Avionics system suitable for water-air amphibious cross-medium aircraft and control distribution method

Abstract

The invention provides an avionics system suitable for a water-air amphibious cross-medium aircraft and a control distribution method, and belongs to the technical field of aircrafts. The system comprises a flight control module as well as a power module, a navigation-sensing module, a power module and a communication and remote control module which are communicated with the flight control module, the flight control module receives data transmitted by the navigation-sensing module and the communication and remote control module and sends an instruction to the power module after processing, and then the aircraft is controlled to adjust the posture of the aircraft; the power module comprises a four-rotor motor group and an underwater propeller group, and the rotating speeds of motors and propellers are dynamically adjusted by controlling a distribution matrix, so that seamless power switching of the aircraft in air and water media is realized; the control distribution matrix is based on a six-degree-of-freedom dynamical model, the optimal rotating speed combination of all propellers is solved through matrix operation, and the specified lift force and torque requirements are met. The core problems of power abrupt change, attitude instability, low energy efficiency and the like generally existing during cross-medium operation of an existing amphibious aircraft are solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft, and in particular relates to an avionics system and a control distribution method suitable for an amphibious cross-medium aircraft. Background Art

[0002] As unmanned vessels and drones become increasingly common in both surface and air missions, the limitations of their single-medium operation are becoming increasingly apparent. Unmanned vessels are often hindered by complex aquatic environments such as rocks, weeds, and debris during surface missions, potentially damaging their equipment or preventing them from returning. Conventional drones, unable to land on the water, must hover for extended periods to complete their missions, consuming significant energy and significantly reducing their endurance, impacting mission efficiency. However, amphibious, cross-medium vehicles can autonomously navigate continuously in both mediums, balancing the maneuverability of drones with the flexibility of unmanned vessels.

[0003] To enable a smooth transition between the two different fluid media, water and air, the design of the avionics system for a cross-medium vehicle is crucial. It must enable autonomous and efficient control of the drone. This system must coordinate air and surface flight modes, possess high maneuverability and the ability to remain on the water for extended periods, and be able to cope with buoyancy, drag, and interference in complex environments. This requires significantly greater complexity than traditional single-mode avionics systems. The avionics system design for an amphibious cross-medium vehicle is particularly well-suited to the demands of flexible navigation and rapid response in complex environments.

[0004] Existing amphibious aircraft suffer significant drawbacks during cross-medium operations due to the lack of a unified, efficient control allocation model. Traditional approaches often employ simple control strategy switching, leading to problems such as delayed power response and attitude instability during the medium transition phase, severely impacting the aircraft's reliability and mission execution efficiency. This fragmented control approach, particularly in complex aquatic environments or sudden disturbances, makes it difficult to achieve coordinated optimization of the powertrain, increasing energy consumption and limiting the aircraft's overall performance in cross-medium scenarios.

[0005] Therefore, it is particularly necessary to construct a unified control allocation model for amphibious cross-medium aircraft. This model needs to comprehensively consider the differences in the dynamic characteristics of air and water, and realize the coordinated control of different power actuators to ensure the stability and maneuverability of the aircraft throughout the cross-medium operation. Summary of the Invention

[0006] Technical issues to be solved:

[0007] To overcome the shortcomings of existing technologies, the present invention provides an avionics system and control distribution method suitable for amphibious cross-medium aircraft. The system adopts a modular design, with each module functioning independently and working in coordination, ensuring the integrity and real-time responsiveness of cross-medium control. The design method also uses a control distribution matrix and a generalized inverse matrix to calculate propeller speed. This algorithm dynamically allocates the speed combination of the quadrotor and underwater propeller based on lift and torque requirements, achieving precise matching of the power system. This invention solves the core problems commonly encountered by existing amphibious aircraft during cross-medium operations, such as sudden power changes, attitude instability, and low energy efficiency.

[0008] The technical solution of the present invention is: an avionics system suitable for an amphibious cross-medium aircraft, including a flight control module and a power module, a navigation-perception module, a power module, and a communication and remote control module connected thereto. The flight control module receives data transmitted by the navigation-perception module and the communication and remote control module, processes the data, and sends instructions to the power module, thereby controlling the aircraft to adjust its own attitude.

[0009] The navigation-perception module is used to perceive the state of the aircraft and the surrounding environment, and provide the flight control module with high-precision flight attitude and position status information;

[0010] The power module includes a quadrotor motor group and an underwater thruster group. The rotation speed of each motor and thruster is dynamically adjusted by a control distribution matrix to achieve seamless power switching of the aircraft in air and water media. The control distribution matrix is based on a six-degree-of-freedom dynamic model and solves the optimal rotation speed combination of each thruster through matrix operations to meet the specified lift and torque requirements.

[0011] A further technical solution of the present invention is: it also includes a payload module, which includes a camera, a servo, and a dispenser. According to the instructions issued by the control panel of the flight control module, through the target recognition algorithm, in conjunction with the servo and the dispenser, it helps the aircraft perform inspection and delivery tasks.

[0012] A further technical solution of the present invention is: the power module includes a 24V power battery and a step-down circuit, and the step-down circuit converts the 24V voltage of the power battery into 5V, providing dual-voltage level power supply for the avionics system to meet the power supply of each module.

[0013] A further technical solution of the present invention is: the flight control module includes an onboard computer and a control board, the onboard computer processes the sensor data of the navigation-perception module and the instructions of the communication and remote control module, generates attitude adjustment instructions after processing, and sends them to the power module through the control board.

[0014] A further technical solution of the present invention is: the navigation-perception module includes GPS, a barometer, an accelerometer, a gyroscope, a magnetometer, a camera, a lidar and an optical flow sensor, which are used to collect the attitude, position and environmental data of the aircraft in real time, and provide high-precision input to the flight control module through a data fusion algorithm.

[0015] A further technical solution of the present invention is that the power module further includes an electric control group A and an electric control group B, wherein the electric control group A includes four electric control groups for controlling the four motors in the quadrotor motor group, and the electric control group B includes two electric control groups for controlling the two propellers in the underwater propeller group. The mathematical expression of the control allocation matrix is:

[0016] τ=A·ω 2

[0017] ω 2 =A + ·τ

[0018] a + =A T (AA T ) -1

[0019] Where τ is the demand vector of total lift and the moments in roll, pitch, and yaw directions, ω 2 is the square vector of the speed of each motor and propeller, A is the lift coefficient C including the quadrotor motor T , propeller torque coefficient C Q , the control allocation matrix of the distance l from the rotor propeller axis to the center of mass of the amphibious aircraft, and the distance d between the two propellers.

[0020] A further technical solution of the present invention is: the communication and remote control module supports multi-mode control, including an RC receiver, a remote control, a digital transmission air terminal, a digital transmission ground terminal, a computer, a smart phone, and a cloud platform; the user directly controls the aircraft through the remote control or sends remote control commands and sets flight and navigation trajectories through a mobile phone, computer, or cloud platform, so that the aircraft operates according to the set trajectory.

[0021] A control distribution design method for the avionics system of an amphibious cross-medium aircraft is provided, and the specific steps are as follows:

[0022] Establish a six-degree-of-freedom dynamic model including the quadrotor and underwater thruster, and define the control allocation matrix A;

[0023] According to real-time flight requirements, input total lift L and rolling moment Pitching moment τ θ , yaw moment moment, forming the demand vector τ;

[0024] By the generalized inverse matrix A + Calculate the square vector ω of each propeller's speed 2 ;

[0025] Dynamically adjust the speed combination of the quadrotor motor group and the underwater propeller group to achieve seamless power connection and stable attitude during medium transition.

[0026] A further technical solution of the present invention is that the total lift L is the superposition of the lifts of the rotors, and is expressed as follows:

[0027] L=C T ω1 2 +C T ω2 2 +C T ω3 2 +C T ω4 2

[0028] The expressions of the aircraft's rolling moment, pitching moment, and yaw moment are as follows:

[0029]

[0030] Where ω1 2 ω2 2 ω3 2 、ω4 2 They are the squares of the speeds of the four motors of the quadrotor, ω5 2 and ω6 2 It is the square of the rotational speed of the two underwater thrusters.

[0031] A method for using an avionics system for an amphibious trans-medium aircraft capable of autonomously switching between a ship mode and a wind and wave resistance mode, comprising the following steps:

[0032] The AND gate receives two input signals: the mode switching command sent by the user's remote control and the switching command generated by the switching rules based on the aircraft's attitude;

[0033] When the output signal of the AND gate control is in the first state, the ship mode navigation controller is connected to the attitude control loop of the aircraft, the lift is set to 0, and the navigation is controlled only by the underwater thruster;

[0034] When the output signal of the AND gate control is in the second state, the anti-wind and wave hybrid controller is connected to the attitude control loop of the aircraft, and the speed combination of the quadrotor motor group and the underwater propeller group is dynamically adjusted through the control allocation algorithm to restore the aircraft attitude;

[0035] The switching rule is based on the absolute value of the aircraft's roll angle: if the absolute value of the roll angle is greater than a set threshold, the switching rule outputs a second state instruction, and the AND gate controls the output of the second state, triggering the anti-wave mode; if the absolute value of the roll angle is less than or equal to the set threshold, the switching rule outputs a first state instruction, and the AND gate controls the output of the first state, triggering the ship mode;

[0036] When the user forcibly switches to the first state through the remote control, the logic control unit outputs the first state and executes the boat mode first.

[0037] Beneficial effects

[0038] The present invention provides an avionics system design and control distribution method for an amphibious aircraft. It also provides an avionics system architecture and control distribution method that enable smooth transitions between two different fluid media: water and air. This enables precise and stable control of the amphibious aircraft in a cross-media environment. The avionics system utilizes a modular design, integrating multi-source sensor data fusion and real-time processing capabilities to ensure rapid response to environmental changes during medium switching.

[0039] In particular, the control distribution method proposed in this invention can accurately calculate the optimal speed combination for each propeller and underwater thruster based on the specified lift and torque requirements by solving matrix equations, thereby achieving precise matching of the power system. This reverse calculation capability based on mathematical models enables the aircraft to dynamically adjust power output according to real-time mission requirements, effectively solving the power surge problem of traditional systems during medium transitions and significantly improving attitude stability. At the same time, by optimizing the power distribution strategy, the model reduces energy loss and extends mission endurance, providing reliable technical support for tasks such as emergency rescue and environmental monitoring.

[0040] Aircraft using the avionics system of the present invention can have the high maneuverability of general aircraft and the water navigation ability of unmanned surface ships. They can fly in narrow areas and flexibly shuttle in complex waters. They have strong concealment and break through the limitations of drones and unmanned ships. A water-air amphibious aircraft using this control distribution method can distribute the rotation speed of the quadcopter and underwater propeller according to the medium state of the aircraft and the torque required for the action, ensuring stable attitude control and power output during the medium transition phase. By integrating aerodynamic and hydrodynamic characteristics, the model effectively solves the power mismatch problem that occurs in traditional single-medium control methods during cross-domain operations, and significantly improves the adaptability and mission execution capabilities of aircraft in complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is the schematic diagram of the avionics system design;

[0042] Figure 2 This is the design drawing of the water-air amphibious cross-medium aircraft designed using this avionics system;

[0043] Figure 3 This is a navigation working mode switching diagram of an amphibious cross-medium aircraft using this avionics system design;

[0044] Figure 4 It is a top-down schematic diagram of the power part and structural layout of the amphibious aircraft. DETAILED DESCRIPTION

[0045] The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present invention, but should not be construed as limiting the present invention.

[0046] Traditional methods often use simple control strategy switching, which leads to problems such as power response lag and attitude instability during the medium transition phase, seriously affecting the reliability and mission execution efficiency of the aircraft. The present invention provides an avionics system suitable for an amphibious cross-medium aircraft, including a flight control module and a power module, a navigation-perception module, a power module, and a communication and remote control module connected thereto. The flight control module receives data transmitted by the navigation-perception module and the communication and remote control module, and after processing, sends instructions to the power module, thereby controlling the aircraft to adjust its own attitude. The navigation-perception module is used to sense the state of the aircraft and the surrounding environment, providing the flight control module with high-precision flight attitude and position status information. The power module includes a four-rotor motor group and an underwater propeller group, and dynamically adjusts the speed of each motor and propeller through a control allocation matrix to achieve seamless power switching of the aircraft in air and water media. The control allocation matrix is based on a six-degree-of-freedom dynamic model and solves the optimal speed combination of each propeller through matrix operations to meet the specified lift and torque requirements.

[0047] Preferably, it also includes a payload module, which includes a camera, a servo, and a dispenser. According to the instructions issued by the control panel of the flight control module, through the target recognition algorithm, it cooperates with the servo and the dispenser to help the aircraft perform inspection and delivery tasks.

[0048] Preferably, the power module includes a 24V power battery and a step-down circuit. The step-down circuit converts the 24V voltage of the power battery into 5V, providing dual-voltage power supply for the avionics system to meet the power supply needs of each module.

[0049] Preferably, the flight control module includes an onboard computer and a control board. The onboard computer processes the sensor data of the navigation-perception module and the instructions of the communication and remote control module, generates attitude adjustment instructions after processing, and sends them to the power module through the control board.

[0050] Preferably, the navigation-perception module includes GPS, barometer, accelerometer, gyroscope, magnetometer, camera, lidar and optical flow sensor, which are used to collect the attitude, position and environmental data of the aircraft in real time, and provide high-precision input to the flight control module through data fusion algorithm.

[0051] Preferably, the power module further includes an electric control group A and an electric control group B, wherein the electric control group A includes four electric control groups for controlling four motors in the quadrotor motor group, and the electric control group B includes two electric control groups for controlling two propellers in the underwater propeller group. The mathematical expression of the control allocation matrix is:

[0052] τ=A·ω 2

[0053] ω 2 =A + ·τ

[0054] A + =A T (AA T ) -1

[0055] Where τ is the demand vector of total lift and the moments in roll, pitch, and yaw directions, ω 2 is the square vector of the speed of each motor and propeller, a is the lift coefficient c including the quadrotor motor T , propeller torque coefficient c Q , the control allocation matrix of the distance l from the rotor propeller axis to the center of mass of the amphibious aircraft, and the distance d between the two propellers.

[0056] Preferably, the communication and remote control module supports multi-mode control, including an RC receiver, a remote control, a digital transmission air terminal, a digital transmission ground terminal, a computer, a smart phone, and a cloud platform; the user directly controls the aircraft through the remote control or sends remote control commands, sets flight and navigation trajectories through a mobile phone, computer, or cloud platform, so that the aircraft operates according to the set trajectory.

[0057] The present invention provides a control distribution design method for an avionics system applicable to an amphibious cross-medium aircraft, and the specific steps are as follows:

[0058] Step 1: Establish a six-degree-of-freedom dynamic model including the quadrotor and underwater thruster, and define the control allocation matrix a;

[0059] Step 2: Input the total lift L and rolling moment according to the real-time flight requirements Pitching moment τ θ , yaw moment moment, forming the demand vector τ;

[0060] Step 3: Use the generalized inverse matrix A+ Calculate the square vector ω of each propeller's speed 2 ;

[0061] Step 4: Dynamically adjust the speed combination of the quadrotor motor group and the underwater propeller group to achieve seamless power connection and attitude stability during medium transition.

[0062] Specifically, the total lift L is the superposition of the lifts of the rotors, and is expressed as follows:

[0063] L=C T ω1 2 +C T ω2 2 +C T ω3 2 +C T ω4 2

[0064] The expressions of the aircraft's rolling moment, pitching moment, and yaw moment are as follows:

[0065]

[0066] Where ω1 2 ω2 2 ω3 2 ω3 2 They are the squares of the speeds of the four motors of the quadrotor, ω5 2 and ω6 2 It is the square of the rotational speed of the two underwater thrusters.

[0067] The above technical solution is further described below with reference to examples and drawings:

[0068] In one embodiment, referring to Figure 1 and Figure 2 As shown, the avionics system of this embodiment suitable for an amphibious cross-medium aircraft includes a power supply module, a flight control module, a navigation-perception module, a power module, a payload module, and a communication and remote control module.

[0069] The power module and the power battery (24V) convert the voltage level to 5V through the step-down circuit. The power battery and the step-down circuit provide electric energy of appropriate voltage level to each module in the system.

[0070] The flight control module and the onboard computer receive data transmitted from the navigation-perception module and the communication and remote control module, process the data, and send instructions to the control panel, thereby controlling the aircraft to adjust its own attitude and perform tasks.

[0071] The sensors in the navigation-perception module continuously collect environmental data and fuselage attitude information, and send the data to the onboard computer, which then controls the aircraft's flight, surface navigation, and attitude adjustment.

[0072] The power module and the electric control group receive control signals from the control board, control the operation of the motor and the propeller, and provide lift and navigation power for the aircraft.

[0073] The payload module performs set tasks according to the commands of the flight control module, such as delivering relief supplies through the servo. By installing different actuators (servo, mechanical gripper, etc.) on the payload module, the aircraft can be used in various environments.

[0074] The communication and remote control module supports multiple remote control modes, ensuring stable operation of the aircraft in various complex environments and improving mission response speed and accuracy.

[0075] The control distribution technology scheme of the water-air amphibious cross-medium aircraft in this embodiment is as follows. The force and torque generation model of the hybrid power system of the water-air amphibious aircraft can be expressed as:

[0076] τ=A·ω 2

[0077]

[0078] The vector τ on the left is the output of the system, the total lift and the torque in three directions (roll, pitch, yaw). The matrix A on the right is the control allocation matrix. The vector ω on the right is 2 It is the square of the speed of each quadrotor motor and thruster motor.

[0079] Where L is the total lift, τ θ 、 They correspond to the roll, pitch, and yaw moments of the water-air amphibious vehicle respectively;

[0080] For the control allocation matrix A on the right, the first four columns correspond to the contribution of the quadrotor propeller to the output of the UAV, and the last two columns correspond to the output contribution of the two underwater thrusters;

[0081] For the right side matrix and the right side vector ω 2 ,ω1 2 to ω4 2 are the squares of the speed of each motor of the quadrotor, ω5 2 and ω6 2 It is the square of the rotational speed of the two underwater thrusters.

[0082] Lift: In this avionics system design, the four rotors use the same type of brushless motor, so the lift coefficient C of the four rotors is TSimilarly, the total lift is the sum of the lift of each rotor:

[0083] L=C T ω1 2 +C T ω2 2 +C T ω3 2 +C T ω4 2

[0084] Roll and pitch: The roll and pitch of the aircraft are realized by the differential of the quadrotor. The top view of the power part and structural layout of the amphibious aircraft is shown in the figure below. Figure 4 As shown;

[0085] The amphibious aircraft adopts an "X" layout. The torque is generated by the rotor differential on the diagonal τ θ torque Produced by the differential rotation of the front and rear rotors. T 、C Q They represent the distance from the rotor propeller axis to the center of mass of the amphibious aircraft, the lift coefficient of the quadrotor motor, and the propeller torque coefficient, respectively.

[0086] The rolling moment and pitching moment of the aircraft are as follows:

[0087]

[0088] Yaw: achieved through the anti-torque coefficient, the forward and reverse differential of the quadrotor generates a yaw torque ±C Q In addition, the differential motion of the two underwater thrusters can generate additional yaw torque. where d, C p They represent the distance from the propeller axis to the center of mass of the amphibious aircraft and the anti-torque coefficient generated by the propeller, respectively.

[0089] The yaw moment of the aircraft is as follows:

[0090]

[0091] After the force and torque generation model of the hybrid power system of the amphibious aircraft is established, the speed ω of the quadrotor motor and propeller can be solved according to the needs of lift, roll, pitch, and yaw moments by the following method:

[0092] τ=A·ω 2

[0093] ω 2 =A + ·τ

[0094] a + =AT (AA T ) -1

[0095] This will enable precise control of amphibious drones.

[0096] In this embodiment, the water-air amphibious cross-medium aircraft performs a water surface takeoff action:

[0097] When the aircraft is above water, the user issues a takeoff command to the flight control system via a remote control, mobile phone, computer, or cloud platform. This command is transmitted to the flight control module via the remote control module's RC receiver and the digital ground terminal. The onboard computer in the flight control module interprets the control signal and sends instructions to the control board, which controls the power module accordingly. The flight control module calculates the appropriate flight attitude based on real-time environmental data provided by the navigation and perception module. The electronic control unit (ESC) A receives the signal from the control board and drives the quadrotor motors to provide lift, lifting the aircraft out of the water. Simultaneously, the flight control system adjusts the quadrotor motor power output based on sensor feedback to ensure a smooth ascent and prevent excessive vibration or tilt during takeoff. After takeoff, the flight control system continues to monitor the flight attitude and makes real-time adjustments based on sensor information to ensure the aircraft remains stable and smoothly enters airborne mode.

[0098] In one embodiment, referring to Figure 1 and Figure 2 As shown, the avionics system of this embodiment suitable for an amphibious cross-medium aircraft includes a power supply module, a flight control module, a navigation-perception module, a power module, a payload module, and a communication and remote control module.

[0099] In this embodiment, the water-air amphibious cross-medium aircraft moves from air flight to water surface navigation:

[0100] When the aircraft is performing an aerial mission and needs to land on the water, the user sends a landing command through the remote control or mobile phone, computer, or cloud platform. After receiving the command, the flight control module automatically adjusts the flight attitude. The electronic control group A gradually reduces the speed of the quadcopter motor, slows down the descent speed of the aircraft, and gradually reduces the flight altitude. The flight control module accurately controls the aircraft based on the real-time data (such as air pressure, acceleration, etc.) provided by the navigation-perception module to ensure that the aircraft slowly descends to the water in a stable attitude. According to the needs of the flight mode, set L, τ θ 、 is a specified value to achieve stable switching of the amphibious aircraft in various working modes.

[0101] For example, when entering the navigation mode, the lift L can be set to 0 to ensure that the aircraft remains in the navigation mode, thereby saving energy.

[0102]

[0103] Then pass:

[0104] τ=A·ω 2

[0105] ω 2 =A + ·τ

[0106] A + =A T (AA T ) -1

[0107] Calculate the required speed of each motor and control the speed of the electronic controller to the corresponding value through the flight control module.

[0108] When the aircraft is traveling on the water surface through underwater thrusters, the flight control system still relies on the navigation-perception module to monitor the aircraft's surface navigation status in real time, and continuously adjust the aircraft's attitude and driving trajectory through sensors (such as gyroscopes, GPS, barometers, etc.).

[0109] In one embodiment, referring to Figure 3 As shown, the water-air amphibious cross-medium aircraft can autonomously switch between boat mode and wind and wave resistance mode when traveling on the water, and supports manual control at any time to ensure safety and flexibility.

[0110] The mode switching of the aircraft is controlled by an AND gate, whose input signals include: the switching instructions provided by the remote control signal and the switching instructions provided by the switching rules; the output signal of the AND gate is "0" or "1". When the output signal is "0", the ship mode navigation controller is connected to the attitude control loop of the aircraft. When the output signal is "1", the anti-wind and wave hybrid controller is connected to the attitude control loop of the aircraft.

[0111] The AND gate's input is connected to the switch command from the user's remote control. The default setting for the switch command is "1." The aircraft's mode is then selected as autonomous mode. The aircraft obtains its attitude information through the navigation-perception module. The switching rule can be set as follows: When the aircraft's attitude and roll angle are greater than 15°, the output switch command is "1." At this point, both inputs of the AND gate are "1," and the output is "1." The control mode selector connects the wind and wave hybrid controller to the aircraft's attitude control loop. Then, power distribution is initiated, based on:

[0112] τ=A·ω 2

[0113] ω 2 =A + ·τ

[0114] A+ =A T (AA T ) -1

[0115] The required speed of each motor is calculated, and the speed of the quadrotor and propeller is calculated. The flight control module controls the electronic speed controller to make the motor and propeller speeds reach the specified values, thereby controlling the aircraft to restore its normal attitude. When the absolute value of the roll angle is ≤15°, the switching rule outputs a switching instruction of "0". At this time, the two input terminals of the AND gate are different, and the output is "0". The control mode selector connects the boat mode navigation controller to the aircraft's attitude control loop, and then enters power distribution. The aircraft operates in boat mode (lift L = 0). At the same time, at any time when the aircraft is operating, the switching instruction output by the remote control can be switched to "0" by the user at any time, so that the aircraft is connected to the boat mode navigation controller and enters boat mode (lift L = 0). The quadrotor is inoperative, ensuring that no accidents occur.

[0116] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention without departing from the principles and purpose of the present invention.

Claims

1. An avionics system suitable for an amphibious cross-medium aircraft, characterized by: It includes a flight control module and its connected power module, navigation-perception module, power module, and communication and remote control module. The flight control module receives data transmitted by the navigation-perception module and the communication and remote control module, and after processing, sends instructions to the power module to control the aircraft to adjust its own attitude. The navigation-perception module is used to perceive the state of the aircraft and the surrounding environment, and provide the flight control module with high-precision flight attitude and position status information; The power module includes a quadrotor motor group and an underwater thruster group. The rotation speed of each motor and thruster is dynamically adjusted by a control distribution matrix to achieve seamless power switching of the aircraft in air and water media. The control distribution matrix is based on a six-degree-of-freedom dynamic model and solves the optimal rotation speed combination of each thruster through matrix operations to meet the specified lift and torque requirements.

2. The avionics system for an amphibious cross-medium aircraft according to claim 1, characterized in that: It also includes a payload module, which includes a camera, a servo, and a dispenser. According to the instructions issued by the control panel of the flight control module, through the target recognition algorithm, it cooperates with the servo and the dispenser to help the aircraft perform inspection and delivery tasks.

3. The avionics system for an amphibious cross-medium aircraft according to claim 1, characterized in that: The power module includes a 24V power battery and a step-down circuit. The step-down circuit converts the 24V voltage of the power battery into 5V, providing dual-voltage power supply for the avionics system to meet the power supply needs of each module.

4. The avionics system for an amphibious cross-medium aircraft according to claim 1, characterized in that: The flight control module includes an onboard computer and a control board. The onboard computer processes the sensor data of the navigation-perception module and the instructions of the communication and remote control module, generates attitude adjustment instructions after processing, and sends them to the power module through the control board.

5. The avionics system for an amphibious cross-medium aircraft according to claim 1, characterized in that: The navigation-perception module includes GPS, barometer, accelerometer, gyroscope, magnetometer, camera, lidar and optical flow sensor, which are used to collect the attitude, position and environmental data of the aircraft in real time, and provide high-precision input to the flight control module through data fusion algorithm.

6. The avionics system for an amphibious cross-medium aircraft according to claim 1, characterized in that: The power module also includes an electric control group A and an electric control group B. The electric control group A includes four electric control groups for controlling the four motors in the quadrotor motor group, and the electric control group B includes two electric control groups for controlling the two thrusters in the underwater thruster group. The mathematical expression of the control allocation matrix is: τ=A·ω 2 oh 2 =A + ·t A + =A T (CHALLENGE ACCEPTED T ) -1 Where τ is the demand vector of total lift and the moments in roll, pitch, and yaw directions, ω 2 is the square vector of the speed of each motor and propeller, A is the lift coefficient C including the quadrotor motor T , propeller torque coefficient C Q , the control allocation matrix of the distance l from the rotor propeller axis to the center of mass of the amphibious aircraft, and the distance d between the two propellers.

7. The avionics system for an amphibious cross-medium aircraft according to claim 1, characterized in that: The communication and remote control module supports multi-mode control, including RC receivers, remote controls, digital air terminals, digital ground terminals, computers, smartphones, and cloud platforms. Users can directly control the aircraft through the remote control or send remote control commands and set flight and navigation trajectories via mobile phones, computers, or cloud platforms, allowing the aircraft to operate according to the set trajectory.

8. A control distribution design method for an avionics system of an amphibious cross-medium aircraft according to any one of claims 1 to 7, characterized in that The specific steps are as follows: Establish a six-degree-of-freedom dynamic model including the quadrotor and underwater thruster, and define the control allocation matrix A; According to real-time flight requirements, input total lift L and rolling moment Pitching moment τ θ , yaw moment moment, forming the demand vector τ; By the generalized inverse matrix A + Calculate the square vector ω of each propeller's speed 2 ; Dynamically adjust the speed combination of the quadrotor motor group and the underwater propeller group to achieve seamless power connection and stable attitude during medium transition.

9. The control distribution design method for the avionics system of an amphibious cross-medium aircraft according to claim 8 is characterized by: The total lift L is the sum of the lifts of each rotor, and is expressed as follows: L=C T ω1 2 +C T ω2 2 +C T ω3 2 +C T ω4 2 The expressions of the aircraft's rolling moment, pitching moment, and yaw moment are as follows: Where ω1 2 ω2 2 ω3 2 、ω4 2 They are the squares of the speeds of the four motors of the quadrotor, ω5 2 and ω6 2 It is the square of the rotational speed of the two underwater thrusters.

10. A method for using the avionics system of any one of claims 1 to 7 for an amphibious trans-medium aircraft, wherein the amphibious trans-medium aircraft can autonomously switch between a ship mode and a wind and wave resistance mode, characterized in that The specific steps are as follows: The AND gate receives two input signals: the mode switching command sent by the user's remote control and the switching command generated by the switching rules based on the aircraft's attitude; When the output signal of the AND gate control is in the first state, the ship mode navigation controller is connected to the attitude control loop of the aircraft, the lift is set to 0, and the navigation is controlled only by the underwater thruster; When the output signal of the AND gate control is in the second state, the anti-wind and wave hybrid controller is connected to the attitude control loop of the aircraft, and the speed combination of the quadrotor motor group and the underwater propeller group is dynamically adjusted through the control allocation algorithm to restore the aircraft attitude; The switching rule is based on the absolute value of the aircraft's roll angle: if the absolute value of the roll angle or pitch angle is greater than a set threshold, the switching rule outputs a second state instruction, and the AND gate control outputs the second state, triggering the anti-wave mode; if the absolute value of the roll angle or pitch angle is less than or equal to the set threshold, the switching rule outputs a first state instruction, and the AND gate control outputs the first state, triggering the ship mode; When the user forcibly switches to the first state through the remote control, the logic control unit outputs the first state and executes the boat mode first.

Images