Steering device and control method therefor, water area propeller, and related system and apparatus

Abstract

A steering device and a control method therefor, a water area propeller, a water area propulsion system, a water area movable apparatus, and a computer-readable storage medium. The control method comprises: (S11) acquiring an operating condition of a water area propeller (40); and (S12) controlling the operating state of a steering device (20) on the basis of the operating condition, the operating state comprising a steering lock state and a steering unlock state. According to the control method, the driving reliability and safety of the water area movable apparatus can be improved.

Description

Steering device and control method thereof, water propeller and related systems and equipment Technical Field

[0001] The present application relates to the technical field of mobile equipment in water areas, and in particular to a control method for a steering device, a steering device, a water area propeller, a water area propulsion system, a mobile equipment in water areas, and a computer-readable storage medium. Background Art

[0002] In mobile water vehicles, a steering device can be used to steer or maintain the vehicle's current direction. However, in related technologies, steering devices generally lack a steering lock function. This results in the device's thruster being susceptible to external forces, causing it to steer and deviate from its intended direction, impacting the vehicle's reliability and safety.

[0003] Summary of the Invention

[0004] In a first aspect, the present application provides a method for controlling a steering device, wherein the steering device is provided in a water thruster; the control method comprises: obtaining the operating condition of the water thruster; and controlling the operating state of the steering device based on the operating condition, wherein the operating state comprises a steering lock state and a steering unlock state.

[0005] In a second aspect, the present application provides a steering device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, the steering device control method described in the first aspect of the present application is implemented.

[0006] In a third aspect, the present application provides a water-based thruster, which includes the steering device, propulsion device and casing described in the second aspect of the present application, and the steering device and the propulsion device are arranged in the casing.

[0007] In a fourth aspect, the present application provides a water propulsion system, which includes: the water propulsion device described in the third aspect of the present application and a control component, wherein the control component is communicatively connected to the water propulsion device.

[0008] In a fifth aspect, the present application provides a movable device in water areas, which includes: a movable body and the water area propulsion system described in the fourth aspect of the present application, and the water area propulsion system is combined with the movable body.

[0009] In a sixth aspect, the present application provides a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the control method for the steering device described in the first aspect of the present application.

[0010] In an embodiment of the present application, the operating state of the steering device can be controlled based on the operating conditions of the water propulsion device, and the operating state includes a steering lock state and a steering unlock state. When the steering device is in the steering unlock state, the water movable device can be steered; when the steering device is in the steering lock state, the current direction of the water propulsion device can be locked and maintained, preventing the water propulsion device from deviating from the original direction under the action of external forces, thereby improving the reliability and safety of the water movable device. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0012] FIG1 is a flow chart of a method for controlling a steering device according to an embodiment of the present application.

[0013] FIG2 is a schematic diagram showing the corresponding states of a locking mechanism, a steering device, and a movable device in water area according to an embodiment of the present application.

[0014] FIG3 is a general control flow chart of the operating state of the steering device according to an embodiment of the present application.

[0015] FIG4 and FIG5 are schematic diagrams of the fault determination process of the micro switch and the locking mechanism, respectively, according to an embodiment of the present application.

[0016] FIG6 is a general control flow chart of the operating state of a steering device according to another embodiment of the present application.

[0017] FIG7 is a schematic structural diagram of a steering device according to an embodiment of the present application.

[0018] FIG8 is a schematic structural diagram of a water propulsion device according to an embodiment of the present application.

[0019] FIG9 is a schematic structural diagram of a steering motor and a locking mechanism in a steering device according to an embodiment of the present application.

[0020] FIG10 is a schematic structural diagram of the locking mechanism of the embodiment shown in FIG9 .

[0021] FIG11 is an overall flow chart of a software control method for a steering device according to an embodiment of the present application.

[0022] FIG12 is a schematic diagram of a water propulsion system according to an embodiment of the present application.

[0023] FIG13 is a schematic diagram of a movable device for use in water areas according to an embodiment of the present application.

[0024] FIG14 is a schematic diagram of a steering device according to an embodiment of the present application. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0026] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0027] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The singular forms "a", "said" and "the" used in this application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items. Unless otherwise indicated, similar words such as "front", "rear", "bottom" and / or "top" are only for ease of explanation and are not limited to one position or one spatial orientation. Similar words such as "connected" or "connected" are not limited to physical or mechanical connections, and can include electrical connections, whether direct or indirect. "Multiple" means at least two.

[0028] A movable device in water area refers to a movable device that can operate or move on water, and can be used for navigation, diving, entertainment or other water activities. A movable device in water area can be various types of water transportation vehicles such as commercial ships, passenger ships, yachts, fishing boats, sailboats, civilian ships, etc., and can also be water area inspection equipment, water area management equipment, water area environment monitoring equipment and other equipment that can move in water area, and this application does not impose any restrictions on this. Figure 13 shows a schematic diagram of a movable device in water area 100. The movable device in water area 100 may include a movable body 101 and a water area propulsion system 50, and the water area propulsion system 50 is combined with the movable body 101. The water area propulsion system 50 is combined with the movable body 101 in that the water area propulsion system 50 is partially installed on the movable body 101, or the water area propulsion system 50 is completely installed on the movable body 101, and this application does not impose any restrictions on this.

[0029] Referring to Figure 12 , the water propulsion system 50 may include a water propeller 40 and a control component 60 in communication with the water propeller 40. The water propeller 40 may be an outboard motor, podded propeller, or other device capable of providing power to assist in steering the mobile device 100. The device may be mounted on the bow, stern, or side of the mobile device 100, although this application does not impose any limitations thereto. The control component 60 is configured to receive control commands sent by a user and transmit them to the water propeller 40, causing the water propeller 40 to generate thrust in response to the control commands.

[0030] Referring to Figure 8 , the water propulsion device 40 may include a steering device 20, a propulsion device 70, and a housing 80. The steering device 20 and the propulsion device 70 are disposed within the housing 80. The steering device 20 is used to adjust the course of the mobile device 100, perform turns, and perform other operations. The propulsion device 70 is used to generate thrust to move the mobile device 100 forward or backward. The propulsion device 70 may include a propulsion motor (not shown) and a propeller 140. The housing 80 is used to house and protect the steering device 20 and the propulsion device 70.

[0031] During the operation of the water propeller 40, due to the influence of factors such as waves, the water propeller 40 is easily deviated from the original direction under the action of external forces, thereby affecting the reliability and safety of the mobile device 100. To this end, the operating state of the steering device 20 can be controlled by software control or mechanical control.

[0032] The operating states of the steering device 20 include a steering lock state and a steering unlock state. When the steering device 20 is required to maintain the current steering position, the steering device 20 can be controlled to operate in the steering lock state. In the steering lock state, the steering angle of the mobile device 100 in the water area can only change within a small range (for example, the current steering angle ±1°, the current steering angle ±3°, the current steering angle ±5° or the current steering angle ±10°, etc.), so that the mobile device 100 in the water area is in a steering restriction state. At this time, even if affected by external forces, the steering device 20 can be in the current steering position or a position close to the current steering position without deviating too much from the current steering position. When the steering device 20 needs to change the steering position, the steering device 20 can be controlled to operate in the steering unlock state. In the steering unlock state, the mobile device 100 in the water area can turn in response to the user's control command. At this time, the mobile device 100 in the water area is in a free steering state. The following examples illustrate the two control methods respectively.

[0033] In a mechanical control mode, the operating state of the steering device 20 can be controlled by the locking mechanism 10. The locking mechanism 10 is an electronically controlled mechanism that can change its operating state under the control of a drive command, thereby changing the operating state of the steering device 20. These drive commands can be sent via control components such as the remote control box, local control box, steering wheel, and / or display screen on the mobile device 100. The specific structures of the steering device 20 and the locking mechanism 10 are described below with reference to Figures 7 to 10 and 14.

[0034] Referring to FIG. 14 , the steering device 20 includes a memory 160, a processor 170, and a computer program stored in the memory 160 and executable on the processor 170. When the processor 170 executes the computer program, a control method for the steering device 20 is implemented. This control method is used to control the operating state of the steering device 20. This control method will be described in detail below and will not be expanded upon here.

[0035] 7 and 8 , the steering device 20 includes a locking mechanism 10, a steering motor 113, and a steering shaft 118. The steering motor 113 is capable of receiving a steering control command and, in response to the received steering control command, driving the steering device 20 to steer, thereby changing the direction of the propulsion force of the water area propeller 40 and thereby controlling the direction of movement of the water area movable device 100. The steering control command can be sent via a control component 60 such as a steering wheel or a rudder bar on the water area movable device 100. The steering motor 113 can be a hydraulic motor, an electric motor, or an electro-hydraulic hybrid motor. The steering shaft 118 is used to connect the steering motor 113 to transmit the torque output by the steering motor 113.

[0036] Referring to Figures 7 and 8 , the locking mechanism 10 is disposed on the transmission path from the steering motor 113 of the steering device 20 to the steering shaft 118 of the steering device 20. The locking mechanism 10 is electrically connected to the processor 170. When the locking mechanism 10 is in the released state, the processor 170 controls the locking mechanism 10 to be in the released state, allowing the steering motor 113 to output steering torque to the steering shaft 118, thereby placing the steering device 20 in the steering unlocked state. When the locking mechanism 10 is in the locked state, the processor 170 controls the locking mechanism 10 to be in the locked state, positioning the steering shaft 118, thereby placing the steering device 20 in the steering locked state. This allows the user to conveniently and quickly control the operating state of the locking mechanism 10 via software through the processor 170, thereby controlling the operating state of the steering device 20.

[0037] In some embodiments, the steering device 20 further includes a transmission mechanism 11. The steering motor 113 is provided with a drive shaft 114. The drive shaft 114 is connected to the steering shaft 118 via the transmission mechanism 11. When the locking mechanism 10 is in a locked state, the locking mechanism 10 positions the drive shaft 114.

[0038] The transmission mechanism 11 includes a reduction assembly 112 and a torque-increasing assembly 111. The reduction assembly 112 is connected to a drive shaft 114 and is used to reduce the steering torque output by a steering motor 113, thereby improving steering smoothness. The torque-increasing assembly 111 is connected to the reduction assembly 112 and a steering shaft 118 and is used to increase the reduced steering torque and output it to the steering shaft 118, thereby improving the steering capability of the steering device 20. A locking mechanism 10 can be disposed between the steering motor 113 and the reduction assembly 112. When the locking mechanism 10 is in the locked state, it positions the end of the drive shaft 114 near the reduction assembly 112 to restrict rotation of the drive shaft 114, thereby limiting the steering of the steering device 20. Alternatively, the reduction assembly 112 is a speed reducer, such as a planetary speed reducer, a worm gear speed reducer, or a gear set speed reducer. The torque-increasing assembly 111 can be a torque-increasing gear set, comprising a small-diameter gear and a large-diameter sector gear. The small-diameter gear is connected to the reducer to receive the torque output by the reducer. The sector gear is connected to the steering shaft 118 to output the torque to the steering shaft 118. The steering motor 113 drives the steering device 20 through the reducer, the torque-increasing gear set, and the steering shaft 118 to steer the steering device 20 relative to the tilting fixture 30. The tilting fixture 30 is fixed to the rear of the mobile device 100 in the water area to drive the steering device 20 to tilt, thereby adjusting the heading of the mobile device 100 in the water area.

[0039] Continuing to refer to Figure 7, the locking mechanism 10 includes a first locking component 12 and a second locking component 13. The first locking component 12 is fixedly connected to the drive shaft 114, and the second locking component 13 is electrically connected to the processor 170. The processor 170 can control at least some of the components of the second locking component 13 to move relative to the first locking component 12. When at least some of the components of the second locking component 13 press against the first locking component 12, the first locking component 12 cooperates with the second locking component 13 to put the locking mechanism 10 in a locked state. When at least some of the components of the second locking component 13 are away from the first locking component 12, the locking mechanism 10 is in a released state. The present application can realize the free switching of the operating state of the locking mechanism 10 by cooperating with the first locking component 12 and the second locking component 13. The locking mechanism 10 has a simple structure, low cost, and low complexity of the control process.

[0040] Continuing with FIG7 , the first locking assembly 12 includes a locking chuck 119, and the second locking assembly 13 includes an electromagnetic brake 116. The locking chuck 119 is fixed to the drive shaft 114, and the electromagnetic brake 116 includes a movable locking rod 120 (i.e., a component that can move relative to the first locking assembly 12). When the locking mechanism 10 is in the locked state, the locking rod 120 presses against the locking chuck 119. When the locking mechanism 10 is in the released state, the locking rod 120 releases the locking chuck 119. Optionally, the locking chuck 119 is provided with a groove that cooperates with the locking rod 120. When the locking mechanism 10 is in the locked state, the locking rod 120 can be inserted into the groove, thereby pressing against the locking chuck 119. When the locking mechanism 10 is in the released state, the locking rod 120 pops out of the groove, thereby releasing the locking chuck 119. The electromagnetic brake 116 also includes an electromagnetic member 117. When the electromagnetic element 117 is energized, the locking rod 120 moves in a direction away from the locking chuck 119 under the magnetic force of the electromagnetic element 117. When the electromagnetic element 117 is de-energized, the locking rod 120 presses against the locking chuck 119. The locking mechanism 10 also includes a locking adapter flange 131, which is fixed to the motor housing 123 of the steering motor. The locking adapter flange 131 is used to fix the locking chuck 119, making the locking chuck 119 more firmly fixed relative to the drive shaft 114. Further, when the locking chuck 119 presses against the electromagnetic brake 116, the electromagnetic brake 116 can limit the rotation of the drive shaft 114 by limiting the rotation of the locking chuck 119, thereby locking the steering device 20.

[0041] In addition to adopting the structure shown in Figure 7, the locking mechanism 10 of the present application can also adopt the structure shown in Figure 10. The locking mechanism 10 can be arranged at the end of the steering motor 113 away from the reduction assembly 112. When the locking mechanism 10 is in the locked state, the locking mechanism 10 positions the end of the drive shaft 114 away from the reduction assembly 112 to limit the rotation of the drive shaft 114, thereby limiting the steering of the steering device 20. Referring to Figures 9 and 10, the first locking assembly 12 includes a fixed plate 126 and a friction plate 128, and the second locking assembly 13 includes a movable plate 127 (the movable plate 127 is an element that can move relative to the first locking assembly 12) and an electromagnet 129. The friction plate 128 is arranged between the fixed plate 126 and the movable plate 127 and is fixedly connected to the drive shaft 114.

[0042] The steering motor 113 also includes a motor front cover 121, a motor rear cover 122, and a motor housing 123. The steering device also includes a brake adapter assembly 130, a connector 125, and a fastener 124. The drive shaft 114 can be fixed to the motor front cover 121, which can be fixed to the housing of the reduction assembly 112, facilitating connection between the drive shaft 114 and the shaft of the reduction assembly 112. The locking mechanism 10 is connected to the motor rear cover 122 to ensure relative fixation between the locking mechanism 10 and the steering motor 113. The drive shaft 114 is connected to the friction plate 128 via the brake adapter assembly 130, which is used to transmit friction torque between the drive shaft 114 and the locking mechanism 10. The motor housing 123 is used to secure the other components of the steering motor 113. The connector 125 is connected between the drive shaft 114 and the brake adapter assembly 130 to compress the drive shaft 114 and the brake adapter assembly 130. Optionally, the connecting member 125 is a nut. The fastener 124 is connected to the connecting member 125 to prevent the connecting member 125 from loosening. Optionally, the fastener 124 is an anti-loosening washer.

[0043] 9, 10, and 14, when steering is required, the processor 170 provides an electrical signal to the electromagnet 129, energizing the electromagnet 129. At this point, the movable plate 127 is attracted by the electromagnet 129 and moves away from the friction plate 128, allowing the friction plate 128 to rotate, and the locking mechanism 10 is in a released state. When steering is not required, the processor 170 stops providing an electrical signal to the electromagnet 129, de-energizing the electromagnet 129. At this point, the movable plate 127 abuts against the friction plate 128, preventing the friction plate 128 from rotating, and the locking mechanism 10 is in a locked state. Specifically, when the movable plate 127 abuts against the friction plate 128, the friction plate 128 is compressed by the fixed plate 126 and the movable plate 127. Since the drive shaft 114 is fixedly connected to the friction plate 128 via the brake adapter assembly 130, the drive shaft 114 cannot rotate at this point, thereby locking the steering shaft 118 and preventing the steering shaft 118 from rotating and deviating from its direction when subjected to external forces.

[0044] Furthermore, a spring (not shown) may be provided between the movable plate 127 and the fixed plate 126. When the electromagnet 129 is energized, the spring extends, moving the movable plate 127 away from the friction plate 128. The drive shaft 114 rotates freely under the action of a small friction force, thereby placing the locking mechanism 10 in a released state. When the electromagnet 129 is de-energized, the spring contracts, pressing the movable plate 127 against the fixed plate 126, so that the movable plate 127 abuts against the friction plate 128. The drive shaft 114 is restricted from rotating under the action of a large friction force, thereby placing the locking mechanism 10 in a locked state.

[0045] In some embodiments, the steering device 20 further includes a detection unit, and the locking mechanism 10 is connected to the detection unit. The operating state of the locking mechanism 10 can be determined based on the state of the detection unit. The state of the detection unit can correspond one-to-one to the operating state of the locking mechanism 10. Referring to Figure 7, the detection unit may include a micro switch 115. The state of the micro switch 115 may include an open state and a closed state. When the locking mechanism 10 is in the locked state, the micro switch 115 is in the open state; when the locking mechanism 10 is in the released state, the micro switch 115 is in the closed state. By setting the micro switch 115, the operating state of the locking mechanism 10 can be intuitively judged according to the state of the micro switch 115.

[0046] Continuing with FIG7 , as an example, the microswitch 115 of the steering device 20 is disposed on a side of the electromagnetic brake 116 that is away from the locking chuck 119. When the locking rod 120 presses against the locking chuck 119, the end of the locking rod 120 away from the locking chuck 119 is spaced from the microswitch 115, causing the microswitch 115 to be in an off state. When the locking rod 120 releases the locking chuck 119, the end of the locking rod 120 away from the locking chuck 119 presses against the microswitch 115, causing the microswitch 115 to be in a closed state. In one embodiment, the locking mechanism 10 includes the locking chuck 119 and the electromagnetic brake 116, and the electromagnetic brake 116 includes the locking rod 120 and the electromagnetic member 117. When the electromagnetic element 117 is energized, the locking rod 120 moves away from the locking chuck 119 under the magnetic force of the electromagnetic element 117. The end of the locking rod 120 away from the locking chuck 119 presses against the micro switch 115, and the micro switch 115 is in the closed state. When the electromagnetic element 117 is de-energized, the locking rod 120 presses against the locking chuck 119. The end of the locking rod 120 away from the locking chuck 119 is spaced apart from the micro switch 115, and the micro switch 115 is in the open state.

[0047] As another example, the detection unit can also cooperate with the locking mechanism 10 described in Figures 9 and 10 to realize feedback of the locking state of the locking mechanism 10. Specifically, the detection unit can be a signal transceiver (not shown), which can send and receive signals. The signal can be a light signal, an ultrasonic signal, etc., which is not limited here. The signal transceiver includes a signal transmitter and a signal receiver, and the signal receiver is used to receive the signal transmitted by the signal transmitter. The signal transmitter and the signal receiver can be arranged between the movable plate 127 and the electromagnet 129. For example, the signal transmitter is arranged on one of the electromagnet 129 or the movable plate 127, and the signal receiver is arranged on the other of the electromagnet 129 or the movable plate 127, or the signal transmitter and the signal receiver are simultaneously arranged on either the electromagnet 129 or the movable plate 127. For example, when the signal transmitter and signal receiver are both mounted on the electromagnet 129, when the electromagnet 129 is energized, the movable plate 127 is attracted by the electromagnet 129 and moves toward it. During this time, the signal transmitter can continuously transmit signals, and the signal receiver can continuously receive signals transmitted by the signal transmitter and reflected by the passive plate 127. When the strength of the received feedback signal is detected to be greater than a first predetermined signal strength, the movable plate 127 is determined to be spaced from the friction plate 128, allowing rotation of the friction plate 128. At this point, the locking mechanism 10 is determined to be in the released state. Similarly, when the electromagnet 129 is de-energized, the movable plate 127 moves toward the friction plate 128 until it abuts against the friction plate 128. During this period, the signal transmitter can continuously transmit signals, and the signal receiver can continuously receive signals transmitted by the signal transmitter and reflected by the passive plate 127. When the strength of the received feedback signal is detected to be less than a second predetermined signal strength, the movable plate 127 is determined to be abutted against the friction plate 128, preventing rotation of the friction plate 128. At this point, the locking mechanism 10 is determined to be in the locked state.

[0048] In related technologies, steering devices generally lack a steering lock function. This makes it easy for the propeller in the water where the steering device is located to steer under external forces, thereby deviating from the original direction. Based on this, the present application provides a control method for a steering device 20 (as shown in Figure 7) to lock the steering device 20. The following examples illustrate the specific implementation details of the present application's solution.

[0049] 1, 2, 7 to 10, the present application provides a control method for a steering device 20, which is provided in a water propeller 40. The control method can be executed by the processor 170 shown in FIG7 and FIG14. The control method includes:

[0050] Step S11: obtaining the operating condition of the water propulsion device 40;

[0051] Step S12: controlling the operating state of the steering device 20 based on the operating condition of the water propulsion unit 40, wherein the operating state includes a steering lock state and a steering unlock state.

[0052] Referring to Figure 2, the operating states of the locking mechanism 10 include a locking state and a release state. When the locking mechanism 10 is in the locking state, the locking mechanism 10 can position the steering shaft 118 so that the steering device 20 is in a steering locking state, thereby putting the movable device 100 in the water area into a steering restricted state. When the locking mechanism 10 is in the release state, the locking mechanism 10 allows the steering motor 113 to output a steering torque to the steering shaft 118 so that the steering device 20 is in a steering unlocking state, thereby putting the movable device 100 in the water area into a free steering state. When the steering device 20 needs to remain in the current steering position, the steering device 20 can be controlled by the locking mechanism 10 to be in a steering locking state, thereby locking and maintaining the current direction of the movable device 100 where the water area propeller 40 is located, thereby preventing the water area propeller 40 from deviating from the original direction under the action of external force.

[0053] The required operating state of the locking mechanism 10 can be determined based on the operating conditions of the water propulsion vehicle 40. The operating conditions of the water propulsion vehicle 40 may include the operating conditions of the steering device 20, the operating conditions of the locking mechanism 10, the command reception status of the water propulsion vehicle 40, and / or the operating parameters of the water propulsion vehicle 40. This will be described in detail below.

[0054] In the case where the operating conditions of the water thruster 40 include the operating conditions of the steering device 20, the operating conditions of the steering device 20 are used to characterize the working state of the steering device 20, and may include calibration conditions, test conditions, power-on self-test conditions, abnormal conditions, etc. Among them, the calibration conditions may include manual calibration conditions and / or automatic calibration conditions. When the steering device 20 is in the calibration condition, the steering device 20 can be calibrated to improve the accuracy of the steering control. The above calibration includes but is not limited to neutral position calibration, steering torque calibration and / or steering angle calibration, etc. When the steering device 20 is in the test condition, the performance of the steering device 20 can be tested, including but not limited to testing whether the mechanical components of the steering device 20 are loose and have abnormal sounds, testing the response time of the steering device 20 to the control signals of interactive components such as the steering wheel and the rudder, etc. When the power-on time of the steering device 20 does not reach the preset time (for example, 4s), the steering device 20 may be in the power-on self-test condition. During the power-on self-test, the steering device 20's power supply, communications, sensors, control panel, alarm system, steering functions, and the like can be automatically tested and calibrated to improve the operational reliability of the mobile device 100. It should be noted that the term "preset" in various preset parameters (such as preset durations) in this application indicates that the parameter is factory-set and stored in the device.

[0055] If the steering device 20 is in any of the following operating conditions: calibration, testing, or power-on self-test, the locking mechanism 10 can be controlled to operate in a released state, thereby enabling the steering device 20 to enter a steering unlocked state. It will be appreciated that while the steering device 20 is in any of these operating conditions, the steering device 20 needs to perform certain steering operations to verify its reliable operation. At this point, the locking mechanism 10 needs to be released to allow the steering device 20 to steer freely, thereby completing the verification process.

[0056] In the case where the operating conditions of the water propulsion device 40 include the operating conditions of the locking mechanism 10, the operating conditions of the locking mechanism 10 may include abnormal conditions and / or manual operation conditions, etc. Among them, the locking mechanism 10 is in an abnormal condition, which may be that the locking mechanism 10 fails to successfully respond to the control instruction for the locking mechanism 10, or the locking mechanism 10 fails to successfully maintain the operating state indicated by the control instruction for the locking mechanism 10, or there are other situations in which the locking mechanism 10 cannot be normally controlled. For example, when the steering device 20 is in a calibration condition, a release instruction can be sent to the locking mechanism 10 to control the locking mechanism 10 to operate in a released state. However, the locking mechanism 10 fails to successfully respond to the release instruction and operates in the released state, or although the locking mechanism 10 responds to the release instruction and temporarily operates in the released state, it immediately returns to the locked state. The manual operation condition means that the operating state of the locking mechanism 10 is manually controlled by the user.

[0057] If the locking mechanism 10 is in an abnormal operating condition, the locking mechanism 10 can be controlled to operate in a released state. For example, a release instruction can be continuously sent to the locking mechanism 10 to control the locking mechanism 10 to operate in a released state. The present application can automatically detect the operating condition of the water thruster 40 and adaptively control the operating condition of the locking mechanism 10 according to different operating conditions. Since the operating condition of the steering device 20 can be controlled by controlling the operating condition of the locking mechanism 10, the above method can automatically switch the operating condition of the steering device 20 to a state that is compatible with the operating condition of the water thruster 40, thereby meeting the steering requirements under various operating conditions.

[0058] Furthermore, if the number of times the release command is sent to the locking mechanism 10 reaches a preset number threshold, or the duration of sending the release command to the locking mechanism 10 reaches a preset duration, and the locking mechanism 10 still cannot be successfully controlled to operate in the released state, a prompt message of the locking mechanism 10 failure can be output to manually handle the fault, thereby improving the effectiveness and timeliness of the fault handling, thereby improving the reliability and safety of the driving of the movable device 100 in the water area.

[0059] If the locking mechanism 10 is in a manual operation condition, the locking mechanism 10 can also be controlled to operate in a released state. Under the manual operation condition, the locking mechanism 10 can be controlled to operate in a released state in response to receiving an operation instruction triggered by the user. Among them, the operation instruction may include a forced release instruction and a steering control instruction. The forced release instruction can forcibly control the locking mechanism 10 to operate in a released state. The steering control instruction can be used to control the steering of the steering device 20. When the steering control instruction is received, it can be considered that there is currently a steering demand, and therefore, the locking mechanism 10 needs to be released. When there is a steering demand, the user only needs to send a steering control instruction to control the locking mechanism 10 to operate in a released state. In this way, on the one hand, the user does not need to send additional control instructions to control the operating state of the locking mechanism 10, which improves the convenience of operation; on the other hand, the steering control and the state switching of the locking mechanism 10 can be realized simultaneously through the steering control instruction, which improves the command reusability and reduces the system complexity.

[0060] The two aforementioned commands may be sent via different control components. For example, the forced release command may be sent via a first control component in communication with the steering device 20, and the steering control command may be sent via a second control component in communication with the steering device 20. Alternatively, the first control component may be a virtual button on a display screen of the mobile device 100, and the second control component may be a steering wheel or a tiller on the mobile device 100.

[0061] In other embodiments, the above two instructions can be sent through different control methods of the same control component. For example, the forced release instruction is sent by long pressing or double-clicking the first control component that communicates with the steering device 20, and the steering control instruction is sent by short pressing or single-clicking the first control component that communicates with the steering device 20.

[0062] By providing multiple control components or multiple control methods to implement the sending of forced release instructions and steering control instructions, the control flexibility of the steering device 20 is improved.

[0063] In the case where the operating conditions of the water propeller 40 include the command receiving state of the water propeller 40, the command receiving state of the water propeller 40 is used to indicate whether the water propeller 40 has received a shutdown command. The shutdown command can be generated when the water propeller 40 receives a shutdown operation from the user; or, it can be generated and sent to the water propeller 40 by a display screen, a remote control box, etc. that communicates with the water propeller 40 when receiving a shutdown operation from the user; or, it can be sent to the water propeller 40 by the cloud when receiving a shutdown command from the user, etc., and this application does not impose any restrictions on this. When the water propeller 40 receives a shutdown command, the locking mechanism 10 can be controlled to operate in a locked state so that the steering device 20 is in a steering locked state. In this way, the steering stability of the steering device 20 can be maintained when the water propeller 40 stops working, reducing the situation where the steering device 20 deviates from the original direction due to external forces, thereby reducing the situation where the water movable device 100 or the water propeller 40 is hit, thereby improving the safety of the water movable device 100 during mooring.

[0064] When the operating conditions of the water propulsion device 40 include operating parameters of the water propulsion device 40, the operating parameters include a first parameter for indicating whether the steering device 20 is in a steering execution state, and a second parameter for indicating whether the propulsion device 70 is in a propulsion force output state. The fact that the steering device 20 is in the steering execution state means that the steering device 20 is outputting a steering torque for steering the movable water device 100. The fact that the propulsion device 70 is in a propulsion force output state means that the propulsion device 70 is outputting thrust to move the movable water device 100. If the operating parameters indicate that the steering device 20 is in the steering execution state, it means that the user needs to control the steering device 20, and therefore, the locking mechanism 10 can be controlled to operate in a released state. If the propulsion device 70 is in the propulsion force output state, it means that the user needs to control the movable water device 100 to move forward. During the process of moving forward, the movable water device 100 often needs to turn, and therefore, the locking mechanism 10 can be controlled to operate in a released state.

[0065] The present application can automatically determine whether there is a steering requirement by detecting the operating parameters of the water thruster 40, thereby automatically controlling the locking mechanism 10 to operate in a released state. The user does not need to send additional control instructions to control the operating state of the locking mechanism 10, thereby improving operational convenience.

[0066] In the above embodiment, the first parameter may include but is not limited to the bus current of the steering motor 113 and / or the speed of the steering motor 113. If the bus current of the steering motor 113 is greater than a first preset current threshold, or the speed of the steering motor 113 is greater than a first preset speed threshold, it can be determined that the steering device 20 is in the steering execution state. The second parameter may include but is not limited to the bus current of the propulsion motor and / or the speed of the propulsion motor. If the bus current of the propulsion motor is greater than a second preset current threshold, or the speed of the propulsion motor is greater than a second preset speed threshold, it can be determined that the propulsion device 70 is in the propulsion force output state.

[0067] In some embodiments, after the locking mechanism 10 is controlled to operate in the released state based on any of the above conditions, the steering device 20 can be controlled to steer. For example, the steering wheel of the mobile vehicle 100 can be turned, or the tiller of the mobile vehicle 100 can be operated to cause the steering device 20 to steer according to the angle indicated by the steering wheel or tiller.

[0068] Furthermore, after steering the steering device 20, if it is detected that the steering device 20 meets a preset condition, the locking mechanism 10 can be controlled to operate in a locked state. The preset condition indicates that the steering angle of the steering device 20 has reached a target steering angle. The target steering angle can be the angle corresponding to the amount of steering wheel rotation or the amount of movement of the rudder. In this way, it is automatically determined whether the steering angle has reached the target steering angle. If the determination result is yes, the locking mechanism 10 is automatically controlled to operate in a locked state, reducing the complexity of the user's operation during the control process.

[0069] Since the steering speed of the steering system is usually relatively stable, the angle turned by the steering device 20 is positively correlated with the steering time of the steering device 20. In other words, the steering time of the steering device 20 can be used to assist in determining whether the steering device 20 has turned to the target steering angle. Therefore, the preset condition can be that the time period during which the steering control instruction is not received again reaches a preset time threshold. For example, a steering control instruction is received at time t, the steering device 20 is controlled to turn, and timing is started. If the steering control instruction is not received again when the timing reaches the preset time threshold, the locking mechanism 10 can be controlled to operate in a locked state, so that when the steering angle reaches the target steering angle, the steering device 20 is controlled to operate in a steering locked state.

[0070] In addition, the steering angle can also be directly detected by the angle sensor of the steering device 20. Therefore, the preset condition can be that the steering control command is not received again, and the angle sensor of the steering device 20 detects that the steering device 20 reaches the target steering angle.

[0071] When the steering device 20 has been rotated to the target angle and no steering control instruction is received again, the steering device 20 is controlled to be in a steering lock state. This can avoid the problem that the steering device 20 is turned by external force and deviates from the original steering position during the period when no steering control instruction is received again.

[0072] After controlling the operating state of the steering device 20 based on the operating condition of the water thruster 40 (including controlling the steering device 20 to operate in a steering lock state and controlling the steering device 20 to operate in a steering unlock state), you can also continue to return to the step of obtaining the operating condition of the water thruster 40, thereby achieving continuous control of the steering device 20.

[0073] The overall control process of the operating state of the steering device 20 is described below with reference to Figure 3. It should be understood that the figure is only an example and is not the only control method of the steering device 20 in this application.

[0074] After the steering device 20 is powered on (step S21), the current steering position of the steering device 20 can be recorded (step S22), that is, the current steering angle. Then, it can be determined whether the water propulsion device 40 is operating under any of the following working conditions: abnormal working condition of the locking mechanism 10, automatic calibration working condition of the steering device 20, automatic test working condition of the steering device 20, manual calibration working condition of the steering device 20, and self-test working condition of the steering device 20 (for example, within 4 seconds after the steering device 20 is powered on) (step S23). If so, the locking mechanism 10 is forced to release (step S24) by the forced release instruction, and the process returns to step S23. If the water propulsion device 40 is not operating in any of the above working conditions, it is determined whether a forced release instruction is received (for example, the user sets the forced opening enable through the display screen) (step S25). If so, the locking mechanism 10 is controlled to be forced to release (step S24), and the process returns to step S23. If not, it is determined whether a steering control instruction (for example, an instruction sent by a rudder bar or steering wheel) is received (step S26). If so, the locking mechanism 10 is controlled to operate in the released state (step S27), and the process returns to step S26. If not, a timer is started (step S28), and a determination is made as to whether the steering device 20 is in the steering execution state or whether the propulsion device 70 is in the propulsion force output state (step S29). If either condition is met, the locking mechanism 10 is controlled to operate in the released state (step S27). Otherwise, after a predetermined time period, such as 4 seconds (step S30), is reached, the locking mechanism 10 is controlled to operate in the locked state (step S31), and the process returns to step S26.

[0075] The above embodiment adaptively controls the operating state of the locking mechanism 10 according to different operating conditions, thereby automatically switching the operating state of the steering device 20 to a state compatible with the operating conditions of the water propeller 40. This reduces user operation during the control process and ensures the safety of the water propeller 40 during operation. In addition, the locking mechanism 10 can be controlled through both forced release instructions and steering control instructions, thereby increasing the flexibility and diversity of the control methods. In addition, when the timing reaches a preset time, it can automatically determine that the steering angle has reached the target steering angle, thereby automatically controlling the locking mechanism 10 to operate in the locked state, further reducing user operation during the control process.

[0076] When the detection unit includes a microswitch 115, after the locking mechanism 10 is controlled to operate in the released state, it can be determined whether the microswitch 115 is in the closed state. If not, the process returns to the step of controlling the locking mechanism 10 to operate in the released state. After the locking mechanism 10 is controlled to operate in the released state, if the microswitch 115 is in the open state and the duration of the open state reaches a first preset time, the steering motor 113 can be controlled to operate, and based on the operating state of the steering motor 113, it can be determined whether the locking mechanism 10 and the microswitch 115 are faulty.

[0077] Whether the steering motor 113 is operating can be determined based on whether the rotor position of the steering motor 113 changes. If the rotor position changes, it indicates that the steering motor 113 is operating; otherwise, it indicates that the steering motor 113 is not operating. Furthermore, to avoid misjudgment, whether the steering motor 113 is operating can also be determined based on whether the angle of change in the rotor position of the steering motor 113 exceeds a set angle. If the angle of change in the rotor position of the steering motor 113 exceeds the set angle, it indicates that the steering motor 113 is operating; otherwise, it indicates that the steering motor 113 is not operating.

[0078] Referring to Figure 4, if the steering motor 113 is able to operate, it means that the locking mechanism 10 is operating in the released state. When the locking mechanism 10 is in the released state, the micro switch 115 should be in the closed state, but at this time the micro switch 115 is in the open state, thereby determining that the micro switch 115 is faulty. If the steering motor 113 cannot operate, it means that after the locking mechanism 10 is controlled to operate in the released state, the locking mechanism 10 fails to respond to the control and operate in the released state, thereby determining that the locking mechanism 10 is faulty. In the case of determining that the micro switch 115 or the locking mechanism 10 is faulty, a fault prompt message can be output so that the user can deal with the fault in time. Furthermore, the fault prompt message output when the micro switch 115 fails can be different from the fault prompt message output when the locking mechanism 10 fails, so that the user can distinguish between different fault conditions.

[0079] After the locking mechanism 10 is controlled to operate in the locked state, it can also be determined whether the microswitch 115 is in the open state. If not, the process returns to the step of controlling the locking mechanism 10 to operate in the locked state. After the locking mechanism 10 is controlled to operate in the locked state, if the microswitch 115 is in the closed state and the duration of the closed state reaches a second preset time, the steering motor 113 can be controlled to operate, and based on the operating state of the steering motor 113, it can be determined whether the locking mechanism 10 and the microswitch 115 are faulty.

[0080] Referring to FIG. 5 , if the steering motor 113 is operable, it indicates that the locking mechanism 10 is in the released state, i.e., the locking mechanism 10 has failed to enter the locked state in response to control of the locking mechanism 10, thereby confirming a fault in the locking mechanism 10. If the steering motor 113 is inoperative, it indicates that the locking mechanism 10 has entered the locked state in response to control of the locking mechanism 10. When the locking mechanism 10 is in the locked state, the microswitch 115 should be in the open state, but is instead in the closed state, thereby confirming a fault in the microswitch 115.

[0081] In the case where the steering device 20 includes a microswitch 115, a flowchart for overall control of the operating state of the steering device 20 in some embodiments is shown in FIG6 . Steps S21 to S26 can be found in the embodiment corresponding to FIG3 and are not further described here. If a steering control command is received in step S26, the locking mechanism 10 is controlled to operate in the released state (step S27), and a determination is made as to whether the microswitch 115 is closed (step S32). If the microswitch 115 is not closed, the process returns to step S27. If the microswitch 115 is closed, the process returns to step S26. If no steering control command is received in step S26, a timer is started (step S28), and a determination is made as to whether the vehicle is in the steering execution state or the propulsion output state. If the vehicle is in either of the above states, step S27 is executed; otherwise, after a preset time period is reached (step S30), step S31 is executed. After the locking mechanism 10 is locked, a determination is made as to whether the microswitch 115 is open (step S33). If so, it is determined that the micro switch 115 and the locking mechanism 10 are not faulty (step S34); otherwise, the process returns to step S31.

[0082] This application further enhances the previous embodiment by adding a microswitch 115. The state of microswitch 115, along with the steering execution state or propulsion output state, can be used to determine whether the locking mechanism 10 has malfunctioned. If a malfunction is detected in the locking mechanism 10, a prompt message can be output to notify the user and facilitate troubleshooting, thereby improving the reliability and safety of operating the mobile equipment 100 in water areas.

[0083] In the software-controlled steering device 20, the steering device 20 can be controlled in a closed-loop control mode or an open-loop control mode based on the operating conditions of the water propulsion vehicle 40. The closed-loop control mode corresponds to a steering lock state, and the open-loop control mode corresponds to a steering unlock state.

[0084] When the steering device 20 is controlled to operate in a closed-loop control mode, when the control source is a preset control component and the preset control component is not in a controlled state, the last steering angle of the steering device 20 when the preset control component was last in a controlled state can be obtained, and the steering device 20 can be controlled to maintain the steering position corresponding to the last steering angle.

[0085] The steering device 20 can communicate with the control component and receive control instructions sent by the control component. If the received control instruction carries the identification information of the preset control component, it can be determined that the control source of the steering device 20 is the preset control component. The identification information may include numbers, letters and / or symbols. Taking the identification information as an example, assuming that the control source includes a rudder and a steering wheel, and the identification information of the rudder is "1" and the identification information of the steering wheel is "2". In the case where the preset control component is the rudder, if the control instruction received by the steering device 20 carries the identification information "1", it can be determined that the control source of the steering device 20 is the preset control component.

[0086] Specifically, the control components such as the rudder and steering wheel and the electronic control unit (ECU) of the mobile device 100 in the water area are connected to the same bus, and the ECU and the steering device 20 are connected to another bus. The control components can send real-time control instructions to the ECU through the bus. After receiving the real-time control instructions, the ECU can determine whether the real-time control instructions are sent by the preset control component and carry the source information in the real-time control instructions forwarded to the steering device 20, thereby informing the steering device 20 who sent the current real-time control instructions. In this way, the steering device 20 can know whether the current control source is the preset control component.

[0087] The preset control component being in a controlled state means that the preset control component is under user control. For example, the user can apply thrust to the preset control component to control the preset control component. The preset control component being in an uncontrolled state means that the preset control component is not under user control. For example, the user is not touching the preset control component. In this embodiment, the steering angle of the steering device 20 can be acquired at preset time intervals. The last acquired steering angle of the steering device 20 is the final steering angle of the steering device 20. Assuming that the control source is the preset control component, steering angles α1, α2, and α3 are acquired at times t1, t2, and t3, respectively. The preset control component is in a controlled state at times t1 and t2, and is uncontrolled at time t3. The final steering angle of the steering device 20 when the preset control component was most recently in a controlled state is α2. Therefore, the steering device 20 can be controlled to maintain the steering position corresponding to the final steering angle α2.

[0088] In the mobile device 100 for use in water areas, the steering device 20 can be controlled by a steering wheel or a tiller. When the steering device 20 is controlled by the steering wheel, the steering angle corresponds to the steering wheel rotation angle, thus adopting an angle control method for steering control. When the steering device 20 is controlled by the tiller, the user controls the steering device 20 by pushing the tiller, thus adopting a power-assisted control method.

[0089] When the steering device 20 is controlled by the tiller, if a person releases the tiller handle, the steering device 20 may automatically deflect due to lateral forces, causing the mobile device 100 to roll over. Therefore, it is necessary to maintain the direction of the steering device 20 even when the person is not holding the handle. This application implements closed-loop control of the steering device 20, enabling it to maintain the steering position corresponding to the final steering angle when the tiller is not in a controlled state. This reduces the risk of the mobile device 100 rolling over and improves its safety.

[0090] In the above embodiment, the current steering angle of the steering device 20 can be obtained. When the difference between the current steering angle and the final steering angle reaches a preset difference, the steering device 20 is controlled to maintain the steering position corresponding to the final steering angle. For example, assuming that the final steering angle is α2, when the difference between the current steering angle α and the final steering angle α2 reaches a preset difference, the current steering angle α can be adjusted based on the difference between the current steering angle α and the final steering angle α2 so that the steering device 20 maintains the steering position corresponding to the final steering angle α2. In this way, closed-loop control of the steering angle of the steering device 20 is achieved. In this way, the user does not need to constantly operate the rudder bar, and the steering device 20 can also have a high control stability, while improving the user's operational convenience.

[0091] When the control source is a preset control component and the preset control component is in a controlled state, the steering device 20 can be controlled in an open-loop control mode. Specifically, the real-time control parameters of the steering device 20 can be determined based on the real-time command parameters carried in the real-time control instructions in the controlled state, and the steering device 20 can be controlled based on the real-time control parameters. The real-time command parameters and the real-time control parameters satisfy a preset mapping relationship. The preset mapping relationship can be a linear relationship, a nonlinear relationship, or other relationships, and is not limited here. The following example uses the preset control component as a rudder stock and the mapping relationship as a linear relationship. When the rudder stock is in a controlled state, the user can apply thrust to the rudder stock. The real-time command parameters carried in the real-time control instructions are the thrust values ​​applied to the rudder stock by the user in real time. The real-time control parameter of the steering device 20 is the steering angle. Based on the preset mapping relationship, the thrust value can be mapped to real-time control parameters of the steering motor 113, such as the bus voltage and bus current. The steering device 20 is then controlled based on the mapped real-time control parameters.

[0092] The overall flow chart of closed-loop control and open-loop control is shown in Figure 11. After the steering device 20 is powered on (step S41), it can first be determined whether the current control source is a preset control component (e.g., a rudder stock) (step S42). If not, the steering device 20 is controlled using the control method corresponding to the current control source. For example, when the current control source is a steering wheel, the steering device 20 is controlled using the steering wheel method (step S43). If so, it is determined whether the preset control component is in a controlled state (step S44). If so, the steering motor 113 is controlled based on the real-time command parameters carried by the real-time control command in the controlled state (step S45), and the process returns to step S44. If not, the last steering angle of the steering device 20 when the preset control component was last in the controlled state is recorded (step S46). Then, it is determined whether the change between the current steering angle and the last steering angle is greater than a preset difference (e.g., 0.2°) (step S47). If so, the steering motor autonomously drives the steering device back to the steering position corresponding to the final steering angle, i.e., maintaining the final steering angle (step S48), and the process returns to step S42. If not, the process returns to step S44. This embodiment can automatically control the steering device 20 in an open-loop or closed-loop control mode based on the current control source and its controlled state, reducing user operations during the control process and improving the control stability and convenience of the steering device 20.

[0093] The above embodiment is described by taking the preset control component as a rudder stock as an example. It is understandable that the preset control component can also be a control component based on other power-assisting modes such as thrust or pull.

[0094] When the preset control component is in a controlled state, the user will continue to send control signals to the preset control component, and the instruction parameters carried in the control signals will usually change. Therefore, it is possible to determine whether the preset control component is in a controlled state based on the changes in the instruction parameters carried in the control instruction. For example, if the current instruction parameters carried in the control instruction are consistent with the previous instruction parameters, it means that the user has not operated the preset control component, and thus it can be determined that the preset control component is not in a controlled state. If the current instruction parameters carried in the control instruction are inconsistent with the previous instruction parameters, it means that the user is operating the preset control component, and thus it can be determined that the preset control component is in a controlled state. For another example, if the instruction parameters carried in the control instruction remain unchanged for a predetermined period of time, it is determined that the preset control component is not in a controlled state; otherwise, it is determined that the preset control component is in a controlled state.

[0095] The present application also provides a computer-readable storage medium having computer instructions stored thereon. When the computer instructions are executed by a processor, the control method of the steering device 20 described in any of the aforementioned embodiments of the present application is implemented.

[0096] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. The terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a..." does not exclude the presence of other identical elements in the process, method, article or device that includes the element.

[0097] The above is a detailed introduction to the methods and devices provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the methods and core ideas of the present application. At the same time, for those skilled in the art, based on the ideas of the present application, there may be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A method for controlling a steering device, characterized in that: The steering device is provided in the water propeller; the control method comprises: Obtaining the operating condition of the water body thruster; An operating state of the steering device is controlled based on the operating condition, and the operating state includes a steering lock state and a steering unlock state.

2. The control method according to claim 1, characterized in that: The steering device includes a locking mechanism, a steering motor and a steering shaft; and the operating state of the steering device is controlled based on the operating condition, including: controlling the operating state of the locking mechanism based on the operating condition to control the operating state of the steering device; Among them, the operating state of the locking mechanism includes a locking state and a releasing state. When the locking mechanism is in the locking state, the locking mechanism positions the steering shaft. When the locking mechanism is in the releasing state, the locking mechanism allows the steering motor to output steering torque to the steering shaft.

3. The control method according to claim 2, characterized in that: The operating condition of the water area thruster includes the operating condition of the steering device; and the operating state of the locking mechanism is controlled based on the operating condition, including: If the steering device is in any operating condition among a calibration condition, a test condition, and a power-on self-test condition, the locking mechanism is controlled to operate in the release state.

4. The method according to claim 2 or 3, characterized in that: The operating condition of the water area thruster includes the operating condition of the locking mechanism; and controlling the operating state of the locking mechanism based on the operating condition includes: If the locking mechanism is in an abnormal working condition, the locking mechanism is controlled to operate in the released state.

5. The control method according to claim 2, characterized in that: The operating condition of the water area thruster includes the operating condition of the locking mechanism; and controlling the operating state of the locking mechanism based on the operating condition includes: If the locking mechanism is in a manual operation state, the locking mechanism is controlled to operate in the release state.

6. The control method according to claim 5, characterized in that: If the locking mechanism is in a manual operation state, controlling the locking mechanism to operate in the release state includes: In response to receiving an operation instruction triggered by a user, the locking mechanism is controlled to operate in the released state.

7. The control method according to claim 6, characterized in that: The steering device communicates with the first control component; the operating instructions include: A forced release instruction to the locking mechanism is sent by the first control component.

8. The control method according to claim 6, characterized in that: The steering device communicates with the second control component; the operating instructions include: A steering control instruction to the steering device is sent by the second control component.

9. The control method according to claim 2 or 8, characterized in that: The operating condition of the water area thruster includes operating parameters of the water area thruster, and the water area thruster includes a propulsion device; and controlling the operating state of the locking mechanism based on the operating condition includes: If the operating parameters indicate that the steering device is in a steering execution state, or the propulsion device is in a propulsion force output state, state, controlling the locking mechanism to operate in the released state.

10. The control method according to claim 9, characterized in that: The operating parameter indicating that the steering device is in the steering execution state includes any one of the following: The bus current of the steering motor is greater than a first preset current threshold; The rotation speed of the steering motor is greater than a first preset speed threshold.

11. The control method according to claim 9, characterized in that: The propulsion device includes a propulsion motor; the operating parameter indicating that the propulsion device is in a propulsion force output state includes any one of the following: The bus current of the propulsion motor is greater than a second preset current threshold; The rotation speed of the propulsion motor is greater than a second preset speed threshold.

12. The control method according to claim 8, characterized in that: The control method further comprises: After the locking mechanism is controlled to operate in the released state, the steering device is controlled to turn.

13. The control method according to claim 12, characterized in that: After controlling the steering device to turn, the control method further includes: detecting that the steering device meets a preset condition, and controlling the locking mechanism to operate in the locking state; The preset condition is used to indicate that the steering angle of the steering device reaches a target steering angle.

14. The control method according to claim 13, characterized in that: The preset condition includes any one of the following: The time duration during which the steering control instruction is not received again reaches a preset time duration threshold; The steering control instruction is not received again, and the angle sensor of the steering device detects that the steering device reaches the target steering angle.

15. The control method according to claim 1, characterized in that: The control method further comprises: After controlling the operating state of the steering device based on the operating condition, return to the step of obtaining the operating condition of the water area thruster.

16. The control method according to claim 1, characterized in that: The steering device further includes a detection unit, and the locking mechanism is connected to the detection unit; the control method further includes: An operating state of the locking mechanism is determined based on the state of the detection unit.

17. The control method according to claim 16, characterized in that: The detection unit includes a micro switch; When the locking mechanism is in a locked state, the micro switch is in an off state; When the locking mechanism is in a released state, the micro switch is in a closed state.

18. The control method according to claim 17, characterized in that: The control method further comprises: After controlling the locking mechanism to operate in the released state, determining whether the micro switch is in the closed state; If not, return to the step of controlling the locking mechanism to operate in the released state.

19. The control method according to claim 18, characterized in that: The steering device includes a steering motor; the control method also includes: After controlling the locking mechanism to operate in the released state, if the micro switch is in the disconnected state and the duration of being in the disconnected state reaches a first preset duration, controlling the steering motor to operate; It is determined whether the locking mechanism and the micro switch are faulty based on the operating state of the steering motor.

20. The control method according to claim 19, characterized in that: The determining whether the locking mechanism and the micro switch are faulty based on the operating state of the steering motor includes: If the steering motor can operate, it is determined that the micro switch is faulty; Otherwise, it is determined that the locking mechanism is faulty.

21. The control method according to claim 17, characterized in that: The control method further comprises: After controlling the locking mechanism to operate in the locking state, determining whether the micro switch is in the disconnected state; If not, return to the step of controlling the locking mechanism to operate in the locked state.

22. The control method according to claim 21, characterized in that: The steering device includes a steering motor; the control method also includes: After controlling the locking mechanism to operate in the locking state, if the micro switch is in the closed state and the duration of being in the closed state reaches a second preset duration, controlling the steering motor to operate; It is determined whether the locking mechanism and the micro switch are faulty based on the operating state of the steering motor.

23. The control method according to claim 22, characterized in that: The determining whether the locking mechanism and the micro switch are faulty based on the operating state of the steering motor includes: If the steering motor can operate, it is determined that the locking mechanism is faulty; Otherwise, it is determined that the micro switch is faulty.

24. The control method according to claim 1, characterized in that: The controlling the operating state of the steering device based on the operating condition includes: The steering device is controlled to operate in a closed-loop control mode or an open-loop control mode based on the operating condition, wherein the closed-loop control mode corresponds to the steering lock state, and the open-loop control mode corresponds to the steering unlock state.

25. The control method according to claim 24, characterized in that: Controlling the operation of the steering device in a closed-loop control mode based on the operating condition includes: When the control source is a preset control component and the preset control component is not in a controlled state, obtaining a last steering angle of the steering device when the preset control component was in the controlled state last time; The steering device is controlled to maintain a steering position corresponding to the final steering angle.

26. The control method according to claim 25, characterized in that: The controlling the steering device to maintain the steering position corresponding to the final steering angle comprises: Obtaining a current steering angle of the steering device; When the difference between the current steering angle and the final steering angle reaches a preset difference, the steering device is controlled to maintain a steering position corresponding to the final steering angle.

27. The control method according to claim 24, characterized in that: Controlling the operation of the steering device in an open-loop control mode based on the operating condition includes: When the control source is a preset control component and the preset control component is in a controlled state, based on the controlled state The real-time control instruction carries a real-time instruction parameter to determine the real-time control parameter of the steering device, wherein the real-time instruction parameter and the real-time control parameter satisfy a preset mapping relationship; The steering device is controlled based on the real-time control parameter.

28. The control method according to claim 27, characterized in that: If the current instruction parameter is consistent with the previous instruction parameter, the preset control component is not in the controlled state.

29. The method according to claim 27, characterized in that The steering device communicates with the control component, and when the control instruction sent by the control component to the steering device carries the identification information of the preset control component, it is determined that the control source of the steering device is the preset control component.

30. A steering device, characterized in that: It comprises a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the control method of the steering device according to any one of claims 1 to 29 when executing the computer program.

31. The steering device according to claim 30, characterized in that When the steering device includes a locking mechanism, the locking mechanism is arranged on a transmission path from the steering motor of the steering device to the steering shaft of the steering device, and the locking mechanism is electrically connected to the processor; The processor is used to control the locking mechanism to be in a released state to allow the steering motor to output the steering torque to the steering shaft; or, The processor is used to control the locking mechanism to be in a locking state for positioning the steering shaft.

32. The steering device according to claim 31, characterized in that The steering device further comprises a transmission mechanism, the steering motor is provided with a drive shaft, the drive shaft is connected to the steering shaft via the transmission mechanism, and when the locking mechanism is in the locking state, the locking mechanism positions the drive shaft.

33. The steering device according to claim 32, characterized in that The transmission mechanism includes a reduction component and a torque-increasing component. The reduction component is connected to the drive shaft and is used to reduce the speed of the steering torque output by the steering motor. The torque-increasing component is connected to the reduction component and the steering shaft and is used to increase the torque of the steering torque after the reduction and output it to the steering shaft.

34. The steering device according to claim 33, characterized in that The locking mechanism is arranged between the steering motor and the reduction assembly.

35. The steering device according to claim 33, characterized in that The locking mechanism is arranged at one end of the steering motor away from the reduction assembly. When the locking mechanism is in the locking state, the locking mechanism positions the end of the drive shaft away from the reduction assembly.

36. A steering device according to any one of claims 31 to 35, characterized in that The locking mechanism comprises: A first locking assembly, fixedly connected to the drive shaft; a second locking assembly, electrically connected to the processor, wherein the processor controls at least some elements of the second locking assembly to move relative to the first locking assembly; When the at least part of the elements press against the first locking assembly, the first locking assembly cooperates with the second locking assembly to put the locking mechanism in the locking state; When the at least part of the element is away from the first locking assembly, the locking mechanism is in the released state.

37. The steering device according to claim 36, characterized in that The first locking assembly includes a locking chuck, and the second locking assembly includes an electromagnetic brake; The locking chuck is fixed on the driving shaft, and the electromagnetic brake includes a movable locking rod. When the locking mechanism is in the locking state, the locking rod presses the locking chuck, and when the locking mechanism is in the releasing state, the locking rod releases the locking chuck.

38. The steering device according to claim 37, characterized in that The micro switch of the steering device is arranged on a side of the electromagnetic brake away from the locking chuck; When the locking rod presses against the locking chuck, the end of the locking rod away from the locking chuck is spaced from the micro switch, so that the micro switch is in an off state; When the locking rod releases the locking chuck, the end of the locking rod away from the locking chuck presses against the micro switch to put the micro switch in a closed state.

39. The steering device according to claim 36, characterized in that The first locking assembly includes a fixed plate and a friction plate, and the second locking assembly includes a movable plate and an electromagnet, wherein the friction plate is arranged between the fixed plate and the movable plate and is fixedly connected to the drive shaft; When the electromagnet is energized, the moving plate is away from the friction plate to allow the friction plate to rotate, and the locking mechanism is in the released state; When the electromagnet loses power, the moving plate abuts against the friction plate to prevent the friction plate from rotating, and the locking mechanism is in the locking state.

40. The steering device according to claim 39, characterized in that A spring is arranged between the movable plate and the fixed plate; When the electromagnet is energized, the spring is extended to move the moving plate away from the friction plate; When the electromagnet loses power, the spring contracts to press the moving plate against the fixed plate.

41. A water propeller, characterized in that: The water propulsion device comprises: The steering device according to any one of claims 30 to 40; Propulsion plant; and The housing is provided with the steering device and the propulsion device.

42. A water propulsion system, characterized in that: The water propulsion system comprises: The water propulsion device of claim 41; and A control component is communicatively connected with the water body thruster.

43. A movable device in water area, characterized in that: The movable equipment in the water area includes: A movable body; and The aquatic propulsion system as described in claim 42 is combined with the movable body.

44. A computer-readable storage medium having computer instructions stored thereon, characterized in that: When the computer instructions are executed by a processor, the control method of the steering device according to any one of claims 1 to 29 is implemented.

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