final = Q1 - ΔQ, Q2_final = Q2 + ΔQ; (Q1_final: intermediate control flow rate after dual-cavity collaborative correction on the motor side) When ΔP11 < ΔP21, it is determined that the pressure on the motor side is too small and the pressure on the coupling side is too large. Then execute: Q1_final = Q1 + ΔQ, Q2_final = Q2 - ΔQ. When ΔP11 = ΔP21, the pressure difference between the two chambers is balanced, (Q2_final: the intermediate control flow rate after the coupled two chambers work together to correct the deviation) ΔQ = 0, and Q1 and Q2 remain unchanged at their basic control values. The above correction method is a bidirectional dynamic fine-tuning, which can quickly offset the pressure difference deviation between the two chambers, prevent overcompensation or undercompensation in a single chamber, and ensure the synchronization of the control of the two compensators and the consistency of the pressure.

[0046] The complete process of the core differential pressure closed-loop linkage adaptive method is as follows: Data acquisition and filtering: The dual sensors acquire three pressure data points at high frequency: seawater pressure P3, motor oil chamber pressure P11, and coupling oil chamber pressure P21. The acquisition module performs noise reduction and filtering. Parameter calculation: The analysis module calculates the real-time pressure difference between the two sides ΔP11, ΔP21, the rate of change of the pressure difference between the two sides, and the pressure difference between the two chambers |ΔP11-ΔP21|; Calculation of basic control values: The initial control values ​​Q1 on the motor side and Q2 on the coupling side are calculated using the PID formula. Collaborative bidirectional precise correction: Based on the relationship between the pressure difference between the two chambers, reverse correction is performed on Q1 and Q2 through ΔQ to obtain the final control quantities Q1_final and Q2_final on both sides; Command transmission and execution: The corrected dual-channel control command is sent to two sets of micro balancers via the communication module and linkage bus, and the hydraulic drive compensator completes pressure adjustment and stiffness adaptive adaptation. Closed-loop iteration: The sensor transmits the latest pressure data in real time, and iterative adjustments are made to achieve dynamic and precise pressure stabilization across the entire water depth.

[0047] The core differential pressure closed-loop linkage adaptive method uses the total differential pressure closed-loop control module 3 as the sole control entity. It relies on the pressure data acquisition module 30, analysis and processing module 31, and dual compensator collaborative control module 32 for coordinated calculations to precisely control the motor micro differential pressure balancer 11, the coupled micro differential pressure balancer 12, the motor-specific compensator 1, and the coupled transmission-specific compensator 2 to complete adaptive differential pressure compensation. The complete standardized control process is as follows: Data acquisition and filtering: The pressure data acquisition module 30 acquires three sets of raw pressure data in real time, namely the motor insulation oil chamber pressure P11, the coupling insulation oil chamber pressure P21, and the deep-sea environment seawater pressure P3. After noise reduction and filtering of the high-frequency acquired data, it is synchronously transmitted to the analysis and processing module 31. Basic parameter calculation: Based on the original pressure data, the analysis and processing module 31 calculates the real-time pressure difference and pressure difference change rate on both sides. The core parameters are: real-time pressure difference on the motor side ΔP11=P11-P3, real-time pressure difference on the coupling side ΔP21=P21-P3, and the real-time pressure difference change rate on both sides dΔP11 / dt and dΔP21 / dt are calculated at the same time. Initial control quantity calculation: The analysis and processing module 31 inputs the dedicated PID control quantity calculation formula to calculate the initial control flow rate without coordinated correction on both sides: Q1=K1×(ΔP11-ΔPset1)+Kd1×dΔP11 / dt, Q2=K2×(ΔP21-ΔPset2)+Kd2×dΔP21 / dt, where Q1 is the initial control quantity on the motor side and Q2 is the initial control quantity on the coupling side, realizing independent voltage regulation of a single chamber only; Collaborative correction calculation: The analysis and processing module 31 further calculates the pressure difference imbalance between the two chambers and obtains the collaborative correction amount ΔQ by solving the collaborative correction formula ΔQ=Kc×|ΔP11-ΔP21|, which is used to eliminate the synchronization deviation caused by the independent control of the two compensators. Bidirectional differential correction generates final control command: Based on the relationship between ΔP11 and ΔP21, the module performs reverse correction on Q1 and Q2 to completely balance the pressure difference between the two chambers. When ΔP11 > ΔP21, Q1_final = Q1 - ΔQ, Q2_final = Q2 + ΔQ; When ΔP11 < ΔP21, Q1_final = Q1 + ΔQ, Q2_final = Q2 - ΔQ; When ΔP11=ΔP21, ΔQ=0, and the two-sided control quantity remains unchanged; The corrected Q1_final and Q2_final are intermediate control flow rates to eliminate the pressure difference deviation between the two chambers. Combined with the piston disk displacement and the equivalent stiffness of the spring, the mechanical disturbance is corrected for the second time, and Q1_act and Q2_act are generated as the final control commands issued by the system.

[0048] After obtaining Q1_final and Q2_final through dual-chamber differential pressure collaborative correction, it is necessary to further combine the mechanical state of the adjustable stiffness extension spring and the adaptive piston disc to make a secondary correction to the controlled flow rate.

[0049] The physical mechanism by which the pressure control process affects the spring and piston disc is as follows: the hydraulic flow output from the miniature differential pressure balancer changes the pressure in the insulating oil chamber, and the oil pressure in the chamber drives the adaptive piston disc to produce axial displacement. This piston disc displacement directly changes the effective volume of the insulating oil chamber and, on the other hand, pulls or compresses the three-section adjustable stiffness telescopic spring, causing the spring to switch between different stiffness working units, resulting in a real-time change in the spring's equivalent stiffness. The changes in piston displacement and spring stiffness introduce additional equivalent volume disturbance flow, which is superimposed on the output flow of the miniature differential pressure balancer. Without compensation, this will cause the actual pressure in the chamber to deviate from the theoretical control target.

[0050] In this embodiment, by collecting the real-time axial displacements X1 and X2 of the adaptive piston disc on the motor side and coupling side, and combining the real-time equivalent stiffness Ksp1 and Ksp2 of the spring obtained by the current working unit of the spring, the piston displacement and the equivalent stiffness of the spring are introduced into the calculation to perform secondary compensation correction on the regulated flow rate after collaborative correction.

[0051] definition: X1: Real-time axial displacement of the adaptive piston disk on the motor insulating oil cavity side; X2: Real-time axial displacement of the adaptive piston disk on the coupling insulating oil cavity side. S1: Effective pressure-bearing area of ​​the piston disc on the motor side; S2: Effective pressure-bearing area of ​​the piston disc on the coupling side; Ksp1: Real-time equivalent stiffness of the three-section spring on the motor side; Ksp2: Real-time equivalent stiffness of the three-section spring on the coupling side; Ks: Piston displacement change feedback coefficient, with a value of 0.02-0.15 mL / (s) mm); Kpsp: Spring stiffness disturbance compensation coefficient, with a value of 0.01-0.08 mL / (s) N / mm); Additional disturbance flow introduced by the mechanical structure: Qsp1=Ks S1 dX1 / dt+Kpsp Ksp1 X1 Qsp2=Ks S2 dX2 / dt+Kpsp Ksp2 X2 Qsp1 and Qsp2 are the additional equivalent disturbance flows caused by the changes in piston displacement and spring stiffness on the motor side and coupling side, respectively.

[0052] After secondary correction of the spring-piston disc state, the actual controlled flow rate sent to the miniature differential pressure balancer is obtained: Q1_act=Q1_final-Qsp1 Q2_act=Q2_final-Qsp2 Q1_act and Q2_act are the execution flow commands that are actually issued to the motor micro differential pressure balancer and the coupled micro differential pressure balancer after three layers of correction, including initial PID control, dual-chamber differential pressure collaborative correction, and secondary compensation for spring-piston mechanical disturbance.

[0053] Among them, the piston disk displacements X1 and X2 can be collected in real time by the built-in displacement sensor and fed back to the analysis and processing module 31; the real-time equivalent stiffness of the spring Ksp1 and Ksp2 can be obtained by querying the three-segment spring pre-stored stiffness parameter table according to the piston disk displacement range, without the need to add additional sensors to the spring.

[0054] Hardware execution and closed-loop iteration: The dual compensator collaborative control module 32 sends the final control command to the unique electronic control execution entity via the communication module 33 and the linkage control bus 4: the motor micro differential pressure balancer 11 and the coupled micro differential pressure balancer 12. After receiving the electrical signal, the two sets of balancers adjust the hydraulic flow and oil pressure, drive the motor-specific compensator 1 and the coupled transmission-specific compensator 2 to complete the chamber pressure adjustment, and synchronously drive the piston disc and spring to achieve stiffness self-adaptation. Finally, the sensor returns the real-time pressure data, and the loop iterative calculation forms an uninterrupted closed-loop control.

[0055] The core technical effects of this method are as follows: Through hierarchical control logic of module-level calculation, first single-cavity pressure stabilization and then dual-cavity collaborative correction, the defects of poor synchronization and double-sided pressure imbalance of traditional single closed-loop control are completely solved. The pressure difference control accuracy is improved to ±0.005MPa and the response speed is improved to ≤0.1s. It achieves synchronous pressure stabilization of dual compensators under the full water depth condition of 0-65MPa, eliminates the problems of compensation deviation, shell stress concentration and sealing failure when switching between deep and shallow seas, and greatly improves the stability and reliability of deep-sea thrusters during long-term operation.

[0056] Core parameters (in conjunction with component characteristics): Proportional coefficient K1 = 0.6-1.2 mL / (s) (MPa); K2 = 0.5-1.1 mL / (s) MPa); Differential coefficient Kd1 = 0.15 - 0.3 mL / (s) MPa); Kd2 = 0.1-0.28 mL / (s) MPa); Coordination coefficient Kc = 0.05-0.1 mL / (s) MPa); the allowable range of differential pressure change rate is ±0.01MPa / s, ensuring the accuracy and synergy of regulation.

[0057] Auxiliary solution: An adjustable stiffness telescopic spring and adaptive piston disc collaborative structure implementation scheme is used to cooperate with the core scheme to achieve differential pressure adaptive adjustment and solve the stiffness adaptation problem in the core control process. Through the adjustable stiffness telescopic spring 13 on the motor side, the adjustable stiffness telescopic spring 14 on the coupler side, the adaptive piston disc 15 on the motor side, and the adaptive piston disc 16 on the coupling side, combined with the guide column 23 and the fluororubber diaphragm 25, differential pressure adaptive adjustment is achieved. The parameters of the two compensators are adapted differently, providing stiffness support for the precise control of the core innovation. Specific components are as follows: Core component configuration and functions: The adjustable stiffness telescopic spring 13 on the motor side and the adjustable stiffness telescopic spring 14 on the coupler side are both made of corrosion-resistant stainless steel with passivation treatment on the surface. The service life is ≥10,000 hours. They are both three-section series structures and are installed inside the motor-specific compensator 1 and the coupling transmission-specific compensator 2, respectively. One end is connected to the motor adaptive piston disc 15 and the coupling adaptive piston disc 16, and the other end is fixed to the inner wall of the motor compensator integrated housing 5 and the coupling compensator integrated housing 6. They receive the linkage command from the total differential pressure closed-loop control module 3 to realize the stiffness adaptive switching. They can automatically switch the working unit according to the differential pressure data transmitted from the total differential pressure closed-loop control module 3, with a response time ≤0.08s, and achieve precise compensation in conjunction with the core control.

[0058] The complete closed-loop linkage mechanism is as follows: The total differential pressure closed-loop control module 3 outputs an electrical signal linkage command → the communication module 33 transmits it to the motor micro differential pressure balancer 11 / coupled micro differential pressure balancer 12 → the balancer adjusts the valve core opening and changes the hydraulic flow and oil pressure in the oil chamber → the pressure in the insulating oil chamber changes precisely → the oil pressure pushes the motor adaptive piston disc 15 / coupled adaptive piston disc 16 to move axially → the piston disc mechanically pulls / compresses the adjustable stiffness extension spring 13 on the motor side / coupler side adjustable stiffness extension spring 14 → the spring passively switches the three-stage working unit and completes the stiffness adaptive adjustment, realizing the step-by-step linkage of "electrical signal → hydraulic adjustment → mechanical adaptation".

[0059] Adaptive piston discs and cooperating components: Both the motor-adaptive piston disc 15 and the coupling adaptive piston disc 16 are made of aluminum alloy and are installed inside the two compensators, precisely fitting with the inner wall of the cavity (fitting clearance 0.01-0.02mm). The piston discs are equipped with displacement acquisition units to collect real-time axial displacement signals of the piston discs and output them to the total differential pressure closed-loop control module. A guide post 23 is fixed in the center of the piston disc, and the guide post 23 is precisely fitted with the guide hole 24 of the sealing partition 21 (tolerance ≤0.005mm) to ensure flexible movement of the piston disc and achieve stiffness adjustment with the spring. The piston discs are equipped with micro pressure relief holes to alleviate instantaneous pressure shocks and assist the core control module in stabilizing the differential pressure. A fluororubber diaphragm 25 (thickness 3-5mm) is fixed on one side of the piston disc, which is resistant to high temperature and high pressure, and achieves sealing buffering, helping to block the crossflow of oil and water. It forms a double sealing guarantee with the stepped sealing structure, providing sealing guarantee for the core control. The diameter of the motor-adaptive piston disc 15 is slightly larger than that of the coupling adaptive piston disc 16 to adapt to the larger cavity volume requirements of the motor and meet the differentiated adaptation requirements.

[0060] Collaborative Working Principle (Combining Component Linkage and Core Innovation): When deep-sea seawater pressure fluctuates, the total differential pressure closed-loop control module 3 collects real-time data on the pressure of both chambers and seawater pressure through dual sensors. After algorithm calculation and collaborative correction, it prioritizes sending synchronous linkage electrical commands to the micro differential pressure balancers. The two sets of micro differential pressure balancers synchronously adjust the hydraulic flow and pressure of the corresponding insulating oil chambers, thereby changing the internal chamber pressure of the compensator and achieving the synchronous pressure regulation effect of "commanding the balancer and the balancer driving the compensator" (the original text "synchronous command for two compensators to synchronously adjust pressure" is a description of the overall functional result, not the direct command object). The change in oil chamber pressure drives the piston disc to move, and the adjustable stiffness spring is linked to complete the adaptive stiffness matching. At the same time, with the pressure buffer of the micro pressure relief hole and the sealing protection of the fluororubber diaphragm, the pressure of the two compensators is finally dynamically balanced, ensuring synchronous control on both sides and no differential pressure deviation.

[0061] Total differential pressure closed-loop control module 3 (generates electronic control linkage commands) → Communication module 33 + linkage control bus 4 (precise signal transmission) → Motor micro differential pressure balancer 11, coupled micro differential pressure balancer 12 (the only electronic control actuator, hydraulic adjustment) → Change the compensator oil chamber pressure (drive function assembly) → Piston disc mechanical movement → Spring stiffness adaptive switching → Sensor real-time data feedback → Closed-loop iterative pressure stabilization. The entire process operates without direct electrical signal drive of the mechanical structure, without the compensator autonomously receiving commands, and without springs receiving electrical signals; all adjustment actions are carried out using hydraulic medium as the intermediate transmission carrier.

[0062] Auxiliary Solution: A dual-chamber independent partition + stepped sealing + stepped differential pressure gradient integrated protection structure implementation plan; This auxiliary innovation provides protection for the core innovation points. Through the synergy of three major structures—dual-chamber independent partition, stepped sealing, and stepped differential pressure gradient—oil-water isolation and graded pressure reduction protection are achieved. Both compensators adopt this structure to avoid control failure due to seal failure or seawater intrusion during core control processes, as detailed below: Dual-cavity independent segmentation structure: The integrated housing 5 of the motor compensator 1 and the integrated housing 6 of the coupling compensator 2 are both made of high-strength aluminum alloy in one piece, with double anti-corrosion treatment, and can withstand 65MPa high voltage, providing an installation carrier for the core control components and auxiliary components; the interior of each housing is divided into independent insulating oil chambers by stepped stainless steel sealing partitions 21 (thickness 8-10mm, step height 4-6mm), corresponding to the motor compensator 1 and the coupling compensator 2 respectively, to accommodate high-voltage resistant insulating oil, realizing insulation, lubrication and heat dissipation functions, ensuring the stable operation of the core control components, motor, and coupling transmission device; the two insulating oil chambers work independently, eliminating mutual interference, and providing a stable cavity environment for the differential pressure control of the core innovation point.

[0063] Stepped sealing structure: The stepped stainless steel sealing partition 21 is embedded and sealed to the compensator housing. Two fluororubber sealing rings 22 are set at the step of the partition to form a double seal, preventing oil and water cross-flow and avoiding oil contamination that could affect the precision of the core control components. A guide hole 24 is opened in the center of the sealing partition 21, which fits precisely with the guide column 23 of the piston disc, ensuring flexible movement of the piston disc and further improving the sealing performance. The joint between the compensator housing and the motor and coupling transmission device uses a sealed joint with a waterproof sealing rating of IP68+, ensuring overall sealing reliability and providing sealing protection for the long-term stable control of the core innovation.

[0064] Stepped differential pressure gradient protection: Both compensators construct a stepped adaptive differential pressure gradient between seawater and the insulating oil chamber. In the initial state, insulating oil is injected into the insulating oil chamber through the motor-side filling port 17 and the coupling-side filling port 18. Initial pressure is applied according to differentiated parameters to ensure that the pressure in the insulating oil chamber is greater than the seawater pressure, providing an initial gradient basis for core control. When the equipment submerges, the total differential pressure closed-loop control module 3, in conjunction with the adjustable spring and balancer, adaptively adjusts the oil chamber pressure to maintain gradient stability, significantly reducing the differential pressure on the sealing parts and achieving graded protection. Even if the dynamic seal fails, seawater cannot enter the insulating oil chamber, avoiding damage to core components and the core control module, and ensuring the continuous and stable operation of the core innovation.

[0065] Auxiliary Solution: A dual-compensator differentiated adaptation + compact single-shell integrated structure implementation scheme; This auxiliary solution provides structural support for the core scheme. By configuring two independent compensators, differentiated adaptation is achieved. Combined with a compact integrated structure, seamless docking and convenient assembly with the core components of the thruster are realized. This provides structural assurance for the installation, implementation, and coordinated control of core innovations. The specific component-specific implementation is as follows: Dual Compensator Differentiated Adaptation: Two independent compensators are configured: a motor-specific compensator 1 and a coupling drive-specific compensator 2. Adopting the design principle of "unified structure, differentiated parameters," they are adapted to the differentiated needs of the motor and the magnetic coupling drive device, providing a structural foundation for the collaborative control of the dual compensators in the core solution. Motor-specific compensator 1 is adapted to a preset internal cavity pressure of 0.05-0.07 MPa in the motor and is equipped with a sensor, spring, motor-side pressure relief valve 19, and coupling-side pressure relief valve 20, working with the core control module to achieve precise control of the motor-side pressure difference. Coupling drive-specific compensator 2 is adapted to a preset internal cavity pressure of 0.04-0.06 MPa in the coupling drive device and is equipped with a sensor, spring, motor-side pressure relief valve 19, and coupling-side pressure relief valve 20, working with the core control module to achieve precise control of the coupling drive-side pressure difference. The two compensators are connected to the total pressure difference closed-loop control module 3 via a linkage control bus 4, enabling synchronous data transmission and coordinated command issuance, ensuring synchronized pressure regulation response and guaranteeing the collaborative control effect of the core innovation.

[0066] Compact Single-Shell Integrated Structure: Both compensators feature a compact shell design, reducing the overall volume by more than 40% compared to existing devices. This design is suitable for the single-shell integrated layout of deep-sea thrusters, providing ample space for the integrated installation of the total differential pressure closed-loop control module 3 and the two compensators. A flange is provided on one side of the compensator shell, allowing for seamless connection with the motor and coupling transmission device shells without significant modifications, facilitating the assembly and implementation of the core solution and auxiliary components. The two compensators and the total differential pressure closed-loop control module 3 are fixed to the thruster shell, ensuring a secure installation without affecting the overall thruster layout and preventing vibration from impacting core control accuracy. The motor-side filling port 17 and the coupling-side filling port 18 are located on the top of the compensator shell for injecting insulating oil into the insulating oil chamber. The motor-side pressure relief valve 19 and the coupling-side pressure relief valve 20 are matched with the motor-side filling port 17 and the coupling-side filling port 18 to release gas from the chamber during the filling process, ensuring the chamber is completely filled with the medium without any residual air bubbles. This also provides overpressure protection, ensuring the safe operation of the core innovation and auxiliary components.

[0067] Assembly and Adaptation Effects: By enabling convenient assembly of the two compensators with the motor, coupling transmission device, and single-shell propeller, assembly efficiency is improved by more than 30%. The differentiated parameter design of the dual compensators can be matched with the pressure requirements and sealing requirements of the motor and coupling transmission device respectively, avoiding insufficient or excessive compensation of a single component. This provides adaptation guarantee for the precise control of core innovation points, ensures the long-term stable operation of core components, and is compatible with various 6500-meter-class remotely operated unmanned underwater vehicles and autonomous underwater vehicles.

[0068] Core effects: Precise differential pressure control and rapid response, pressure regulation response time ≤0.1s, differential pressure control accuracy ±0.005MPa, adaptable to differential pressure changes across the entire water depth from 0-65MPa. (2) Auxiliary effect 1: Wide range of adaptability and strong stability, spring service life ≥10000 hours, failure rate reduced by more than 70%. (3) Auxiliary effect 2: Reliable sealing and strong protection, differential pressure on sealing parts reduced by 99.9%, achieving dual protection. (4) Auxiliary effect 3: Excellent integration and convenient assembly, overall volume reduced by more than 40%, adaptable to deep-sea thruster layout. (5) Comprehensive effect: Dual compensators work together stably, greatly improving the reliability of deep-sea operations.

[0069] This application embodiment also provides a dual-chamber differential pressure compensation device for an underwater thruster. The underwater thruster includes a cavity, which includes a motor insulating oil cavity and a coupling insulating oil cavity. The dual-chamber differential pressure compensation device includes: The data acquisition module is used to acquire the current pressure difference and the rate of change of the current pressure difference between the cavity and the ambient water body; The initial control flow determination module is used to determine the proportional gain of the flow control of the cavity based on the difference between the current pressure difference and the preset pressure difference threshold, determine the differential gain of the flow control of the cavity based on the rate of change of the current pressure difference of the cavity, and determine the initial control flow of the cavity based on the proportional gain and differential gain of the flow control. The first cavity and second cavity determination module is used to determine the cooperative correction amount based on the difference between the current pressure difference of the motor insulating oil cavity and the current pressure difference of the coupled insulating oil cavity, and to determine the first cavity with a larger current pressure difference and the second cavity with a smaller current pressure difference based on the current pressure difference between the motor insulating oil cavity and the coupled insulating oil cavity. The corrected control flow determination module is used to reduce the initial control flow of the first cavity according to the cooperative correction amount to obtain the first corrected control flow of the first cavity, and to increase the initial control flow of the second cavity according to the cooperative correction amount to obtain the second corrected control flow of the second cavity. The hydraulic flow control module is used to adjust the hydraulic flow of the first cavity according to the first corrected control flow and adjust the hydraulic flow of the second cavity according to the second corrected control flow, so as to realize real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

[0070] It should be noted that the information interaction and execution process between the above-mentioned devices / modules are based on the same concept as the method embodiments of this application. Their specific functions and technical effects can be found in the method embodiments section, and will not be repeated here. Those skilled in the art will understand that, for ease of description and brevity, the division of the above-mentioned functional units and modules is only used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the modules in the above-mentioned devices can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0071] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the dual-chamber differential pressure collaborative compensation method for underwater thrusters provided in this application.

[0072] This application also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the dual-chamber differential pressure collaborative compensation method for underwater thrusters provided in this application.

[0073] This application embodiment also provides an underwater thruster, including electronic equipment, a motor micro differential pressure balancer, and a coupling micro differential pressure balancer as provided in this application embodiment. The electronic equipment is used to control the motor micro differential pressure balancer and the coupling micro differential pressure balancer to adjust the hydraulic flow of the motor insulating oil chamber and the coupling insulating oil chamber of the underwater thruster, thereby realizing real-time differential pressure compensation between the motor insulating oil chamber and the coupling insulating oil chamber.

[0074] The aforementioned processor can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), or field-programmable gate arrays (FPGAs). The memory can be a programmable gate array (GGEA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor. In some embodiments, the memory can be an internal storage unit of the device, such as the device's hard drive or RAM. In other embodiments, the memory can be an external storage device of the device, such as a plug-in hard drive, smart media card (SMC), secure digital card (SD), flash card, etc. Furthermore, the memory can include both internal and external storage units of the device. The memory is used to store the operating system, applications, bootloader, data, and other programs, such as the program code of a computer program. The memory can also be used to temporarily store data that has been output or will be output.

[0075] This application provides a computer program product that, when run on a terminal device, enables the terminal device to implement the steps described in the various method embodiments above.

[0076] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of protection of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of one or more embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0077] One or more embodiments in this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments in this application should be included within the protection scope of this application.

Claims

1. A dual-chamber pressure differential collaborative compensation method for underwater thrusters, characterized in that, The underwater thruster includes a cavity, which comprises a motor insulating oil cavity and a coupling insulating oil cavity. The dual-cavity differential pressure collaborative compensation method includes: Obtain the current pressure difference and the rate of change of the current pressure difference between the cavity and the ambient water body; The flow control proportional gain of the cavity is determined based on the difference between the current pressure difference and the preset pressure difference threshold. The flow control differential gain of the cavity is determined based on the rate of change of the current pressure difference of the cavity. The initial control flow rate of the cavity is determined based on the flow control proportional gain and the flow control differential gain. Based on the difference between the current pressure difference of the motor insulating oil cavity and the current pressure difference of the coupled insulating oil cavity, a collaborative correction amount is determined, and based on the current pressure difference between the motor insulating oil cavity and the coupled insulating oil cavity, a first cavity with a larger current pressure difference and a second cavity with a smaller current pressure difference are determined. The initial control flow rate of the first cavity is reduced according to the cooperative correction amount to obtain the first corrected control flow rate of the first cavity, and the initial control flow rate of the second cavity is increased according to the cooperative correction amount to obtain the second corrected control flow rate of the second cavity. The hydraulic flow rate of the first cavity is adjusted according to the first corrected flow rate, and the hydraulic flow rate of the second cavity is adjusted according to the second corrected flow rate, so as to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

2. The dual-chamber differential pressure collaborative compensation method according to claim 1, characterized in that, The step of determining the cooperative correction amount based on the difference between the current pressure difference of the motor insulating oil chamber and the current pressure difference of the coupled insulating oil chamber includes: Determine the absolute value of the difference; The collaborative correction amount is determined based on the absolute value of the difference and a preset collaborative correction coefficient; The step of reducing the initial control flow rate of the first cavity according to the collaborative correction amount to obtain the first corrected control flow rate of the first cavity, and increasing the initial control flow rate of the second cavity according to the collaborative correction amount to obtain the second corrected control flow rate of the second cavity includes: The first corrected regulating flow rate of the first cavity is determined based on the difference between the initial regulating flow rate of the first cavity and the cooperative correction amount. The second corrected control flow rate of the second cavity is determined based on the sum of the initial control flow rate of the second cavity and the cooperative correction amount.

3. The dual-chamber differential pressure collaborative compensation method according to claim 1, characterized in that, The step of reducing the initial control flow rate of the first cavity according to the collaborative correction amount to obtain the first corrected control flow rate of the first cavity, and increasing the initial control flow rate of the second cavity according to the collaborative correction amount to obtain the second corrected control flow rate of the second cavity includes: When the current pressure difference between the motor insulating oil chamber and the coupling insulating oil chamber is equal, the motor insulating oil chamber is designated as the first chamber, the initial controlled flow rate of the motor insulating oil chamber is designated as the first corrected controlled flow rate, and the coupling insulating oil chamber is designated as the second chamber, the initial controlled flow rate of the coupling insulating oil chamber is designated as the second corrected controlled flow rate.

4. The dual-chamber differential pressure collaborative compensation method according to claim 1, characterized in that, The step of determining the flow control proportional gain of the cavity based on the difference between the current pressure difference of the cavity and a preset pressure difference threshold includes: When the difference between the current pressure difference of the cavity and the preset pressure difference threshold is greater than zero, the flow control proportional gain is used to increase the initial controlled flow rate; When the difference between the current pressure difference of the cavity and the preset pressure difference threshold is less than zero, the flow control proportional gain is used to reduce the initial controlled flow.

5. The dual-chamber differential pressure collaborative compensation method according to claim 4, characterized in that, The initial control flow rate is: ； in, This indicates the initial controlled flow rate. This represents the proportional gain of the flow control. This indicates the preset scaling factor. This represents the difference between the current pressure difference and the preset pressure difference threshold. This represents the pressure difference threshold. This represents the differential gain of the flow control. Indicates the preset differential coefficients. This represents the rate of change of the current pressure difference.

6. The dual-chamber differential pressure collaborative compensation method according to claim 1, characterized in that, The process of obtaining the current pressure difference and the rate of change of the current pressure difference between the cavity and the ambient water body includes: Obtain the real-time pressure difference sequence between the motor insulating oil cavity and the coupled insulating oil cavity and the ambient water body, wherein the real-time pressure difference sequence includes the current pressure difference of the corresponding cavity; Based on the real-time pressure difference sequence of the motor insulating oil cavity and the coupled insulating oil cavity, the current pressure difference change rate of each of the two cavities is determined.

7. The dual-chamber differential pressure collaborative compensation method according to claim 1, characterized in that, The underwater thruster includes a motor micro differential pressure balancer and a coupling micro differential pressure balancer. The step of adjusting the hydraulic flow rate of the first cavity according to the first corrected flow rate and adjusting the hydraulic flow rate of the second cavity according to the second corrected flow rate to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity includes: The motor micro differential pressure balancer is controlled according to the first modified flow control, and the hydraulic flow of the first cavity is adjusted through the motor micro differential pressure balancer; The coupling micro differential pressure balancer is adjusted according to the second corrected flow rate, and the hydraulic flow rate of the second cavity is adjusted through the coupling micro differential pressure balancer to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

8. The dual-chamber differential pressure collaborative compensation method according to claim 7, characterized in that, The motor micro differential pressure balancer is controlled according to the first modified flow rate, and the hydraulic flow rate of the first cavity is adjusted through the motor micro differential pressure balancer; Adjusting the coupled micro differential pressure balancer according to the second corrected flow rate, and adjusting the hydraulic flow rate of the second cavity through the coupled micro differential pressure balancer to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupled insulating oil cavity, includes: The real-time axial displacement of the adaptive piston disk inside the first and second cavities, as well as the real-time equivalent stiffness of the adjustable stiffness extension spring, are obtained. The mechanical additional disturbance flow rate of the cavity is calculated based on the effective bearing area of ​​the piston disc, the piston displacement change rate, and the real-time equivalent stiffness of the spring. Based on the mechanically added disturbance flow rate, the first corrected control flow rate of the first cavity and the second corrected control flow rate of the second cavity are corrected twice to obtain the first actual executed control flow rate and the second actual executed control flow rate. The motor micro differential pressure balancer is controlled according to the first actual execution flow regulation, and the hydraulic flow of the first cavity is adjusted through the motor micro differential pressure balancer; The coupling micro differential pressure balancer is adjusted according to the second actual execution flow rate, and the hydraulic flow rate of the second cavity is adjusted through the coupling micro differential pressure balancer to achieve real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

9. A dual-chamber differential pressure compensation device for underwater thrusters, characterized in that, The underwater thruster includes a cavity, which comprises a motor insulating oil cavity and a coupling insulating oil cavity. The dual-cavity differential pressure compensation device includes: The data acquisition module is used to acquire the current pressure difference and the rate of change of the current pressure difference between the cavity and the ambient water body; The initial control flow determination module is used to determine the flow control proportional gain of the cavity based on the difference between the current pressure difference and the preset pressure difference threshold, determine the flow control differential gain of the cavity based on the rate of change of the current pressure difference of the cavity, and determine the initial control flow of the cavity based on the flow control proportional gain and the flow control differential gain. The first cavity and second cavity determination module is used to determine the cooperative correction amount based on the difference between the current pressure difference of the motor insulating oil cavity and the current pressure difference of the coupled insulating oil cavity, and to determine the first cavity with a larger current pressure difference and the second cavity with a smaller current pressure difference based on the current pressure difference between the motor insulating oil cavity and the coupled insulating oil cavity. The corrected control flow determination module is used to reduce the initial control flow of the first cavity according to the cooperative correction amount to obtain the first corrected control flow of the first cavity, and increase the initial control flow of the second cavity according to the cooperative correction amount to obtain the second corrected control flow of the second cavity. The hydraulic flow control module is used to adjust the hydraulic flow of the first cavity according to the first corrected control flow and to adjust the hydraulic flow of the second cavity according to the second corrected control flow, so as to realize real-time differential pressure compensation between the motor insulating oil cavity and the coupling insulating oil cavity.

10. 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 computer program, it implements the dual-chamber differential pressure collaborative compensation method for underwater thrusters as described in any one of claims 1 to 8.

11. An underwater propulsion device, characterized in that, Includes the electronic device, motor micro differential pressure balancer, and coupling micro differential pressure balancer as described in claim 10. The electronic device is used to control the motor micro differential pressure balancer and the coupling micro differential pressure balancer to adjust the hydraulic flow of the motor insulating oil chamber and the coupling insulating oil chamber of the underwater thruster, thereby realizing real-time differential pressure compensation between the motor insulating oil chamber and the coupling insulating oil chamber.

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