Avionics system architecture based on wireless communication

Abstract

The invention provides an avionics system architecture based on wireless communication, and relates to the technical field of unmanned aerial vehicles, and the avionics system architecture comprises a central flight control unit used for generating a flight control instruction, a main communication module connected with the central flight control unit, and a plurality of power systems distributed on an aircraft body; by completely cancelling a physical signal cable between the central flight control unit and the power system, fault modes such as cable abrasion, open circuit and poor connector contact caused by vibration of the aircraft body are eliminated, the single-point fault probability is reduced, and the flight safety is improved.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to an avionics system architecture based on wireless communication. Background Technology

[0002] Avionics systems, or simply "avionics systems," are the collective term for all electronic systems on an aircraft. They encompass communication, navigation, display, management, and multiple mission systems, used to ensure flight safety, complete flight missions, and provide an interactive interface for pilots. The reliability, response speed, and rationality of the architecture of avionics systems directly determine the flight safety and performance of an aircraft.

[0003] In practical use, existing avionics systems have the following shortcomings, such as: In terms of flight safety, in the existing avionics architecture based on physical cable connections, the flight control computer and each electronic speed controller transmit signals through point-to-point hard connections. The high-frequency vibration during aircraft flight makes physical cables prone to wear and tear, and connectors are prone to loosening or poor contact. Any break or short circuit in any critical signal line may lead to power loss and thus cause a loss of control accident. The presence of a large number of cables and connectors significantly increases the probability of single-point failures, which seriously restricts the mean time between failures of the entire system. In terms of synchronous control and reliability, although the traditional wired architecture does not have the delay and jitter problem of wireless transmission, a large number of cables are laid in parallel with high-voltage power cables in a limited space. Even with shielding measures, electromagnetic coupling between physical cables under high-power conditions may still cause control signal jitter or loss. Moreover, this architecture relies entirely on the reliability of physical connectors and lacks a redundancy mechanism for signal link failures. When a connector has intermittent poor contact due to vibration or aging, the system cannot maintain reliable transmission of control commands through backup paths. In terms of structural design and maintainability, the wired avionics architecture creates a high degree of coupling between the airframe structural design and the avionics layout. Designers must reserve complex wiring channels and wiring holes inside the arms and fuselage. This compromises the integrity of the composite material structure and limits the freedom of aerodynamic design. The production process requires a large amount of manual labor to complete wiring, crimping terminals, and welding connectors, making automated assembly difficult. During maintenance, if a circuit fault occurs, a large amount of airframe structure must be disassembled to troubleshoot and replace the wiring harness, resulting in long maintenance cycles and high life-cycle costs. At the same time, a large number of copper core signal cables, shielding layers, and metal connectors constitute significant structural dead weight, directly weakening the aircraft's payload and endurance.

[0004] Therefore, this invention proposes an avionics system architecture based on wireless communication to solve the above problems. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of existing technologies and propose an avionics system architecture based on wireless communication.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: an avionics system architecture based on wireless communication, comprising a central flight control unit for generating flight control commands, a main communication module connected to the central flight control unit, and multiple power systems distributed on the aircraft fuselage. Each power system integrates a power communication module, an electronic speed controller, and a motor. There is no physical signal cable connection between the central flight control unit and the power systems. A wireless communication link is established between the main communication module and each of the power communication modules. The control commands generated by the central flight control unit are converted into wireless signals and sent via the main communication module, and received and demodulated by each of the power communication modules to control the corresponding electronic speed controller to drive the motor.

[0007] Furthermore, the wireless communication link includes a first wireless communication link operating in a first frequency band and a second wireless communication link operating in a second frequency band, wherein the center frequency of the first frequency band is lower than the center frequency of the second frequency band. The main communication module selects to send data through the first wireless communication link, selects to send data through the second wireless communication link, or simultaneously sends redundant data through both the first and second wireless communication links, depending on the channel quality.

[0008] Furthermore, the central flight control unit integrates a master clock source, and clock synchronization is performed through the master clock source. The clock synchronization includes: Initial clock calibration: The central flight control unit periodically broadcasts a synchronization packet containing the current master clock source time to each power system; each power system calculates the clock offset between itself and the central flight control unit using the round-trip time measurement method, and establishes a logical clock synchronized with the central flight control unit based on the clock offset; Link quality monitoring: The main communication module continuously monitors the transmission characteristics of the wireless link and calculates the execution lead based on the historical average transmission delay, the standard deviation of delay jitter, the reliability coefficient, and the processing time of the power system. Synchronization determination and command execution: The central flight control unit calculates the target execution timestamp, which is equal to the sum of the current master clock time and the execution advance. Then, after receiving the control command, each power system compares its own logical clock with the target execution timestamp. The execution methods include: if the logical clock is earlier than the target execution timestamp, storing the command of each power system in a buffer until the logical clock reaches the target execution timestamp; if the logical clock is equal to the target execution timestamp, each power system forcibly executes the command; in a specific case where the logical clock is later than the target execution timestamp, each power system forcibly executes the command and simultaneously sends an asynchrony prompt back to the central flight control unit via a wireless communication link.

[0009] Furthermore, the initial clock calibration specifically includes: The central flight control unit sends a request at the first moment, the power system receives the request at the second moment and responds at the third moment, and the central flight control unit receives the response at the fourth moment; The round-trip time is obtained by calculating the difference between the fourth time and the first time and the difference between the third time and the second time. The clock offset is then calculated by subtracting half of the round-trip time from the sum of the first moment and the second moment. Finally, the logic clock of the power system is calculated by summing the local clock of the power system with the clock offset.

[0010] Furthermore, the execution lead time satisfies the following relationship: The execution advance is equal to the sum of the historical average transmission delay and the first product, plus the logic processing time of the power system. The first product equals the reliability coefficient multiplied by the standard deviation of the delay jitter; The reliability coefficient is a positive number greater than or equal to 3.

[0011] Furthermore, the avionics system architecture also performs anomaly alerting and alarm classification, the anomaly alerting and alarm classification steps including: If the power system detects that the logic clock is later than the target execution timestamp, the power system sends an asynchrony warning back to the central flight control unit while forcibly executing the command; If the asynchronous prompt is triggered every time within a preset number of control cycles, the system determines that the link quality does not meet the security requirements and issues a serious alarm.

[0012] Furthermore, the main communication module and the power communication module are pre-set with the same pseudo-random sequence; The main communication module and the power communication module are configured to perform synchronous frequency hopping within the bandwidth of the first frequency band according to the pseudo-random sequence during communication. The main communication module and the power communication module are configured to perform synchronous frequency hopping within the bandwidth of the second frequency band according to the pseudo-random sequence during communication.

[0013] Furthermore, the power system retains only a DC power supply interface for connecting to the airborne power supply, and the power system obtains electrical energy for driving the motor and powering the power communication module through the DC power supply interface.

[0014] Furthermore, the avionics system architecture also includes a multi-frequency high-gain flexible antenna for providing communication conditions for the central flight control unit and the power system, the multi-frequency high-gain flexible antenna being embedded in the surface of the aircraft fuselage.

[0015] Compared with the prior art, the advantages and positive effects of the present invention are as follows: This invention eliminates the physical signal cable between the central flight control unit and the power system, thereby eliminating fault modes such as cable wear, open circuits and poor connector contact caused by airframe vibration, reducing the probability of single-point failures and improving flight safety. This invention employs a dual-frequency heterogeneous redundant communication mechanism and an adaptive frequency hopping spread spectrum design, enabling the wireless link to have frequency diversity and active avoidance of fixed-frequency interference. Combined with a global high-precision clock synchronization mechanism based on the master clock source, the clock offset is calibrated by round-trip time measurement, the execution advance is dynamically calculated, and the execution time is uniformly issued with the target execution timestamp, which alleviates the problem of inconsistent motor response caused by wireless transmission jitter and ensures that multiple power units achieve microsecond-level synchronous control on the global time axis. The power system of this invention retains only a DC power supply interface, and all signal transmission relies on a wireless link, which completely decouples the airframe structure design from the avionics system layout, eliminates the need to reserve wiring channels, simplifies the production and assembly process, and improves the modularity of the power system, allowing modules to be replaced directly during maintenance without disassembling the fuselage wiring harness; This invention removes a large number of copper core signal cables, shielding layers, and metal connectors, reducing the overall weight of the avionics system and directly translating into an increase in payload capacity or flight time. Furthermore, by embedding a multi-frequency high-gain flexible antenna into the fuselage surface, the conformal design and wave-transparent window allow the signal propagation path to avoid the electromagnetic shielding of the carbon fiber fuselage, greatly alleviating the problem of multi-path propagation obstruction of wireless signals. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of an avionics system architecture based on wireless communication according to the present invention; Figure 2This is a flowchart illustrating the wireless communication link establishment and anti-interference process of an avionics system architecture based on wireless communication according to the present invention. Figure 3 This is a flowchart of the clock synchronization mechanism of an avionics system architecture based on wireless communication according to the present invention. Figure 4 This is a flowchart illustrating the anomaly indication and alarm classification of an avionics system architecture based on wireless communication according to the present invention. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. Example 1

[0018] like Figure 1 and Figure 2 As shown, the present invention provides a technical solution: an avionics system architecture based on wireless communication, including a central flight control unit for generating flight control commands, a main communication module connected to the central flight control unit, and multiple power systems distributed on the aircraft fuselage. Each power system integrates a power communication module, an electronic speed controller, and a motor. There is no physical signal cable connection between the central flight control unit and the power system. A wireless communication link is established between the main communication module and each of the power communication modules. The control commands generated by the central flight control unit are converted into wireless signals by the main communication module and sent. They are received and demodulated by each of the power communication modules to control the corresponding electronic speed controller to drive the motor. In this design, no physical signal cables are set between the central flight control unit and each power system. The transmission of control commands is entirely through the wireless communication link established between the main communication module and each power communication module, achieving high reliability and low latency transmission under the complex electromagnetic environment of the aircraft and the carbon fiber composite fuselage structure. The wireless communication link includes a first wireless communication link operating in a first frequency band and a second wireless communication link operating in a second frequency band. The center frequency of the first frequency band is lower than that of the second frequency band. Due to its lower center frequency, the first frequency band has stronger signal diffraction and penetration capabilities, making it suitable for maintaining basic link connections in environments with obstructions. The second frequency band, due to its higher center frequency, provides a wider channel bandwidth, making it suitable for scenarios with large data throughput. The main communication module selects to send data through the first wireless communication link, the second wireless communication link, or redundant data simultaneously through both the first and second wireless communication links based on channel quality. Frequency diversity is used to combat signal attenuation caused by single-band interference or physical obstruction. The main communication module and the power communication module are pre-set with the same pseudo-random sequence. The main communication module and the power communication module are configured to perform synchronous frequency hopping within the bandwidth of the first frequency band according to the pseudo-random sequence during communication. The main communication module and the power communication module are also configured to perform synchronous frequency hopping within the bandwidth of the second frequency band according to the pseudo-random sequence during communication. The power system retains only a DC power supply interface for connecting to the airborne power supply. This interface does not carry any signal transmission function; it is only used to receive DC power output from the airborne power supply. The power system obtains power to drive the motor and power the power communication module through this interface. The motor drives the propeller to rotate and generate thrust using the electrical energy. The power communication module uses the same power supply to receive, demodulate, and transmit status feedback data via wireless signals. This eliminates the need for any physical cables for signal transmission between the power system and the central flight control unit. All control commands and status data are exchanged via wireless communication links. The power system retains only a power supply connection at the physical level, thus eliminating the wiring channels and connectors required for signal cables to pass through the aircraft fuselage. This completely decouples the fuselage structure design from the avionics system layout. Furthermore, due to the complete removal of signal cables, the power system, as an independent module, only needs to be connected to a power supply to operate. During maintenance or replacement, the DC power supply interface can be directly disconnected to complete the module disassembly and assembly without the need to trace and plug / unplug the wiring harness inside the fuselage. The avionics system architecture also includes a multi-frequency high-gain flexible antenna to provide communication for the central flight control unit and the power system. This multi-frequency high-gain flexible antenna is embedded in the surface of the aircraft fuselage. It employs a conformal design, with its geometry consistent with the curved contours of the fuselage or wing. The antenna is embedded into the structural layer during the carbon fiber prepreg laying stage using a one-piece molding process. Non-conductive composite materials such as fiberglass are used to create a wave-transparent window in the antenna mounting area, exposing the antenna's radiating surface to the external air. This establishes a wireless signal propagation path from the central flight control unit through the main communication module to each power system, completely avoiding obstruction and reflection from the internal fuselage structure. Furthermore, the multi-frequency high-gain flexible antenna... The high-gain flexible antenna supports the operating frequencies of both the first and second frequency bands, and can simultaneously meet the transmission and reception requirements of the two frequency bands in the dual-band heterogeneous redundant communication mechanism. The multi-frequency characteristics of the multi-frequency high-gain flexible antenna allow the same antenna structure to simultaneously carry the signal transmission of the first and second wireless communication links. The high-gain characteristics concentrate radio frequency energy at the transmitting end to improve transmission distance and penetration capability, and enhance the sensitivity to capture weak signals at the receiving end, thereby compensating for the radiation efficiency loss that may be introduced by embedding the antenna on the surface of the structure. By moving the antenna from inside the fuselage to the surface, the signal propagation path of the wireless communication link is changed from propagation through the cabin to surface diffraction propagation, fundamentally eliminating the negative impact of multipath propagation obstruction and electromagnetic shielding on wireless communication. In this embodiment, the central flight control unit transmits control commands to each power system entirely through wireless communication links. The strong diffraction and penetration capabilities of the lower center frequency of the first frequency band are used to maintain basic connectivity in obstructed environments. At the same time, the wider channel bandwidth provided by the higher center frequency of the second frequency band supports high-throughput data transmission. The main communication module dynamically selects between the two links or performs dual-link redundant transmission based on the channel quality monitored in real time. This enables the system to automatically switch to another frequency band when the quality of a certain frequency band degrades due to interference or obstruction, or to transmit key data simultaneously through dual links, thereby forming frequency diversity redundancy at the link level. On top of the aforementioned physical layer dual-band architecture, an adaptive frequency hopping spread spectrum mechanism is further introduced at the link layer. The main communication module and the power communication module are pre-set with the same pseudo-random sequence, and frequency hopping is performed synchronously within the bandwidth range of the first and second frequency bands respectively according to the sequence. This ensures that neither link stays at a fixed frequency point for a long time. When there is narrowband interference in the outside, the two communicating parties actively avoid the interfered frequency points by synchronous frequency hopping, compressing the impact of fixed frequency interference into a single frequency hopping dwell time window rather than continuously blocking communication. During operation, the main communication module continuously monitors the channel quality, delay jitter statistics and packet loss rate of the wireless link. It is also used for frequency band selection decision, frequency hopping sequence synchronization maintenance and dynamic calculation of advance in the subsequent clock synchronization mechanism, so that the frequency band switching strategy and frequency hopping mode can be adaptively adjusted according to the current link status. The above design provides link-level redundancy in the frequency domain through dual-band heterogeneity, and provides active interference avoidance capability combining time and frequency domains through synchronous frequency hopping in the dual-band. The link quality monitoring results are then fed back as a unified input to the frequency band selection and frequency hopping maintenance logic, forming a closed-loop anti-interference mechanism that combines the physical layer and the link layer. This enables continuous and reliable transmission of the wireless control link under the electromagnetic shielding environment of the carbon fiber fuselage and external interference conditions. Example 2

[0019] like Figures 1 to 3 As shown, the central flight control unit integrates a master clock source, which is used for clock synchronization. This clock synchronization includes initial clock calibration, link quality monitoring, synchronization determination, and command execution. Specifically: Initial clock calibration: The central flight control unit periodically broadcasts a synchronization packet containing the current master clock source time to each power system. Each power system calculates its clock offset from the central flight control unit using round-trip time measurement, and adds its own local hardware timer to the offset to establish a logical clock synchronized with the central flight control unit. This calculation method ensures that after initial calibration, the logical clocks of all power systems are aligned with the master clock source time of the central flight control unit on a physical time reference, providing a unified time reference for the synchronized execution of subsequent control commands. Specifically: The central flight control unit records a certain moment on its local clock as the first moment. The central flight control unit sends a request at the first moment. The power communication module of the power system records the current value of its local clock as the second moment upon receiving the request message. The power system receives the request at the second moment and replies at the third moment. The central flight control unit records the current value of its local clock as the fourth moment upon receiving the reply message. The central flight control unit receives the reply at the fourth moment. The round-trip time is obtained by calculating the difference between the fourth moment and the first moment and the difference between the third moment and the second moment. The round-trip time represents the sum of the uplink and downlink transmission delays of the request message and the reply message on the wireless communication link. Under the symmetrical link assumption, the one-way transmission delay is approximately equal to half of the round-trip time. The clock offset is obtained by subtracting the second moment from the sum of the first moment and half of the round-trip time. The clock offset quantifies the inherent deviation between the local clock of the power system and the master clock source of the central flight control unit. Finally, the logical clock of the power system is obtained by calculating the sum of the local clock of the power system and the clock offset. This calculation method ensures that the logical clock can be synchronized with the master clock source of the central flight control unit. Link quality monitoring: The main communication module continuously monitors the transmission characteristics of the wireless link, thereby obtaining the historical mean transmission delay and the standard deviation of delay jitter. Based on the historical mean transmission delay, the standard deviation of delay jitter, the reliability coefficient, and the power system processing time, the execution advance is calculated. The historical mean transmission delay reflects the average transmission time of data packets from the central flight control unit to each power system under current link conditions. The standard deviation of delay jitter quantifies the variation in transmission time caused by factors such as wireless channel environment fluctuations, multipath effects, and interference. The range of delay jitter fluctuations is included in the execution advance with a confidence interval several times the standard deviation, thus covering transmission delay variations in most cases. The power system logic processing time represents the time from when the power communication module completes data packet demodulation to when the electronic speed controller can execute commands. The required fixed time overhead is calculated by the main communication module by combining two statistical parameters with a pre-set reliability coefficient and the inherent logic processing time of each power system. The execution advance is equal to the sum of the historical transmission delay average, the first product, and the logic processing time of the power system, and the first product is equal to the reliability coefficient multiplied by the standard deviation of the delay jitter. The reliability coefficient is a positive number greater than or equal to 3. The execution advance obtained by the above calculation method is used as a dynamic safety redundancy value and is used by the central flight control unit to generate the subsequent target execution timestamp. This timestamp can adaptively adjust the reserved time window for command execution according to the real-time status of the current wireless link quality, so as to avoid command overdue due to too short a reservation and to avoid unnecessary control lag due to too long a reservation. In the statistical distribution, for wireless transmission delay jitter that follows a normal or approximately normal distribution, the proportion of samples covered by 3 standard deviations is approximately 99.7%, while the proportion covered by 4 to 6 standard deviations further approaches the entire sample. By setting the reliability coefficient to a positive number greater than or equal to 3, the component in the execution lead used to absorb delay jitter reaches 3 to 6 standard deviations. This ensures that the reserved time window can cover the vast majority of transmission delay fluctuations except for extreme outliers. While ensuring the response speed of the control system, the probability of command delays due to delay fluctuations exceeding the reserved range is controlled to within one in a thousand. If the reliability coefficient is less than 3, the confidence level of the reserved window covering the delay jitter is less than 99.7%, and the probability of command delay increases significantly during long-term operation of the aircraft. This will directly lead to a decrease in synchronization accuracy and an increase in the frequency of triggering desynchronization prompts. If the reliability coefficient is too high, the component used to absorb delay jitter in the execution lead is too large, and the target execution timestamp of the control command is set at a distant future time, which is equivalent to increasing the lag time of the control system and reducing the response speed of flight attitude adjustment. Therefore, limiting the reliability coefficient to a positive number greater than or equal to 3 is a balance between synchronization accuracy and control response speed. Synchronization Determination and Command Execution: The central flight control unit calculates the target execution timestamp. When generating each set of flight control commands, the central flight control unit adds the current master clock time to the execution advance calculated during the link quality monitoring phase to obtain the target execution timestamp. The target execution timestamp equals the sum of the current master clock time and the execution advance. The target execution timestamp represents the unified global time point at which each power system should execute the command. The central flight control unit embeds the target execution timestamp into the control command data packet and broadcasts it to all power systems via the wireless communication link. Upon receiving the control command, each power system immediately extracts the target execution timestamp and compares it with its own logical clock. The comparison result determines the command execution method, which includes: if the logical clock is earlier than the target execution timestamp, the power system determines that the command has not yet reached the predetermined execution time, stores the commands of each power system in a buffer until the logical clock reaches the target execution timestamp, and then executes them. Simultaneously, the power communication module continues... The system monitors the incrementing process of the logic clock. When the logic clock equals the target execution timestamp, the power system determines that the instruction has expired or has just arrived at the execution time. At this time, the power system immediately issues the instruction to the electronic speed controller for forced execution without buffering. In the specific case where the logic clock is later than the target execution timestamp, each power system forcibly executes the instruction and simultaneously sends an asynchrony warning back to the central flight control unit via a wireless communication link. This asynchrony warning indicates that the power system has failed to achieve timely synchronous execution in the current control cycle due to the link transmission delay exceeding the reserved range. After receiving the asynchrony warning, the central flight control unit includes it in the statistical information of the link quality monitoring for dynamic adjustment of the execution advance in subsequent control cycles and triggering judgment of the abnormal alarm classification mechanism. Through the above comparison and judgment mechanism, all power systems use the target execution timestamp as a unified execution benchmark, eliminating the execution time deviation caused by inconsistent wireless signal reception times or local clock drift of each power system, so that multiple power systems maintain consistent action phase on the global time axis. In this embodiment, during the initial clock calibration phase, the sum of uplink and downlink transmission delays of the wireless link is accurately measured using the round-trip time measurement method. Under the assumption of a symmetrical link, the one-way transmission delay is approximated as half of the round-trip time. The inherent deviation of each power system's local clock relative to the master clock source is calculated, and this inherent deviation is added to the local hardware timing to establish a logical clock. This ensures that all power systems are consistent with the central flight control unit on the physical time base, providing a unified time reference for subsequent synchronous execution. During the link quality monitoring phase, the main communication module continuously collects the transmission characteristics of the wireless link, obtains the historical average transmission delay reflecting the average transmission time and the standard deviation of delay jitter quantifying the amplitude of transmission time variation. The historical average transmission delay, the standard deviation of delay jitter, the preset reliability coefficient, and the inherent logic processing time of each power system are combined to calculate the execution advance. The reliability coefficient is a positive number not less than 3. Its function is to include the fluctuation range of delay jitter in the execution advance with a confidence interval of several times the standard deviation, thereby covering the transmission delay variation in most cases. This allows the execution advance to dynamically adjust the reserved time window for instruction execution according to the real-time status of the current link quality. During the synchronization determination and command execution phase, the central flight control unit adds the current master clock time to the execution lead to obtain the target execution timestamp, and embeds the target execution timestamp into the control command data packet and broadcasts it to all power systems. After receiving the command, each power system extracts the target execution timestamp and compares it with its own logical clock. When the logical clock is earlier than the target execution timestamp, the command is stored in a buffer until the moment the logical clock reaches that timestamp and is executed. When the logical clock is equal to the target execution timestamp, the command is immediately forced to execute. In the case where the logical clock is later than the target execution timestamp, the power system sends an asynchrony warning back to the central flight control unit while forcing execution. The asynchrony warning is included in the statistical information of link quality monitoring for subsequent dynamic adjustment of the execution lead. The above design eliminates inherent time deviations between devices through initial calibration, absorbs wireless link transmission fluctuations through dynamic execution advance, and achieves unified execution time determination by comparing the target execution timestamp with the logical clock. Together, they work in synergy to keep the action phase of multiple power systems distributed on the aircraft body consistent on the global time axis, eliminating execution time deviations caused by inconsistent wireless signal reception times of various power systems or local clock drift. Example 3

[0020] like Figure 1 and Figure 4 As shown, the avionics system architecture also performs anomaly alerting and alarm classification, the steps of which include: If the power system detects that the logic clock is later than the target execution timestamp, the power system sends an asynchrony prompt back to the central flight control unit while forcibly executing the command. The asynchrony prompt includes the identification of the corresponding power system and the timing deviation information of the current control cycle, so that the central flight control unit can identify that the specific power unit failed to achieve timely synchronous execution in the current control cycle due to the link transmission delay exceeding the reserved range, and uses a single asynchrony event as an early signal of link quality degradation. If the asynchronous prompt is triggered within a consecutive preset number of control cycles, the event is recorded in the synchronization status statistics queue for the power system. When the asynchronous prompt is detected for the same power system within a consecutive preset number of control cycles, the system determines that the link quality does not meet the safety requirements and issues a critical alarm. The critical alarm is used to trigger subsequent safety response measures. By filtering out false triggers caused by occasional delay fluctuations through cumulative judgment within consecutive cycles, the system outputs a critical alarm only when the link quality is continuously substandard, thereby ensuring the timeliness of the safety response while avoiding frequent alarms caused by instantaneous interference. Furthermore, the preset quantity is based on the control cycle as the basic unit. Its value is directly related to the system response speed and the link quality monitoring cycle. The control cycle is determined by the cycle frequency of the flight control system. For example, when the control cycle is 10 milliseconds, if the preset quantity is set to 3, the system will trigger a serious alarm after continuously detecting the same power system asynchrony prompt within 30 milliseconds. This time length is sufficient to exclude single occasional asynchrony events caused by transient electromagnetic interference, while also being able to quickly output alarms to initiate safety response measures when the power system link quality continues to deteriorate. If the preset quantity is set too small, a serious alarm can be triggered by one or two occasional asynchrony events, causing the system to be overly sensitive to non-continuous interference and generate frequent false alarms. If the preset quantity is set too large, the time window for continuous link quality failure is lengthened, and the system still delays outputting alarms when the power system has actually lost reliable synchronization, reducing the timeliness of safety response. Therefore, the preset quantity is set according to the duration of the control cycle to the smallest integer value sufficient to filter out occasional interference, so that the cumulative judgment time window matches the system response speed. In this embodiment, in the anomaly alert and alarm classification mechanism, when the power system's logic clock is later than the target execution timestamp, it sends an asynchrony alert back to the central flight control unit. The asynchrony alert carries the power system's identification and timing deviation information of the current control cycle, enabling the central flight control unit to accurately identify that a specific power unit has failed to achieve timely synchronous execution due to link transmission delay exceeding the reserved range. The central flight control unit records this event in the synchronization status statistics queue of the corresponding power system. When the same power system is detected with asynchrony alerts for a consecutive preset number of control cycles, it is determined that the link quality can no longer meet safety requirements and a serious alarm is output. The above design uses a single asynchrony event as an early signal acquisition point for link quality degradation, and then filters out false triggers caused by occasional delay fluctuations through cumulative judgment within consecutive cycles, so that serious alarms are only triggered when the link quality is continuously substandard, which ensures the timeliness of safety response and avoids frequent false alarms interfering with flight operations.

[0021] Working principle: like Figures 1 to 4As shown, during operation, the central flight control unit serves as the control hub of the aircraft. Driven by the master clock source, it establishes wireless communication links with various power systems distributed on the aircraft body through the main communication module. The wireless communication links include a first wireless communication link and a second wireless communication link. The main communication module dynamically selects to send data through the first wireless communication link, the second wireless communication link, or redundant data through both links simultaneously, based on the channel quality monitored in real time. During the communication process, synchronous frequency hopping is performed within the bandwidth range of the first and second frequency bands according to the pseudo-random sequence, so that neither link works on a single frequency point. This further endows each link with the ability to actively avoid fixed-frequency interference on the basis of the link-level redundancy provided by frequency diversity. After the wireless link is established, the system performs initial clock calibration. The central flight control unit periodically broadcasts a synchronization packet containing the current master clock source time to each power system. Each power system calculates the clock offset between itself and the central flight control unit using the round-trip time measurement method. Each power system adds its local hardware timer to the clock offset to establish a logical clock synchronized with the central flight control unit, so that all power systems are consistent with the central flight control unit on the physical time base. Meanwhile, the main communication module continuously monitors the transmission characteristics of the wireless link, obtains the historical average transmission delay and the standard deviation of delay jitter, and combines the historical average transmission delay, the standard deviation of delay jitter, the preset reliability coefficient, and the inherent logic processing time of each power system to calculate the execution advance. In each control cycle, when the central flight control unit generates flight control commands, it adds the current master clock time to the execution advance to obtain the target execution timestamp, and embeds this timestamp into the control command data packet and broadcasts it to all power systems via the wireless communication link. After receiving the control command, each power system extracts the target execution timestamp, compares its own logical clock with the target execution timestamp, and executes the corresponding action based on the comparison result. The central flight control unit also records this event in the synchronization status statistics queue of the corresponding power system. When the same power system is detected to be out of sync for a consecutive preset number of control cycles, the system determines that the link quality does not meet the safety requirements and issues a serious alarm.

[0022] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. An avionics system architecture based on wireless communication, characterized in that, The system includes a central flight control unit for generating flight control commands, a main communication module connected to the central flight control unit, and multiple power systems distributed on the aircraft fuselage. Each power system integrates a power communication module, an electronic speed controller, and a motor. There is no physical signal cable connection between the central flight control unit and the power systems. The main communication module establishes a wireless communication link with each of the power communication modules. The control commands generated by the central flight control unit are converted into wireless signals by the main communication module and sent. Each power communication module receives and demodulates the signals to control the corresponding electronic speed controller to drive the motor.

2. The avionics system architecture based on wireless communication according to claim 1, characterized in that: The wireless communication link includes a first wireless communication link operating in a first frequency band and a second wireless communication link operating in a second frequency band, wherein the center frequency of the first frequency band is lower than the center frequency of the second frequency band. The main communication module selects to send data through the first wireless communication link, selects to send data through the second wireless communication link, or simultaneously sends redundant data through both the first and second wireless communication links, depending on the channel quality.

3. The avionics system architecture based on wireless communication according to claim 1, characterized in that: The central flight control unit integrates a master clock source, and clock synchronization is performed through the master clock source. The clock synchronization includes: Initial clock calibration: The central flight control unit periodically broadcasts a synchronization packet containing the current master clock source time to each power system; each power system calculates the clock offset between itself and the central flight control unit using the round-trip time measurement method, and establishes a logical clock synchronized with the central flight control unit based on the clock offset; Link quality monitoring: The main communication module continuously monitors the transmission characteristics of the wireless link and calculates the execution lead based on the historical average transmission delay, the standard deviation of delay jitter, the reliability coefficient, and the processing time of the power system. Synchronization determination and command execution: The central flight control unit calculates the target execution timestamp, which is equal to the sum of the current master clock time and the execution advance. Then, after receiving the control command, each power system compares its own logical clock with the target execution timestamp. The execution methods include: if the logical clock is earlier than the target execution timestamp, storing the command of each power system in a buffer until the logical clock reaches the target execution timestamp; if the logical clock is equal to the target execution timestamp, each power system forcibly executes the command; in a specific case where the logical clock is later than the target execution timestamp, each power system forcibly executes the command and simultaneously sends an asynchrony prompt back to the central flight control unit via a wireless communication link.

4. The avionics system architecture based on wireless communication according to claim 3, characterized in that: Initial clock calibration specifically includes: The central flight control unit sends a request at the first moment, the power system receives the request at the second moment and responds at the third moment, and the central flight control unit receives the response at the fourth moment; The round-trip time is obtained by calculating the difference between the fourth time and the first time and the difference between the third time and the second time. The clock offset is then calculated by subtracting half of the round-trip time from the sum of the first moment and the second moment. Finally, the logic clock of the power system is calculated by summing the local clock of the power system with the clock offset.

5. The avionics system architecture based on wireless communication according to claim 3, characterized in that: The execution lead time satisfies the following relationship: The execution advance is equal to the sum of the historical average transmission delay and the first product, plus the logic processing time of the power system. The first product equals the reliability coefficient multiplied by the standard deviation of the delay jitter; The reliability coefficient is a positive number greater than or equal to 3.

6. The avionics system architecture based on wireless communication according to claim 3, characterized in that: The avionics system architecture also performs anomaly alerting and alarm classification, the anomaly alerting and alarm classification steps include: If the power system detects that the logic clock is later than the target execution timestamp, the power system sends an asynchrony warning back to the central flight control unit while forcibly executing the command; If the asynchronous prompt is triggered every time within a preset number of control cycles, the system determines that the link quality does not meet the security requirements and issues a serious alarm.

7. The avionics system architecture based on wireless communication according to claim 2, characterized in that: The main communication module and the power communication module are pre-set with the same pseudo-random sequence; The main communication module and the power communication module are configured to perform synchronous frequency hopping within the bandwidth of the first frequency band according to the pseudo-random sequence during communication. The main communication module and the power communication module are configured to perform synchronous frequency hopping within the bandwidth of the second frequency band according to the pseudo-random sequence during communication.

8. The avionics system architecture based on wireless communication according to claim 1, characterized in that: The power system retains only a DC power supply interface for connecting to the airborne power supply. The power system obtains electrical energy for driving the motor and powering the power communication module through the DC power supply interface.

9. The avionics system architecture based on wireless communication according to claim 1, characterized in that: The avionics system architecture also includes a multi-frequency high-gain flexible antenna for providing communication conditions for the central flight control unit and the power system, the multi-frequency high-gain flexible antenna being embedded in the surface of the aircraft body.

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