Amphibious vehicle multi-propeller floating navigation control method and system

Abstract

The application provides an amphibious vehicle multi-propeller floating water navigation control method and system, and belongs to the technical field of vehicle control; the method comprises the following steps: judging the current floating water navigation scene of the vehicle according to vehicle driving data and driver operation information, and performing corresponding control according to the floating water navigation scene, namely: in the straight-line control scene, estimating the required navigation power according to the driver throttle pedal opening, and dynamically selecting the driving combination of the navigation propeller and the driving motor based on the efficiency optimization principle; in the steering control scene, estimating the differential rotating speed of navigation steering in real time according to the steering wheel rotating angle, and realizing steering control by adjusting the rotating speed difference of the navigation propeller and the driving motor; in the static floating hovering scene, continuously detecting the vehicle state, and providing alarm information to the driver when detecting abnormal state. The application can realize stable control of the vehicle in different floating water navigation scenes.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, and in particular relates to a multi-propeller floating navigation control method and system for amphibious vehicles. Background Technology

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

[0003] As automotive applications continue to expand, vehicles capable of amphibious transport are gaining increasing attention. However, existing amphibious vehicles, especially those modified from ordinary passenger cars, have significant shortcomings in their buoyancy and navigation performance, severely limiting their practical application value. Specifically, existing technologies suffer from the following two fundamental problems:

[0004] (1) Lack of adaptable and stable control capabilities and safety assurance. Existing technologies generally lack targeted control systems for the special working condition of floating in water. When a vehicle turns in water, the lack of an effective multi-power source coordinated control mechanism leads to insufficient steering power, poor vehicle posture control, and the risk of roll.

[0005] (2) Most existing technologies rely solely on the vehicle's land-based drive wheels as propulsion systems. Due to the extremely high slip rate of the wheels in water, the propulsion efficiency is severely insufficient, resulting in extremely low floating speeds and difficulty in coping with upstream currents. At the same time, the system lacks active safety control based on real-time attitude and environmental sensing, as well as power redundancy backup. Once a malfunction occurs, the vehicle will quickly lose control, and navigation safety cannot be guaranteed. Summary of the Invention

[0006] To overcome the shortcomings of the prior art, the present invention provides a multi-propeller floating navigation control method and system for amphibious vehicles, which can achieve stable control of the vehicle in different floating navigation scenarios.

[0007] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions:

[0008] The first aspect of the present invention provides a multi-propeller floating navigation control method for amphibious vehicles.

[0009] A method for controlling the floating navigation of an amphibious vehicle with multiple propellers, comprising:

[0010] The vehicle's driving data is acquired in real time, and the current water navigation scenario is determined by combining the driver's operation information with the current driving status of the vehicle; wherein, the water navigation scenario includes straight-line control, steering control and static hovering.

[0011] Based on the current floating navigation scenario, the vehicle is controlled accordingly, specifically:

[0012] In the straight-line control scenario, the required navigation power is estimated based on the driver's accelerator pedal opening, and the drive combination of the propulsion unit and drive motor is dynamically selected based on the principle of optimal efficiency. In the steering control scenario, the differential speed of navigation and steering is estimated in real time based on the steering wheel angle, and steering control is achieved by adjusting the speed difference between the propulsion unit and drive motor. In the static hovering scenario, the vehicle status is continuously monitored, and alarm information is provided to the driver when an abnormal status is detected.

[0013] Furthermore, the driving data includes: water depth radar data, gyroscope data, steering wheel angle data, gear data, and vehicle speed signal.

[0014] Furthermore, the determination of the floating navigation scenario includes: identifying the vehicle's navigation direction and steering state based on gear position data and steering wheel angle data, and verifying the accuracy of the scenario by combining water depth radar data and gyroscope data.

[0015] Furthermore, in the straight-line control scenario, attitude stabilization control is achieved by fusing water depth radar data and gyroscope data to adjust the differential speed of the left and right propulsion units in real time, in order to suppress roll and pitch caused by wave interference.

[0016] Furthermore, in the steering control scenario, the estimation of differential speed also includes fusing water depth radar data and gyroscope data to dynamically adjust the differential speed difference, thereby improving steering responsiveness and stability.

[0017] Furthermore, when an abnormal vehicle posture is detected or the data collected by the sensors exceeds a set threshold, an abnormal state is determined and an alarm message is provided to the driver; the alarm message includes voice reminders and text reminders.

[0018] Furthermore, upon receiving an alarm message, the vehicle's rear drive motor is activated as a redundant backup to maintain the basic function of floating navigation.

[0019] A second aspect of the present invention provides a multi-propeller floating navigation control system for amphibious vehicles.

[0020] A multi-propeller buoyancy navigation control system for an amphibious vehicle includes:

[0021] The front drive motor module is configured to provide driving force to the front of the vehicle, specifically either a front centralized drive motor or a left and right distributed drive motor.

[0022] The rear drive motor module is configured to provide driving force to the rear of the vehicle, specifically as a left and right distributed drive motor.

[0023] The sensor module is configured to acquire vehicle driving data in real time.

[0024] The navigation propulsion module is configured to provide additional thrust for the vehicle to float and navigate, including left and right navigation propellers;

[0025] The central domain controller communicates with the front drive motor module, rear drive motor module, sensor module, and propulsion module, and is configured to: determine the current floating navigation scenario of the vehicle based on the vehicle's driving data and driver operation information under the current driving state, and perform corresponding control on the vehicle according to the floating navigation scenario. Specifically: in the straight-line control scenario, the required navigation power is estimated based on the driver's accelerator pedal opening, and the drive combination of propulsion and drive motor is dynamically selected based on the principle of optimal efficiency; in the steering control scenario, the differential speed of navigation and steering is estimated in real time based on the steering wheel angle, and steering control is achieved by adjusting the speed difference between propulsion and drive motor; in the static hovering scenario, the vehicle status is continuously monitored, and alarm information is provided to the driver when an abnormal status is detected.

[0026] Furthermore, the central domain controller is also configured to: actively adjust the differential speed of the left and right propulsion units based on water depth radar data and gyroscope data in a straight-line control scenario, so as to achieve vehicle attitude stability control.

[0027] Furthermore, the central domain controller is also configured to: in steering control scenarios, integrate water depth radar data and gyroscope data to optimize differential speed difference, thereby enhancing steering accuracy and anti-interference capability.

[0028] The above one or more technical solutions have the following beneficial effects:

[0029] (1) This invention determines the current floating navigation scenario of the vehicle based on vehicle driving data and driver operation information, and performs corresponding control on the vehicle according to the floating navigation scenario. When turning, the motor torque and thrust of the propeller are controlled in combination to generate a precise differential torque, which can effectively overcome the problem of insufficient steering power; at the same time, the vehicle body posture 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 roll and ensuring the handling stability and ride comfort of the vehicle under various floating conditions.

[0030] (2) This invention provides efficient propulsion for floating navigation by using left and right propulsion propellers at the rear of the vehicle, eliminating the reliance on inefficient, high slip ratio wheel propulsion, thereby significantly improving propulsion efficiency, navigation speed, and endurance, enabling the vehicle to cope with adverse current conditions. In addition, when any propulsion unit fails, redundant backup power (such as the rear drive motor) can be immediately activated to take over the propulsion function, ensuring that the vehicle will not lose control instantly. This achieves a comprehensive safety upgrade from the power source to system control, greatly protecting the safety of the occupants and the vehicle.

[0031] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0032] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0033] Figure 1 This is a flowchart of a multi-propeller floating navigation control method for an amphibious vehicle according to Embodiment 1 of the present invention. Detailed Implementation

[0034] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, 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 invention pertains.

[0035] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0036] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0037] Example 1

[0038] This embodiment discloses a multi-propeller floating navigation control method for amphibious vehicles.

[0039] like Figure 1 As shown, a multi-propeller buoyancy control method for amphibious vehicles includes:

[0040] Step S1: Acquire vehicle driving data in real time and determine the current floating navigation scenario of the vehicle by combining the driver's operation information under the current driving state of the vehicle; wherein, the floating navigation scenario includes straight-line control, steering control and static hovering.

[0041] Step S2: Based on the current floating navigation scenario, control the vehicle accordingly. Specifically:

[0042] In the straight-line control scenario, the required navigation power is estimated based on the driver's accelerator pedal opening, and the drive combination of the propulsion unit and drive motor is dynamically selected based on the principle of optimal efficiency. In the steering control scenario, the differential speed of navigation and steering is estimated in real time based on the steering wheel angle, and steering control is achieved by adjusting the speed difference between the propulsion unit and drive motor. In the static hovering scenario, the vehicle status is continuously monitored, and alarm information is provided to the driver when an abnormal status is detected.

[0043] Based on the above process, this invention can achieve stable vehicle control in various floating navigation scenarios. To facilitate understanding of the technical solution of this invention, the specific implementation methods of this invention will be further explained and described below.

[0044] In step S1, the vehicle's driving data is acquired in real time, and the current water-floating navigation scenario is determined by combining the driver's operation information under the vehicle's current driving state. The water-floating navigation scenario includes straight-line control, steering control, and static hovering.

[0045] The central domain controller acquires vehicle driving data and driver operation information. Specifically, it periodically reads signals from various sensors via the vehicle's CAN bus, including: water depth radar data measured by the left and right wading radars located on the left and right sides of the vehicle; roll angle, pitch angle, and angular velocity data measured by the gyroscopes in the inertial measurement unit (IMU); steering wheel angle data provided by the electronic power steering system (EPS); gear position data (such as D, R, N) provided by the vehicle control unit (VCU) or transmission control unit (TCU); and vehicle speed signals calculated based on GPS or wheel speed sensors. Simultaneously, the central domain controller acquires driver operation information, including accelerator pedal opening signals, via hardwired connections or the CAN bus.

[0046] Based on the acquired driving data and driver operation information, it is determined which floating navigation scenario the vehicle is in: straight-line control, steering control, or static hovering. Specifically, the vehicle's navigation direction and steering status are identified based on gear position data and steering wheel angle data, and the accuracy of the scenario is verified by combining water depth radar data and gyroscope data.

[0047] In the specific implementation process, the central domain controller first determines the vehicle's intended navigation direction based on the gear position signal: if the gear is D, the intention is forward; if the gear is R, the intention is reverse. Simultaneously, it reads the steering wheel angle data. If the absolute value is less than a preset first threshold (e.g., 5 degrees), it determines that the driver has no steering intention and the vehicle is in a straight-line state; if the absolute value is greater than or equal to the first threshold, it determines that the driver has a steering intention and the vehicle is in a turning state. Next, the controller integrates water depth radar data and gyroscope data for scenario verification and final decision-making: when both left and right water depth radar data are greater than a preset wading threshold (e.g., 0.5 meters), and the roll and pitch angles measured by the gyroscope are both less than safety thresholds, it confirms that the vehicle is in a floating navigation state. Based on this:

[0048] 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 to be a straight-line control scenario (forward straight-line or reverse straight-line).

[0049] 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 to be a steering control scenario (forward steering or reverse steering).

[0050] 3) If the gear is in N or P and the accelerator pedal opening is 0; at the same time, the absolute value of the steering wheel angle is less than the first threshold, then it is determined to be a static hovering scenario.

[0051] In step S2, the vehicle is controlled accordingly based on the current floating navigation scenario.

[0052] Straight-line control in floating navigation scenarios includes forward straight-line control and reverse straight-line control. In the straight-line control scenario, the required navigation power is estimated based on the driver's throttle pedal opening, and the drive combination of the propulsion unit and drive motor is dynamically selected based on the principle of optimal efficiency. Specifically, the central domain controller, based on the current throttle pedal opening, queries a pre-calibrated pedal opening-demand power MAP to obtain the total propulsion power required for the vehicle to float and move straight. Subsequently, based on the principle of optimal efficiency, the controller dynamically selects the drive combination with the highest overall efficiency under the current total power from the pre-stored system efficiency MAP. The drive combination includes, but is not limited to:

[0053] Combination 1 (low power): Thrust is provided only by the left and right propulsion propellers, and the rear distributed drive motor is not working or is idling;

[0054] Combination 2 (medium-high power): The thrust is provided by the left and right propulsion propellers and the rear left and right distributed drive motors, and the torque is distributed according to the optimal efficiency ratio of each power source;

[0055] Combination 3 (High Power / Emergency): The front drive motor (centralized or distributed), the rear distributed drive motor, and the propulsion propeller all participate in the drive to provide maximum thrust.

[0056] Furthermore, in the straight-ahead control scenario, attitude stabilization control is achieved by fusing water depth radar data and gyroscope data to adjust the differential speed of the left and right propellers in real time, thereby suppressing roll and pitch caused by wave interference. During straight-ahead movement, the central domain controller continuously receives real-time roll angle and roll rate output from the gyroscope, as well as real-time data from the left and right water depth radars.

[0057] 1) Roll (sliding) suppression: If the controller detects a roll tendency of the vehicle body (e.g., the water depth on the left is greater than the water depth on the right, or the vehicle body rolls to the left), it will increase the speed of the right propeller and at the same time decrease the speed of the left propeller to generate a rightward corrective torque to resist the tendency of the left side to sink and keep the vehicle body horizontal.

[0058] 2) Pitch suppression: If the controller detects pitch of the vehicle body (e.g., by judging by pitch angle and angular velocity), it will simultaneously fine-tune the rotation speed of the left and right propellers (increasing or decreasing them at the same time) to change the position of the thrust center or the magnitude of the thrust, so as to suppress the rise or fall of the front of the vehicle.

[0059] Steering control in floating navigation scenarios includes forward steering control and reverse steering control. In the steering control scenario, the differential speed for navigation steering is estimated in real time based on the steering wheel angle, and steering control is achieved by adjusting the speed difference between the propeller and the drive motor. Specifically, the central domain controller calculates the basic differential speed of the entire vehicle required to achieve the target steering curvature based on the real-time steering wheel angle and its rate of change, using a pre-calibrated steering model. To achieve this differential speed, the controller jointly controls the drive motor and the propeller; the final differential effect is the result of the combined action of the differential torque of the drive motor and the differential thrust of the propeller.

[0060] 1) Differential drive motor: After the command is given, the left and right distributed drive motors output torques in the same direction but different in magnitude, or output torques in opposite directions (one side drives, the other side brakes), forming a differential torque;

[0061] 2) Differential propulsion: commands the left and right propulsion propellers to generate different amounts of thrust.

[0062] Furthermore, in steering control scenarios, the estimation of differential speed also includes fusing water depth radar data and gyroscope data to dynamically adjust the differential speed difference, improving steering responsiveness and stability. Specifically, after calculating the basic differential speed, the controller further integrates real-time environmental and attitude information for dynamic correction:

[0063] 1) Water Depth Compensation: By reading water depth radar data from the left and right sides, if the difference in water depth between the two sides exceeds a set value, it means that the resistance on both sides of the vehicle is different. The controller will appropriately increase the differential torque distribution on the side with shallower water and greater resistance to compensate for the resistance effect and ensure steering responsiveness;

[0064] 2) Attitude stability compensation: Real-time monitoring of the roll rate output by the gyroscope. If an excessively high roll rate is detected during steering, indicating a risk of body roll, the controller will dynamically reduce the calculated differential speed value to decrease the steering speed and prioritize vehicle stability.

[0065] Static hovering control indicates that the driver is not operating the accelerator, gear shift, or steering wheel while in the water. In this scenario, the HCU monitors the vehicle's status in real-time based on sensor information and provides voice and text prompts to the driver when necessary. In static hovering scenarios, the vehicle's status is continuously monitored. Specifically, in static hovering scenarios, the Central Domain Controller (HCU) continuously monitors the following status parameters: vehicle roll and pitch angles measured by gyroscopes, real-time water depth measured by left and right depth radars, and the vehicle's drift speed relative to the water flow (calculated via GPS signals). The controller compares this real-time data with preset safety threshold ranges to assess the vehicle's static floating stability.

[0066] When an abnormal vehicle posture is detected and the data collected by the sensors exceeds a preset threshold, a state anomaly is determined, and an alarm message is provided to the driver; the alarm message includes voice and text reminders. In specific implementation, a state anomaly is determined when any of the following conditions are met simultaneously:

[0067] Condition 1: The absolute value of the vehicle roll angle or pitch angle continuously exceeds the first safety angle threshold (e.g., 10 degrees) and the duration exceeds the first time threshold (e.g., 3 seconds).

[0068] Condition 2: A sharp drop in water depth radar data on one side (e.g., a drop of more than 0.3 meters in 1 second), or a difference in water depth between the two sides exceeding a dangerous threshold (e.g., 0.8 meters).

[0069] Once an abnormality is confirmed, the central domain controller immediately triggers a voice broadcast through the in-vehicle multimedia system (such as "Warning: Vehicle posture is unstable, please operate with caution"); at the same time, corresponding warning text and icons are displayed on the instrument panel or central control screen.

[0070] Upon receiving an alarm, the vehicle's rear drive motors are activated as a redundant backup to maintain basic floating navigation functions. Specifically, if the controller detects a malfunction in the propulsion system (such as communication loss, motor overheating, or abnormal speed) or a continuous deterioration in the vehicle's attitude upon triggering the alarm, a redundant control strategy is automatically initiated. The core of this strategy is to activate 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 malfunctioning propulsion system; 2) The controller instructs the rear left and right distributed drive motors to output corresponding torque according to the current navigation scenario (straight or turning) requirements, partially or completely taking over the vehicle's propulsion and steering functions. For example, in a straight-ahead scenario, the rear left and right motors output equal positive or negative torque to provide thrust; in a turning scenario, the rear left and right motors output differential torque to assist the vehicle's steering, enabling the vehicle to safely reach the shore in a "limp-home" mode.

[0071] Based on the above methods, this invention refines the control strategy according to the navigation scenario, which not only enables the vehicle to navigate smoothly in water and effectively suppresses roll and pitch caused by wave interference, but also ensures the safety and comfort of straight-line navigation; at the same time, it can also take into account the energy utilization rate during navigation, improving the vehicle's navigation range. In addition, the propulsion unit and drive motor can provide redundant backup for navigation power, improving navigation safety.

[0072] Example 2

[0073] This embodiment discloses a multi-propeller floating navigation control system for amphibious vehicles.

[0074] A multi-propeller buoyancy navigation control system for an amphibious vehicle includes:

[0075] The front drive motor module is configured to provide driving force to the front of the vehicle, specifically either a front centralized drive motor or a left and right distributed drive motor.

[0076] The rear drive motor module is configured to provide driving force to the rear of the vehicle, specifically as a left and right distributed drive motor.

[0077] The sensor module is configured to acquire vehicle driving data in real time.

[0078] The navigation propulsion module is configured to provide additional thrust for the vehicle to float and navigate, including left and right navigation propellers;

[0079] The central domain controller communicates with the front drive motor module, rear drive motor module, sensor module, and propulsion module, and is configured to: determine the current floating navigation scenario of the vehicle based on the vehicle's driving data and driver operation information under the current driving state, and perform corresponding control on the vehicle according to the floating navigation scenario. Specifically: in the straight-line control scenario, the required navigation power is estimated based on the driver's accelerator pedal opening, and the drive combination of propulsion and drive motor is dynamically selected based on the principle of optimal efficiency; in the steering control scenario, the differential speed of navigation and steering is estimated in real time based on the steering wheel angle, and steering control is achieved by adjusting the speed difference between propulsion and drive motor; in the static hovering scenario, the vehicle status is continuously monitored, and alarm information is provided to the driver when an abnormal status is detected.

[0080] Furthermore, the central domain controller is also configured to: actively adjust the differential speed of the left and right propulsion units based on water depth radar data and gyroscope data in a straight-line control scenario, so as to achieve vehicle attitude stability control.

[0081] Furthermore, the central domain controller is also configured to: in steering control scenarios, integrate water depth radar data and gyroscope data to optimize differential speed difference, thereby enhancing steering accuracy and anti-interference capability.

[0082] When the current drive motor module uses a front centralized drive motor, the configuration of the buoyancy control system is as follows: it consists of a front centralized drive motor, a left rear distributed drive motor, a right rear distributed drive motor, a left propeller, and a right propeller, along with a central domain controller that coordinates and controls the system based on information from the left and right depth radars, gyroscopes, and steering wheel angle. Specifically, in this configuration, the front axle is driven by a single front centralized drive motor via a mechanical differential, which drives the left and right front wheels. When buoyant, the front wheels typically idle or provide limited auxiliary thrust. The main propulsion and fine control for buoyancy are shared by the dual distributed drive motors (left and right rear) on the rear axle and the dual propellers (left and right) at the rear. The central domain controller, as the control core, coordinates and controls the system as follows:

[0083] 1) Power Distribution: Based on the total power demand in straight-line scenarios, the controller can choose to operate solely with the dual thrusters, or with a combination of dual thrusters and dual rear motors. The front centralized motor typically does not participate in drive in floating mode to save energy.

[0084] 2) Steering control: By independently controlling the torque direction and magnitude of the left and right rear motors to form a basic differential torque, and in conjunction with the differential thrust of the left and right propellers, flexible steering control is achieved;

[0085] 3) Attitude stability: The torque vector control capability of the left and right rear motors and the differential thrust of the left and right propellers are used to suppress the roll and pitch of the vehicle body.

[0086] When the current drive motor module uses left and right distributed drive motors, the configuration of the floating navigation control system is as follows: it consists of a left front distributed drive motor, a right front distributed drive motor, a left rear distributed drive motor, a right rear distributed drive motor, a left navigation propeller, and a right navigation propeller, along with a central domain controller that coordinates and controls the system based on information from the left and right depth radars, gyroscopes, and steering wheel angle. Specifically, in this fully distributed four-motor configuration, each wheel of the vehicle is driven by an independent drive motor. This provides extreme control freedom for floating navigation. The coordination and control logic of the central domain controller is as follows:

[0087] 1) Power Distribution: The controller offers a wider range of drive combinations. For example, during efficient straight-line driving, only the dual thrusters can be activated; when greater thrust is required, "dual thrusters + rear dual motors" can be activated; in extreme cases, all four distributed motors (front and rear) and the dual thrusters can be commanded to operate to provide maximum thrust.

[0088] 2) Integrated Steering and Attitude Control: During steering, the controller can coordinate the four motors (left front, right front, left rear, and right rear) to generate precise torque vectors, deeply integrating with the differential thrust of the dual propellers to achieve faster and more stable steering. For attitude stabilization, the independent torque control of the four distributed motors can generate stronger corrective torque, working in conjunction with the differential control of the propellers to jointly cope with wave interference and maintain vehicle stability.

[0089] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0090] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A multi-propeller buoyancy control method for amphibious vehicles, characterized in that, include: The vehicle's driving data is acquired in real time, and the current water navigation scenario is determined by combining the driver's operation information with the current driving status of the vehicle; wherein, the water navigation scenario includes straight-line control, steering control and static hovering. Based on the current floating navigation scenario, the vehicle is controlled accordingly, specifically: In the straight-line control scenario, the required navigation power is estimated based on the driver's accelerator pedal opening, and the drive combination of the propulsion unit and drive motor is dynamically selected based on the principle of optimal efficiency. In the steering control scenario, the differential speed of navigation and steering is estimated in real time based on the steering wheel angle, and steering control is achieved by adjusting the speed difference between the propulsion unit and drive motor. In the static hovering scenario, the vehicle status is continuously monitored, and alarm information is provided to the driver when an abnormal status is detected. The driving data includes: water depth radar data and gyroscope data; In the straight-line control scenario, attitude stabilization control is achieved by fusing water depth radar data and gyroscope data and adjusting the differential speed of the left and right propulsion units in real time to suppress roll and pitch caused by wave interference. In the steering control scenario, the estimation of differential speed also includes fusing water depth radar data and gyroscope data to dynamically adjust the differential speed difference, thereby improving steering responsiveness and stability.

2. The multi-propeller floating navigation control method for an amphibious vehicle as described in claim 1, characterized in that, The driving data also includes: steering wheel angle data, gear data, and vehicle speed signal.

3. A multi-propeller floating navigation control method for an amphibious vehicle as described in any one of claims 1-2, characterized in that, The determination of the floating navigation scenario includes: identifying the vehicle's navigation direction and steering state based on gear position data and steering wheel angle data, and verifying the accuracy of the scenario by combining water depth radar data and gyroscope data.

4. The multi-propeller floating navigation control method for an amphibious vehicle as described in claim 1, characterized in that, When an abnormal vehicle posture is detected or the data collected by the sensors exceeds the set threshold, an abnormal state is determined and an alarm message is provided to the driver; the alarm message includes voice reminders and text reminders.

5. The multi-propeller floating navigation control method for an amphibious vehicle as described in claim 4, characterized in that, When an alarm is triggered, the vehicle's rear drive motor is activated as a redundant backup to maintain the basic function of floating and navigating.

6. A multi-propeller floating navigation control system for an amphibious vehicle employing the method described in claim 1, characterized in that, include: The front drive motor module is configured to provide driving force to the front of the vehicle, specifically either a front centralized drive motor or a left and right distributed drive motor. The rear drive motor module is configured to provide driving force to the rear of the vehicle, specifically as a left and right distributed drive motor. The sensor module is configured to acquire vehicle driving data in real time. The navigation propulsion module is configured to provide additional thrust for the vehicle to float and navigate, including left and right navigation propellers; The central domain controller communicates with the front drive motor module, rear drive motor module, sensor module, and propulsion module, and is configured to: determine the current floating navigation scenario of the vehicle based on the vehicle's driving data and driver operation information under the current driving state, and perform corresponding control on the vehicle according to the floating navigation scenario. Specifically: in the straight-line control scenario, the required navigation power is estimated based on the driver's accelerator pedal opening, and the drive combination of propulsion and drive motor is dynamically selected based on the principle of optimal efficiency; in the steering control scenario, the differential speed of navigation and steering is estimated in real time based on the steering wheel angle, and steering control is achieved by adjusting the speed difference between propulsion and drive motor; in the static hovering scenario, the vehicle status is continuously monitored, and alarm information is provided to the driver when an abnormal status is detected.

7. A multi-propeller floating navigation control system for an amphibious vehicle as described in claim 6, characterized in that, The central domain controller is also configured to: actively adjust the differential speed of the left and right propulsion units based on water depth radar data and gyroscope data in a straight-line control scenario, so as to achieve stable vehicle attitude control.

8. A multi-propeller floating navigation control system for an amphibious vehicle as described in claim 6, characterized in that, The central domain controller is also configured to: in steering control scenarios, integrate water depth radar data and gyroscope data to optimize differential speed difference, thereby enhancing steering accuracy and anti-interference capability.

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