Method for realizing direction maintenance of water vehicle on the basis of single propeller, and related device

Abstract

A method for realizing direction maintenance of a water vehicle (20) on the basis of a single propeller (10), and a propeller (10), a mobile aquatic device (100), and a computer readable storage medium (80). The propeller (10) comprises a steerable member capable of rotating around a steering axis (S). The method comprises: (01) in response to a direction maintenance instruction, setting the current direction of the water vehicle (20) as a target direction; (02) controlling the steerable member to rotate around the steering axis (S) to a predetermined position and remain at the predetermined position, and when the steerable member is at the predetermined position, the water vehicle (20) can be steered by the thrust of the propeller (10); and (03) controlling the propeller (10) to generate a target thrust, so as to cause the water vehicle (20) to maintain the target direction.

Description

Method and related equipment for achieving direction maintenance of water vehicle based on single propeller Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to a method for maintaining the direction of a water vehicle based on a single propeller, a propeller, a mobile device in water, and a computer-readable storage medium. Background Art

[0002] The heading hold function is designed to lock the boat's heading in a specific direction. For certain scenarios, such as drift fishing, this can help users achieve better results. Related technologies have included automatic heading hold functions, eliminating the need for manual control. However, this automatic heading hold function requires two outboard motors and cannot be achieved with a single outboard motor.

[0003] Summary of the Invention

[0004] In view of this, one of the purposes of the present application is to provide a method, a propeller, a mobile device in water area and a computer-readable storage medium for maintaining the direction of a water area carrier based on a single propeller.

[0005] In a first aspect, embodiments of the present application provide a method for maintaining the direction of a water vehicle based on a single propeller. The propeller includes a steerable member capable of rotating about a steering axis. The method comprises: in response to a direction-maintaining instruction, setting the current direction of the water vehicle as a target direction; controlling the steerable member to rotate about the steering axis to a predetermined position and maintain it at the predetermined position, wherein the thrust of the propeller can cause the water vehicle to turn when the steerable member is in the predetermined position; and controlling the propeller to generate a target thrust to maintain the water vehicle at the target direction.

[0006] In a second aspect, embodiments of the present application provide a propeller. The propeller includes a propulsion device and a processor. The processor is electrically connected to the propulsion device and configured to execute the method for maintaining the direction of a water vehicle using a single propeller as described in the first aspect.

[0007] In a third aspect, an embodiment of the present application provides a mobile device for use in water areas, comprising a water area carrier and the propeller according to the second aspect, wherein the propeller is provided on the water area carrier.

[0008] In a fourth aspect, embodiments of the present application provide a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements the method for maintaining the direction of a water vehicle using a single propeller as described in the first aspect.

[0009] In the method, propeller, movable device for water area and computer-readable storage medium for achieving direction maintenance of a water area carrier based on a single propeller according to the embodiment of the present application, when the direction maintenance function is enabled, the steerable member will be turned to a predetermined position and remain at the predetermined position during the period when the direction maintenance function is enabled, and the propeller will generate a target thrust, thereby pushing the water area carrier to move with the help of the target thrust, so that the water area carrier remains in the target direction. The embodiment of the present application can achieve the direction maintenance function of the water area carrier based on a single propeller, so that when the water area carrier is equipped with only one propeller, the movable device for water area can also achieve automatic direction maintenance without the need for manual operation by the user, which greatly facilitates the use of the user. Moreover, in the embodiment of the present application, during the period when the direction maintenance function is enabled, after the steerable member is rotated to the predetermined position, it will always remain at the predetermined position without the need for further steering, which can effectively reduce the noise caused by the steering of the steerable member and provide the user with a quieter and more comfortable driving experience.

[0010] Additional aspects and advantages of the embodiments of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through practice of the embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] To more clearly illustrate the technical solutions in the embodiments of this application, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be derived from these drawings without inventive effort.

[0012] FIG1 is a schematic structural diagram of a movable device for use in water areas according to an embodiment of the present application.

[0013] FIG2 is a schematic structural diagram of the connection between the lifting device and the clamp in a propeller according to an embodiment of the present application.

[0014] FIG3 is a schematic diagram of module connections of a movable device in water area according to an embodiment of the present application.

[0015] FIG4 is a schematic diagram of module connections of a mobile device in water area according to another embodiment of the present application.

[0016] FIG5 is a schematic diagram of a coordinate system of a water body according to an embodiment of the present application.

[0017] FIG6 is a flow chart of a method for maintaining the direction of a water vehicle based on a single propeller according to an embodiment of the present application.

[0018] FIG7 a is a schematic diagram of the steering position of a propeller according to an embodiment of the present application.

[0019] FIG7 b is a schematic diagram of the steering position of a propeller according to another embodiment of the present application.

[0020] FIG7c is a schematic diagram of the steering position of a propeller according to another embodiment of the present application.

[0021] FIG8 a is a schematic diagram of a scenario in which a propeller outputs thrust according to an embodiment of the present application.

[0022] FIG8 b is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0023] FIG9 a is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0024] FIG9 b is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0025] FIG10 a is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0026] FIG10 b is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0027] FIG10c is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0028] FIG10 d is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0029] FIG11 a is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0030] FIG11 b is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0031] FIG12 a is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0032] FIG12 b is a schematic diagram of a scenario in which a propeller outputs thrust according to another embodiment of the present application.

[0033] FIG13 is a schematic diagram of a scenario in which a propeller according to an embodiment of the present application generates different thrusts when in different steering positions.

[0034] FIG14 is a schematic diagram of a motion scene of a movable device in water area when a direction keeping function is turned on according to an embodiment of the present application.

[0035] FIG15 a is a schematic diagram of a coordinate system when an inertial measurement sensor and a water body are relatively fixed according to an embodiment of the present application.

[0036] FIG15 b is a schematic diagram of a coordinate system of an inertial measurement sensor when it moves relative to a water body according to an embodiment of the present application.

[0037] FIG16 is a flow chart of a method for obtaining posture data of a water body according to an embodiment of the present application.

[0038] FIG17 is a schematic diagram showing the connection between a computer-readable storage medium and a processor according to an embodiment of the present application. DETAILED DESCRIPTION

[0039] Here, exemplary embodiments will be described in detail, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numerals in different drawings represent the same or similar elements.

[0040] Referring to FIG1 , the present application provides a mobile device 100 for use in water areas. The mobile device 100 may be any type of water transportation vehicle, such as a commercial vessel, passenger ship, yacht, fishing boat, sailboat, or civilian ship. It may also be water area inspection equipment, water area management equipment, water area environment monitoring equipment, or other equipment capable of operating in water areas, and the present application does not impose any restrictions thereto.

[0041] The movable device 100 in water area includes a water area carrier 20 and a propeller 10 provided on the water area carrier 20. The propeller 10 is a device capable of providing power in a water area environment. The propeller 10 includes a steerable member, which can rotate around a steering axis S (shown in FIG2 ). In one example, the steerable member may include a propulsion device 11 in the propeller 10. In this case, the propeller 10 may be an outboard motor, a rotatable pod propeller, a towing motor, etc. In another example, the steerable member may include a rudder blade. In this case, the propeller 10 includes a rudder blade and a propulsion device 11 that are independent of each other. For example, the propeller 10 may be an inboard motor used in combination with a rudder blade, wherein the rudder blade and the inboard motor are independent of each other. For example, when the propeller 10 is an outboard motor or a towing motor, the propeller 10 may be installed on the bow, stern, side, etc. of the water area carrier 20. For example, when the propeller 10 is a device including a rudder blade and an inboard engine or a rotatable pod propeller 10, the propeller 10 can be installed on the bottom of the water body 20, etc.

[0042] Referring to Figures 1 and 2 , a propeller 10, using an outboard motor as an example, is schematically illustrated. The propeller 10 includes a clamp 15 and a main body. The clamp 15 is used to secure the main body to a water vehicle 20, for example, to the stern of the water vehicle 20. The main body includes a propulsion device 11, a steering device 12, a tilting device 13, and a housing 14. The propulsion device 11, steering device 12, and tilting device 13 are all connected to the housing 14.

[0043] The propulsion device 11 includes a propulsion motor 111 and a propeller 112. The propeller 112 is mounted on the output shaft of the propulsion motor 111. When the propulsion motor 111 rotates, it drives the propeller 112 to rotate, thereby outputting thrust. The propulsion motor 111 can output a first torque and a second torque in different directions. By switching between the first and second torques, the propeller's rotation direction can be changed, resulting in two thrust output directions, thereby propelling the water vehicle 20 forward or backward.

[0044] The steering device 12 includes a steering shaft 121, a reduction assembly 122 and a steering motor 123 connected in sequence. The steering motor 123 drives the steering shaft 121 to rotate left and right relative to the housing 14 through the reduction assembly 122. Since the housing 14 rotates in conjunction with the steering shaft 121, the propulsion device 11 and the housing 14 are relatively fixed. When the steering motor 123 drives the steering shaft 121 to rotate relative to the housing 14 through the reduction assembly 122, the propulsion device 11 can be rotated relative to the steering axis S, thereby changing the orientation of the propulsion device 11 and changing the direction of the thrust provided by the propulsion device 11, thereby driving the water body 20 to turn. Furthermore, the steering device 12 can also include a steering angle sensor (not shown), which can be used to detect the steering angle of the propulsion device 11.

[0045] The tilting device 13 includes a tilting shaft 131, a tilting bracket 132, and a tilting drive assembly 15. The tilting bracket 132 is connected to the clamp 15 for relative rotation via the tilting shaft 131, and the tilting drive assembly 15 is used to drive the tilting bracket 132 to rotate relative to the clamp 15. Since the tilting bracket 132 and the propulsion device 11 are relatively fixed in the tilting direction, the tilting bracket 132 can drive the propulsion device 11 to rotate relative to the tilting axis Q to achieve the tilting of the propulsion device 11. Furthermore, the tilting device 13 can also include a tilting angle sensor (not shown), which can be used to detect the tilting angle of the propulsion device 11.

[0046] Referring to Figures 3 and 4, the propeller 10 also includes a processor 16. The processor 16 is housed inside the housing 14. The processor 16 is electrically connected to the propulsion device 11, the steering device 12, and the tilting device 13. For example, the processor 16 can be electrically connected to the propulsion motor 111, the steering motor 123, the steering angle sensor, the tilting drive assembly 15, and the tilting angle sensor. The processor 16 can receive signals fed back by the propulsion motor 111, the steering motor 123, the steering angle sensor, the tilting drive assembly 15, and the tilting angle sensor, and can also output instructions to the propulsion device 11, the steering device 12, and the tilting device 13, so that the propulsion device 11, the steering device 12, and the tilting device 13 perform actions corresponding to the instructions.

[0047] 3 and 4 , the mobile device 100 may further include a control device 30 , an inertial measurement sensor 40 , and a global navigation satellite system 50 .

[0048] The control device 30 is configured to receive user operations and send control instructions corresponding to the user operations to the propeller 10. The control instructions include, for example, forward gear instructions, reverse gear instructions, and steering instructions. For example, the control device 30 may be electrically connected to the processor 16 to send control instructions to the processor 16. The control device 30 may include, for example, a steering wheel, a tiller, a remote control, a wireless joystick, a display screen, and the like.

[0049] The inertial measurement sensor 40 can detect and output first collected data, which can be used to characterize the posture of the steerable member or water body 20. The inertial measurement sensor 40 can be electrically connected to the processor 16 to provide the first collected data to the processor 16. In the embodiment of the present application, the inertial measurement sensor 40 can be a three-axis inertial measurement sensor, a six-axis inertial measurement sensor, or a nine-axis inertial measurement sensor. When the inertial measurement sensor 40 is a three-axis inertial measurement sensor, it can be a three-axis magnetometer, and accordingly, the first collected data is magnetometer data. When the inertial measurement sensor 40 is a six-axis inertial measurement sensor, it can include a three-axis magnetometer and a three-axis gyroscope, and accordingly, the first collected data includes magnetometer data and gyroscope data. When the inertial measurement sensor 40 is a nine-axis inertial measurement sensor, it can include a three-axis accelerometer, a three-axis gyroscope, and a three-axis magnetometer, and accordingly, the first collected data includes accelerometer data, gyroscope data, and magnetometer data. The three-axis accelerometer is used to detect the acceleration of the target's roll, pitch, and yaw axes (i.e., accelerometer data). The unit of acceleration is usually m / s. 2 By integrating the acceleration of each axis, the linear velocity of each axis can be obtained; the gyroscope is used to detect the angular velocity of the roll axis, pitch axis, and yaw axis of the target object (i.e., gyroscope data). The unit of angular velocity is usually rad / s. By integrating the angular velocity of each axis, the angle rotated by each axis during the integration time can be obtained; the magnetometer is used to detect the magnetic field magnitude of the roll axis, pitch axis, and yaw axis of the target object. The unit of the magnetic field magnitude is usually μT. Based on the magnetic field magnitude of each axis, the inverse tangent function is performed to calculate the direction data of the target object in the world coordinate system (i.e., magnetometer data), that is, the deflection angle of each axis of the target object relative to the world coordinate system.

[0050] The global navigation satellite system 50 can detect and output second collected data, which includes operating parameters such as the position, navigation speed, and heading angle of the mobile device 100. The global navigation satellite system 50 can be electrically connected to the processor 16 to provide the second collected data to the processor 16. The global navigation satellite system 50 can be any one of the BeiDou Navigation Satellite System (BDS), the Global Positioning System (GPS), the Global Navigation Satellite System (GLONASS), and the Galileo Navigation Satellite System (Galileo), and this application is not limited thereto.

[0051] As shown in Figure 3, the inertial measurement sensor 40 and the global navigation satellite system 50 can be directly installed on the water body 20. In this case, the inertial measurement sensor 40 and the global navigation satellite system 50 are relatively fixed to the water body 20, and the data output by the inertial measurement sensor 40 and the global navigation satellite system 50 is detection data specific to the water body 20. With this arrangement, detection data of the water body 20 can be directly obtained without conversion, which can reduce the amount of calculation required by the processor 16. As shown in Figure 4, the inertial measurement sensor 40 and the global navigation satellite system 50 can be installed in the propeller. This arrangement can enrich the functionality of the propeller 10 and help improve the integration of the propeller 10. Furthermore, in the case where the steerable member includes a propulsion device 11, to facilitate the circuit connection between the inertial measurement sensor 40 and the global navigation satellite system 50 and the processor 16, the inertial measurement sensor 40 and the global navigation satellite system 50 can be installed inside the housing 14. Because the housing 14 and the propulsion device 11 are fixedly connected, the inertial measurement sensor 40 and the global navigation satellite system 50 will move relative to the water vehicle 20 as the propulsion device 11 rotates (turns or tilts). The data output by the inertial measurement sensor 40 and the global navigation satellite system 50 is detection data specific to the propulsion device 11. In this embodiment, the first collected data is the attitude data of the propulsion device 11, and the first collected data needs to be converted to obtain the attitude data of the water vehicle 20.

[0052] Based on the aforementioned movable water device 100, the present application also provides a method for maintaining the direction of the water carrier 20 based on a single propeller 10. The method can be executed by the aforementioned processor 16. Please refer to Figure 5. In the three-axis coordinate system of the water carrier 20, the X-axis represents the roll axis, the Y-axis represents the pitch axis, and the Z-axis represents the yaw axis. The midline plane of the water carrier 20 is a plane perpendicular to the Y-axis and passing through the axis of the X-axis. The direction of the water carrier 20 can be understood as the positive direction of the X-axis shown in Figure 5, which can also be called the bow direction. The direction of the water carrier 20 can be represented by the posture data of the water carrier 20, where the posture data indicates the deflection angle of the X-axis relative to the world coordinate system. It should be pointed out that the method of the present application is not only applicable to the case where the water carrier 20 is only installed with one propeller 10, but also applicable to the case where the water carrier 20 is installed with multiple (such as two, three, four, etc.) propellers 10. For the case where the water carrier 20 is equipped with multiple propellers 10, during the period when the direction keeping function is enabled, the processor 16 only enables one propeller 10 among the multiple propellers 10 to perform direction keeping control. Among them, the one propeller 10 can be any one propeller 10 among the multiple propellers 10. Alternatively, for the case where the water carrier 20 is equipped with multiple propellers 10, during the period when the direction keeping function is enabled, the processor 16 can also enable some or all of the propellers 10 among the multiple propellers 10 to perform direction keeping control, and these some or all of the propellers 10 can all execute the direction keeping method of the present application. In addition, the direction keeping of the present application can be understood as static direction keeping, rather than dynamic direction keeping, that is, the direction keeping of the present application requires that the thrust of the propeller 10 is committed to prompting the water carrier 20 to maintain direction, but is not required to be committed to prompting the water carrier 20 to change position at the same time. For the case where the water carrier 20 is required to maintain direction and change position at the same time, or even to change position along a predetermined route, this case should be understood as dynamic direction keeping.

[0053] Referring to FIG. 6 , the method for maintaining the direction of the water vehicle 20 based on a single propeller 10 according to an embodiment of the present application includes:

[0054] 01: In response to the direction hold instruction, the current direction of the water body 20 is used as the target direction;

[0055] 02: Control the steerable member to rotate around the steering axis S to a predetermined position and maintain it at the predetermined position. When the propeller 10 is at the predetermined position, the thrust of the propeller 10 can cause the water body 20 to turn;

[0056] 03: Control the propeller 10 to generate target thrust to keep the water body 20 in the target direction.

[0057] Specifically, the direction keeping function can be triggered in a variety of ways. As an example, the user can trigger the direction keeping function by operating the control device 30. For example, a direction keeping button is provided on the remote control box. When the user presses the direction keeping button, the control device 30 generates a direction keeping instruction and sends the direction keeping instruction to the processor 16 in the thruster 10. The processor 16 responds to the direction keeping instruction and starts to execute direction keeping control. As another example, a direction keeping button can be provided on the thruster 10, and the direction keeping button is electrically connected to the processor 16. After the user presses the direction keeping button, the processor 16 detects the user's operation and generates a direction keeping instruction accordingly. The processor 16 responds to the direction keeping instruction and starts to execute direction keeping control.

[0058] The target direction may be the direction that the water vehicle 20 is currently located at when the processor 16 receives the direction-keeping instruction. The processor 16 may obtain the current first collected data from the inertial measurement sensor 40 to determine the posture data of the water vehicle 20 based on the first collected data, and use the direction indicated by the posture data as the target direction.

[0059] When executing direction-hold control, the processor 16 first controls the steerable member to rotate about the steering axis S to a predetermined position and maintains the steerable member in the predetermined position. In other words, during direction-hold control, once the steerable member has rotated to the predetermined position, the processor 16 will no longer control the steerable member to rotate, and the steering angle of the steerable member remains unchanged, unless external factors (such as waves, obstacles, etc.) cause the steerable member to deviate from the predetermined position. It should be noted that the predetermined position can be a position set by the propeller 10 before shipment. The predetermined position can be one or more. When there are multiple predetermined positions, if the user enables the direction-hold function, the processor 16 can determine a target predetermined position from the multiple predetermined positions and control the propulsion device 11 to rotate to the target predetermined position. It will be understood that if the steerable member includes the propulsion device 11, different types of water-based movable devices 100 may have different shapes and designs for their water-based vehicle 20. During actual use, interference between the propulsion device 11 and the water-based vehicle 20 may occur when the propulsion device 11 rotates to the predetermined position. Therefore, before the propeller 10 leaves the factory, a plurality of predetermined positions can be pre-stored inside the propeller 10, and the processor 16 can select a suitable predetermined position based on the type of the water carrier 20; or, before the propeller 10 leaves the factory, a plurality of predetermined positions can be pre-stored inside the propeller 10, and when the user enables the direction keeping function, the user can select a predetermined position from the plurality of predetermined positions, and the propeller 10 performs direction keeping control based on the predetermined position selected by the user. In this way, it can be ensured that when the propeller 10 is applied to a variety of water carriers 20, the direction keeping function can be performed normally, thereby improving the scene adaptability of the propeller 10. It should be pointed out that, with the understanding of the "predetermined position" here, the various "predetermined" parameters mentioned in other embodiments of the present application can be understood as parameters that have been set before leaving the factory, and will not be repeated below.

[0060] After the processor 16 controls the steerable member to rotate about the steering axis S to a predetermined position and maintains the predetermined position, the processor 16 may begin controlling the propeller 10 to generate a target thrust, specifically controlling the propulsion device 11 to generate a target thrust, so as to urge the water vehicle 20 to maintain the target direction based on the target thrust. Of course, considering that it does not take a long time for the steerable member to rotate to the predetermined position, the simultaneous steering and target thrust output by the propeller will not significantly affect the direction maintenance process. Therefore, it is permissible for the processor 16 to control the steerable member to rotate to the predetermined position and the processor 16 to control the propulsion device 11 to generate the target thrust to perform these two actions simultaneously.

[0061] The target thrust includes thrust direction and thrust magnitude. The thrust direction is first explained below.

[0062] The thrust direction is related to the position of the steerable member and the direction of the torque of the propulsion motor 111. Specifically, the predetermined position of the steerable member must ensure that the thrust generated by the propulsion device 11 can cause the water vehicle 20 to steer. In other words, the target thrust must be able to provide a steering torque for the water vehicle 20. The direction of the torque of the propulsion motor 111 must ensure that the final thrust direction causes the water vehicle 20 to rotate toward the target direction.

[0063] Regarding the predetermined position, the steerable member including the propulsion device 11 is used as an example for explanation. Referring to Figures 7a to 7c, as an example, the predetermined position can be located between the reference position P0 and the extreme position P2, and deviate from the reference position P0. It should be noted that in the various embodiments of the present application, unless otherwise specified, "located between..." should be understood to include the endpoint values. The reference position P0 is the position where the axis of the thrust direction of the propulsion device 11 passes through the center point of the water body 20, wherein the center point is the intersection of the rotation axis around which the water body 20 rotates and the roll axis of the water body 20 when the water body 20 rotates in place. The extreme position P2 is the maximum position to which the propulsion device 11 can rotate compared to the reference position P0. In one embodiment of the present application, the rotation of the propulsion device 11 to the reference position P0 can be understood as the steering angle of the propulsion device 11 being 0°, and the rotation of the propulsion device 11 to the extreme position P2 can be understood as the steering angle of the propulsion device 11 being the maximum steering angle. In particular, in the examples shown in Figures 7a to 7c, when the propulsion device 11 rotates to the reference position P0, the direction of the thrust generated by the propulsion device 11 is parallel to the centerline plane of the water carrier 20, and the axis of the direction passes through the center point of the water carrier 20. At this time, the thrust cannot provide a steering torque for the water carrier 20. Therefore, it is necessary to set the predetermined position to deviate from the reference position P0 so that the water carrier 20 can turn. Similarly, for the case where the propulsion device 11 rotates to the reference position P0, the axis of the thrust direction of the propulsion device 11 passes through the center point of the water carrier 20, but the thrust direction is not parallel to the centerline plane of the water carrier 20, the predetermined position is also set to deviate from the reference position P0 so that the water carrier 20 can turn.

[0064] As shown in Figures 7a to 7c, there are multiple positions between the reference position P0 and the extreme position P2. The predetermined position can be any position between the reference position P0 and the extreme position P2 (except the reference position P0). As an example, the predetermined position can be located between the reference position P0 and the equal-division position P1, and deviate from the equal-division position P1. The equal-division position P1 is the center position between the reference position P0 and the extreme position P2. For example, assuming that the steering angle corresponding to the reference position P0 is 0° and the steering angle corresponding to the extreme position P2 is 100°, the steering angle corresponding to the equal-division position P1 is 50°. As another example, the predetermined position can be any position between the equal-division position P1 and the extreme position P2. For example, the predetermined position can be located at the equal-division position P1; or, the predetermined position can be located at the extreme position P2.

[0065] The number of extreme positions P2 can be one or two. As shown in Figures 7a to 7c, when there are two extreme positions P2, the two extreme positions P2 are located on opposite sides of the reference position P0, wherein one extreme position P2 is closer to the port side of the water body 20 than the reference position P0, and the other extreme position P2 is closer to the starboard side than the reference position P0. The steering angles corresponding to the two extreme positions P2 can be distinguished by positive and negative signs. For example, the steering angle corresponding to the reference position P0 is 0°, the steering angle corresponding to one extreme position P2 is -100°, and the steering angle corresponding to the other extreme position P2 is 100°. Specifically, the steering angle corresponding to the extreme position P2 that is closer to the port side of the water body 20 (hereinafter referred to as close to the port side) than the reference position P0 can be set to a negative value, and the steering angle corresponding to the extreme position P2 that is closer to the starboard side of the water body 20 (hereinafter referred to as close to the starboard side) than the reference position P0 can be set to a positive value; or, the steering angle corresponding to the extreme position P2 close to the starboard side can be set to a negative value, and the steering angle corresponding to the extreme position P2 close to the port side can be set to a positive value, and this application does not impose any restrictions on this.

[0066] The total steering stroke (i.e., steering angle range) of the propulsion device 11 includes multiple situations. Referring to Figure 7a, as an example, the steering stroke (i.e., total steering stroke) of the propulsion device 11 from one extreme position P2 to another extreme position P2 around the steering axis S is less than 180°, that is, the angular difference between the two extreme positions P2 is less than 180°. Referring to Figure 7b, as another example, the steering stroke of the propulsion device 11 from one extreme position P2 to another extreme position P2 around the steering axis S is equal to 180°, that is, the angular difference between the two extreme positions P2 is equal to 180°. Referring to Figure 7c, as yet another example, the steering stroke of the propulsion device 11 from one extreme position P2 to another extreme position P2 around the steering axis S is greater than 180°, that is, the angular difference between the two extreme positions P2 is greater than 180°. It can be understood that the greater the total steering stroke of the propulsion device 11, the greater the freedom of movement of the propulsion device 11, and the more points of sensitivity can be provided to prompt the water body 20 to move, which helps to expand the function of the propeller 10. In particular, for situations where the total steering stroke is greater than or equal to 180°, when the user activates the direction-holding function, if the predetermined position is at a position corresponding to a steering angle of 180°, the thrust generated by the propeller 10 will only cause the water vehicle 20 to turn, and will not cause the water vehicle 20 to move forward or backward. This allows the water vehicle 20 to change direction by rotating in place without changing its position in the water, thereby achieving synchronous maintenance of the position and direction of the water vehicle 20, which is beneficial for improving the user experience. However, it should also be understood that the greater the total steering stroke of the propulsion device 11, the higher the structural design requirements for the propeller 10, and the greater the risk of collision between adjacent propellers 10 in multi-propeller 10 scenarios. Therefore, in actual application scenarios, propellers 10 with a steering stroke greater than or equal to 180° are mostly towing motors with simpler structures and lower rated power. However, due to the limited rated power of towing motors, the types of water vehicles 20 that can be used are mostly smaller and heavier vessels. Based on this, the propeller 10 can also be designed with a steering stroke less than 180°. At this time, the rated power of the propeller 10 is higher than that of the towing motor, and the propeller 10 can be applied to more types of water carriers 20, which is conducive to improving the scene adaptability of the propeller 10.

[0067] For the three total steering strokes of the propulsion device 11 shown in Figures 7a and 7b , the direction of the torque of the propulsion motor 111 must be further configured to maintain the target direction for the subsequent direction of the water vehicle 20. In this case, the thrust direction of the target thrust output by the propulsion device 11 can take the following forms. The subsequent direction of the water vehicle 20 can be understood as the real-time direction of the water vehicle 20 after the processor 16 receives the direction-maintaining instruction.

[0068] In one example, referring to Figures 7a to 7c, 8a, and 8b, the total steering stroke of the propulsion device 11 may be less than 180°, equal to 180°, or greater than 180°, but the steering angle corresponding to the predetermined position is less than 90° (in this case, the steering stroke of the propulsion device 11 rotating from the reference position about the steering axis S to the predetermined position is less than 90°), and the predetermined position is closer to the port side of the water vehicle 20 than the reference position P0. In this case, as shown in Figure 8a, if the subsequent direction of the water vehicle 20 deviates from the target direction toward the port side of the water vehicle 20 to the starboard side (according to the perspective shown in Figure 8a, that is, deviates in the clockwise direction), the thrust direction of the target thrust should be a direction that can propel the water vehicle 20 forward (in this case, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the forward gear), thereby providing a counterclockwise steering torque to the water vehicle 20, causing the water vehicle 20 to rotate counterclockwise and return to the target position. As shown in Figure 8b, if the subsequent direction of the water vehicle 20 is offset from the target direction toward the starboard side of the water vehicle 20 to the port side (according to the perspective shown in Figure 8b, it is offset in the counterclockwise direction), then the thrust direction of the target thrust should be a direction that can cause the water vehicle 20 to move backward (at this time, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the reverse gear), thereby providing a clockwise steering torque for the water vehicle 20 to cause the water vehicle 20 to rotate clockwise and return to the target position.

[0069] In another example, referring to Figures 7a to 7c, 9a, and 9b, the total steering stroke of the propulsion device 11 may be less than 180°, equal to 180°, or greater than 180°, but the steering angle corresponding to the predetermined position is less than 90° (in this case, the steering stroke of the propulsion device 11 rotating from the reference position about the steering axis S to the predetermined position is less than 90°), and the predetermined position is closer to the starboard side of the water vehicle 20 than the reference position P0. In this case, as shown in Figure 9a, if the subsequent direction of the water vehicle 20 deviates from the target direction toward the port side to the starboard side of the water vehicle 20 (according to the perspective shown in Figure 9a, it deviates in the clockwise direction), then the thrust direction of the target thrust should be a direction that can cause the water vehicle 20 to move backward (in this case, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the reverse gear), thereby providing a counterclockwise steering torque for the water vehicle 20 to rotate counterclockwise and return to the target position. As shown in Figure 9b, if the subsequent direction of the water carrier 20 is offset from the target direction toward the starboard side of the water carrier 20 to the port side (according to the perspective shown in Figure 9b, it is offset in the counterclockwise direction), then the thrust direction of the target thrust should be a direction that can propel the water carrier 20 forward (at this time, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the forward gear), thereby providing a clockwise steering torque for the water carrier 20 to make the water carrier 20 rotate clockwise and return to the target position.

[0070] In another example, referring to Figures 7b, 7c, and 10a to 10d, the total steering stroke of the propulsion device 11 may be equal to 180° or greater than 180°, but the steering angle corresponding to the predetermined position is equal to 90° (in this case, the steering stroke of the propulsion device 11 rotating from the reference position around the steering axis S to the predetermined position is equal to 90°). The thrust generated by the propulsion device 11 in this predetermined position only causes the water vehicle 20 to turn. In this case, as shown in Figures 10a and 10c, if the subsequent direction of the water vehicle 20 deviates from the target direction toward the port side of the water vehicle 20 to the starboard side (according to the perspective shown in Figures 10a and 10c, that is, deviates in the clockwise direction), then regardless of whether the predetermined position is closer to the port side or starboard side of the water vehicle 20 than the reference position P0, the thrust direction of the target thrust is always directed toward the starboard side of the water vehicle 20, thereby providing a counterclockwise steering torque for the water vehicle 20, so that the water vehicle 20 rotates counterclockwise and returns to the target position. It should be noted that although the thrust direction of the target thrust is directed toward the starboard side of the water vehicle 20 in the examples shown in Figures 10a and 10c, the directions of the torques of the propulsion motor 111 in the propulsion device 11 are opposite in the two examples, i.e., in the example shown in Figure 10a, the direction of the torque of the propulsion motor 111 matches the forward gear, and in the example shown in Figure 10c, the direction of the torque of the propulsion motor 111 matches the reverse gear. As shown in Figures 10b and 10d, if the subsequent direction of the water vehicle 20 deviates from the target direction toward the starboard side of the water vehicle 20 toward the port side (according to the perspective shown in Figures 10b and 10d, that is, deviates in the counterclockwise direction), then regardless of whether the predetermined position is closer to the port side or starboard side of the water vehicle 20 than the reference position P0, the thrust direction of the target thrust is directed toward the port side of the water vehicle 20, thereby providing a clockwise steering torque for the water vehicle 20 to cause the water vehicle 20 to rotate clockwise and return to the target position. It should be pointed out that although the thrust direction of the target thrust is directed toward the port side of the water vehicle 20 in both examples shown in FIG10b and FIG10d, the direction of the torque of the propulsion motor 111 in the propulsion device 11 is opposite in the two examples, that is, in the example shown in FIG10b , the direction of the torque of the propulsion motor 111 matches the reverse gear, and in the example shown in FIG10d , the direction of the torque of the propulsion motor 111 matches the forward gear.

[0071] In addition, with respect to the examples shown in Figures 10a to 10d, considering that when the propulsion device 11 is in a position with a steering angle of 180°, an excessively large tilt angle of the propulsion device 11 may cause the water vehicle 20 to roll over, in this case, the tilt angle of the propulsion device 11 needs to be limited to below a tilt angle threshold, wherein the tilt angle threshold is less than the maximum angle to which the propulsion device 11 can be tilted. As an example, the tilt angle threshold may be 70%, 62%, 50%, etc. of the maximum tilt angle, and may be specifically determined based on characteristic parameters such as the mass and size of the water vehicle 20, and this application does not impose any restrictions on this. In this way, by limiting the tilt angle, the problem of the water vehicle 20 rolling over due to excessive tilting of the propulsion device 11 is prevented, thereby ensuring the safety of the user when driving the mobile water vehicle 100.

[0072] In another example, referring to Figures 7c, 11a, and 11b, the total steering stroke of the propulsion device 11 is greater than 180°, the steering angle corresponding to the predetermined position is greater than 90°, and the predetermined position is closer to the port side of the water vehicle 20 than the reference position P0. At this time, as shown in Figure 11a, if the subsequent direction of the water vehicle 20 deviates from the target direction toward the port side of the water vehicle 20 to the starboard side (according to the perspective shown in Figure 11a, that is, deviates in the clockwise direction), then the thrust direction of the target thrust should be a direction that can cause the water vehicle 20 to move backward (at this time, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the forward gear), thereby providing a counterclockwise steering torque for the water vehicle 20 to cause the water vehicle 20 to rotate counterclockwise and return to the target position. As shown in Figure 11b, if the subsequent direction of the water vehicle 20 is offset from the target direction toward the starboard side of the water vehicle 20 to the port side (according to the perspective shown in Figure 11b, it is offset in the counterclockwise direction), then the thrust direction of the target thrust should be a direction that can propel the water vehicle 20 forward (at this time, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the reverse gear), thereby providing a clockwise steering torque for the water vehicle 20 to make the water vehicle 20 rotate clockwise and return to the target position.

[0073] In another example, referring to Figures 7c, 12a, and 12b, the total steering stroke of the propulsion device 11 is greater than 180°, the steering angle corresponding to the predetermined position is greater than 90°, and the predetermined position is closer to the starboard side of the water vehicle 20 than the reference position P0. At this time, as shown in Figure 12a, if the subsequent direction of the water vehicle 20 is offset from the target direction toward the port side of the water vehicle 20 to the starboard side (according to the perspective shown in Figure 12a, that is, offset in the clockwise direction), the thrust direction of the target thrust should be a direction that can propel the water vehicle 20 forward (at this time, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the reverse gear), thereby providing a counterclockwise steering torque for the water vehicle 20 to cause the water vehicle 20 to rotate counterclockwise and return to the target position. As shown in Figure 12b, if the subsequent direction of the water carrier 20 is offset from the target direction toward the starboard side of the water carrier 20 to the port side (according to the perspective shown in Figure 12b, it is offset in the counterclockwise direction), then the thrust direction of the target thrust should be a direction that can cause the water carrier 20 to move backward (at this time, the direction of the torque of the propulsion motor 111 in the propulsion device 11 matches the forward gear), thereby providing a clockwise steering torque for the water carrier 20 to cause the water carrier 20 to rotate clockwise and return to the target position.

[0074] In particular, for situations where the total steering stroke of the propulsion device 11 is less than 180°, as shown in Figure 7a, the predetermined position can be selected as the extreme position P2. Referring to Figure 13, in the left figure, the steering angle of the propulsion device 11 is θ1, the target thrust of the propulsion device 11 is F1, the component of the target thrust F1 on the X-axis is F11, and the component on the Y-axis is F12. In the right figure, the steering angle of the propulsion device 11 is θ2, the target thrust of the propulsion device 11 is F2, the component of the target thrust F2 on the X-axis is F21, and the component on the Y-axis is F22. θ1 is less than θ2, and F1 and F2 have different directions but the same magnitude. Comparing the two figures, it can be seen that F21 is less than F11, and F22 is greater than F12. In other words, as the steering angle increases, the lateral thrust component of the target thrust generated by the propulsion device 11 increases, while the forward thrust component decreases. The smaller the forward propulsion force output by the propulsion device 11, the more the water body 20 can move in a manner close to rotating in place without deviating too much from its current position. Based on this, the predetermined position can be selected as the extreme position P2. Since the steering angle of the propulsion device 11 is at its maximum at the extreme position P2, the forward propulsion force of the propulsion device 11 can be minimized, thereby reducing the position movement of the water body 20, which is beneficial to improving the user experience.

[0075] Similarly, for the case shown in Figure 7c where the total steering stroke of the propulsion device 11 is greater than 180°, the predetermined position should be selected as a position where the steering angle approaches 180°. For example, the predetermined position may be selected as a position where the steering angle is 180.5°, 181°, 185°, etc. This allows the propulsion device 11 to output a smaller forward propulsion force component, allowing the water body 20 to operate in a manner close to rotating in place without deviating too much from its current position, thereby improving the user experience.

[0076] There are several ways to determine the target thrust.

[0077] In one example, the thrust magnitude is a predetermined thrust value, and the processor 16 can directly control the propulsion device 11 to generate a target thrust of the predetermined thrust value without first performing a thrust value calculation. In this manner, the processor 16 can control the propulsion device 11 to output a target thrust magnitude without having to perform a complex thrust value calculation, and the response speed to the direction-keeping instruction is faster. In an embodiment of the present application, further, since the processor 16 controls the propulsion device 11 to generate a target thrust magnitude specifically by controlling the operating parameters of the propulsion motor 111, and different propellers 10 may use different propulsion motors 111 and propellers 112, there is a situation where the same operating parameters are used but the thrust magnitude output by the propulsion device 11 is different. Based on this, the step of controlling the propulsion device 11 to generate the target thrust may include: first, based on the mapping relationship between the thrust magnitude of the propeller 10 and the operating parameters, determining the target operating parameters corresponding to the predetermined thrust value, and then controlling the propulsion device 11 to operate with the target operating parameters to generate the target thrust. The mapping relationship between thrust magnitude and operating parameters is pre-calibrated data and can be pre-stored in the thruster 10 for easy access by the processor 16. The operating parameters can be, for example, power, current, voltage, etc., which are not limited in this application.

[0078] In another example, the propeller 10 has pre-stored predetermined operating parameters. The step of controlling the propulsion device 11 to generate the target thrust may include directly controlling the propulsion device 11 to operate at the predetermined operating parameters to generate the target thrust. The predetermined operating parameters may be predetermined power, current, voltage, or other parameters, which are not limited in this application. In this manner, the processor 16 can control the propulsion device 11 to output the target thrust without performing complex thrust value calculations, resulting in a faster response to direction-holding commands.

[0079] In another example, the processor 16 may first calculate the target thrust and then control the propulsion device 11 to generate the calculated target thrust. That is, before the step of controlling the propulsion device 11 to generate the target thrust, the method of the embodiment of the present application further includes: calculating the target thrust required by the propulsion device 11 to keep the water vehicle 20 in the target direction.

[0080] Regarding the solution in which the processor 16 first calculates the target thrust and then controls the propulsion device 11 to generate target inference, for example, the target thrust can be determined based on the purpose of minimizing the error. That is, calculating the target thrust required by the propulsion device 11 may include: first calculating the error between the subsequent direction of the water body 20 and the target direction, and then determining the target thrust based on the error. In the embodiment of the present application, the target thrust is determined based on the error, and the magnitude of the target thrust is in a changing state during the direction maintenance execution process, rather than being constant. The target thrust has a high degree of adaptation to the water body 20 in real time, the direction adjustment of the water body 20 is more stable, and the user experience is better.

[0081] As an example, error minimization includes angular error minimization, that is, the error may include the angular error between the subsequent direction of the water vehicle 20 and the target direction. The angular error may be understood as the deviation angle of the subsequent direction compared to the target direction. Considering that different types of water vehicles 20 have different characteristic parameters, different target thrusts need to be matched to different types of water vehicles 20 so that the target thrust is more suitable for the water vehicle 20. Therefore, in an embodiment of the present application, further, determining the target thrust based on the error may include: determining the target thrust based on the angular error and the error correction parameter. The error correction parameter is an angular error correction parameter, which is related to the characteristic parameters of the water vehicle 20. Specifically, the angular error correction parameter can be determined in a variety of ways. In one way, the user can input the characteristic parameters through the control device 30 or the propeller 10. The propeller 10 pre-stores a mapping relationship between the characteristic parameters and the angular error correction parameters. After the propeller 10 receives the characteristic parameters input by the user, it can determine the angular error correction parameters that match the characteristic parameters based on the mapping relationship. In this way, the processor 16 can automatically match the angle error correction parameters based on the characteristic parameters of the current water carrier 20, and the propeller 10 is more intelligent. In another way, the propeller 10 can obtain multiple sets of angle error correction parameters that match the characteristic parameters of multiple types of water carriers 20. The propeller 10 or the control device 30 can display these multiple sets of angle error correction parameters to the user and provide the user with a selection prompt for the angle error correction parameters. The user selects a set of angle error correction parameters from the multiple sets of angle error correction parameters based on the prompt. After receiving the user's selection input, the processor 16 can determine the target angle error correction parameters. In this way, the angle error correction parameters can be selected and determined by the user, which is more flexible and provides a better user experience.

[0082] As another example, on the basis of determining the target thrust based on the purpose of minimizing the angle error, the target thrust can be further determined based on the purpose of minimizing the angular velocity error. That is, the error may include the angle error between the subsequent direction of the water carrier 20 and the target direction, and may also include the angular velocity error between the angular velocity of the water carrier 20 when it is in the subsequent direction and the target angular velocity. Wherein. The target angular velocity is less than the angular velocity threshold, that is, when the water carrier 20 reaches the target direction, the angular velocity of the water carrier 20 approaches 0 rad / s (including the case where it is equal to 0 rad / s). Wherein, the angle error can also be understood as the deviation angle of the subsequent direction compared to the target direction. In the embodiment of the present application, in addition to being calculated based on the angle error, the target thrust is further calculated based on the angular velocity error. Since the target angular velocity is close to 0 rad / s, the angular velocity of the water carrier 20 is small when it reaches the target direction, which can effectively prevent the water carrier 20 from further rotating, causing the water carrier 20 to deviate from the target direction again, and then need to adjust the direction of the water carrier 20 in the opposite direction. This can minimize the direction adjustment action required for the water carrier 20 to maintain the target direction, reduce the shaking feeling of the water carrier 20 caused by the direction adjustment, and improve the user experience.

[0083] Taking into account that different types of water carriers 20 have different characteristic parameters, different target thrusts need to be matched for different types of water carriers 20 so that the target thrust can be more suitable for the water carrier 20. Therefore, in an embodiment of the present application, further, determining the target thrust based on the error may include: determining the target thrust based on the angle error, the angular velocity error and the error correction parameter. Among them, the error correction parameter is related to the characteristic parameters of the water carrier 20. The error correction parameter includes at least one of the angle error correction parameter and the angular velocity error correction parameter, that is, the error correction parameter may include only the angle error correction parameter, or only the angular velocity error correction parameter, or simultaneously include the angle error correction parameter and the angular velocity error correction parameter. The "at least one" or "at least one" in other embodiments of the present application is similar to the understanding of "at least one" here, and will not be repeated below. Specifically, the error correction parameter can be determined in a variety of ways. In one embodiment, the user can input characteristic parameters through the control device 30 or the propeller 10. The propeller 10 pre-stores a mapping relationship between the characteristic parameters and the error correction parameters. After receiving the characteristic parameters input by the user, the propeller 10 can determine the error correction parameters that match the characteristic parameters based on the mapping relationship. In this embodiment, the processor 16 can automatically match the error correction parameters based on the characteristic parameters of the current water body 20, and the propeller 10 has a higher degree of intelligence. In another embodiment, the propeller 10 can obtain multiple sets of error correction parameters that match the characteristic parameters of multiple types of water bodies 20. The propeller 10 or the control device 30 can display these multiple sets of error correction parameters to the user and provide the user with a prompt for selecting the error correction parameters. The user selects a set of error correction parameters from the multiple sets of error correction parameters based on the prompt. After receiving the user's selection input, the processor 16 can determine the target error correction parameters. In this embodiment, the error correction parameters can be selected and determined by the user, which is more flexible and provides a better user experience.

[0084] The aforementioned characteristic parameters include at least one of the mass and length of the water vehicle 20. As an example, if the characteristic parameter includes the mass of the water vehicle 20, the angle error correction parameter is positively correlated with the mass. That is, the greater the mass of the water vehicle 20, the larger the angle error correction parameter. It is understood that the greater the mass of the water vehicle 20, the greater its inertia, the more difficult it is to turn, and the greater the steering torque required. Therefore, the heavier the water vehicle 20, the larger the angle error correction parameter should be set. This allows the propulsion device 11 to provide greater steering torque to the water vehicle 20, prompting it to rotate. As another example, if the characteristic parameter includes the length of the water vehicle 20, the angle error correction parameter is negatively correlated with the length. That is, the longer the length of the water vehicle 20, the smaller the angle error correction parameter. It is understood that the longer the length of the water vehicle 20, the longer the lever arm for turning the water vehicle 20, making it easier to propel the water vehicle 20 and requiring relatively less steering torque. Therefore, the longer the length of the water vehicle 20, the smaller the angle error correction parameter can be set. In this way, the propulsion device 11 only needs to provide a relatively small steering torque to the water vehicle 20 to cause it to rotate, which helps reduce the energy consumption of the propeller 10. As another example, the characteristic parameter includes the mass of the water vehicle 20. The angular velocity error correction parameter is positively correlated with the mass. That is, the greater the mass of the water vehicle 20, the larger the angular velocity error correction parameter. It can be understood that the heavier the water vehicle 20, the greater its inertia, and the more difficult it is to control the water vehicle 20 to stop rotating. Therefore, the heavier the water vehicle 20, the larger the angular velocity parameter should be set. In this way, the propulsion device 11 can output a greater restraining force to suppress the angular velocity of the water vehicle 20 when it reaches the target position, more effectively preventing the water vehicle 20 from moving further beyond the target direction, thereby better achieving direction maintenance. As another example, the characteristic parameter includes the length of the water vehicle 20. The angular velocity error correction parameter is negatively correlated with the length. That is, the longer the water vehicle 20, the smaller the angular velocity error correction parameter. It will be appreciated that the longer the water body 20 is, the longer the lever arm for its rotation becomes, making it easier to propel the water body 20 and reducing the difficulty in controlling its rotation. Therefore, the longer the water body 20 is, the smaller the angular velocity parameter can be set. This allows the propulsion device 11 to suppress the angular velocity of the water body 20 to reach its target position by only outputting a relatively small restraining force, which helps reduce the energy consumption of the propeller 10.

[0085] For a solution that determines target thrust based on both angular error and angular velocity error, when the characteristics of the water carrier 20 change, the angular error correction parameter and the angular velocity error correction parameter need to change along with the characteristic parameters. As an example, the characteristic parameters include the mass of the water carrier 20. When the mass of the water carrier 20 changes, the change in the angular velocity error correction parameter is greater than the change in the angular error correction parameter. For example, assume that the original mass of the water carrier 20 is A1, the angular error correction parameter is B1, and the angular velocity error correction parameter is C1. When the thruster 10 is installed on another water carrier 20 with a mass of A2, the angular error correction parameter changes to B2 and the angular velocity error correction parameter changes to C2 accordingly, requiring C2-C1>B2-B1. It can be understood that in determining the target thrust, the angular velocity error needs to be given more attention than the angular error, so as to minimize the angular velocity of the water carrier 20's rotation and provide a more stable and comfortable user experience. Therefore, when the mass of the water carrier 20 changes, the angular velocity error needs to change more in accordance with the change in mass, so that the angular velocity error accounts for a larger proportion in determining the target thrust, thereby achieving the goal of minimizing the angular velocity of the water carrier 20's rotation. As another example, the characteristic parameter includes the length of the water carrier 20. When the length of the water carrier 20 changes, the change in the angular velocity error correction parameter is greater than the change in the angle error correction parameter. For example, assume that the original length of the water carrier 20 is A1, the angle error correction parameter is B1, and the angular velocity error correction parameter is C1. When the thruster 10 is installed on another water carrier 20 with a length of A2, the angle error correction parameter changes to B2 and the angular velocity error correction parameter changes to C2 accordingly, requiring C2-C1>B2-B1. It can be understood that in determining the target thrust, the angular velocity error needs to be given more attention than the angle error. This is the only way to minimize the angular velocity of the water carrier 20's rotation and provide a more stable and comfortable user experience. Therefore, when the length of the water body carrier 20 changes, the angular velocity error needs to change more according to the change in mass length, so that the angular velocity error accounts for a larger proportion in the determination of the target thrust, thereby achieving the purpose of minimizing the angular velocity of the rotation of the water body carrier 20.

[0086] After calculating the target thrust required by the propulsion device 11, considering that different types of propellers 10 may use different propulsion motors 111 and propellers 112, the operating parameters used by different types of propellers 10 to output the target thrust may be different. Therefore, the step of controlling the propulsion device 11 to generate the target thrust may include: first, based on the mapping relationship between the thrust size of the propeller 10 and the operating parameters, determining the target operating parameters corresponding to the target thrust, and then controlling the propulsion device 11 to operate with the target operating parameters to generate the target thrust. Among them, the mapping relationship between the thrust size and the operating parameters can be pre-calibrated information, and the information can be pre-stored in the propeller 10 to facilitate the call of the processor 16. The operating parameters can be, for example, parameters such as power, current, and voltage, which are not limited in this application.

[0087] After the propulsion device 11 generates the target thrust, the water vehicle 20 will move in a direction approaching the target direction. When the subsequent direction of the water vehicle 20 approaches the target direction (including when it coincides with the target direction), the propulsion device 11 may cease thrust output. Specifically, the method of the embodiment of the present application further includes controlling the propulsion device 11 to cease thrust generation when the angular error between the subsequent direction of the water vehicle 20 and the target direction is within a predetermined error range. Examples of the predetermined error range include [0°, 5°], [0°, 8°], [0°, 10°], and the like, which are not limited in this application. It is understood that when the water vehicle 20 is in the water, it is inevitably affected by the current and may move. When the angular error between the subsequent direction of the water vehicle 20 and the target direction is small, it is generally difficult for the user to distinguish the difference in direction. At this point, if the processor 16 continues to control the propulsion device 11 to output thrust, the water vehicle 20 will continue to rotate, which will give the user a sense of instability due to the continuous movement of the water vehicle 20, affecting the user's driving experience. Therefore, when the subsequent direction of the water carrier 20 approaches the target direction, the processor 16 controls the propulsion device 11 to stop thrust output, thereby avoiding the continuous movement of the water carrier 20 and improving the user experience. It should be noted that the processor 16 controls the propulsion device 11 to stop thrust output does not mean that the propeller 10 has exited the direction keeping function. It should be understood that the stop operation at this time is only because the direction of the water carrier 20 has approached the target direction and no adjustment is required. The direction keeping function is still enabled. Once the direction of the water carrier 20 deviates from the target direction, the processor 16 will continue to control the propulsion device 11 to generate thrust.

[0088] The action of calculating the target thrust and controlling the propulsion device 11 to generate the target thrust can be understood as an adjustment cycle. In order to maintain the direction of the water carrier 20, the processor 16 may only need to perform one adjustment cycle to make the subsequent direction of the water carrier 20 turn to the target direction, or it may need to perform multiple adjustment cycles to make the subsequent direction of the water carrier 20 turn to the target direction. For example, referring to Figure 14, the processor 16 calculates the error between the subsequent direction and the target direction at the first moment, calculates the target thrust based on the error, and then controls the propulsion device 11 to generate the target thrust. Subsequently, the processor 16 calculates the error between the subsequent direction and the target direction at the second moment, calculates the target thrust based on the error, and then controls the propulsion device 11 to generate the target thrust. The processor 16 calculates the error between the subsequent direction and the target direction at the mth moment, and calculates the target thrust based on the error. This cycle repeats until the subsequent direction of the water carrier 20 reaches the target direction.

[0089] In the method of the embodiment of the present application, since the steering angle of the propulsion device 11 remains unchanged while the direction hold function is enabled, and the generation of thrust also has its own control logic, to achieve direction hold, the steering angle and thrust of the propulsion device 11 must be determined and executed autonomously by the processor 16 according to predefined logic, and cannot be determined based on steering commands, etc., generated by the control device 30 after the user operates the control device 30. Therefore, the method of the embodiment of the present application needs to be executed when the movable member of the control device 30 is inactive, where inactivity can be understood as the movable member not receiving user operation. As an example, the movable member of the control device 30 is a component for receiving user steering operations, such as the steering wheel or the handle of a tiller. Accordingly, the method of the embodiment of the present application is executed when the propeller 10 does not receive steering commands sent by the control device 30. As another example, the movable member of the control device 30 is a component for receiving user throttle operations, such as the throttle lever of a remote control box or the joystick of a wireless joystick. Accordingly, the method of the embodiment of the present application is executed when the propeller 10 does not receive throttle commands sent by the control device 30. Of course, when the movable parts of the control device 30 include both components for receiving user steering operations and components for receiving user throttle operations, accordingly, the method of this embodiment needs to be executed when the propeller 10 does not receive the steering instructions and throttle instructions sent by the control device 30.

[0090] During the period when the direction holding function is turned on, the user may operate the control device 30. For this scenario, the method of the embodiment of the present application also includes: during the period when the propeller 10 performs direction holding control, if the propeller 10 receives a movement instruction of the mobile water carrier 20 sent by the control device 30, then after the propeller 10 executes the movement instruction and the water carrier 20 meets the state maintenance condition, the direction holding control continues to be performed. As an example, the state maintenance condition includes that the deviation value of the direction of the water carrier 20 after moving from the target direction is less than the first deviation threshold. That is, when the deviation value is less than the first deviation threshold, the direction holding function continues to be turned on and the processor 16 continues to perform direction holding control. When the deviation value reaches (equal to or greater than) the first deviation threshold, the propeller 10 exits the direction holding function, and the processor 16 controls the operation of components such as the propulsion device 11 based on the instruction sent by the control device 30. In this way, the propeller 10 can automatically exit the direction holding function without the user having to manually operate it, reducing human intervention, being more convenient, and providing a better user experience. In the embodiment of the present application, the first deviation threshold may be 15°, 20°, 23°, 25°, etc., and the present application does not impose any limitation on this.

[0091] When the deviation value is less than the first deviation threshold, the processor 16 may continue to execute direction-holding control, which may include: when the deviation value is between the second deviation threshold and the first deviation threshold, updating the direction of the water vehicle 20 after movement to the target direction and continuing direction-holding control; when the deviation value is less than the second deviation threshold, maintaining the target direction unchanged and continuing direction-holding control. The second deviation threshold is less than the first deviation threshold. The second deviation threshold may be 3°, 5°, 8°, 10°, 15°, etc., and this application is not limited thereto. It is understood that when the deviation value is less than the second deviation value, it indicates that the user may have mistakenly operated the control device 30, causing the propeller 10 to operate in response to the control device 30's instructions, thereby causing the water vehicle 20 to move. Therefore, in this case, the processor 16 may deem it a case of user error, indicating that the user subjectively did not intend to change the target direction, and the processor 16 will continue to execute direction-holding control based on the original target direction. This can avoid the problem of the direction-holding function being terminated due to user error. When the deviation value is between the second deviation threshold and the first deviation threshold, the water body 20 has rotated a relatively large angle without exceeding the rotation amplitude corresponding to the first deviation threshold, indicating that the user may want to fine-tune the target direction of the water body 20. Therefore, in this case, the processor 16 can use the direction of the water body 20 after it moves as the new target direction. In subsequent control, the processor 16 performs direction maintenance control based on the new target direction. In this way, the user does not need to execute the operation of enabling the direction maintenance function again when fine-tuning the target direction. The thruster 10 can automatically perform the direction maintenance function, making user operation more convenient.

[0092] As mentioned above, the direction of the water area carrier 20 can be represented by the posture data of the water area carrier 20, and the posture data indicates the deflection angle of the X axis relative to the world coordinate system. Considering that the inertial measurement sensor 40 has a variety of installation methods, the method of determining the posture data based on the first acquisition data also needs to be changed accordingly according to the installation method. Therefore, in one example, the method of the embodiment of the present application may also include: determining the posture data of the water area carrier 20 based on the first acquisition data of the inertial measurement sensor 40. Specifically, please refer to Figure 15a, Figure 15a shows the world coordinate system (North-East-Earth), the coordinate system of the inertial measurement sensor 40 (X'-Y'-Z'), and the coordinate system of the water area carrier 20 (XYZ), wherein the inertial measurement sensor 40 is relatively fixed to the water area carrier 20. At this time, the coordinate system of the measurement sensor coincides with the coordinate system of the water area carrier 20. Then, the first acquisition data of the inertial measurement sensor 40 is the detection data for the water area carrier 20. Therefore, at this time, the posture data of the water area carrier 20 can be directly determined by the first acquisition data of the inertial measurement sensor 40. As an example, when the propeller 10 is powered on, the magnetometer will be turned on to detect the posture of the water carrier 20 in real time and output the corresponding magnetometer data. The magnetometer data includes the deflection angles of the X' axis, Y' axis, and Z' axis relative to the world coordinate system. The deflection angle of the X' axis of the magnetometer data relative to the world coordinate system at each moment can be regarded as the posture data of the water carrier 20 at the corresponding moment. Considering that the sensitivity of the magnetometer is lower than that of the gyroscope and accelerometer, it may not be able to sense slight changes in direction. Therefore, in order to ensure the timeliness and accuracy of the direction detection of the water carrier 20, as another example, when the propeller 10 is powered on, the magnetometer, gyroscope and accelerometer will all be turned on to detect the running posture of the water carrier 20 in real time and output the corresponding magnetometer data, gyroscope data and acceleration data respectively. The processor 16 can fuse the magnetometer data, gyroscope data and acceleration data to obtain fused data, in which the deflection angle of the X' axis relative to the world coordinate system in the fused data is the attitude data of the water body carrier 20 at the corresponding moment. As another example, when the propeller 10 is powered on, the magnetometer, gyroscope and accelerometer will all be turned on to detect the running attitude of the water body carrier 20 in real time, and output the corresponding magnetometer data, gyroscope data and acceleration data respectively. The processor 16 can use the magnetometer data output by the magnetometer when the propeller 10 is just powered on as the baseline magnetometer data, and in the subsequent process, fuse the baseline magnetometer data and the subsequent gyroscope data and accelerometer data to obtain fused data, in which the deflection angle of the X' axis relative to the world coordinate system in the fused data is the attitude data of the water body carrier 20 at the corresponding moment.

[0093] In another example, when the inertial measurement sensor 40 is provided on the propeller 10 and is capable of moving with the propulsion device 11 relative to the water vehicle 20, the first collected data of the inertial measurement sensor 40 is now the detection data for the propulsion device 11. Since the position of the propeller 10 is not the reference position P0, that is, the steering angle of the propeller 10 is not 0°, the posture data of the water vehicle 20 at this time needs to be determined by both the first collected data of the inertial measurement sensor 40 and the steering angle of the propeller 10. Specifically, please refer to Figure 15b, which shows the world coordinate system (North-East-Earth), the coordinate system of the inertial measurement sensor 40 (X'-Y'-Z'), and the coordinate system of the water vehicle 20 (XYZ). Since the steering angle of the propeller 10 is not 0°, the X' axis of the inertial measurement sensor 40 is not parallel to the X axis of the water vehicle 20. Therefore, the influence of the steering angle of the propeller 10 on the first collected data needs to be eliminated in order to obtain the posture data of the water vehicle 20. As shown in Figure 15b, the steering angle of the propulsion device 11 is angle α2, and the deflection angle of the X' axis of the inertial measurement sensor 40 relative to the world coordinate system is α1. Combining α1 and α2 can obtain the deflection angle α3 of the X axis of the water body 20 relative to the world coordinate system. Based on this, as an example, when the propulsion device 10 is powered on, the magnetometer will be turned on to detect the posture of the water body 20 in real time and output the corresponding magnetometer data. The magnetometer data includes the deflection angles of the X' axis, Y' axis, and Z' axis relative to the world coordinate system. At any time, if the steering angle of the propulsion device 11 is not 0°, the processor 16 must correct the magnetometer data at that time based on the steering angle at that time. The deflection angle of the X' axis relative to the world coordinate system in the corrected magnetometer data is the direction of the water body 20. Considering that the sensitivity of the magnetometer is lower than that of the gyroscope and accelerometer, it may not be able to sense even small changes in direction. Therefore, in order to ensure the timeliness and accuracy of the direction detection of the water body 20, as another example, when the propeller 10 is powered on, the magnetometer, gyroscope and accelerometer will all be turned on to detect the running posture of the water body 20 in real time, and output the corresponding magnetometer data, gyroscope data and acceleration data respectively. At any time, the processor 16 can fuse the magnetometer data, gyroscope data and acceleration data to obtain fused data. If there is a moment when the steering angle of the propulsion device 11 is not 0°, the processor 16 needs to further correct the fused data at that moment based on the steering angle at that moment. The deflection angle of the X' axis relative to the world coordinate system in the corrected fused data is the direction of the water body 20. As another example, when the propeller 10 is powered on, the magnetometer, gyroscope and accelerometer will all be turned on to detect the running posture of the water body 20 in real time, and output the corresponding magnetometer data, gyroscope data and acceleration data respectively.The processor 16 can use the magnetometer data output by the magnetometer when the propeller 10 is first powered on as the baseline magnetometer data. In subsequent processes, the processor 16 can fuse the baseline magnetometer data with the subsequent gyroscope data and accelerometer data to obtain fused data. At any moment, if the steering angle of the propulsion device 11 is not 0°, the processor 16 must correct the fused data at that moment based on the steering angle at that moment. The deflection angle of the X' axis relative to the world coordinate system in the corrected fused data is the posture data of the water body 20 at that moment.

[0094] During operation, the inertial measurement sensor 40 may not be able to output the first acquisition data with higher accuracy due to external interference. For example, the magnetometer determines the deflection angle of each axis relative to the world coordinate system based on the magnitude of the magnetic field of each axis. When there are many electronic devices around the magnetometer, the current generated during the operation of the electronic devices is likely to affect the magnetic field induction of the magnetometer, thereby reducing the accuracy of the magnetometer data. Based on this, the method of the embodiment of the present application may also include the following method for obtaining the posture data of the water area carrier: determining the posture data of the water area carrier 20 based on the first acquisition data and the second acquisition data. The embodiment of the present application corrects the first acquisition data based on the second acquisition data output by the global navigation satellite system 50, which can improve the accuracy of the posture data of the water area carrier 20. In the embodiment of the present application, when correcting the first acquisition data, the data used to correct the first acquisition data is mainly the heading angle in the second acquisition data.

[0095] For example, the step of determining attitude data based on the first and second collected data may include: obtaining, during two adjacent collection cycles, the first collected data of the preceding collection cycle, the second collected data of the preceding collection cycle, and the first collected data of the following collection cycle; calculating a data error based on the first collected data of the preceding collection cycle and the second collected data of the preceding collection cycle; and calculating attitude data based on the data error and the first collected data of the following collection cycle. When the inertial measurement sensor 40 and the global navigation satellite system 50 collect data synchronously, the collection cycle can be understood as the collection time; when the inertial measurement sensor 40 and the global navigation satellite system 50 collect data asynchronously, the collection cycle can be understood as the collection period, where the collection period is the interval between the collection times of two adjacent collected data. The collection periods of the first collected data of the preceding collection cycle and the second collected data of the preceding collection cycle at least partially overlap. Furthermore, the step of calculating attitude data based on the data error and the first collected data of the following collection cycle may include assigning a weight to the data error; and calculating attitude data based on the weighted data error and the first collected data of the following collection cycle.

[0096] In the case where the inertial measurement sensor 40 is fixed relative to the water body 20, the steering angle of the propulsion device 11 is not required when determining the attitude data. In this case, as an example, during the correction of the first collected data, the processor 16 may first calculate the fusion data of the reference magnetometer data, gyroscope data, and accelerometer data, then correct the fusion data using the heading angle, and finally determine the attitude data of the water body 20 based on the corrected fusion data. Specifically, assuming that the fusion data after the first collected data is fused at time t-1 is α t-1 , the fused data after the first collected data is fused at time t is α t , the heading angle at time t-1 is α gps , the weight is ω. Then, first calculate the data error Δα based on the fusion data and heading angle at time t-1, that is, Δα=α gps -α t-1 Then, based on the data error Δα and the first collected data α at time t t Calculate posture data α t,update , that is, α t,update =α t +Δα×ω. In this way, the posture data is determined by the first collected data and the second collected data, thereby improving the accuracy of the direction detection of the water area vehicle 20.

[0097] In the case where the inertial measurement sensor 40 is provided on the propeller 10 and can move with the propeller 10 relative to the water carrier 20, the steering angle of the propulsion device 11 is required to determine the attitude data. That is, the step of determining the attitude data based on the first acquired data and the second acquired data may include: determining the attitude data based on the first acquired data, the second acquired data and the steering angle of the propulsion device 11. At this time, as an example, in the process of correcting the first acquired data, the processor 16 may first calculate the fusion data of the reference magnetometer data, the gyroscope data, and the accelerometer data, and then use the heading angle to correct the fusion data, and finally determine the attitude data of the water carrier 20 based on the corrected fusion data and the steering angle. Specifically, assuming that the fusion data after the fusion of the first acquired data at time t-1 is α t-1 , the fused data after the first collected data is fused at time t is α t , the heading angle at time t-1 is α gps , the weight is ω. Then, first calculate the data error Δα based on the fusion data and heading angle at time t-1, that is, Δα=α gps -α t-1 Then, based on the data error Δα and the first collected data α at time t t Calculate the attitude data α of the thruster 10 t,update1 , that is, α t,update1 =α t+Δα×ω. Finally, based on the attitude data α of the propeller 10 t,update1 The attitude data of the water body 20 is determined by the steering angle of the propulsion device 11 at time t. In this way, the attitude data is determined by the first collected data, the second collected data and the steering angle, thereby improving the accuracy of the direction detection of the water body 20.

[0098] Furthermore, the weight ω in the above two examples can be a variable value. As an example, the weight is related to the interval time it takes for the global navigation satellite system 50 to collect two adjacent second collection data. Specifically, the weight includes a fixed value and a floating value. Among them, the fixed value is set to a value less than 1 to avoid the problem of over-correction. For the floating value, when the interval time reaches the predetermined time, the predetermined value is used as the floating value; when the interval time is less than the predetermined time, the interval time is used as the floating value. For example, assuming that the fixed value is ω0 and the floating value is ω f , the scheduled duration is T, the interval duration is Δt, and the scheduled value is V, then the weight ω=ω0+ω f Among them, when Δt<T, ω f =Δt; when Δt≥T, ω f =V.

[0099] It can be understood that the sensitivity of the gyroscope is higher than that of the global navigation satellite system 50. Then, for some scenarios where the water carrier 20 makes a sharp turn, the gyroscope can detect the change in the direction of the water carrier 20, but the global navigation satellite system 50 may not have detected it yet, so in a short period of time, it is more inclined to refer to the gyroscope data to determine the attitude data of the water carrier 20. Therefore, the embodiment of the present application adaptively changes the reference degree of the second acquired data in the process of determining the attitude data of the water carrier 20 by increasing the weight, thereby avoiding the problem of the actual direction change detected by the gyroscope being offset due to excessive correction of the gyroscope data. The embodiment of the present application uses the second acquired data to correct the fused data, and can replace the real-time magnetometer data with the second acquired data, and eliminate the accumulated errors of the gyroscope through long-term small-amplitude correction, thereby ensuring the accuracy of the direction detection of the water carrier 20.

[0100] Taking into account that electronic devices do not cause significant interference to the magnetometer in all scenarios, for scenarios with less interference, the processor 16 can still determine the posture data based on the first collected data. Therefore, the processor 16 can first determine the degree to which the magnetometer is interfered with by the magnetic field. When the interference level is low, the posture data is still determined by the first collected data. When the interference level is high, the posture data is determined by using the first collected data and the second collected data to improve the accuracy of the posture data. That is, in one example, please refer to Figure 16. In the method of an embodiment of the present application, the method for obtaining the posture data of the water carrier also includes: determining the degree of deviation of the magnetometer data due to noise interference; when the deviation level is lower than the level threshold, determining the posture data based on the first collected data; when the deviation level reaches the level threshold, determining the posture data based on the first collected data and the second collected data.

[0101] As an example, the degree of deviation of magnetometer data due to noise interference can be determined by determining whether the magnetometer data is within a predetermined range; if the magnetometer data is within the predetermined range, the degree of deviation is determined to be below a threshold, indicating that the magnetometer data is less subject to noise interference; if the magnetometer data is outside the predetermined range, the degree of deviation is determined to have reached a threshold, indicating that the magnetometer is more subject to noise interference. In this embodiment of the present application, the predetermined range is pre-calibrated data. As an example, the predetermined range can be determined based on magnetometer data collected by the magnetometer during at least one rotation of the water body 20. It will be understood that the magnetometer is used to detect the magnetic field magnitude in the area where the mobile device 100 is located and determine the orientation of the mobile device 100 based on the detected magnetic field magnitude. Therefore, one rotation of the water body 20 enables the magnetometer to collect magnetic field magnitudes at various orientations. Through this collection process, the minimum and maximum values ​​of the magnetometer data in the current area can be determined, and these minimum and maximum values ​​define the predetermined range. Therefore, while the mobile device 100 is navigating the area, the magnetometer data collected by the magnetometer should be within the predetermined range. If the magnetometer data exceeds the predetermined range, for example, if it is less than the minimum value or greater than the maximum value, it indicates that the magnetometer is being interfered with by the current generated by surrounding electronic devices, and the magnetometer data is inaccurate. Therefore, using pre-calibrated data to determine the degree of deviation from noise interference in the magnetometer data can ensure the accuracy of the interference judgment results.

[0102] It should be noted that the calibration of the predetermined range must be performed when the thruster 10 is first powered on. It is understood that the initial power-on can be understood as the first time the thruster 10 is turned on and operated, and the user must perform various initialization configurations. This ensures that the processor 16 can perform the aforementioned magnetometer interference level determination during subsequent operation of the thruster 10.

[0103] Furthermore, since the area in which the propeller 10 or the water carrier 20 operates may change, the magnetic field of the area after the change may be quite different from the magnetic field of the area before the change. Therefore, if the predetermined range is not updated accordingly after the change, the accuracy of the magnetometer's interference degree determination may be affected. Therefore, as an example, the calibration of the predetermined range can also be performed when the position change of the propeller 10 or the water carrier 20 reaches a change threshold. For example, the processor 16 can perform a position change determination each time the propeller 10 is powered on. When it is determined that the position change is too large, the processor 16 controls the propeller 10 to operate so that the water carrier 20 rotates at least one circle to recalibrate the predetermined range. In this way, the predetermined range can be updated in a timely manner to ensure the accuracy of the magnetometer's interference degree determination.

[0104] Furthermore, for a scheme in which the attitude data is determined based on the first and second collected data when the magnetometer data is subject to significant deviation due to noise interference, there may be a situation in which the reference degree of the heading angle in the second collected data is small and may not be able to significantly correct the first collected data. Therefore, as an example, referring to FIG16 , the method of an embodiment of the present application may further include: determining whether the second collected data meets a data fusion condition when the deviation degree reaches a threshold; determining the attitude data based on the first and second collected data when the second collected data meets the data fusion condition; and determining the attitude data based on the first collected data when the second collected data does not meet the data fusion condition. In this way, when the magnetometer data is subject to significant deviation due to noise interference and the second collected data meets the data fusion condition, the first and second collected data are fused, thereby avoiding unnecessary data fusion and reducing the amount of computation required by the processor 16.

[0105] The data fusion condition may include any one of the following: (1) the first speed in the second collected data is greater than the second speed in the second collected data, the first speed is used to characterize the moving speed of the water vehicle 20 in the first direction, and the second speed is used to characterize the moving speed of the water vehicle 20 in the second direction, the first direction is perpendicular to the second direction, and the first direction is parallel to the roll axis of the water vehicle 20; (2) the third speed in the second collected data reaches a predetermined speed, and the third speed is used to characterize the navigation speed of the water vehicle 20. For the data fusion condition (1), the first speed can be understood as the speed of the water vehicle 20 moving forward, and the second speed can be understood as the speed of the water vehicle 20 moving sideways. The first speed and the second speed can be converted from the speeds of the X-axis and Y-axis obtained by the global navigation satellite system 50. It can be understood that when the heading angle in the second collected data is consistent with the direction of the water vehicle 20, the accuracy of the attitude data obtained after correction with the heading angle is the highest. Then, since the Y-axis of the water body carrier 20 is perpendicular to the X-axis of the water body carrier 20, if the forward moving speed of the water body carrier 20 is less than the lateral moving speed, it means that the current water body carrier 20 is not mainly moving in the direction of the bow of the ship, and the reference significance of the heading angle at this time is relatively small. Therefore, the processor 16 can determine the attitude data without fusing the first collected data and the second collected data. For the second data fusion condition, it can be understood that when the navigation speed of the water body carrier 20 is relatively low, the moving distance of the water body carrier 20 is generally relatively small, and the accuracy of the heading angle output by the global navigation satellite system 50 may not be high enough. Therefore, at this time, the processor 16 can also determine the attitude data without fusing the first collected data and the second collected data.

[0106] In summary, the method for maintaining the direction of the water body 20 based on a single propeller 10 in the embodiment of the present application is such that when the direction maintaining function is enabled, the steerable member will be turned to a predetermined position and remain at the predetermined position during the period when the direction maintaining function is enabled, and a target thrust will be generated, thereby pushing the water body 20 to move with the help of the target thrust, so that the water body 20 remains in the target direction. The embodiment of the present application can achieve the direction maintaining function of the water body 20 based on a single propeller 10, so that when the water body 20 is equipped with only one propeller 10, the water movable device 100 can also achieve automatic direction maintaining without the need for manual operation by the user, which greatly facilitates the use of the user. Moreover, during the period when the direction maintaining function is enabled, the embodiment of the present application will maintain the predetermined position after the steerable member is rotated to the predetermined position without the need for further steering, which can effectively reduce the noise caused by the steering of the steerable member and provide the user with a quieter and more comfortable driving experience.

[0107] Accordingly, referring to FIG17 , the present application also provides a computer-readable storage medium 80, which stores a computer program. The computer program can be executed by the processor 16 to implement the method for maintaining the direction of the water carrier 20 based on a single propeller 10 as described in any of the aforementioned embodiments. Among them, the computer-readable storage medium 80 can be a phase change memory (PRAM), a static random access memory (SRAM), a dynamic random access memory (DRAM), other types of random access memory (RAM), a read-only memory (ROM), an electrically erasable programmable read-only memory (EEPROM), a flash memory or other memory technology, or a read-only compact disc read-only memory (CD-ROM), a digital versatile disc (DVD) or other optical storage, or a tape storage, a disk storage or other magnetic storage device, or any other non-transmission medium. The computer-readable storage medium 80 is used to store information that can be accessed by a computing device.

[0108] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such 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 that are not explicitly listed, or also includes elements that are 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.

[0109] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, segment, or portion of code comprising one or more executable instructions for implementing the steps of a specific logical function or process. Furthermore, the scope of the embodiments described herein includes alternative implementations in which functions may be performed out of the order shown or discussed, including performing functions substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which the embodiments of this application pertain.

[0110] The various technical features in the above embodiments can be arbitrarily combined as long as there is no conflict or contradiction between the combinations of features. Therefore, any combination of the various technical features in the above embodiments also falls within the scope of disclosure of this specification.

[0111] Although the embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and are only used to help understand the method and core concept of the present application, and should not be understood as limiting the present application. Those skilled in the art may change, modify, replace, and modify the above embodiments within the scope of the present application. The scope of the present application is defined by the claims and their equivalents.

Claims

1. A method for maintaining the direction of a water vehicle based on a single propeller, characterized in that: The thruster includes a steerable member rotatable about a steering axis; the method comprising: In response to a direction-maintaining instruction, taking the current direction of the water body as a target direction; Controlling the steerable member to rotate around the steering axis to a predetermined position and maintain it at the predetermined position, wherein when the steerable member is at the predetermined position, the thrust of the propeller can cause the water body to turn; The propeller is controlled to generate target thrust so as to keep the water body in the target direction.

2. The method according to claim 1, characterized in that The steerable member includes a propulsion device in the propeller, and the propulsion device is used to generate the target thrust.

3. The method according to claim 2, characterized in that The predetermined position is located between a reference position and an extreme position and deviates from the reference position. The extreme position is the maximum position to which the propulsion device can rotate. The reference position is the position where the axis of the thrust direction of the propulsion device passes through the center point of the water area carrier.

4. The method according to claim 3, characterized in that The predetermined position is located between the reference position and the equally divided position and deviates from the equally divided position. The equally divided position is the middle position between the reference position and the extreme position.

5. The method according to claim 3, characterized in that The predetermined position is located between the extreme position and the equally divided position, and the equally divided position is the middle position between the reference position and the extreme position.

6. The method according to claim 5, characterized in that The predetermined position is located at the equally divided position.

7. The method according to claim 5, characterized in that The predetermined position is located at the limit position.

8. The method according to claim 3, characterized in that The extreme positions include two, and the two extreme positions are respectively located on opposite sides of the reference position. The steering stroke of the propulsion device rotating from one extreme position to another extreme position around the steering axis is less than 180°.

9. The method according to claim 3, characterized in that The extreme positions include two, and the two extreme positions are respectively located on opposite sides of the reference position. The steering stroke of the propulsion device rotating from one extreme position to another extreme position around the steering axis is equal to 180°.

10. The method according to claim 3, characterized in that The extreme positions include two, and the two extreme positions are respectively located on opposite sides of the reference position. The steering stroke of the propulsion device from one extreme position to another extreme position around the steering axis is greater than 180°.

11. The method according to claim 3, characterized in that The thrust direction of the propulsion device in the reference position is parallel to the centerline plane of the water body, the steering stroke of the propulsion device from the reference position around the steering axis to the predetermined position is less than 90°, and the predetermined position is closer to the port side of the water body than the reference position.

12. The method according to claim 11, characterized in that If the subsequent direction of the water body vehicle deviates from the target direction toward the port side of the water body vehicle toward the starboard side, then the thrust direction of the target thrust force is a direction that can cause the water body vehicle to move forward; If the subsequent direction of the water area vehicle deviates from the target direction toward the starboard side of the water area vehicle to the port side, the thrust direction of the target thrust is a direction that can cause the water area vehicle to retreat.

13. The method according to claim 3, characterized in that The thrust direction of the propulsion device in the reference position is parallel to the centerline plane of the water body, the steering stroke of the propulsion device from the reference position around the steering axis to the predetermined position is less than 90°, and the predetermined position is closer to the starboard side of the water body than the reference position.

14. The method according to claim 13, characterized in that If the subsequent direction of the water body vehicle deviates from the target direction toward the port side of the water body vehicle toward the starboard side, the thrust direction of the target thrust force is a direction capable of causing the water body vehicle to retreat; If the subsequent direction of the water area vehicle deviates from the target direction toward the starboard side of the water area vehicle to the port side, the thrust direction of the target thrust is a direction that can cause the water area vehicle to move forward.

15. The method according to claim 3, characterized in that The thrust direction of the propulsion device in the reference position is parallel to the center line plane of the water area carrier, the steering stroke of the propulsion device from the reference position around the steering axis to the predetermined position is equal to 90°, and the thrust of the propulsion device only causes the water area carrier to turn.

16. The method according to claim 15, characterized in that The propulsion device can also rotate around the tilting axis. When the propulsion device is in the extreme position, the tilting angle of the propulsion device is limited to below the tilting angle threshold, and the tilting angle threshold is smaller than the maximum tilting angle to which the propulsion device can tilt.

17. The method according to claim 15, characterized in that If the subsequent direction of the water body is offset from the target direction toward the port side of the water body to the starboard side, the thrust direction of the target thrust is directed toward the starboard side of the water body; If the subsequent direction of the water area vehicle deviates from the target direction toward the starboard side of the water area vehicle to the port side, the thrust direction of the target thrust is directed toward the port side of the water area vehicle.

18. The method according to claim 2, characterized in that The method further includes, before controlling the propeller to generate the target thrust: The target thrust required by the propulsion device to keep the water body in the target direction is calculated.

19. The method according to claim 18, characterized in that The calculation of the target thrust required by the propulsion device to keep the water body in the target direction includes: Calculating the error between the subsequent direction of the water body and the target direction; The target thrust is determined based on the error.

20. The method according to claim 19, characterized in that The error includes an angular error between the subsequent direction of the water area vehicle and the target direction.

21. The method according to claim 20, characterized in that The error includes an angular velocity error between an angular velocity of the water area carrier when the water area carrier is in the subsequent direction and a target angular velocity, and the target angular velocity is less than an angular velocity threshold.

22. The method according to claim 20, characterized in that The determining the target thrust based on the error includes: The target thrust is determined based on the error and an error correction parameter, wherein the error correction parameter is related to a characteristic parameter of the water body, and the error correction parameter includes an angle error correction parameter.

23. The method according to claim 21, characterized in that The determining the target thrust based on the error includes: The target thrust is determined based on the error and an error correction parameter, where the error correction parameter is related to a characteristic parameter of the water body, and the error correction parameter includes at least one of an angle error correction parameter and an angular velocity error correction parameter.

24. The method according to claim 22 or 23, characterized in that The characteristic parameter is obtained based on a received user input, and the target thrust is determined based on the error, further comprising: An error correction parameter matching the characteristic parameter is determined.

25. The method according to claim 22 or 23, characterized in that The propeller can obtain multiple groups of error correction parameters that match the characteristic parameters of multiple water bodies respectively, and the error correction parameters are obtained based on the user's selection input of the multiple groups of error correction parameters.

26. The method according to claim 22, characterized in that The characteristic parameter includes the mass of the water area carrier, and the angle error correction parameter is positively correlated with the mass.

27. The method according to claim 22, wherein The characteristic parameter includes the length of the water area carrier, and the angle error correction parameter is negatively correlated with the length.

28. The method according to claim 23, wherein The error correction parameter includes the angle error correction parameter, the characteristic parameter includes the mass of the water area carrier, and the angle error correction parameter is positively correlated with the mass.

29. The method according to claim 23, wherein The error correction parameter includes the angle error correction parameter, the characteristic parameter includes the length of the water area carrier, and the angle error correction parameter is negatively correlated with the length.

30. The method according to claim 23, wherein The error correction parameter includes the angular velocity error correction parameter, the characteristic parameter includes the mass of the water area carrier, and the angular velocity error correction parameter is positively correlated with the mass of the water area carrier.

31. The method according to claim 23, wherein The error correction parameter includes the angular velocity error correction parameter, the characteristic parameter includes the length of the water area carrier, and the angular velocity error correction parameter is negatively correlated with the length.

32. The method according to claim 30, wherein The error correction parameter includes the angle error correction parameter, the angle error correction parameter is positively correlated with the mass, and when the mass changes, the change in the angular velocity error correction parameter is greater than the change in the angle error correction parameter.

33. The method according to claim 31, characterized in that The error correction parameter includes the angle error correction parameter, the angle error correction parameter is negatively correlated with the length, and when the length changes, the change in the angular velocity error correction parameter is greater than the change in the angle error correction parameter.

34. The method according to claim 18, wherein The controlling the thruster to generate the target thrust comprises: determining a target operating parameter corresponding to the target thrust based on a mapping relationship between the thrust magnitude and the operating parameter of the propulsion device; The propulsion device is controlled to operate with the target operating parameters to generate the target thrust.

35. The method according to claim 1, wherein The magnitude of the target thrust is a predetermined thrust value.

36. The method according to claim 35, characterized in that The controlling the thruster to generate target thrust includes: determining a target operating parameter corresponding to the predetermined thrust value based on a mapping relationship between the thrust magnitude of the propulsion device in the propeller and the operating parameter; The propulsion device is controlled to operate with the target operating parameters to generate the target thrust.

37. The method according to claim 1, wherein The controlling the thruster to generate target thrust includes: The propulsion device in the thruster is controlled to operate with predetermined operating parameters to generate the target thrust.

38. The method according to claim 1, wherein The method further comprises: When the angular error between the subsequent direction of the water area vehicle and the target direction is within a predetermined error range, the propeller is controlled to stop generating thrust.

39. The method according to claim 1, wherein The method is performed when a movable part of an actuation device for actuating the propeller is inactive.

40. The method according to claim 39, wherein The method is executed when the propeller does not receive a steering instruction sent by the control device.

41. The method according to claim 39, wherein The method is executed when the propeller does not receive a throttle command sent by the control device.

42. The method according to claim 1, wherein The method further comprises: During the period when the propeller performs direction keeping control, if the propeller receives a movement instruction to move the water area carrier sent by the control device, then after the propeller executes the movement instruction and the water area carrier meets the state maintenance condition, the direction keeping control continues to be performed, and the control device is used to control the propeller.

43. The method according to claim 42, characterized in that The state maintaining condition includes that a deviation value of the direction of the water area carrier after movement from the target direction is less than a first deviation threshold.

44. The method according to claim 43, wherein The continuing to execute the direction maintaining control includes: When the deviation value is between a second deviation threshold and the first deviation threshold, updating the direction of the water area carrier after movement to the target direction and continuing to perform the direction keeping control, and the second deviation threshold is less than the first deviation threshold; When the deviation value is smaller than the second deviation threshold, the target direction is kept unchanged and the direction keeping control is continued.

45. The method according to claim 43, wherein When the deviation value reaches the first deviation threshold, the direction keeping control is stopped.

46. The method according to claim 1, wherein The direction of the water area carrier is represented by posture data of the water area carrier, and the method further includes: The posture data is determined based on first collected data of an inertial measurement sensor.

47. The method according to claim 46, wherein The inertial measurement sensor is fixed relatively to the water area carrier.

48. The method according to claim 46, wherein The inertial measurement sensor is provided on the steerable member and is capable of moving with the steerable member relative to the water body.

49. The method according to claim 48, characterized in that The determining the posture data based on the first collected data of the inertial measurement sensor includes: The posture data is determined based on the first collected data and the steering angle of the steerable member.

50. The method according to claim 1, wherein The direction of the water area carrier is represented by posture data of the water area carrier, and the method further includes: The attitude data is determined based on first collected data from an inertial measurement sensor and second collected data from a global navigation satellite system.

51. The method according to claim 50, characterized in that The inertial measurement sensor is fixed relatively to the water area carrier.

52. The method according to claim 50, wherein The inertial measurement sensor is provided on the steerable member and is capable of moving with the steerable member relative to the water body.

53. The method according to claim 52, characterized in that The determining the attitude data based on the first collected data of the inertial measurement sensor and the second collected data of the global navigation satellite system includes: The posture data is determined based on the first collected data, the second collected data, and a steering angle of the steerable member.

54. The method according to claim 50, wherein The inertial measurement sensor includes a magnetometer, the first collected data includes magnetometer data, and the method further includes: Determining the degree to which the magnetometer data is biased by noise interference; When the degree of deviation is lower than a degree threshold, determining the posture data based on first collected data of the inertial measurement sensor; When the degree of deviation reaches the degree threshold, the step of determining the attitude data based on the first collected data of the inertial measurement sensor and the second collected data of the global navigation satellite system is performed.

55. The method according to claim 54, characterized in that When the magnetometer data is within a predetermined range, the deviation degree is lower than the degree threshold, and the predetermined range is pre-calibrated data.

56. The method according to claim 55, characterized in that The predetermined range is determined based on magnetometer data collected by the magnetometer during the process of the water area carrier rotating at least one circle.

57. The method according to claim 55, characterized in that The calibration of the predetermined range is performed when the thruster is powered on for the first time.

58. The method according to claim 55, characterized in that The calibration of the predetermined range is performed when the position change of the propeller reaches a change threshold.

59. The method according to claim 54, wherein The method further comprises: When the degree of deviation reaches the degree threshold, determining whether the second collected data meets a data fusion condition; When the second collected data meets the data fusion condition, performing the step of determining the attitude data based on the first collected data of the inertial measurement sensor and the second collected data of the global navigation satellite system; When the second collected data does not meet the data fusion condition, the posture data is determined based on the first collected data.

60. The method according to claim 59, wherein The data fusion condition includes at least one of the following: The first speed in the second collected data is greater than the second speed in the second collected data, the first speed is used to characterize the moving speed of the water body in a first direction, the second speed is used to characterize the moving speed of the water body in a second direction, the first direction is perpendicular to the second direction, and the first direction is parallel to the roll axis of the water body; or The third speed in the second collected data reaches a predetermined speed, and the third speed is used to characterize the navigation speed of the water body.

61. The method according to claim 50, wherein The determining the attitude data based on the first collected data of the inertial measurement sensor and the second collected data of the global navigation satellite system includes: Acquire the first collected data of the previous collection cycle, the second collected data of the previous collection cycle, and the first collected data of the next collection cycle in two adjacent collection cycles; Calculating a data error based on the first collected data of the previous collection period and the second collected data of the previous collection period; The posture data is calculated based on the data error and the first collected data of the subsequent collection cycle.

62. The method according to claim 61, characterized in that The calculating the posture data based on the data error and the first collected data of the subsequent collection cycle includes: Assigning a weight to the data error; The posture data is calculated based on the weighted data error and the first collected data of the subsequent collection cycle.

63. The method according to claim 62, characterized in that The weight is related to the interval time between two adjacent second collected data collected by the global navigation satellite system.

64. The method according to claim 63, wherein The weights include fixed values and floating values; When the interval duration reaches a predetermined duration, the predetermined value is used as the floating value; When the interval duration is less than the predetermined duration, the interval duration is used as the floating value.

65. The method according to claim 64, characterized in that The fixed value is less than 1.

66. The method according to claim 1, wherein The propeller includes mutually independent rudder blades and a propulsion device, the steerable member includes the rudder blades, and the propulsion device is used to generate the target thrust.

67. A propeller, characterized in that The propeller comprises: propulsion plant; and A processor, the processor being electrically connected to the propulsion device, and the processor being used to execute the method for maintaining the direction of a water body based on a single propeller as described in any one of claims 1 to 66.

68. A movable device in water area, characterized in that: The movable equipment in the water area includes: Water carriers; and The propeller according to claim 67 is provided on the water body.

69. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for maintaining the direction of a water vehicle based on a single propeller as described in any one of claims 1 to 66 is implemented.

Images