CN114779766B - Autonomous obstacle-avoidance land-air amphibious device and control method thereof - Google Patents
Autonomous obstacle-avoidance land-air amphibious device and control method thereof Download PDFInfo
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
Abstract
The invention discloses an autonomous obstacle avoidance land-air amphibious device and a control method thereof, wherein the control method comprises the following steps: acquiring a ground travelable area, an air travelable area and an operating state of the device, and establishing a three-dimensional map of the environment where the device is located; respectively planning an optimal flight track and an optimal running track of the device according to a three-dimensional map of the environment where the device is positioned, and comparing to obtain the optimal track of the device; and acquiring the flight control quantity and the running control quantity of the device according to the optimal track. The invention can autonomously switch the ground running and air flying modes of the amphibious equipment, finish the multimode maneuvering obstacle avoidance of the amphibious equipment under emergency, and effectively improve the running safety of the amphibious equipment.
Description
Technical Field
The invention relates to the technical field of equipment motion control, in particular to an autonomous obstacle avoidance land-air amphibious device and a control method thereof.
Background
The amphibious equipment is a novel carrying tool with vertical take-off and landing flight capacity and ground traveling capacity, and is a main carrier for future three-dimensional traffic. The air flight capability is realized by an equipped multi-rotor flight system, and the ground running capability is realized by an equipped caterpillar running system. The air-ground amphibious equipment can be switched between a flight mode or a driving mode according to application scenes.
However, the ground driving obstacle avoidance function and the air flying obstacle avoidance function in the autonomous obstacle avoidance system of the existing land-air amphibious equipment are independently operated, and the land-air mode cannot be automatically switched to realize multi-mode mechanical obstacle avoidance. Therefore, the autonomous obstacle avoidance function of the amphibious land and air equipment only uses a single mechanical capability in the current running mode to avoid the obstacle.
Disclosure of Invention
In view of the above, the invention provides an autonomous obstacle avoidance land-air amphibious device and a control method thereof, which realize multi-mode motorized obstacle avoidance under emergency conditions and improve the driving safety.
The invention discloses an autonomous obstacle avoidance land-air amphibious device, which comprises a central controller, a detection device, an inertial navigation system, a driving motor controller, a rotor motor and a rotor motor controller, wherein the central controller is connected with the detection device; the central controller is respectively connected with the detection device, the inertial navigation system, the driving motor controller and the rotor motor controller; the driving motor controller is used for controlling the driving motor; the rotor motor controller is used for controlling the rotor motor;
the detection device is used for acquiring a ground travelable area and an air travelable area of the device; the inertial navigation system is used for acquiring the running state of the device;
the central controller is used for receiving the ground travelable area, the air travelable area and the running state of the device, establishing a three-dimensional map of the environment where the device is located, then planning the track of the air flight and the track of the ground travel simultaneously, comparing the optimal flight track and the optimal travel track of the device, selecting the optimal track, and controlling the device to travel on the ground or fly in the air according to the selected optimal track.
Further, the central controller includes: the system comprises a local environment three-dimensional map building module for acquiring a ground travelable area and an air travelable area, a local obstacle avoidance track planning module for acquiring an optimal track, and a motion control module for acquiring a flight control quantity and a travel control quantity;
the local environment three-dimensional map building module, the local obstacle avoidance path track planning module and the motion control module are sequentially connected.
Further, the device also comprises a crawler; the driving motor comprises a left driving motor and a right driving motor; the driving motor controller comprises a left driving motor controller and a right driving motor controller; the crawler belt comprises a left crawler belt and a right crawler belt; when the device is required to run on land, the central controller controls the left driving motor to drive the left crawler belt to move by sending a control instruction to the left driving motor controller, and controls the right driving motor to drive the right crawler belt to move by sending a control instruction to the right driving motor controller.
Further, the device also comprises a rotor; the rotor motor controller comprises a left front rotor motor controller, a right front rotor motor controller, a left rear rotor motor controller and a right rear rotor motor controller; the rotor wings comprise a left front rotor wing, a right front rotor wing, a left rear rotor wing and a right rear rotor wing; when the device is required to fly in the air, the central controller can sequentially control the front left rotor, the front right rotor, the rear left rotor and the rear right rotor to fly according to the requirements of the control instructions by sending the control instructions to the rotor motor controller.
Further, the detection device is mounted at the front or middle of the device, and the detection device comprises a depth camera or a laser radar.
Further, the inertial navigation system is installed in the middle of the device and can be integrated with a GPS, a wheel speed, a laser or a visual odometer to measure the current position, the gesture, the speed and the acceleration of the device.
Further, the central controller communicates with the device by using a CAN bus, a serial port or a network cable.
Further, the central controller is connected with the driving motor controller, the inertial navigation system and the battery system through the CAN bus; the central controller is connected with the detection device through a serial port or a network cable; the central controller is connected with the rotor motor controller through a PWM or CAN bus.
The invention also discloses a control method of the autonomous obstacle-avoidance land-air amphibious device, which is used for controlling the autonomous obstacle-avoidance land-air amphibious device and comprises the following steps:
and step 3, acquiring the flight control quantity and the running control quantity of the device according to the optimal track.
Further, the step 1 includes:
acquiring a ground travelable area and an air travelable area through the environmental point cloud/depth information acquired by the detection device;
the step 2 comprises the following steps:
according to a three-dimensional map of an environment where the device is located, respectively obtaining an optimal flight path and an optimal running path meeting motion constraint by adopting a mixed A-type algorithm, comparing the obtained optimal flight path cost value with the optimal running path cost value, and taking a path corresponding to the minimum cost value as an optimal path.
Further, the step 3 includes:
when the optimal track is a flight track, the track comprises expected positions, speeds and accelerations, and the expected attitude angles and accelerator thrust are obtained through cascade PID control rates with the current positions, speeds and accelerations, and then the multi-rotor motor controller is obtained through the attitude control rates and input and sent to the multi-rotor motor controller; the acquired flight control quantity comprises a desired attitude angle, accelerator thrust and multi-rotor motor controller input;
when the optimal track is a running track, the track comprises expected positions, course angles and vehicle speeds, errors of the expected positions, the course angles and the vehicle speeds, the errors of the expected positions, the errors of the course angles and the errors of the vehicle speeds are obtained through PID control rates, and the errors are input by the driving motor controllers at two sides and are sent to the driving motor controllers; the obtained driving control quantity comprises input of driving motor controllers at two sides.
Further, calculating the optimal flight path cost value through a flight path cost function; wherein, the flight path cost function is:
J fly ＝w 1 J f_target +w 2 J f_energy
wherein w is 1 And w 2 Cost weight, J f_target At the cost of the end point, J f_energy Cost for energy consumption;
J f_target ＝(x N -x target ) 2 +(y N -y target ) 2 +(z N -z target ) 2
wherein m is the mass of the amphibious device, g is the gravitational acceleration, P is the hover power, N is the planning step number, and delta t To plan a time step; c is the air resistance coefficient, ρ is the air density, S is the windward area, x N 、y N 、z N Respectively an x-axis coordinate, a y-axis coordinate, a z-axis coordinate and an x-axis coordinate of a planning endpoint target 、y target 、z target Respectively an x-axis coordinate, a y-axis coordinate, a z-axis coordinate and an x-axis coordinate of the target point 0 、y 0 、z 0 X-axis coordinate, y-axis coordinate, z-axis coordinate, ux of the starting point respectively i 、uy i 、uz i The flight speeds of the i th step are respectively;
when J f_energy ≥P soc ，J f_energy ＝+∞
Wherein P is soc Is the remaining battery power.
Further, calculating the optimal travel track cost value through a travel track cost function; wherein, the travelling locus cost function is:
J drive ＝w 1 J d_target +w 2 J d_energy
wherein J is d_target At the cost of the end point, J d_energy Cost for energy consumption;
J d_target ＝(x N -x target ) 2 +(y N -y target ) 2
where λ is the running resistance coefficient.
Due to the adoption of the technical scheme, the invention has the following advantages: the multi-mode motorized obstacle avoidance under emergency conditions is realized, and the driving safety is improved; the flight and the running track are independently planned, and then the optimal track is obtained by comparison, so that a hybrid system model is avoided, the latitude of a motion constraint equation of a planning algorithm is reduced, and the calculation complexity is reduced; the method can be widely applied to all air-ground amphibious equipment, such as a flying car, an air-ground amphibious investigation robot and the like; the automatic switching of the land-air mode under the driving mode is realized, and the maneuverability of the equipment is improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments described in the embodiments of the present invention, and other drawings may be obtained according to these drawings for those skilled in the art.
Fig. 1 is a schematic hardware structure of an autonomous obstacle avoidance air-ground amphibious device according to an embodiment of the present invention;
fig. 2 is a schematic software structure diagram of an autonomous obstacle avoidance air-ground amphibious device according to an embodiment of the present invention;
fig. 3 is a schematic flow chart of a control method of an autonomous obstacle avoidance air-ground amphibious device according to an embodiment of the invention.
Detailed Description
The present invention will be further described with reference to the accompanying drawings and examples, wherein it is apparent that the examples described are only some, but not all, of the examples of the present invention. All other embodiments obtained by those skilled in the art are intended to fall within the scope of the embodiments of the present invention.
Embodiment one:
referring to fig. 1, the invention provides an embodiment of an autonomous obstacle avoidance air-ground amphibious device comprising a central controller, a radar or camera, an inertial navigation system, two drive motors, two drive motor controllers, two sets of tracks, four rotor motors, four rotor motor controllers, four rotors, a battery system.
The two driving motors include: a left side driving motor and a right side driving motor;
the two driving motor controllers include: a left side drive motor controller, a right side drive motor controller;
the two sets of tracks comprise: left side crawler belt, right side crawler belt;
the four rotor motors include: a front left rotor motor, a front right rotor motor, a rear left rotor motor, and a rear right rotor motor;
the four rotor motor controllers include: a front left rotor motor controller, a front right rotor motor controller, a rear left rotor motor controller, and a rear right rotor motor controller;
the four rotors include: a left front rotor, a right front rotor, a left rear rotor, a right rear rotor;
radar or camera installation and equipment front or middle part, obtain the three-dimensional local map of the environment in front of the movement;
the inertial navigation system is arranged in the middle of the equipment and can be fused with GPS, wheel speed, laser or visual odometer and the like to measure the current position, attitude, speed and acceleration of the equipment.
The central controller adopts CAN bus, serial port or network cable to communicate with the equipment. The CAN bus is connected with the two driving motor controllers, the inertial navigation system and the battery system; the serial port or the network cable is connected with a radar or a camera; the PWM or CAN bus is connected with four rotor motor controllers;
in the system hardware, a central controller 1 is in communication connection with a left side driving motor controller 5 and a right side driving motor controller 6 through a CAN bus, an IMU inertial navigation unit 3 and a battery system 4, and is in communication connection with a left front rotor motor controller 7, a right front rotor motor controller 8, a left rear rotor motor controller 9 and a right rear rotor motor controller 10 through PWM or CAN buses, and is in communication connection with a radar or a camera 2 through a serial port or a network cable. The left-side drive motor controller 5 and the right-side drive motor controller 6 control the left-side drive motor 11 and the right-side drive motor 12, respectively. The left side drive motor 11 and the right side drive motor 12 drive the left side crawler 17 and the right side crawler 18, respectively. The front left rotor motor controller 7, the front right rotor motor controller 8, the rear left rotor motor controller 9, and the rear right rotor motor controller 10 sequentially control the front left rotor motor 13, the front right rotor motor 14, the rear left rotor motor 15, and the rear right rotor motor 16. The front left rotor motor 13, the front right rotor motor 14, the rear left rotor motor 15, and the rear right rotor motor 16 sequentially drive the front left rotor 19, the front right rotor 20, the rear left rotor 21, and the rear right rotor 22.
The central controller 1 transmits a required driving torque instruction to the left driving motor controller 5 and the right driving motor controller 6 through the CAN bus, and receives driving rotation speed states fed back by the left driving motor controller 5 and the right driving motor controller 6 through the CAN bus, and the IMU inertial navigation 3 feeds back equipment running states and battery states fed back by the battery system 4;
the central controller 1 issues the required rotor control commands to the front left rotor motor controller 7, the front right rotor motor controller 8, the rear left rotor motor controller 9, and the rear right rotor motor controller 10 by PWM.
Or, the central controller 1 issues the demand rotor rotation speed command to the front left rotor motor controller 7, the front right rotor motor controller 8, the rear left rotor motor controller 9 and the rear right rotor motor controller 10 through the CAN bus, and receives the rotor rotation speed state fed back by the front left rotor motor controller 7, the front right rotor motor controller 8, the rear left rotor motor controller 9 and the rear right rotor motor controller 10 through the CAN bus.
The IMU inertial navigation 3 is installed at the position of the mass center of the vehicle, can be fused with GPS, wheel speed and the like, and measures the position, the gesture, the speed and the acceleration of the equipment;
referring to fig. 2, a software architecture of an autonomous obstacle avoidance system for an amphibious robot comprises a local environment three-dimensional map building module, a local obstacle avoidance track planning module and a motion control module.
The local environment three-dimensional map building module acquires a ground travelable area pi and an air travelable area sigma through environment point cloud/depth information acquired by a radar or a camera and sends the information to the local obstacle avoidance track planning module;
the local obstacle avoidance path planning module is used for respectively obtaining a shortest flight path Γ and a shortest travel path Θ meeting motion constraint by adopting a mixed A-based algorithm through a ground travelable area pi, an air travelable area sigma and an equipment running state χ, comparing the obtained optimal flight path and optimal travel path cost value, taking a path with the minimum cost value as the optimal path epsilon, and sending the path to the motion control module.
(1) Flight trajectory cost function:
J fly ＝w 1 J f_target +w 2 J f_energy
wherein w is 1 And w 2 Cost weight, J f_target At the cost of the end point, J f_energy Cost for energy consumption
J f_target ＝(x N -x target ) 2 +(y N -y target ) 2 +(z N -z target ) 2
Wherein m is equipment mass, g is gravitational acceleration, P is hover power, N is planning step number, and delta t To plan a time step. C is the air resistance coefficient, ρ is the air density, S is the windward area, x N ，y N ，z N Respectively, are planning end point coordinates, x target ，y target ，z target For the coordinates of the target point, x 0 ，y 0 ，z 0 Respectively is the initial point coordinates, ux i ，uy i ，uz i The flight speeds of the i th step are respectively;
when J f_energy ≥P soc ，J f_energy ＝+∞
Wherein P is soc Is the residual battery power;
(2) Travel track cost function:
J drive ＝w 1 J d_target +w 2 J d_energy
wherein J is d_target At the cost of the end point, J d_energy Cost for energy consumption
J d_target ＝(x N -x target ) 2 +(y N -y target ) 2
Where λ is the running resistance coefficient.
And the motion control module obtains flying and driving control quantity U from the control rate through the optimal driving path epsilon and the current running state χ and sends the flying and driving control quantity U to the rotor motor controller and the driving motor controller.
The central controller acquires the environmental point cloud depth information acquired by the laser radar/depth camera and the equipment state of inertial navigation measurement of the IMU, builds a local environment three-dimensional map and a drivable area by the residual electric quantity fed back by the battery, respectively plans the shortest track of flying and driving, compares the cost value of the shortest track, takes the track with the minimum cost value as the optimal track, obtains flying and driving control quantity by the control rate, and then sends the flying and driving control quantity to the rotor motor controller and the driving motor controller.
Embodiment two:
referring to fig. 3, the invention further provides an embodiment of a control method of the autonomous obstacle avoidance air-ground amphibious device, the method comprises the following steps:
s1, acquiring a ground travelable area, an air travelable area and an operating state of the device, and establishing a three-dimensional map of the environment where the device is located.
Specifically, the ground travelable area and the air travelable area of the obstacle avoidance air-land amphibious device can be obtained through the environmental point cloud/depth information acquired by the radar or the camera of the obstacle avoidance air-land amphibious device.
And S2, respectively planning an optimal flight track and an optimal running track of the device according to a three-dimensional map of the environment where the device is located, and comparing to obtain the optimal track of the device.
According to a three-dimensional map of an environment where the device is located, respectively obtaining an optimal flight trajectory and an optimal running trajectory meeting motion constraint by adopting a mixed A algorithm, comparing the obtained optimal flight trajectory cost value with the optimal running trajectory cost value, and taking a trajectory corresponding to the minimum cost value as an optimal trajectory.
The cost value corresponding to the optimal flight trajectory is calculated by adopting the flight trajectory cost function in the first embodiment; and calculating a cost value corresponding to the optimal running track by adopting a running track cost function in the first embodiment.
The expression of the motion constraint corresponding to the aerial flight is as follows:
in the formula (i),
for the corresponding motion constraint state of the air flight,
and inputting motion constraint corresponding to the aerial flight. Wherein x, y and z respectively represent an x-axis coordinate, a y-axis coordinate and a z-axis coordinate of the amphibious device in a three-dimensional space, < ->
Respectively representing the x-axis speed, the y-axis speed and the z-axis speed of the air-ground amphibious device in a three-dimensional space; />
Respectively representing the x-axis acceleration, the y-axis acceleration and the z-axis acceleration of the air-ground amphibious device in a three-dimensional space.
The expression of the motion constraint corresponding to ground running is as follows:
in the formula, x d ＝[x y θ] T For the motion constraint state corresponding to ground running, x, y and theta respectively represent that the obstacle avoidance air-ground amphibious device is on the groundAn x-axis coordinate, a y-axis coordinate, and a course angle of the two-dimensional space; u (u) d ＝[u φ] T And u and phi respectively represent the longitudinal speed and the yaw rate of the obstacle avoidance air-ground amphibious device in the ground running.
And S3, acquiring the flight control quantity and the running control quantity of the device according to the optimal track.
When the optimal track is a flight track, the track comprises expected positions, speeds and accelerations, and the expected positions, speeds and accelerations are error with the current positions, speeds and accelerations, an expected attitude angle and accelerator thrust are obtained through cascade PID control rate, and then four multi-rotor motor controllers are obtained through the attitude control rate and input and sent to the multi-rotor motor controllers;
when the optimal track is a running track, the track comprises expected positions, course angles and vehicle speeds, errors of the expected positions, the course angles and the vehicle speeds, the errors of the expected positions, the errors of the course angles and the errors of the vehicle speeds are obtained through PID control rates, and the errors are input by the driving motor controllers at two sides and are sent to the driving motor controllers;
the flight control amount comprises a desired attitude angle, throttle thrust and four multi-rotor motor controller inputs;
the travel control amount includes both-side drive motor controller inputs.
The controller inputs may be in the form of rotational speed, torque, PWM duty cycle, etc. depending on the type of motor controller.
Finally, it should be noted that: the above embodiments are only for illustrating the technical aspects of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those of ordinary skill in the art that: modifications and equivalents may be made to the specific embodiments of the invention without departing from the spirit and scope of the invention, which is intended to be covered by the claims.
Claims (11)
1. The control method for the autonomous obstacle avoidance air-ground amphibious device is used for controlling the autonomous obstacle avoidance air-ground amphibious device and is characterized by comprising the following steps of:
step 1, acquiring a ground travelable area, an air travelable area and an operating state of a device, and establishing a three-dimensional map of an environment where the device is located;
step 2, respectively planning an optimal flight track and an optimal running track of the device according to a three-dimensional map of the environment where the device is located, and comparing to obtain the optimal track of the device;
step 3, acquiring flight control quantity and running control quantity of the device according to the optimal track;
the step 1 comprises the following steps:
acquiring a ground travelable area and an air travelable area through the environmental point cloud/depth information acquired by the detection device;
the step 2 comprises the following steps:
according to a three-dimensional map of an environment where the device is located, respectively obtaining an optimal flight trajectory and an optimal running trajectory meeting motion constraint by adopting a mixed A-type algorithm, comparing the obtained optimal flight trajectory cost value with the optimal running trajectory cost value, and taking a trajectory corresponding to the minimum cost value as an optimal trajectory;
calculating the optimal flight path cost value through a flight path cost function; wherein, the flight path cost function is:
J fly ＝w 1 J f_target +w 2 J f_energy
wherein w is 1 And w 2 Cost weight, J f_target At the cost of the end point, J f_energy Cost for energy consumption;
J f_target ＝(x N -x target ) 2 +(y N -y target ) 2 +(z N -z target ) 2
wherein m is the mass of the amphibious device, g is the gravitational acceleration, P is the hover power, N is the planning step number, and delta t For planningA step length; c is the air resistance coefficient, ρ is the air density, S is the windward area, x N 、y N 、z N Respectively an x-axis coordinate, a y-axis coordinate, a z-axis coordinate and an x-axis coordinate of a planning endpoint target 、y target 、z target Respectively an x-axis coordinate, a y-axis coordinate, a z-axis coordinate and an x-axis coordinate of the target point 0 、y 0 、z 0 X-axis coordinate, y-axis coordinate, z-axis coordinate, ux of the starting point respectively i 、uy i 、uz i The flight speeds of the i th step are respectively;
when J f_energy ≥P soc ，J f_energy ＝+∞
Wherein P is soc Is the remaining battery power.
2. The control method according to claim 1, characterized in that the step 3 includes:
when the optimal track is a flight track, the track comprises expected positions, speeds and accelerations, and the expected attitude angles and accelerator thrust are obtained through cascade PID control rates with the current positions, speeds and accelerations, and then the multi-rotor motor controller is obtained through the attitude control rates and input and sent to the multi-rotor motor controller; the acquired flight control quantity comprises a desired attitude angle, accelerator thrust and multi-rotor motor controller input;
when the optimal track is a running track, the track comprises expected positions, course angles and vehicle speeds, errors of the expected positions, the course angles and the vehicle speeds, the errors of the expected positions, the errors of the course angles and the errors of the vehicle speeds are obtained through PID control rates, and the errors are input by the driving motor controllers at two sides and are sent to the driving motor controllers; the obtained driving control quantity comprises input of driving motor controllers at two sides.
3. The control method according to claim 1, characterized in that the optimal travel track cost value is calculated by a travel track cost function; wherein, the travelling locus cost function is:
J drive ＝w 1 J d_target +w 2 J d_energy
wherein J is d_target At the cost of the end point, J d_energy Cost for energy consumption;
J d_target ＝(x N -x target ) 2 +(y N -y target ) 2
where λ is the running resistance coefficient.
4. The control method of claim 1, wherein the device comprises a central controller, a detection device, an inertial navigation system, a drive motor controller, a rotor motor controller; the central controller is respectively connected with the detection device, the inertial navigation system, the driving motor controller and the rotor motor controller; the driving motor controller is used for controlling the driving motor; the rotor motor controller is used for controlling the rotor motor;
the detection device is used for acquiring a ground travelable area and an air travelable area of the device; the inertial navigation system is used for acquiring the running state of the device;
the central controller is used for receiving the ground travelable area, the air travelable area and the running state of the device, establishing a three-dimensional map of the environment where the device is located, then planning the track of the air flight and the track of the ground travel simultaneously, comparing the optimal flight track and the optimal travel track of the device, selecting the optimal track, and controlling the device to travel on the ground or fly in the air according to the selected optimal track.
5. The control method according to claim 4, wherein the central controller includes: the system comprises a local environment three-dimensional map building module for acquiring a ground travelable area and an air travelable area, a local obstacle avoidance track planning module for acquiring an optimal track, and a motion control module for acquiring a flight control quantity and a travel control quantity;
the local environment three-dimensional map building module, the local obstacle avoidance track planning module and the motion control module are sequentially connected.
6. The control method of claim 4, wherein the device further comprises a track; the driving motor comprises a left driving motor and a right driving motor; the driving motor controller comprises a left driving motor controller and a right driving motor controller; the crawler belt comprises a left crawler belt and a right crawler belt; when the device is required to run on land, the central controller controls the left driving motor to drive the left crawler belt to move by sending a control instruction to the left driving motor controller, and controls the right driving motor to drive the right crawler belt to move by sending a control instruction to the right driving motor controller.
7. The control method of claim 4, wherein the device further comprises a rotor; the rotor motor controller comprises a left front rotor motor controller, a right front rotor motor controller, a left rear rotor motor controller and a right rear rotor motor controller; the rotor wings comprise a left front rotor wing, a right front rotor wing, a left rear rotor wing and a right rear rotor wing; when the device is required to fly in the air, the central controller can sequentially control the front left rotor, the front right rotor, the rear left rotor and the rear right rotor to fly according to the requirements of the control instructions by sending the control instructions to the rotor motor controller.
8. The control method according to claim 4, wherein the detection device is installed at a front or middle portion of the device, and the detection device includes a depth camera or a lidar.
9. The control method according to claim 4, wherein the inertial navigation system is installed in the middle of the device, and can be integrated with GPS, wheel speed, laser or visual odometer to measure the current position, attitude, speed and acceleration of the device.
10. The control method of claim 4, wherein the central controller communicates with the device using a CAN bus, serial port, or network cable.
11. The control method according to claim 4, wherein the central controller is connected to a driving motor controller, an inertial navigation system, a battery system via a CAN bus; the central controller is connected with the detection device through a serial port or a network cable; the central controller is connected with the rotor motor controller through a PWM or CAN bus.
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