A multi-terrain flight takeoff and landing integrated morphing aircraft and control system

Abstract

The present invention discloses a multi-terrain flight takeoff and landing integrated variant aircraft and control system, which belongs to the intersection of multi-rotor aircraft and aerial robots. The variant aircraft includes a fuselage, a main arm, a secondary arm, a foot end, a drive joint, a rotor motor, and a rotor. The foot end and the rotor motor are both vertically arranged, and both are fixedly mounted on the secondary arm. The control system includes a control end, a processing end, and an execution end. The present invention adopts an integrated design in both structure and control. In terms of structural design: the arm not only transmits the rotor lift as a fuselage structure, but also undertakes the takeoff and landing and adaptive adjustment functions, realizing the multi-purpose of one arm, thereby reducing the structural weight, improving the load capacity and flight stability. In terms of the control system: adopting an integrated flight takeoff and landing control system, the controller can uniformly process and calculate the state parameters including position information, flight information and variant information, so as to achieve a more stable flight takeoff and landing function.

Description

Technical Field

[0001] The present invention belongs to the intersection field of multi-rotor aircraft and aerial robots, and relates to a flight take-off and landing integrated variant aircraft and a control system that can adapt to multiple terrains. Background Art

[0002] Currently, vertical take-off and landing (VTOL) rotorcraft are unrestricted by terrain during flight. They possess advantages such as high concealment, easy take-off and landing, and a compact size. They can perform both reconnaissance and combat missions and participate in battlefield rescue operations, playing an increasingly important role in various military missions, including border defense. Currently, VTOL rotorcraft primarily utilize wheeled and skid-type landing gear. Due to their relatively fixed structure, they lack the ability to adapt to complex terrain, and require high ground flatness and slope angles for take-off and landing. They face difficulties in stable take-off and landing in rocky areas, rugged mountains, and jungles. These aircraft may collide with obstacles, experience excessive impact loads, or experience unstable aircraft posture, leading to serious accidents such as rollovers or crashes.

[0003] In order to overcome the restrictions imposed by take-off and landing surfaces on rotorcraft, most of the currently published adaptive take-off and landing design schemes are bionic leg-type landing gear, such as:

[0004] Publication number CN116142514A, "A Bionic Landing Leg UAV with Variable Joints and Its Control Method," proposes a design for a six-rotor quadruped adaptive UAV. In this configuration, each landing leg achieves adaptive adjustment through a drive motor and multiple variable joints. Although the multi-joint configuration ensures a larger attitude adjustment range, the weight cost is relatively high, and the center of gravity is higher than the foot end, making the aircraft slightly insufficient in landing stability.

[0005] "An amphibious six-rotor aircraft suitable for multiple terrains and with walking function" with publication number CN112549886A proposes an amphibious six-rotor aircraft. Through a modular rotor retraction mechanism and landing gear arms, the rotor support structure is combined with part of the landing gear movable joints, which reduces the structural weight to a certain extent. However, the aircraft's take-off and landing structure still occupies the vast majority of the main body, and the power system is slightly insufficient.

[0006] In general, the above-mentioned patents use bionic legs as the main structural configuration, focusing on terrain adaptive structure, landing cushioning and attitude adjustment range. Although the bionic leg configuration improves the aircraft's adaptability to the ground, the weight cost is high, and the stability and load capacity need to be improved; secondly, the above-mentioned patents are independent of each other in the control system, and flight control and landing leg control use different control methods, and do not consider the impact of landing leg adjustment on flight control and stability. Summary of the Invention

[0007] In response to the above problems, the present invention proposes a variant aircraft and control system that integrates multi-terrain flight takeoff and landing. Under the premise of meeting stable takeoff and landing in complex terrain, it can achieve lightweight structure and centralized control, while having both terrain adaptability and improving control efficiency and load performance. Even when the takeoff and landing environment is restricted, the aircraft can still complete stable and reliable flight takeoff and landing tasks.

[0008] The technical solution of the present invention is as follows: the transformable aircraft includes a fuselage 100, a main arm 200, a secondary arm 300, a foot end 400, a driving joint 500, a rotor motor 303, and a rotor 306;

[0009] The main arms 200 have four arms, which are connected to the four sides of the fuselage 100 and swing up and down driven by the driving joints 500. The secondary arms 300 are connected to the main arms 200. The foot end 400 and the rotor motor 303 are both vertically arranged and fixedly mounted on the secondary arms 300. The rotor 306 is mounted on the output shaft of the rotor motor 303, thereby forming a quadcopter.

[0010] The main arm 200 includes a primary arm 201 and a secondary arm 202. The two ends of the primary arm 201 and the two ends of the secondary arm 202 are respectively rotatably connected to the fuselage 100 and the secondary arm 300, and the hinge points of the four form a parallelogram, thereby ensuring that the foot end 400 and the rotor motor remain in a vertical state during the swinging of the main arm 200 down the mountain.

[0011] Furthermore, the driving joint 500 includes a joint motor 501, a transmission shaft, a joint motor seat 502, a main arm bearing 503, and a main arm bearing seat 504. The joint motor seat 502 and the main arm bearing seat 504 are fixedly mounted on the fuselage 100. The two ends of the transmission shaft respectively penetrate into the joint motor seat 502 and the main arm bearing seat 504 and are rotatably connected to the two. The housing of the joint motor 501 is fixedly mounted on the joint motor seat 502, and the output shaft of the joint motor 501 is fixedly connected to the transmission shaft. One end of the primary arm 201 is fixedly sleeved on the transmission shaft. In this way, after the joint motor is started, the primary arm 201 can be driven to swing up and down. However, considering the problem of interference between the movement of the primary arm 201 and the rotor, the maximum downward swing angle of the primary arm 201 needs to be limited. This limit can be achieved through control or by adding a limit pad.

[0012] Furthermore, the secondary support arm 300 includes a needle bearing 301, a rocker arm 302, a rotor motor base 305, and a secondary support arm shaft 307. The secondary support arm shaft 307 is rotatably connected to the primary support arm 201 via the needle bearing 301. The rocker arm 302 is fixedly mounted on the secondary support arm shaft 307. The rotor motor base 305 and a vertically arranged foot end 400 are fixedly mounted on the secondary support arm shaft 307. The rotor motor 303 is vertically arranged and fixedly mounted on the rotor motor base 305.

[0013] One end of the secondary support arm 202 is hinged to the rocker arm 302 , and the other end is hinged to the joint motor seat 502 or the main support arm bearing seat 504 .

[0014] About the control system of the morphing aircraft:

[0015] The control system includes a control end, a processing end, and an execution end; the first layer is the control end, including the remote controller and the ground station; the second layer is the processing end, including the image and data transmission module, the onboard computer, and the detection system; the third layer is the execution end, including the controller, the driver, and the joint sensor;

[0016] The control terminal is located in the core control layer of the system. It receives simple control commands from the operator through the remote control and directly controls the aircraft. The ground station receives and transmits more complex control commands and feeds back system status information from other layers to the operator.

[0017] The processing end is located in the middle layer of the system. This layer provides status feedback to the upper layer and sends instructions to the lower layer. It receives terrain data obtained by the detection system through the onboard computer and performs pre-processing and fusion calculations. It then sends further control instructions to the controller and feedbacks the current aircraft status parameters.

[0018] The execution end is located at the bottom of the system, completing the analysis and calculation of the upper-level control commands and converting them into control signals to be transmitted to the controlled object.

[0019] Furthermore, the detection system includes a laser radar (101) fixedly mounted on the top of the fuselage (100), a laser ranging module (304) fixedly mounted on the bottom surface of the rotor motor base (305), and an optoelectronic pod (104) fixedly mounted on the bottom of the fuselage (100).

[0020] Furthermore, the controller has a built-in inertial unit, a positioning unit and a processing board, wherein the inertial unit is used to obtain the flight status information of the aircraft, the positioning unit is used to obtain the position information of the aircraft, and the processing board is used to process and calculate the feedback information of the joint sensor to obtain the driver control signal; the joint sensor has a built-in joint angle sensor, a joint speed sensor and a joint torque sensor to realize real-time monitoring of the joint status, thereby providing variant status information to the controller.

[0021] Furthermore, the controller can realize flight control and variant control of the aircraft through the above-mentioned joint sensors and processing board, wherein the flight control realizes the control of the rotor motor in the driver through the PWM signal, which determines the stability and control performance of the aircraft during autonomous flight; the variant control realizes the control of the joint motor in the driver through the CAN signal, which determines the variant shape and attitude adjustment process of the aircraft. The flight control and variant control cooperate with each other to realize the flight take-off and landing functions under multiple terrains.

[0022] The beneficial effects of the present invention are:

[0023] 1. The variant aircraft proposed in the present invention uses joint motors as drives, providing each arm with a degree of freedom to achieve aircraft attitude changes, enabling the aircraft to have adaptive adjustment functions under multiple terrains, thereby overcoming the limitations of the take-off and landing surface and broadening the scope of application of the aircraft.

[0024] 2. The present invention adopts an integrated design in both structure and control. In terms of structural design, the support arm not only serves as the fuselage structure to transmit the lift of the rotor, but also undertakes the take-off and landing and adaptive adjustment functions, realizing multi-purpose use of one arm, thereby reducing the structural weight, improving the load capacity and flight stability; in terms of control system, an integrated flight take-off and landing control system is adopted, and the controller can uniformly process and calculate the state parameters including position information, flight information and variant information, so as to achieve a more stable flight take-off and landing function. At the same time, the control system integrates drive and buffering, so that the joint motor serves as a drive source to provide the aircraft with variant freedom, and also as a buffer energy absorption device to absorb impact energy and reduce landing overload.

[0025] 3. The present invention adopts a hierarchical control system and a single data processing center to realize centralized processing of sensor information and unified sending and receiving of control commands. This method can avoid the repeated processing of data, multi-level transmission of information, delayed sending of commands, etc. caused by multi-system control, thereby effectively improving the system operation speed and control efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 Schematic diagram of the structure of an embodiment of the present invention;

[0027] Figure 2A schematic diagram of a landing posture on uneven terrain according to an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram of a fuselage explosion according to an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram of the explosion of a driving joint according to an embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the main support arm structure and installation configuration according to an embodiment of the present invention;

[0031] Figure 6 This is a schematic diagram of an explosion of a secondary support arm according to an embodiment of the present invention;

[0032] Figure 7 Schematic diagram of the control system structure of an embodiment of the present invention;

[0033] Figure 8 This is a diagram illustrating the lift arm parameters.

[0034] Figure 9 yes Figure 8 Bottom view of

[0035] In the figure: 100-fuselage, 200-main arm, 300, auxiliary arm, 400-foot end, 500-driving joint;

[0036] 101-LiDAR, 102-Image and data transmission module, 103-Controller, 104-Optoelectronic pod, 105-GPS, 106-Power supply, 107-Onboard processor;

[0037] 501- joint motor, 502- joint motor seat, 503- main arm bearing, 504- main arm bearing seat;

[0038] 201-first-stage support arm, 202-second-stage support arm, 301-needle bearing, 302-rocker arm, 303-rotor motor, 304-laser ranging module, 305-rotor motor base, 306-rotor, 307-secondary support arm shaft. DETAILED DESCRIPTION

[0039] In order to clearly illustrate the technical features of this patent, this patent is described in detail below through specific implementation methods and in combination with its accompanying drawings.

[0040] like Figure 1As shown, the flight take-off and landing integrated variant aircraft proposed in the present invention adopts a four-axis layout, including a fuselage 100, a main arm 200, a secondary arm 300, a foot end 400 and a drive joint 500. The fuselage 100 is the main component of the aircraft, which is used to connect and carry various hardware devices and drive devices; the main arm 200 and the secondary arm 300 constitute the aircraft variant arm, which is also an important component of the aircraft variant structure. The aircraft includes a total of four variant arms and is respectively arranged in the left front, right front, left rear and right rear directions of the aircraft, thereby ensuring flight controllability and landing stability under uneven terrain, wherein the landing posture under uneven terrain is as follows: Figure 2 As shown; the driving joint 500 serves as a partial supporting structure of the fuselage, as well as a revolute pair connecting the fuselage and the variant arm and providing driving force for the structural variant.

[0041] The fuselage structure layout is as follows Figure 3 As shown, the fuselage frame is composed of three layers of carbon fiber plates and the fuselage is divided into three layers: upper, middle and lower. Each layer is equipped with different equipment and structures. The first layer of carbon fiber plates is located in the upper part of the fuselage and is equipped with a laser radar 101 and an image data transmission module 102; the second layer of carbon fiber plates is located in the middle of the fuselage, and its upper and lower surfaces are respectively equipped with a controller 103, a GPS 105 and an optoelectronic pod 104. The optoelectronic pod passes through the fan-shaped opening at the front end of the third layer of carbon fiber plates to expand the rotation range of the pod and the attitude adjustment range of the arm. At the same time, the GPS is set at a higher position through a vertical support pole to avoid interference from other airborne equipment; the third layer of carbon fiber plates is located at the bottom of the fuselage, and its upper and lower surfaces are respectively equipped with a power supply 106 and an airborne processor 107. Trapezoidal notches are opened on both sides of the second and third layers of carbon fiber plates to avoid structural interference of the arm during attitude adjustment. Specifically:

[0042] The fuselage 100 is composed of parallel carbon fiber plates and fixedly connected by hexagonal aluminum columns. The carbon fiber plates are divided into three layers from top to bottom and carry the following airborne equipment: the upper end of the first carbon fiber plate carries a laser radar 101 and an image data transmission module 102; the upper end of the second carbon fiber plate carries a controller 103 and a GPS 105; the lower end carries an optoelectronic pod 104 and passes through the third carbon fiber plate through a fan-shaped opening; the upper end of the third carbon fiber plate carries a power supply 106 and the lower end carries an airborne processor 107, wherein the second and third carbon fiber plates are each provided with two equilateral trapezoidal openings on the left and right sides;

[0043] The fuselage 100 is connected to the four arms via driving joints 500 respectively arranged in the left front, right front, left rear and right rear directions, wherein each driving joint is fixedly connected to the second and third carbon fiber plates of the fuselage 100 .

[0044] The variant aircraft of the present invention comprises four driving joints arranged in pairs on both sides of the fuselage, which are used to connect and drive four arms for attitude adjustment. Figure 4 As shown. The driving joint is composed of a coaxially arranged joint motor 501, a joint motor seat 502, a main support arm bearing 503 and a main support arm bearing seat 504, and the joint motor seat and the main support arm bearing seat also play the role of supporting the fuselage. The driving joint 500 is arranged between the second and third carbon fiber plates, and the driving joint includes a coaxially arranged and fixedly connected joint motor 501, a joint motor seat 502, a main support arm bearing 503 and a main support arm bearing seat 504, wherein the joint motor seat 502 and the main support arm bearing seat 504 are fixedly connected to the second and third carbon fiber plates and serve as a supporting structure between the second and third carbon fiber plates. The joint motor 501 includes an external shell and an internal rotor, wherein the external shell is fixedly connected to the joint motor seat 502, and the internal rotor passes through the circular opening in the middle of the joint motor seat.

[0045] The main arm installation form is as follows Figure 5 As shown, the main arm 200 includes a primary arm 201 and a secondary arm 202, wherein the primary arm is in a V-shaped bent tube shape, and has parallel rotating shafts at both ends, including a primary arm A axis 201a and a primary arm B axis 201b, wherein the A axis is in a stepped column shape and the B axis is in a cylindrical shape. The secondary arm 202 is respectively embedded with fisheye bearings at both ends to form a pair of parallel rotating shafts, namely the secondary arm C axis 202a and the secondary arm D axis 202b. The connection method between the main support arm 200 and the driving joint 500 is: the first-level support arm A axis 201a is coaxially arranged and fixedly connected with the rotor of the joint motor 501 and the inner ring of the main support arm bearing 503 respectively, and the main support arm bearing seat 502 is fixedly connected to the outer ring of the main support arm bearing 503 and hinged with the second-level support arm C axis 202a; the connection method between the main support arm 200 and the auxiliary support arm 300 is: the first-level support arm B axis 201b has an embedded needle bearing 301 and forms a rotating pair with the auxiliary support arm rotating shaft 307, and the second-level support arm D axis 202b is hinged with the rocker arm 302 ear.

[0046] The primary arm A axis 201a, the primary arm B axis 201b, the secondary arm C axis 202a, and the secondary arm D axis 202b are arranged parallel to each other and form a parallelogram in the axial direction, wherein the primary arm A axis rotates around the axis under the drive of the joint motor, thereby driving the B and D axes to rotate with the A and C axes as the center of the circle respectively. The parallelogram installation form can ensure that the line connecting the B and D axes is in a vertical state when the variant arm posture changes, so that the lift surface of the rotor remains horizontal in any posture, which enables the aircraft to still have a good control effect when adjusting the arm posture before landing. The schematic diagram of the secondary arm structure carrying the rotor is shown as follows Figure 6 shown.

[0047] The secondary arm shaft 307 is coaxially arranged and fixedly connected to the rocker arm 302. The lower portion of the secondary arm shaft 307 is fixedly connected to the foot end 400. The secondary arm 300 mainly comprises the secondary arm shaft 307 and the rocker arm 302. The secondary arm shaft 307 is tubular and carries the power system and sensors at one end, including the rotor motor 303, rotor motor mount 305, rotor 306, and laser ranging module 304. The rocker arm 302 is annular and has two parallel tabs at its lower portion.

[0048] The aforementioned aircraft utilizes an integrated design, enabling the aircraft's arms to simultaneously handle both flight and takeoff and landing functions, effectively resolving the overload issue associated with bionic legged aircraft. Furthermore, this drive method eliminates the need for additional energy-absorbing buffers. The joint motors provide both a variable drive source and an energy dissipator to absorb landing shock, achieving integrated drive and buffering. This reduces structural weight while ensuring the aircraft's adaptive landing capabilities on uneven terrain.

[0049] The present invention proposes a flight take-off and landing integrated variant aircraft control system that is adaptable to multiple terrains. Figure 7 As shown in the figure, the control system adopts a hierarchical structure, including the control end, the processing end and the execution end; the first layer is the control end, including the remote control and the ground station, the second layer is the processing end, including the image and data transmission module, the onboard computer and the detection system, and the third layer is the execution end, including the controller, the driver and the joint sensor.

[0050] The control end is located in the core control layer of the system. It receives simple control instructions from the operator through the remote control and directly controls the aircraft, thereby ensuring the operator's necessary control authority. The ground station receives and transmits more complex control instructions and feeds back system status information from other layers to the operator. The above control instructions and status feedback are all based on the image data transmission module to complete data transmission; the processing end is located in the middle layer of the system. This layer plays the role of providing status feedback to the upper layer and sending instructions to the lower layer. It receives the terrain data obtained by the detection system through the onboard computer and performs preprocessing and fusion calculations. After that, it sends further control instructions to the controller and feeds back the current aircraft status parameters; the execution end is located at the bottom of the system, completes the analysis and calculation of the upper-layer control commands and converts them into control signals to be transmitted to the controlled object.

[0051] Furthermore, the detection system includes a laser radar, a laser rangefinder and an optoelectronic pod, wherein the laser radar is used to collect environmental information within the flight altitude and then generate obstacle point cloud data. By processing and calculating the point cloud data, the desired flight trajectory can be obtained to realize the obstacle avoidance function; the laser rangefinder is used to measure the height of the foot end of the aircraft from the ground during the landing phase, and provide guidance parameters for the attitude adjustment of the aircraft before landing; the optoelectronic pod is used to collect image information of the landing surface, and obtain the landing area where the aircraft can land safely after identifying, evaluating and planning the image information of the landing area, and then guide the aircraft to the desired position, thereby realizing the stable take-off and landing function under the restricted take-off and landing environment.

[0052] The data processing and calculations in the above process are all completed by the onboard computer.

[0053] Furthermore, the controller has a built-in inertial unit, a positioning unit and a processing board, wherein the inertial unit is used to obtain the flight status information of the aircraft, the positioning unit is used to obtain the position information of the aircraft, and the processing board is used to process and calculate the sensor feedback information to obtain the driver control signal; the joint sensor has a built-in joint angle sensor, a joint speed sensor and a joint torque sensor to realize real-time monitoring of the joint status, thereby providing the controller with variant status information.

[0054] Furthermore, the controller can realize flight control and variant control of the aircraft through the above-mentioned sensing device and processing board, wherein the flight control realizes the control of the rotor motor in the driver through the PWM signal, which determines the stability and control performance of the aircraft during autonomous flight; the variant control realizes the control of the joint motor in the driver through the CAN signal, which determines the variant shape and attitude adjustment process of the aircraft. The flight control and variant control cooperate with each other to realize the flight take-off and landing functions under multiple terrains.

[0055] The hierarchical structure enables the system to achieve optimized control of complex systems under the unified organization of the highest-level control end, reducing interference between subsystems or modules. The control circuits of this structure are clear, easy to transmit and process data, and can effectively improve the operating efficiency and stability of the entire system.

[0056] The motor speed distribution method for attitude control of the variant aircraft is as follows:

[0057] Aircraft attitude stabilization control includes four output channels: throttle, pitch, roll, and yaw, corresponding to the aircraft's four movements: lift, forward, backward, translation, and rotation. The controller calculates the aircraft's attitude information to determine the desired outputs for each of these channels. This output is then derived from a speed distribution matrix to determine the desired speed for each motor, thereby achieving attitude stabilization control. For rotorcraft with a fixed lift arm, the speed distribution matrix is ​​a constant matrix. However, since the aircraft described in this invention utilizes a variant structure, the speed distribution matrix is ​​a variable matrix containing structural parameters. The calculation process for the speed distribution matrix is ​​described below.

[0058] like Figure 8 、 9 As shown in the lifting arm parameter description diagram and parameter meaning table,

[0059]

[0060] The origin of the coordinate system is at the center of mass of the aircraft, with the positive X-axis pointing forward. The aircraft has four rotors, numbered 1 to 4 in an X-shape. Rotors 1 and 2 rotate counterclockwise, while rotors 3 and 4 rotate clockwise. Each rotor generates lift and torque through rotation, acting on the aircraft. The relationship between rotor speed, lift, and torque is as follows:

[0061]

[0062] Among them Ly i =L1+L2cos(α i ), the above equations can be simplified as follows:

[0063]

[0064] remember The desired outputs of the four channels are obtained by inverting the above conversion matrix, and the speed distribution equation is obtained. That is, this equation can convert the outputs of the four channels A, B, C, and D into the desired speeds of each rotor, thereby achieving stable control under different variant attitudes.

[0065]

[0066] There are many specific implementation ways of the present invention. The above is only the preferred implementation method of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements can be made without departing from the principles of the present invention. These improvements should also be considered as the scope of protection of the present invention.

Claims

1. A multi-terrain flight takeoff and landing integrated transformable aircraft, characterized in that: It includes a fuselage (100), a main support arm (200), a secondary support arm (300), a foot end (400), a driving joint (500), a rotor motor (303), and a rotor (306); The main support arms (200) have four parts, which are respectively connected to the four sides of the fuselage (100) and swing up and down under the drive of the driving joint (500); the auxiliary support arms (300) are connected to the main support arms (200); the foot end (400) and the rotor motor (303) are both vertically arranged and fixedly mounted on the auxiliary support arms (300); and a rotor (306) is mounted on the output shaft of the rotor motor (303); The main support arm (200) comprises a primary support arm (201) and a secondary support arm (202), and both ends of the primary support arm (201) and the secondary support arm (202) are rotatably connected to the fuselage (100) and the secondary support arm (300), respectively, and the hinge points of the four form a parallelogram; The driving joint (500) comprises a joint motor (501), a transmission shaft, a joint motor seat (502), a main support arm bearing (503), and a main support arm bearing seat (504); the joint motor seat (502) and the main support arm bearing seat (504) are both fixedly mounted on the fuselage (100); two ends of the transmission shaft respectively penetrate into the joint motor seat (502) and the main support arm bearing seat (504) and are rotatably connected to the two; the housing of the joint motor (501) is fixedly mounted on the joint motor seat (502), and the output shaft of the joint motor (501) is fixedly connected to the transmission shaft; one end of the primary support arm (201) is fixedly sleeved on the transmission shaft; The secondary support arm (300) comprises a needle bearing (301), a rocker arm (302), a rotor motor seat (305), and a secondary support arm shaft (307); the secondary support arm shaft (307) is rotatably connected to the primary support arm (201) via the needle bearing (301); the rocker arm (302) is fixedly sleeved on the secondary support arm shaft (307); the rotor motor seat (305) and a vertically arranged foot end (400) are fixedly mounted on the secondary support arm shaft (307); the rotor motor (303) is vertically arranged and fixedly mounted on the rotor motor seat (305); One end of the secondary support arm (202) is hinged to the rocker arm (302), and the other end is hinged to the joint motor seat (502) or the main support arm bearing seat (504).

2. A control system for a multi-terrain adaptable take-off and landing transformable aircraft according to claim 1, characterized in that: The control system includes a control end, a processing end, and an execution end; the first layer is the control end, including the remote controller and the ground station; the second layer is the processing end, including the image and data transmission module, the onboard computer, and the detection system; the third layer is the execution end, including the controller, the driver, and the joint sensor; The control terminal is located in the core control layer of the system. It receives simple control commands from the operator through the remote control and directly controls the aircraft. The ground station receives and transmits more complex control commands and feeds back system status information from other layers to the operator. The processing end is located in the middle layer of the system. This layer provides status feedback to the upper layer and sends instructions to the lower layer. It receives terrain data obtained by the detection system through the onboard computer and performs pre-processing and fusion calculations. It then sends further control instructions to the controller and feedbacks the current aircraft status parameters. The execution end is located at the bottom of the system, completing the analysis and calculation of the upper-level control commands and converting them into control signals to be transmitted to the controlled object.

3. The control system of a multi-terrain take-off and landing integrated transformable aircraft according to claim 2, characterized in that: The detection system comprises a laser radar (101) fixedly mounted on the top of the fuselage (100), a laser ranging module (304) fixedly mounted on the bottom surface of the rotor motor base (305), and an optoelectronic pod (104) fixedly mounted on the bottom of the fuselage (100).

4. The control system of a multi-terrain flight and landing integrated transformable aircraft according to claim 2, characterized in that: The controller has a built-in inertial unit, a positioning unit, and a processing board. The inertial unit is used to obtain the flight status information of the aircraft, the positioning unit is used to obtain the position information of the aircraft, and the processing board is used to process and calculate the feedback information of the joint sensors to obtain the driver control signal. The joint sensor has built-in joint angle sensor, joint speed sensor and joint torque sensor to realize real-time monitoring of joint status, thereby providing variant status information to the controller.

5. The control system of a multi-terrain flight and take-off and landing integrated transformable aircraft according to claim 2, characterized in that: The controller can realize flight control and variant control of the aircraft through the above-mentioned joint sensors and processing board. The flight control realizes the control of the rotor motor in the driver through PWM signals. This control determines the stability and control performance of the aircraft during autonomous flight; the variant control realizes the control of the joint motor in the driver through CAN signals. This control determines the variant shape and attitude adjustment process of the aircraft. Flight control and variant control work together to realize flight take-off and landing functions in multiple terrains.

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