Driving cooperative control method and system for wading vehicle

Abstract

The invention provides a driving cooperative control method and system for wading vehicles, and belongs to the technical field of underwater vehicle motion control. Comprising the steps of dynamically judging a leading propulsion mode which should be started currently through a preset mode arbitration strategy based on real-time working condition information when a vehicle sails on water, and generating a corresponding torque competition coordination instruction; and according to the torque competition coordination instruction, at least two water jet propulsion motors and at least four wheel end motors of the vehicle are controlled to cooperatively work, so that the vehicle is driven to run in water. Cooperative control is carried out on different driving motors of the vehicle on the basis of the mode arbitration strategy, so that the driving force can be ensured when the vehicle sails on the water, and meanwhile, the control stability is effectively maintained.

Description

Technical Field

[0001] This invention belongs to the field of underwater vehicle motion control technology, and particularly relates to a method and system for coordinated driving control of vehicles wading through water. 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] With changes in living environments and the diversification of people's demands for vehicle performance, developing water-based vehicle capabilities has become essential. However, due to buoyancy, the weight distribution of a vehicle in water differs drastically from that on land, making it highly susceptible to instability and prone to tipping over. Furthermore, the unpredictable changes in water flow and the constant impact of waves make maintaining stable movement in water extremely difficult.

[0004] Currently, vehicles capable of driving in water operate on a floating mode, relying on four wheel-end motors and four wheel drives. A central controller adjusts the speed of each wheel in real time. The required torque for the entire vehicle is calculated based on vehicle speed and throttle position, and then distributed to the wheel-end drive motors. This causes the tires to generate thrust through the water-slapping effect, enabling floating. However, relying solely on wheel rotation for water movement results in insufficient tire traction, limited driving force, and poor vehicle handling. Summary of the Invention

[0005] To overcome the shortcomings of the prior art, the present invention provides a driving cooperative control method and system for water-borne vehicles. By coordinating the control of different drive motors of the vehicle based on a mode arbitration strategy, the vehicle can effectively maintain the stability of handling while ensuring driving force when navigating on water.

[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: The first aspect of this invention provides a method for coordinated driving control of vehicles wading through water.

[0007] A method for cooperative driving control of vehicles wading through water, comprising: When the vehicle enters water navigation mode, real-time operating information of the vehicle is acquired, including real-time vehicle speed, water depth information and tire slip ratio. Based on the real-time operating information, the dominant propulsion mode to be activated is dynamically determined through a preset mode arbitration strategy; the dominant propulsion mode includes a first mode dominated by wheel-end motor drive and a second mode dominated by water jet propulsion motor drive. Based on the determined dominant propulsion mode, a corresponding torque competition coordination command is generated; the torque competition coordination command is used to adjust the torque output of another non-dominant propulsion system while the propulsion system in the dominant propulsion mode provides the main driving force, so as to avoid propulsion conflict and optimize energy consumption. According to the torque competition coordination command, at least two water jet propulsion motors and at least four wheel-end motors of the vehicle are controlled to work in coordination to drive the vehicle to travel in water.

[0008] Furthermore, based on the aforementioned real-time operating condition information, the dominant propulsion mode is dynamically determined, including: When the real-time vehicle speed is lower than the first set threshold and the water depth information indicates that the vehicle is in a semi-floating and semi-slipping state, the arbitration activates the first mode. When the real-time vehicle speed is higher than the second set threshold and the water depth information indicates that the vehicle is in a completely floating state, the arbitration activates the second mode.

[0009] Furthermore, in the first mode, the wheel-end motor is controlled by a torque competition coordination command to provide the main torque for forward and backward movement, while the water jet propulsion motor is controlled to provide an auxiliary torque less than a preset ratio.

[0010] Furthermore, in the second mode, the water jet propulsion motor is controlled to provide the main propulsion force through torque competition coordination command, while the total output torque of the wheel-end motor is controlled not to exceed the dynamic limit negatively correlated with the real-time vehicle speed. The torque distribution of the wheel-end motor is preferentially used to provide differential steering torque, while the direct propulsion force is used as the secondary torque distribution.

[0011] Furthermore, the mode arbitration strategy also includes: when the slip rate of any drive wheel exceeds the safety threshold, the real-time vehicle speed and water depth information are no longer used as the arbitration basis, the second mode is immediately activated, and the torque of the wheel-end motor on the slipping side is reduced.

[0012] Furthermore, a driving cooperative control method for water-wading vehicles also includes a transition mode processing step, specifically: when the real-time operating information is in the critical region of mode switching, the water jet propulsion motor and the wheel-end motor are controlled to exchange torque according to a smooth transition curve to ensure the continuity of vehicle driving force.

[0013] Furthermore, during the vehicle's driving cooperative control process, the working status of the main propulsion system is monitored in real time; when the main propulsion system is detected to have an output failure or severe performance degradation, the system switches from the current mode arbitration result to another propulsion system as the emergency main propulsion system and outputs the corresponding maximum safe torque.

[0014] A second aspect of the present invention provides a driving cooperative control system for water-crossing vehicles.

[0015] A driving cooperative control system for water-crossing vehicles includes: The working condition information acquisition module is configured to acquire real-time working condition information of the vehicle when the vehicle enters the water navigation mode. The real-time working condition information includes real-time vehicle speed, water depth information and tire slip ratio. The mode arbitrator, connected to the working condition information acquisition module, is configured to: based on the real-time working condition information, dynamically determine the dominant propulsion mode to be activated and output a dominant propulsion mode determination signal through a preset mode arbitration strategy; wherein, the dominant propulsion mode includes a first mode dominated by wheel-end motor drive and a second mode dominated by water jet propulsion motor drive. A torque coordination controller, connected to the mode arbitrator, is configured to generate specific torque competition coordination commands based on the dominant propulsion mode determination signal. The water jet propulsion actuator is configured to include at least two water jet propulsion motors and their drivers. The wheel-end propulsion actuator is configured to include at least four independently controllable wheel-end motors and their drivers. The water jet propulsion unit and the wheel-end propulsion unit are both controlled by the torque coordination controller to execute the torque competition coordination command.

[0016] Furthermore, the mode arbitrator stores an arbitration mapping table with vehicle speed and water depth information as two-dimensional inputs and the dominant propulsion mode as the output. The arbitration mapping table defines the effective region and critical region of the first mode and the second mode.

[0017] Furthermore, the torque coordination controller integrates a torque distribution template corresponding to each dominant propulsion mode. The torque distribution template specifies the basic torque distribution relationship and limit constraints between the water jet propulsion motor and each wheel-end motor in the corresponding mode.

[0018] The above one or more technical solutions have the following beneficial effects: This invention acquires real-time operating condition information such as vehicle speed, water depth, and tire slip ratio, and dynamically selects the drive mode dominated by the wheel-end motor or the water jet propulsion motor according to a preset mode arbitration strategy. It then generates corresponding torque competition and coordination commands to collaboratively control the two propulsion systems. This effectively integrates the powerful thrust of the water jet propulsion system with the flexible torque distribution advantages of the wheel-end motor, intelligently adapting to the vehicle's power needs in different navigation stages in water (such as semi-floating / slipping and fully afloat) and under sudden situations (such as tire slippage). This not only significantly improves the vehicle's overall driving force and maximum speed in water, but also improves handling stability by avoiding force conflicts between propulsion systems and optimizing energy distribution. It fundamentally overcomes the problems of insufficient driving force and poor handling caused by existing technologies that rely solely on wheel-end water jet propulsion.

[0019] 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

[0020] 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.

[0021] Figure 1 This is a flowchart of a driving cooperative control method for water-crossing vehicles according to Embodiment 1 of the present invention.

[0022] Figure 2 This is a diagram showing the distribution of the main structural components of the vehicle during water navigation in Embodiment 2 of the present invention. Detailed Implementation

[0023] 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.

[0024] 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.

[0025] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0026] Example 1 This embodiment discloses a driving cooperative control method for vehicles wading through water.

[0027] like Figure 1 As shown, a driving cooperative control method for water-crossing vehicles includes: Step S1: When the vehicle enters the water navigation mode, obtain the vehicle's real-time operating condition information, which includes real-time vehicle speed, water depth information, and tire slip ratio. Step S2: Based on the real-time operating information, dynamically determine the dominant propulsion mode to be activated through a preset mode arbitration strategy; the dominant propulsion mode includes a first mode dominated by wheel-end motor drive and a second mode dominated by water jet propulsion motor drive. Step S3: Generate a corresponding torque competition coordination command based on the determined dominant propulsion mode; the torque competition coordination command is used to adjust the torque output of another non-dominant propulsion system while the propulsion system in the dominant propulsion mode provides the main driving force, so as to avoid propulsion force conflict and optimize energy consumption. Step S4: According to the torque competition coordination command, control at least two water jet propulsion motors and at least four wheel-end motors of the vehicle to work together to drive the vehicle to travel in water.

[0028] Based on the above process, this invention achieves coordinated control of different drive motors of a vehicle using a mode arbitration strategy, enabling the vehicle to maintain stable handling while ensuring driving force during water navigation. To facilitate understanding of the technical solution of this invention, the specific implementation methods are further explained and described below.

[0029] In step S1, when the vehicle enters the water navigation mode, the real-time operating status information of the vehicle is obtained.

[0030] Upon receiving a non-Convenmode signal from the HCU, the navigation system controller enters navigation mode. When the vehicle enters water navigation mode, it acquires real-time operating information, including real-time vehicle speed, water depth, and tire slip ratio. In practice, real-time vehicle speed can be obtained from wheel speed sensors or motor speed signals via the onboard CAN bus; water depth information can be measured and averaged using ultrasonic water level sensors installed around the vehicle body to determine the gap between the vehicle bottom and the underwater surface; and tire slip ratio can be calculated by the wheel-end motor controller based on the motor speed and the currently estimated vehicle speed, and then sent to the navigation system controller via the CAN bus.

[0031] In step S2, based on real-time operating condition information, the dominant propulsion mode to be activated is dynamically determined through a preset mode arbitration strategy; wherein, the dominant propulsion mode includes a first mode dominated by wheel-end motor drive and a second mode dominated by water jet propulsion motor drive.

[0032] When the water depth information indicates that the vehicle is in a semi-floating, semi-slippery state, the arbitration activates the first mode; in this first mode, the wheel-end motor drive is the primary driver. As an optional implementation method, the criteria for determining the semi-floating, semi-slippery state are: the value measured by the water depth sensor is greater than the vehicle chassis's ground clearance but less than the vehicle's theoretical full floating depth, which can be estimated based on the vehicle's weight and drainage volume, and the torque fluctuations fed back by the wheel-end motors contain periodic ground impact signals.

[0033] In the first mode, the wheel-end motors provide the primary torque for forward and reverse movement via torque competition coordination commands, while the water jet propulsion motors provide an auxiliary torque less than a preset proportion. As an optional implementation, this auxiliary torque is set to 10%-20% of the current total required torque. The navigation system controller calculates the vehicle's required torque based on the throttle pedal opening, distributing 80%-90% of it to the four wheel-end motors via the torque coordination controller. This distribution can be either even or differential based on steering requirements; the remaining 10%-20% is evenly distributed to the two symmetrically positioned water jet propulsion motors, ensuring that the wheel-end motors are the primary drive mechanism.

[0034] When the water depth information indicates that the vehicle is fully afloat, the arbitration activates the second mode; in this second mode, the water jet propulsion motor is the primary drive. As an optional implementation method, the criteria for determining full afloatness are: the water depth sensor reading continuously exceeds the theoretical full afloat depth, the torque feedback from the wheel-end motors is stable without ground impact signals, and the vehicle attitude sensor shows that the vehicle's pitch and roll angles are relatively stable.

[0035] In the second mode, the waterjet propulsion motor provides the primary propulsion force through torque competition coordination commands, while simultaneously controlling the total output torque of the wheel-end motors to not exceed a dynamic limit negatively correlated with the real-time vehicle speed. Furthermore, the torque allocation from the wheel-end motors prioritizes providing differential steering torque, with direct propulsion serving as a secondary torque allocation. As an optional implementation, the dynamic limit is set as follows: ; in, Indicates the upper limit of total wheel end torque. Indicates the base value. Indicates vehicle speed. This indicates the maximum design water velocity. For example, when the vehicle speed is 10 km / h, the total wheel-end torque does not exceed 30% of the maximum capacity. Furthermore, "prioritized for providing differential steering torque" means that when a steering wheel angle or yaw rate request exists, the permissible wheel-end torque is preferentially distributed to the left and right wheel-end motors to generate a difference to assist steering; if there is no steering request, the remaining torque is evenly distributed as auxiliary propulsion. The water jet propulsion motor then undertakes the vast majority (e.g., over 70%) of the vehicle's propulsion needs.

[0036] Furthermore, the mode arbitration strategy preset in this invention also includes: when the slip ratio of any drive wheel exceeds a safety threshold (e.g., 40%), real-time vehicle speed and water depth information are no longer used as arbitration criteria; the second mode is immediately activated, and the torque of the wheel-end motor on the slipping side is reduced. As an optional implementation, the slip ratio is calculated and reported in real time by the corresponding wheel-end motor controller. Once this condition is triggered, the navigation system controller immediately forces a switch from the dominant mode to the second mode and reduces the torque command of the wheel-end motor on the slipping side to zero or a very small maintenance value (e.g., 5% of rated torque), while compensating for power through the opposite wheel-end motor and water jet propulsion motor to maintain vehicle stability.

[0037] In step S3, a corresponding torque competition coordination command is generated based on the determined dominant propulsion mode. The torque competition coordination command is used to adjust the torque output of another non-dominant propulsion system while the propulsion system in the dominant propulsion mode provides the main driving force, so as to avoid propulsion conflict and optimize energy consumption.

[0038] The torque competition coordination command consists of two parts: a "main torque command" for the dominant propulsion system and "auxiliary and limiting commands" for the non-dominant propulsion system. For example, in the first mode, the main torque command points to the total torque value of the wheel-end motors, while the auxiliary command limits the upper limit ratio of the torque of the water jet propulsion motors; the opposite is true in the second mode. The command generation logic ensures that at any given time, the torque output direction of the two propulsion systems is consistent, i.e., both are rotating forward or in reverse; and the output of the non-dominant system is clearly constrained, thereby avoiding power loss caused by mismatch in output rhythm or magnitude.

[0039] As an optional implementation method, the generation and execution process of torque competition coordination commands is as follows: First, the vehicle controller calculates the required torque of the vehicle based on the accelerator pedal opening signal.

[0040] Secondly, based on the dominant propulsion mode determined in step S2, a preset torque distribution strategy is invoked. This strategy clearly defines the basic distribution ratio of the vehicle's required torque between the water jet propulsion system and the wheel-end propulsion system in the current mode, as well as the output constraint rules for the non-dominant propulsion system.

[0041] Taking the first mode (wheel-end dominant) as an example: the preset torque distribution strategy stipulates that 85% of the vehicle's required torque is distributed to the four wheel-end motors (this is the core of the "main torque command"); at the same time, it stipulates that the torque shared by the two water jet propulsion motors shall not exceed 15% of the vehicle's required torque (this is the "auxiliary / limitation command" for the non-dominant system). The specific torque value of the water jet propulsion motor can be allocated within this upper limit according to auxiliary needs (such as additional acceleration requests).

[0042] Taking the second mode (water jet propulsion dominant) as an example: the preset torque distribution strategy stipulates that 75% of the vehicle's required torque is allocated to the two water jet propulsion motors (main torque command); at the same time, it stipulates that the sum of the total output torque of the four wheel-end motors must not exceed a dynamically calculated upper limit value, which is obtained by looking up a table based on the real-time vehicle speed, and follows the rule that the higher the vehicle speed, the lower the upper limit (this is an "auxiliary, limiting command" for non-dominant systems). The total torque quota of the wheel-end system will be used first to meet the steering differential demand, and any remaining torque will be evenly distributed as auxiliary propulsion.

[0043] Finally, regardless of the mode, when generating the final torque command value for each motor, the controller will verify whether the torque direction (forward or reverse) of all motors is consistent with the requirements of the current gear (forward or backward) to ensure that all propulsion forces are in the same direction, thereby avoiding power loss.

[0044] The torque competition coordination command is essentially a set of control signals that contain specific numerical targets and directional constraints and are sent to each motor control unit.

[0045] In step S4, according to the torque competition coordination command, at least two water jet propulsion motors and at least four wheel-end motors of the vehicle are controlled to work together to drive the vehicle to travel in the water.

[0046] Based on torque competition coordination commands, at least two waterjet propulsion motors and at least four wheel-end motors are controlled to work in coordination to propel the vehicle through water. The navigation system controller (or torque coordination controller) sends calculated torque or speed commands via a CAN bus to the motor control units (MCU1, MCU2) of the waterjet propulsion motors and the corresponding motor controllers (such as HCUs or directly to the MCUs of each wheel) of the wheel-end motors. Upon receiving the commands, each execution unit drives the corresponding motor. The waterjet propulsion motors generate reaction thrust by spraying water backward, while the wheel-end motors generate thrust by rotating their tires and slapping water. Both work together under a unified torque coordination command to drive the vehicle.

[0047] A driving cooperative control method for wading vehicles further includes a transition mode processing step: when real-time operating conditions are in the critical region of mode switching, the water jet propulsion motor and wheel-end motor are controlled to smoothly transfer torque according to a transition curve to ensure the continuity of vehicle driving force. The "critical region" refers to an area where the water depth fluctuates slightly near the mode switching threshold, for example, between 700mm and 1050mm. In this case, mode switching is not performed immediately; instead, a transition timer is started. If the operating conditions remain stable in this region for more than 3 seconds, the transition is initiated. During the transition, the torque command of the original dominant propulsion system decreases according to a first preset ramp curve (e.g., linearly), while the torque command of the new dominant propulsion system increases according to a second preset ramp curve. The sum of the two remains basically consistent with the torque required by the driver, achieving a smooth transfer of power sources and avoiding sudden changes or jerks in vehicle speed.

[0048] During vehicle driving cooperative control, the operating status of the primary propulsion system is monitored in real time. When the primary propulsion system is detected to have output failure or severely degraded performance, the system switches from the current mode arbitration result to another propulsion system as the emergency primary propulsion system, outputting the corresponding maximum safe torque. "Operating status monitoring" includes checking the enable status, temperature, and fault codes fed back by the motor control unit, as well as comparing the deviation between the commanded torque and the actual output torque. If the deviation consistently exceeds a threshold (e.g., 30%) or a serious fault code is received, it is determined to be a failure or severe degradation. At this time, the navigation system controller immediately performs an emergency switch: if the original primary propulsion system was a wheel-end motor (first mode), it switches to a water jet propulsion motor as the primary propulsion system (second mode); and vice versa. After the switch, the maximum safe torque that the other propulsion system can provide (usually 80-90% of the rated torque) is immediately used as the output target to ensure the vehicle obtains basic propulsion force and attempts to move to a safe area, while simultaneously issuing an alarm to the driver.

[0049] Example 2 This embodiment discloses a driving cooperative control system for vehicles wading through water.

[0050] like Figure 2 As shown, a driving cooperative control system for water-crossing vehicles includes: The working condition information acquisition module is configured to acquire real-time working condition information of the vehicle when the vehicle enters the water navigation mode. The real-time working condition information includes real-time vehicle speed, water depth information and tire slip ratio. The mode arbitrator, connected to the working condition information acquisition module, is configured to: based on the real-time working condition information, dynamically determine the dominant propulsion mode to be activated and output a dominant propulsion mode determination signal through a preset mode arbitration strategy; wherein, the dominant propulsion mode includes a first mode dominated by wheel-end motor drive and a second mode dominated by water jet propulsion motor drive. A torque coordination controller, connected to the mode arbitrator, is configured to generate specific torque competition coordination commands based on the dominant propulsion mode determination signal. The water jet propulsion actuator is configured to include at least two water jet propulsion motors and their drivers. The wheel-end propulsion actuator is configured to include at least four independently controllable wheel-end motors and their drivers. The water jet propulsion unit and the wheel-end propulsion unit are both controlled by the torque coordination controller to execute the torque competition coordination command.

[0051] Furthermore, the mode arbitrator stores an arbitration mapping table with vehicle speed and water depth information as two-dimensional inputs and the dominant propulsion mode as the output. The arbitration mapping table defines the effective region and critical region of the first mode and the second mode.

[0052] As an optional implementation, the arbitration mapping table is represented by a two-dimensional lookup table data structure. The table is pre-calibrated based on experimental data or simulation calculations: in the water depth range of 150mm-700mm, the output value is "First Mode"; in the water depth range greater than 1050mm, the output value is "Second Mode"; and in the intermediate region of water depth 700mm-1050mm, the output value is a "Transition Region" flag. The mode arbitrator looks up the corresponding mode determination result in the table based on the real-time input vehicle speed and water depth.

[0053] Furthermore, the torque coordination controller integrates a torque distribution template corresponding to each dominant propulsion mode. This template specifies the basic torque distribution relationship and limit constraints between the waterjet propulsion motor and each wheel-end motor under the corresponding mode. The torque distribution template is stored as software parameters, specifically: For the "First Mode" template, its content can be defined as: wheel-end motor allocation coefficient. Waterjet propulsion motor distribution coefficient ( Furthermore, the torque of the four wheel-end motors can be differentially adjusted based on steering requirements, while maintaining an average distribution.

[0054] For the "Second Mode" template, its content can be defined as: water jet propulsion motor allocation coefficient. Total distribution coefficient of wheel-end motor And the total distribution coefficient of the wheel-end motor It must meet the upper limit constraint that is negatively correlated with vehicle speed, such as Total distribution coefficient of wheel-end motors. Internally, it is further subdivided into a steering priority allocation part (responding to steering wheel angle) and a propulsion sharing part. The torque coordination controller calls the corresponding template based on the mode signal sent by the mode arbitrator, and then calculates the specific command value of each execution unit by combining it with the torque required by the whole vehicle.

[0055] 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 method for cooperative driving control of vehicles wading through water, characterized in that, include: When the vehicle enters water navigation mode, real-time operating information of the vehicle is acquired, including real-time vehicle speed, water depth information and tire slip ratio. Based on the real-time operating information, the dominant driving mode to be activated is dynamically determined through a preset mode arbitration strategy. The dominant propulsion modes include a first mode dominated by wheel-end motor drive and a second mode dominated by water jet propulsion motor drive. Based on the determined dominant propulsion mode, generate corresponding torque competition coordination commands; The torque competition coordination command is used to adjust the torque output of another non-dominant propulsion system while the propulsion system in the dominant propulsion mode provides the main driving force, so as to avoid propulsion conflict and optimize energy consumption. According to the torque competition coordination command, at least two water jet propulsion motors and at least four wheel-end motors of the vehicle are controlled to work in coordination to drive the vehicle to travel in water.

2. The method for cooperative driving control of vehicles wading through water as described in claim 1, characterized in that, Based on the aforementioned real-time operating condition information, the dominant propulsion mode is dynamically determined, including: When the real-time vehicle speed is lower than the first set threshold and the water depth information indicates that the vehicle is in a semi-floating and semi-slipping state, the arbitration activates the first mode. When the real-time vehicle speed is higher than the second set threshold and the water depth information indicates that the vehicle is in a completely floating state, the arbitration activates the second mode.

3. The method for cooperative driving control of vehicles wading through water as described in claim 2, characterized in that, In the first mode, the wheel-end motor is controlled by a torque competition coordination command to provide the main torque for forward and backward movement, while the water jet propulsion motor is controlled to provide an auxiliary torque that is less than a preset ratio.

4. The method for cooperative driving control of vehicles wading through water as described in claim 2, characterized in that, In the second mode, the water jet propulsion motor is controlled by torque competition coordination command to provide the main propulsion force, while the total output torque of the wheel-end motor is controlled not to exceed the dynamic limit negatively correlated with the real-time vehicle speed. The torque distribution of the wheel-end motor is preferentially used to provide differential steering torque, while the direct propulsion force is used as the secondary torque distribution.

5. The method for cooperative driving control of vehicles wading through water as described in claim 1, characterized in that, The mode arbitration strategy also includes: when the slip rate of any drive wheel exceeds the safety threshold, the real-time vehicle speed and water depth information are no longer used as the arbitration basis, the second mode is immediately activated, and the torque of the wheel-end motor on the slipping side is reduced.

6. The method for cooperative driving control of vehicles wading through water as described in claim 1, characterized in that, It also includes a transition mode processing step, specifically: when the real-time operating information is in the critical region of mode switching, the water jet propulsion motor and the wheel end motor are controlled to perform torque handover according to a smooth transition curve to ensure the continuity of vehicle driving force.

7. The method for cooperative driving control of vehicles wading through water as described in claim 1, characterized in that, During the vehicle's driving cooperative control process, the working status of the main propulsion system is monitored in real time; when the main propulsion system is detected to have output failure or severe performance degradation, the system switches from the current mode arbitration result to another propulsion system as the emergency main propulsion system and outputs the corresponding maximum safe torque.

8. A driving cooperative control system for water-crossing vehicles, characterized in that, include: The working condition information acquisition module is configured to acquire real-time working condition information of the vehicle when the vehicle enters the water navigation mode. The real-time working condition information includes real-time vehicle speed, water depth information and tire slip ratio. The mode arbitrator, connected to the working condition information acquisition module, is configured to: based on the real-time working condition information, dynamically determine the dominant propulsion mode to be activated and output a dominant propulsion mode determination signal through a preset mode arbitration strategy; wherein, the dominant propulsion mode includes a first mode dominated by wheel-end motor drive and a second mode dominated by water jet propulsion motor drive. A torque coordination controller, connected to the mode arbitrator, is configured to generate specific torque competition coordination commands based on the dominant propulsion mode determination signal. The water jet propulsion actuator is configured to include at least two water jet propulsion motors and their drivers. The wheel-end propulsion actuator is configured to include at least four independently controllable wheel-end motors and their drivers. The water jet propulsion unit and the wheel-end propulsion unit are both controlled by the torque coordination controller to execute the torque competition coordination command.

9. A driving cooperative control system for water-wading vehicles as described in claim 8, characterized in that, The mode arbitrator stores an arbitration mapping table with vehicle speed and water depth information as two-dimensional inputs and the dominant propulsion mode as the output. The arbitration mapping table defines the effective area and critical area of ​​the first mode and the second mode.

10. A driving cooperative control system for water-wading vehicles as described in claim 8, characterized in that, The torque coordination controller integrates a torque distribution template corresponding to each dominant propulsion mode. The torque distribution template specifies the basic torque distribution relationship and limit constraints between the water jet propulsion motor and each wheel-end motor in the corresponding mode.

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