Multi-propeller floating navigation control method and system for amphibious vehicle

Abstract

The invention provides a multi-propeller floating navigation control method and system for an amphibious vehicle, and belongs to the technical field of vehicle control. Comprising the following steps: judging a current floating navigation scene of a vehicle according to vehicle driving data and driver operation information, and performing corresponding control according to the floating navigation scene, namely estimating required navigation power according to the opening degree of an accelerator pedal of a driver in a straight movement control scene; a driving combination of a navigation propeller and a driving motor is dynamically selected based on the optimal efficiency principle; in the steering control scene, the differential rotation speed of navigation steering is estimated in real time according to the steering angle of a steering wheel, and steering control is achieved by adjusting the rotation speed difference between a navigation propeller and a driving motor; in the static floating hovering scene, the state of the vehicle is continuously detected, and alarm information is provided for a driver when it is detected that the state is abnormal. According to the invention, stable control of the vehicle can be realized in different floating navigation scenes.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicle control, and particularly relates to a multi-propeller floating water navigation control method and system for an amphibious vehicle. BACKGROUND

[0002] The statements in this section merely provide background information related to the present application and do not necessarily constitute prior art.

[0003] With the continuous expansion of the application scenarios of automobiles, vehicles with water-land passing ability have gradually attracted attention. However, the amphibious vehicles in the prior art, especially the vehicle types based on the modification of ordinary passenger cars, have significant shortcomings in floating water navigation performance, which seriously restricts their actual application value. Specifically, the prior art mainly has the following two fundamental problems: (1) Lack of strong adaptability of stable control ability and safety guarantee. The prior art generally lacks a targeted control system for the special working condition of floating water. When the vehicle turns in water, due to the lack of an effective multi-power source cooperative control mechanism, the turning power is insufficient, the vehicle body posture control ability is poor, and there is a risk of side leaning.

[0004] (2) The prior art mostly relies on the land driving wheels of the vehicle as the water propeller. Since the wheel has a very high slip ratio in water, the propulsion efficiency is severely insufficient, resulting in very low floating water speed and difficulty in dealing with counter-currents. At the same time, the system lacks active safety control and power redundancy based on real-time posture and environmental sensing. Once a failure occurs, the vehicle will quickly lose control, and the navigation safety cannot be guaranteed. SUMMARY

[0005] To overcome the shortcomings of the prior art, the present application provides a multi-propeller floating water navigation control method and system for an amphibious vehicle, which can realize stable control of the vehicle in different floating water navigation scenarios.

[0006] To achieve the above-mentioned purpose, one or more embodiments of the present application provide the following technical solutions: The first aspect of the present application provides a multi-propeller floating water navigation control method for an amphibious vehicle.

[0007] A multi-propeller floating water navigation control method for an amphibious vehicle, comprising: real-time acquisition of vehicle driving data, and combination of driver operation information in the current driving state of the vehicle to determine the current floating water navigation scenario of the vehicle; wherein the floating water navigation scenario includes straight control, turning control and static floating hovering; According to the floating water navigation scenario, the vehicle is controlled correspondingly, specifically: In the straight control scenario, the required sailing power is estimated according to the driver's throttle pedal opening, and the driving combination of the sailing propeller and the driving motor is dynamically selected based on the principle of optimal efficiency; in the steering control scenario, the differential rotation speed of sailing steering is estimated in real time according to the steering wheel angle, and the steering control is realized by adjusting the rotation speed difference of the sailing propeller and the driving motor; in the static floating hovering scenario, the vehicle state is continuously detected, and alarm information is provided to the driver when an abnormal state is detected.

[0008] Further, the driving data includes water depth radar data, gyroscope data, steering wheel angle data, gear data and vehicle speed signal.

[0009] Further, the judgment of the floating water sailing scenario includes identifying the sailing direction and steering state of the vehicle according to the gear data and steering wheel angle data, and verifying the scenario accuracy in combination with the water depth radar data and gyroscope data.

[0010] Further, in the straight control scenario, the attitude stability control is realized by fusing the water depth radar data and the gyroscope data to adjust the differential speed of the left and right sailing propellers in real time, so as to suppress the roll and pitch caused by wave interference.

[0011] Further, in the steering control scenario, the estimation of the differential rotation speed further includes fusing the water depth radar data and the gyroscope data to dynamically adjust the differential speed difference, so as to improve the steering responsiveness and stability.

[0012] Further, when it is detected that the vehicle has an attitude abnormality and the data collected by the sensor exceeds the set threshold, it is determined that a state abnormality occurs and alarm information is provided to the driver; the alarm information includes voice reminder and text reminder.

[0013] Further, after the alarm information is sent out, the rear driving motor of the vehicle is enabled as a redundant backup to maintain the basic function of floating water sailing.

[0014] The second aspect of the present application provides a multi-propeller floating water sailing control system of an amphibious vehicle.

[0015] A multi-propeller floating water sailing control system of an amphibious vehicle, comprising: The front driving motor module is configured to provide driving force for the front part of the vehicle, specifically any one of front centralized driving motor and left and right distributed driving motor; The rear driving motor module is configured to provide driving force for the rear part of the vehicle, specifically left and right distributed driving motor; The sensor module is configured to obtain driving data of the vehicle in real time; The sailing propeller module is configured to provide additional thrust when the vehicle is floating on water, including left and right sailing propeller screws; The central domain controller is in communication connection with the front drive motor module, the rear drive motor module, the sensor module and the navigation propeller module, and is configured to determine the current floating water navigation scene of the vehicle based on the driving data of the vehicle and the driver operation information in the current driving state of the vehicle, and to perform corresponding control on the vehicle according to the current floating water navigation scene, specifically: in the straight control scene, the required navigation power is estimated according to the opening degree of the driver's accelerator pedal, and the driving combination of the navigation propeller and the drive motor is dynamically selected based on the principle of optimal efficiency; in the steering control scene, the differential rotation speed of the navigation steering is estimated in real time according to the steering wheel angle, and the steering control is realized by adjusting the rotation speed difference of the navigation propeller and the drive motor; in the static floating hovering scene, the vehicle state is continuously detected, and alarm information is provided to the driver when an abnormal state is detected.

[0016] Further, the central domain controller is further configured to actively adjust the differential speed of the left and right navigation propellers according to the water depth radar data and the gyroscope data in the straight control scene to realize the attitude stability control of the vehicle body.

[0017] Further, the central domain controller is further configured to fuse the water depth radar data and the gyroscope data to optimize the differential speed difference in the steering control scene, so as to enhance the steering accuracy and anti-interference ability.

[0018] The above one or more technical solutions have the following beneficial effects: (1) The vehicle current floating water navigation scene is determined according to the vehicle driving data and the driver operation information, and the vehicle is controlled according to the current floating water navigation scene. When steering, the motor torque and the propeller thrust are jointly controlled to generate accurate differential torque, which can effectively overcome the problem of insufficient steering power. At the same time, the vehicle body attitude is sensed in real time, and active stability control is performed through the differential speed of the left and right propellers, thereby significantly suppressing the risk of rolling, and ensuring the control stability and ride comfort of the vehicle under various floating water working conditions.

[0019] (2) The left and right navigation propeller screws at the rear of the vehicle provide efficient propulsion power for floating water navigation, and the vehicle is free from the single dependence on low-efficiency and high-slip-rate wheel propulsion, thereby greatly improving the propulsion efficiency, navigation speed and endurance, and enabling the vehicle to cope with adverse current conditions. In addition, when any propulsion unit fails, a redundant backup power (such as a rear drive motor) can be immediately enabled to take over the propulsion function, ensuring that the vehicle will not lose control instantly, realizing the overall safety upgrade from the power source to the system control, and greatly ensuring the safety of the passengers and the vehicle.

[0020] The advantages of the additional aspects of the present application will be partially given in the following description, partially will become obvious from the following description, or will be understood by the practice of the present application. BRIEF DESCRIPTION OF DRAWINGS

[0021] The accompanying drawings, which form a part of this specification, are included to provide a further understanding of the application, and are incorporated by reference in their entirety.

[0022] Figure 1 A flow chart of a multi-propeller floating navigation control method for an amphibious vehicle in Embodiment One of the present application. DETAILED DESCRIPTION

[0023] It should be noted that the following detailed description is exemplary in nature and is intended to provide further description of the application. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

[0024] It is to be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application.

[0025] In the case of no conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0026] Embodiment One The present embodiment discloses a multi-propeller floating navigation control method for an amphibious vehicle.

[0027] As shown in Figure 1 A multi-propeller floating navigation control method for an amphibious vehicle, comprising: Step S1, real-time acquisition of vehicle driving data, and combination of driver operation information in the current driving state of the vehicle to determine the current floating navigation scene of the vehicle; wherein the floating navigation scene includes straight control, steering control and static floating hovering; Step S2, according to the floating navigation scene, corresponding control of the vehicle, specifically: In the straight control scene, the required navigation power is estimated according to the driver's accelerator pedal opening, and the driving combination of the navigation propeller and the driving motor is dynamically selected based on the principle of optimal efficiency; in the steering control scene, the differential speed of navigation steering is estimated in real time according to the steering wheel angle, and the steering control is realized by adjusting the speed difference of the navigation propeller and the driving motor; in the static floating hovering scene, the vehicle state is continuously detected, and alarm information is provided to the driver when an abnormal state is detected.

[0028] Based on the above process, the present application can realize stable control of the vehicle in different floating navigation scenes. In order to facilitate the understanding of the technical solutions of the present application, the specific implementation methods in the technical solutions of the present application will be further explained and described below.

[0029] In step S1, the driving data of the vehicle is acquired in real time, and the current floating water navigation scene of the vehicle is judged in combination with the driver's operation information under the current driving state of the vehicle. The floating water navigation scene includes straight control, steering control and static floating hovering.

[0030] The driving data of the vehicle and the driver's operation information are acquired. Specifically, the central domain controller periodically reads signals from various sensors through the vehicle CAN bus, including: left and right water depth radar data measured by the water radar arranged on the left and right sides of the vehicle; body roll angle, pitch angle and their respective angular velocity data measured by the gyroscope in the inertial measurement unit (IMU); steering wheel angle data provided by the electronic power steering system (EPS); gear data (such as D, R, N) provided by the vehicle controller (VCU) or transmission controller (TCU); and vehicle speed signal calculated based on GPS or wheel speed sensor. At the same time, the central domain controller acquires the driver's operation information through hardwire or CAN bus, including throttle pedal opening degree signal.

[0031] According to the acquired driving data and driver's operation information, it is judged which floating water navigation scene the vehicle is in, i.e. according to the gear data and steering wheel angle data to identify the navigation direction and steering state of the vehicle, and in combination with the water depth radar data and gyroscope data to verify the scene accuracy.

[0032] In the specific implementation process, the central domain controller first judges the intended navigation direction of the vehicle according to the gear signal: if the gear is D, it means forward; if the gear is R, it means reverse. At the same time, the steering wheel angle data is read, if its absolute value is less than a preset first threshold (for example, 5 degrees), it is determined that the driver has no steering intention, and the vehicle is in straight state; if its absolute value is greater than or equal to the first threshold, it is determined that the driver has steering intention, and the vehicle is in steering state. Then, the controller fuses the water depth radar data and gyroscope data to verify the scene and make the final decision: when the left and right water depth radar data are both greater than a preset water threshold (for example, 0.5 meters), and the body roll angle and pitch angle measured by the gyroscope are both less than a safety threshold, it is confirmed that the vehicle is in floating water navigation state. On this basis: 1) If the gear is D or R, and the absolute value of the steering wheel angle is less than the first threshold, it is determined as a straight control scene (forward straight or reverse straight); 2) If the gear is D or R, and the absolute value of the steering wheel angle is greater than or equal to the first threshold, it is determined as a steering control scene (forward steering or reverse steering); 3) If the gear is in N or P, and the throttle pedal opening degree is 0; at the same time, the absolute value of the steering wheel angle is less than the first threshold, it is determined as a static floating hovering scene.

[0033] In step S2, the vehicle is controlled according to the floating water navigation scene.

[0034] The straight control in the floating water navigation scene includes forward straight control and backward straight control. In the straight control scene, the required navigation power is estimated according to the driver's throttle pedal opening, and the driving combination of the navigation propeller and the driving motor is dynamically selected based on the principle of optimal efficiency. Specifically, the central domain controller queries the total propulsion power required for the vehicle to float and straight according to the current throttle pedal opening through the pre-calibrated pedal opening-demand power MAP graph. Then, the controller dynamically selects the driving combination with the highest comprehensive efficiency under the current total power from the pre-stored system efficiency MAP graph based on the principle of optimal efficiency. The driving combination includes but is not limited to: Combination one (low power): only the left and right navigation propeller provides thrust, and the rear distributed drive motor does not work or idles; Combination two (medium-high power): the left and right navigation propeller and the rear left and right distributed drive motor jointly provide thrust, and each power source allocates torque according to the optimal efficiency ratio; Combination three (high power / emergency): the front drive motor (centralized or distributed), the rear distributed drive motor, and the navigation propeller all participate in driving to provide maximum thrust.

[0035] Further, in the straight control scene, the attitude stabilization control adjusts the differential speed of the left and right navigation propellers in real time by fusing water depth radar data and gyroscope data to suppress the roll and pitch caused by wave interference. During straight driving, the central domain controller continuously receives the real-time roll angle and roll angle speed output by the gyroscope, as well as the real-time data of the left and right water depth radars.

[0036] 1) Roll (pitch) suppression: if the controller detects that the vehicle body has a roll tendency (e.g., the left water depth is greater than the right water depth, or the vehicle body has a left roll angle), it increases the speed of the right navigation propeller while correspondingly reducing the speed of the left navigation propeller to generate a right correction torque to resist the left sinking tendency and maintain the vehicle body horizontal.

[0037] 2) Pitch suppression: if the controller detects that the vehicle body has a pitch (e.g., by pitch angle and angular velocity), it synchronously fine-tunes the speed of the left and right navigation propellers (increases or decreases simultaneously) to change the thrust center position or thrust size to suppress the lifting or sinking of the vehicle head.

[0038] Turning control in the floating navigation scenario, including forward turning control and reverse turning control. In the turning control scenario, the differential rotation speed of the navigation turning is estimated in real time according to the steering wheel rotation angle, and the turning control is realized by adjusting the rotation speed difference of the navigation propeller and the driving motor. Specifically, the central domain controller calculates the whole vehicle basic differential rotation speed required to realize the target turning curvature according to the real-time rotation angle of the steering wheel and its change rate through the pre-calibrated turning model. To realize the differential rotation speed, the controller jointly controls the driving motor and the navigation propeller, and the final differential effect is the result of the combined action of the differential torque of the driving motor and the differential thrust of the propeller: 1) Driving motor differential: instructing the left and right rear distributed driving motors to output torques of the same direction but different sizes, or torques of opposite directions (one side driving and one side braking), to form a differential torque; 2) Navigation propeller differential: instructing the left and right navigation propeller screws to generate different thrusts.

[0039] Further, in the turning control scenario, the estimation of the differential rotation speed also includes fusing water depth radar data and gyroscope data to dynamically adjust the differential speed difference, thereby improving the turning responsiveness and stability. Specifically, after calculating the basic differential rotation speed, the controller further fuses real-time environmental and attitude information for dynamic correction: 1) Water depth compensation: reading the left and right water depth radar data, if the water depth difference between the two sides exceeds the set value, it means that the resistance of the vehicle on both sides is different. The controller will appropriately increase the differential torque distribution on the side with shallower water depth and greater resistance to compensate for the resistance effect and ensure the turning responsiveness; 2) Attitude stability compensation: real-time monitoring of the roll angular velocity output by the gyroscope. If the roll angular velocity is detected to be too fast during turning, there is a risk of tilting, then the controller will dynamically reduce the calculated differential rotation speed value to reduce the turning speed and prioritize the stability of the vehicle body.

[0040] Static floating hover control means that the driver does not operate the throttle, gear and steering wheel in the water, at this time the HCU monitors the state of the vehicle in real time and gives voice and text reminders to the driver when necessary. In the static floating hover scenario, the vehicle state is continuously detected. Specifically, in the static floating hover scenario, the central domain controller (HCU) continuously monitors the following state parameters: the roll angle and pitch angle of the vehicle body measured by the gyroscope, the real-time water depth measured by the left and right water depth radars, and the drift speed of the vehicle relative to the water flow (which can be calculated through the GPS signal). The controller compares these real-time data with the pre-set safety threshold range to evaluate the static floating stability of the vehicle.

[0041] When the vehicle is detected to have a posture abnormality and the data collected by the sensor exceeds the set threshold, it is determined that a state abnormality occurs and alarm information is provided to the driver; the alarm information includes voice reminders and text reminders. In the specific implementation process, when any of the following condition combinations is met, it is determined that a state abnormality occurs: Condition one: the absolute value of the body roll angle or the pitch angle continuously exceeds the first safety angle threshold (for example, 10 degrees), and the duration exceeds the first time threshold (for example, 3 seconds); Condition two: the single-side water depth radar data sharply decreases (for example, decreases by more than 0.3 meters in 1 second), or the water depth difference between the two sides exceeds a dangerous threshold (for example, 0.8 meters).

[0042] Once the state abnormality is confirmed, the central domain controller immediately triggers voice broadcasting (such as "Warning: unstable vehicle posture, please operate carefully") through the vehicle-mounted multimedia system; at the same time, corresponding warning text and icons are displayed on the instrument panel or central control screen.

[0043] When the alarm information is issued, the rear drive motor of the vehicle is enabled as a redundant backup to maintain the basic function of floating water navigation. Specifically, when the alarm is triggered or after the alarm is triggered, if the controller detects that the navigation propeller system has failed (such as communication loss, motor overheating, abnormal speed), or the vehicle posture continues to deteriorate, the redundant control strategy is automatically started. The core of the strategy is to enable the rear left and right distributed drive motors as backup power sources. Specifically: 1) the controller cuts off or reduces the power output to the faulty navigation propeller; 2) the rear left and right distributed drive motors output corresponding torques according to the current navigation scene (straight or turning) requirements, and partially or completely take over the propulsion and steering functions of the vehicle. For example, in a straight navigation scene, the rear left and right motors output equal positive or negative torques to provide thrust; in a turning scene, the rear left and right motors output differential torques to assist the vehicle in turning, so that the vehicle can safely drive to the shore in a "limp home" mode.

[0044] Based on the above method, the control strategy is refined according to the navigation scene, which not only enables the vehicle to navigate smoothly in water, effectively suppresses the roll and pitch caused by wave interference, but also guarantees the safety and comfort of straight navigation; at the same time, the energy utilization rate of the navigation state is also considered, and the navigation endurance of the vehicle is improved. In addition, the navigation propeller and the drive motor can perform redundant backup of navigation power, thereby improving the safety of navigation.

[0045] Embodiment two The embodiment discloses a multi-propeller floating water navigation control system of an amphibious vehicle.

[0046] A multi-propeller floating water navigation control system of an amphibious vehicle, comprising: a front drive motor module configured to provide driving force for a front part of the vehicle, specifically any one of a front centralized drive motor and left and right distributed drive motors; a rear drive motor module configured to provide driving force for a rear part of the vehicle, specifically left and right distributed drive motors; a sensor module configured to acquire driving data of the vehicle in real time; a navigation propeller module configured to provide additional thrust when the vehicle is floating and sailing, including left and right navigation propeller screws; a central domain controller communicatively connected with the front drive motor module, the rear drive motor module, the sensor module, and the navigation propeller module, and configured to determine a current floating and sailing scenario of the vehicle based on the driving data of the vehicle and driver operation information in a current driving state of the vehicle, and to perform corresponding control on the vehicle according to the current floating and sailing scenario, specifically, in a straight control scenario, estimating required sailing power according to an opening degree of a driver's accelerator pedal, and dynamically selecting a driving combination of the navigation propeller and the drive motor based on an efficiency optimization principle; in a steering control scenario, estimating a differential rotation speed of sailing steering in real time according to a steering wheel rotation angle, and realizing steering control by adjusting a rotation speed difference between the navigation propeller and the drive motor; and in a static floating hovering scenario, continuously detecting a state of the vehicle, and providing alarm information to the driver when detecting an abnormal state.

[0047] Further, the central domain controller is further configured to, in the straight control scenario, actively adjust a differential speed of the left and right navigation propellers based on water depth radar data and gyroscope data, to realize body posture stability control.

[0048] Further, the central domain controller is further configured to, in the steering control scenario, fuse water depth radar data and gyroscope data to optimize the differential speed difference, to enhance steering accuracy and anti-interference ability.

[0049] When the front drive motor module adopts the front centralized drive motor, the configuration combination of the floating and sailing control system is: composed of the front centralized drive motor, the left rear distributed drive motor, the right rear distributed drive motor, the left navigation propeller screw, the right navigation propeller screw, and the central domain controller for comprehensive coordination control according to information such as the left water depth radar, the right water depth radar, the gyroscope, and the steering wheel rotation angle. Specifically, under this configuration, the front axle of the vehicle is driven by the front centralized drive motor through a mechanical differential to drive the left and right front wheels. When floating, the front wheels usually idle or provide limited auxiliary thrust. The main propulsion force and fine control of floating and sailing are jointly borne by the double distributed drive motors (left rear and right rear) of the rear axle and the double navigation propeller screws (left and right) at the tail of the vehicle. The central domain controller serves as the control core, and its coordination control logic is as follows: 1) Power distribution: According to the total demand power in straight line scenario, the controller can choose to work only by double propeller, or work together by "double propeller + double rear motor". The front centralized motor usually does not participate in driving in the floating water mode to save energy consumption; 2) Steering control: By independently controlling the torque direction and size of the left and right rear motors to form a basic differential torque, combined with the differential thrust of the left and right propellers, flexible steering control is realized; 3) Attitude stabilization: The torque vector control ability of the left and right rear motors and the differential thrust of the left and right propellers are used to jointly realize the suppression of vehicle body roll and pitch.

[0050] When the current drive motor module adopts left and right distributed drive motors, the configuration combination of the floating water navigation control system is: composed of left front distributed drive motor, right front distributed drive motor, left rear distributed drive motor, right rear distributed drive motor, left navigation propeller, right navigation propeller, and central domain controller comprehensively coordinates control according to left water depth radar, right water depth radar, gyroscope, steering wheel angle and other information. Specifically, under this full-distributed four-motor configuration, each wheel of the vehicle is driven by an independent drive motor. This provides extreme control freedom for floating water navigation. The coordination control logic of the central domain controller is as follows: 1) Power distribution: The controller has more rich driving combination options. For example, in high-efficiency straight line, only double propeller can be enabled; when more thrust is needed, "double propeller + rear double motor" can be enabled; in extreme cases, the front and rear four distributed motors and double propeller can be instructed to work to provide maximum thrust; 2) Integrated control of steering and attitude: When steering, the controller can coordinate the left front, right front, left rear, and right rear four motors to generate accurate torque vectors, and deeply integrate with the differential thrust of the double propeller to realize faster and more stable steering. For attitude stabilization, the independent torque control of the four distributed motors can generate stronger correction moments, which cooperate with the differential control of the propeller to jointly cope with wave disturbance and keep the vehicle body stable.

[0051] Those skilled in the art should understand that the above-mentioned modules or steps of the present application can be realized by a general computer device, alternatively, they can be realized by program codes executable by a computing device, so that they can be stored in a storage device and executed by a computing device, or they can be respectively manufactured into integrated circuit modules, or a plurality of modules or steps among them can be manufactured into a single integrated circuit module. The present application is not limited to any specific combination of hardware and software.

[0052] The above describes the specific embodiments of the present application in combination with the drawings, but is not a limitation on the protection scope of the present application. Those skilled in the art should understand that various modifications or variations made by those skilled in the art on the basis of the technical solutions of the present application without creative labor are still within the protection scope of the present application.

Claims

1. A method of amphibious vehicle multi-propeller hydroplaning control, characterized by, The method comprises the following steps: Real-time acquisition of vehicle driving data, combined with driver operation information in the current driving state of the vehicle to determine the current floating water navigation scenario of the vehicle; wherein the floating water navigation scenario includes straight-line control, steering control and static floating hovering; According to the floating water navigation scenario, the vehicle is controlled correspondingly, specifically: In the straight-line control scenario, the required navigation power is estimated according to the driver's accelerator pedal opening, and the driving combination of the navigation thruster and the driving motor is dynamically selected based on the principle of efficiency optimization; in the steering control scenario, the differential rotation speed of navigation steering is estimated in real time according to the steering wheel angle, and the steering control is realized by adjusting the rotation speed difference of the navigation thruster and the driving motor; in the static floating hovering scenario, the vehicle state is continuously detected, and alarm information is provided to the driver when an abnormal state is detected.

2. A method of amphibious vehicle multi-propeller hydroplaning control as claimed in claim 1, wherein, The driving data includes water depth radar data, gyroscope data, steering wheel angle data, gear data and vehicle speed signal.

3. A method of amphibious vehicle multi-propeller hydroplaning control according to any one of claims 1-2, characterized in that, The judgment of the floating water navigation scenario includes: identifying the navigation direction and steering state of the vehicle according to the gear data and steering wheel angle data, and verifying the scenario accuracy combined with the water depth radar data and gyroscope data.

4. A method of amphibious vehicle multi-propeller hydroplaning control as defined in claim 1, wherein, In the straight-line control scenario, the attitude stability control adjusts the differential speed of the left and right navigation thrusters in real time by fusing water depth radar data and gyroscope data, so as to suppress the roll and pitch caused by wave interference.

5. A method of amphibious vehicle multi-propeller hydroplaning control as defined in claim 1, wherein, In the steering control scenario, the estimation of differential rotation speed also includes fusing water depth radar data and gyroscope data to dynamically adjust the differential speed difference, so as to improve the steering responsiveness and stability.

6. A method of amphibious vehicle multi-propeller hydroplaning control as defined in claim 1, wherein, When it is detected that the vehicle has an abnormal attitude and the data collected by the sensor exceeds the set threshold, it is determined that an abnormal state occurs and alarm information is provided to the driver; the alarm information includes voice reminder and text reminder.

7. A method of amphibious vehicle multi-propeller hydroplaning control as claimed in claim 6, wherein, After sending the alarm information, the rear driving motor of the vehicle is enabled as a redundant backup to maintain the basic function of floating water navigation.

8. A multiple propeller hydroplaning control system for an amphibious vehicle, comprising: The method comprises the following steps: The front driving motor module is configured to provide driving force for the front part of the vehicle, specifically any one of the front centralized driving motor and the left and right distributed driving motor; The rear driving motor module is configured to provide driving force for the rear part of the vehicle, specifically the left and right distributed driving motor; The sensor module is configured to acquire driving data of the vehicle in real time; The navigation thruster module is configured to provide additional thrust for the vehicle when floating on water, including left and right navigation thrust propellers; A central domain controller is in communication connection with the front drive motor module, the rear drive motor module, the sensor module and the navigation thruster module, and is configured to determine the current floating water navigation scene of the vehicle based on the driving data of the vehicle and the driver operation information in the current driving state of the vehicle, and to perform corresponding control on the vehicle according to the current floating water navigation scene, specifically: in the straight control scene, the required navigation power is estimated according to the opening degree of the driver's accelerator pedal, and the driving combination of the navigation thruster and the drive motor is dynamically selected based on the principle of optimal efficiency; in the steering control scene, the differential rotation speed of the navigation steering is estimated in real time according to the steering wheel angle, and the steering control is realized by adjusting the rotation speed difference of the navigation thruster and the drive motor; in the static floating hovering scene, the state of the vehicle is continuously detected, and alarm information is provided to the driver when an abnormal state is detected.

9. An amphibious vehicle multiple propeller hydroplaning control system as claimed in claim 8, wherein, The central domain controller is further configured to actively adjust the differential speed of the left and right navigation thrusters based on the water depth radar data and the gyroscope data in the straight control scene to realize the body posture stability control.

10. An amphibious vehicle multiple propeller hydroplaning control system as claimed in claim 8, wherein, The central domain controller is further configured to fuse the water depth radar data and the gyroscope data to optimize the differential speed difference in the steering control scene, so as to enhance the steering precision and anti-interference ability.

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