Air-water-diving triphibian aircraft

Abstract

The invention discloses an air-water-diving triphibian aircraft, which comprises an aircraft main body unit, an aircraft front ballast hydrofoil, an aircraft rear ballast hydrofoil, a single-machine double-propeller propeller and a propeller thruster, and is characterized in that the aircraft main body unit is connected with the aircraft front ballast hydrofoil and the aircraft rear ballast hydrofoil; single-machine double-propeller propellers are symmetrically arranged on the tops of the front ballast hydrofoil and the rear ballast hydrofoil relative to the aircraft main body unit, and a propeller thruster is arranged at the tail end of the rear ballast hydrofoil; the single-machine double-propeller propeller comprises a power connecting unit, a connecting rod, a flying propeller rotating shaft, flying propeller blades, a moving propeller rotating shaft and moving propeller blades, the power connecting unit is connected with the flying propeller rotating shaft or the moving propeller rotating shaft, and the flying propeller blades are connected with the flying propeller rotating shaft. Transition between the floating state and the flying state can be achieved through the floating state, the flying load reaches the minimum, energy is saved, the viscous resistance of water during takeoff is reduced, the head has the lifting function, and vertical takeoff can be achieved.

Description

Technical Field

[0001] The present invention relates to an aircraft, in particular to an amphibious aircraft capable of flying, diving and submerging underwater. Background Art

[0002] Aircraft are closely related to our economy, life, and scientific research. Various underwater, surface, and aerial aircraft have brought us great convenience, but in many scenarios, it is necessary to meet the needs of underwater, surface, and airspace amphibious. Although the existing multi-state aircraft can realize surface navigation, underwater diving, and air flight, they are not adaptable enough to operate in different media. For example, the patent with publication number CN110576713A discloses an air-water-submersible amphibious drone, but it cannot take off vertically. During the cross-medium flight from the water surface to the air, due to the viscosity of the water, it is difficult to reach the critical speed for the aircraft to take off. The patent with publication number CN111661234A discloses an underwater variable-structure multi-state aircraft, which can meet the needs of surface and underwater operations, but cannot achieve flight operations.

[0003] In general, existing multi-state vehicles mostly use a high-performance ship type, which cannot achieve stable and rapid balance, and the state switching efficiency and work efficiency need to be further improved. Summary of the invention

[0004] Purpose of the invention: In order to overcome the deficiencies in the prior art, the purpose of the present invention is to provide an amphibious vehicle with flexible attitude control, low take-off resistance and high working efficiency.

[0005] Technical solution: The air-water-submersible amphibious aircraft described in the present invention includes an aircraft main unit, a front ballast hydrofoil of the aircraft, a rear ballast hydrofoil of the aircraft, a single-machine double-propeller propeller, and a propeller thruster. The aircraft main unit is connected to the front ballast hydrofoil of the aircraft and the rear ballast hydrofoil of the aircraft. The tops of the front ballast hydrofoil of the aircraft and the rear ballast hydrofoil of the aircraft are symmetrically provided with single-machine double-propeller propellers about the main unit of the aircraft, and the end of the rear ballast hydrofoil of the aircraft is provided with a propeller thruster; the single-machine double-propeller propeller includes a power connection unit, a connecting rod, a flying propeller shaft, a flying propeller blade, a swimming propeller shaft, and a swimming propeller blade. The power connection unit is connected to the flying propeller shaft or the swimming propeller shaft, the flying propeller blades are connected to the flying propeller shaft, and the swimming propeller shaft is connected to the swimming propeller blades to provide lift for the aircraft swimming state. The connection unit is connected to the front ballast hydrofoil of the aircraft and the rear ballast hydrofoil of the aircraft through a connecting rod.

[0006] A single-machine double-propeller propeller controls the flight propeller shaft, flight propeller blades and swimming propeller shaft, swimming propeller blades through a power connection unit to work separately in the flight state and swimming state. On the one hand, it can facilitate space layout, save materials, and better adapt to different working environments. On the other hand, it avoids flow field interference when the two propellers rotate at the same time.

[0007] Furthermore, the front ballast hydrofoil of the aircraft and the rear ballast hydrofoil of the aircraft are C-shaped hydrofoil cavities.

[0008] Furthermore, a double-propeller interface is provided on the top of the front ballast hydrofoil of the aircraft and the rear ballast hydrofoil of the aircraft, and the double-propeller interface is fixedly connected to the connecting rod.

[0009] Furthermore, the power connection unit includes a unit housing, a variable frequency motor, a motor shaft, a transmission gear, and a housing latch port. The variable frequency motor is arranged in the unit housing, and the variable frequency motor is connected to the flying propeller shaft and the swimming propeller shaft through the motor shaft. The transmission gear is meshed with the latch shaft, and the latch shaft is symmetrically distributed about the flying propeller shaft and the swimming propeller shaft. The flying propeller shaft and the swimming propeller shaft have the same structure. The latch shaft can be connected or separated from the second connecting hole on the flying propeller shaft and the swimming propeller shaft, and the housing latch port is fixedly connected to the unit housing, so that the latch shaft can slide horizontally without slipping off.

[0010] When the aircraft is in flight, the power connection unit is connected to the flying propeller shaft; when the aircraft is in swimming, the power connection unit is connected to the swimming propeller shaft; taking the connection between the power connection unit and the flying propeller shaft as an example, the unit casing plays a role of waterproofing and anti-corrosion on the one hand, and provides layout space for the internal structure on the other hand. After the variable frequency motor is connected to the power supply, variable frequency control of the speed can be achieved to adapt to different flow field environments.

[0011] Furthermore, the flying propeller shaft and the swimming propeller shaft have the same structure. The flying propeller shaft includes a flying propeller shaft main shaft and a pin hole on the upper shaft. A coaxial second connecting hole and a pin hole on the upper shaft are arranged on the flying propeller shaft main shaft. The diameter of the second connecting hole is smaller than the diameter of the pin hole on the upper shaft.

[0012] Furthermore, the latch shaft includes a latch shaft main shaft, a transmission rack, and a limiter. A transmission rack is arranged in the middle of the latch shaft main shaft, and limiters are arranged on both sides of the transmission rack to prevent the transmission gear and the rack from slipping. The transmission rack is meshed with the transmission gear.

[0013] Furthermore, a propeller propeller connection port is provided at the end of the rear ballast hydrofoil of the aircraft, and the propeller propeller connection port is connected to the propeller propeller.

[0014] Furthermore, the main unit of the aircraft includes a main body shell, in which a battery, an energy management module, an attitude controller, a motion controller, a ballast water controller, a first ballast water pump, a second ballast water pump, a third ballast water pump, and a fourth ballast water pump are arranged. The attitude controller is used to adjust the center of gravity of the aircraft to coordinate the propeller to control the motion attitude of the aircraft; the motion controller is used to control the rotation frequency and direction of the flight propeller shaft, the flight propeller blade, the swimming propeller shaft, and the swimming propeller blade, so as to realize the motion modes such as variable speed travel and differential steering; the ballast water controller is used to control the first ballast water pump, the second ballast water pump, the third ballast water pump, and the fourth ballast water pump to suck and discharge ballast water to realize the diving, floating, and floating of the aircraft, and control the waterline height in the floating state; the energy management module is electrically connected with the attitude controller, the motion controller, and the ballast water controller. The battery and the energy management module cooperate with each other to coordinate the energy supply of the aircraft and ensure the stable operation of each module.

[0015] Furthermore, the first ballast water pump and the third ballast water pump are connected to the front ballast hydrofoil of the aircraft, and the second ballast water pump and the fourth ballast water pump are connected to the rear ballast hydrofoil of the aircraft.

[0016] Working principle: When the motor shaft of the power connection unit is connected to the main shaft of the propeller shaft, the variable frequency motor is slightly adjusted to align the first connecting hole on the motor shaft with the second connecting hole on the main shaft of the propeller shaft. At the same time, the left transmission gear rotates clockwise to drive the left latch shaft to move to the right, and the right transmission gear rotates counterclockwise to drive the left latch shaft to move to the left, until the latch shafts on both sides enter the first connecting hole on the motor shaft to a certain length and stop rotating, completing the connection between the motor shaft of the power connection unit and the main shaft of the propeller shaft. The disconnection process of the motor shaft of the power connection unit and the main shaft of the propeller shaft is the reverse process of the connection process. When the variable frequency motor of the power connection unit stops rotating, the left transmission gear rotates clockwise to drive the left latch shaft to move to the left, and the right transmission gear rotates clockwise to drive the left latch shaft to move to the right, until the latch shafts on both sides move out of the motor shaft, the motor shaft of the power connection unit is disconnected from the main shaft of the propeller shaft. The connection and disconnection between the motor shaft of the power connection unit and the swimming propeller shaft are consistent with the connection and disconnection between the motor shaft of the power connection unit and the flying propeller shaft. The two cooperate to complete the working state of the motor double-propeller propeller matching the working environment.

[0017] Amphibious vehicles in the underwater, surface and airspace can be mainly divided into the stealth state, the floating state, the floating state and the flight state, among which the floating state is a transition state from the floating state to the flight state, but not the main operating state. The outside of the airborne modules inside the main unit are all high-strength and pressure-resistant cavity structures. Through design and adjustment, the vehicle is completely submerged and in a stealth state when the front ballast hydrofoil and the rear ballast hydrofoil of the vehicle are fully loaded. When the front ballast hydrofoil and the rear ballast hydrofoil of the vehicle are unloaded, the vehicle is only immersed in the extremely low waterline at the bottom and is in a floating state; the vehicle mainly realizes the transition of different habitat states by sucking and discharging ballast water and controlling the operation of the propeller. When the ballast water tank is full, the vehicle is completely submerged, the propeller blades are connected and work, and it enters the underwater operation, that is, the stealth state; when the vehicle enters the floating state from the stealth state, the ballast water tank is properly drained so that it is between full load and empty load. At this time, the waterline height can be controlled by sucking and discharging ballast water. The movement of the aircraft is adjusted, and the single-machine double-propeller propeller stops working at the same time to reduce the interference with the aircraft's floating movement; when the aircraft enters the flight state from the floating state, the ballast water needs to be discharged first. After being in the floating state, the motor shaft of the power connection unit stops working, and the flying propeller blades are connected to work to enter the flight state. On the one hand, it reduces its own weight, and on the other hand, it minimizes the viscous resistance of water when the aircraft takes off; in the above-mentioned entire process, except for the floating state, the propeller thrusters are in working state to control the movement parallel to the direction of the aircraft; the aircraft goes from the flying state to the floating state, and the aircraft goes from the floating state to the stealth state, which are the reverse processes of the aircraft from the floating state to the flying state and the aircraft from the stealth state to the floating state, respectively.

[0018] Beneficial effects: Compared with the prior art, the present invention has the following significant features:

[0019] 1. The transition between the floating state and the flying state can be achieved through the floating state. On the one hand, the load of the aircraft during flight can be minimized to achieve energy saving. On the other hand, the viscous resistance of the water when the aircraft takes off is reduced, ensuring that the aircraft can take off smoothly. The head has a lifting function and can achieve vertical take-off;

[0020] 2. By combining the ballast water tank and the aircraft hydrofoil, more convenient structural layout, more flexible attitude control and habitat state switching can be achieved;

[0021] 3. The connection and control of the single-machine double-propeller propellers are realized through the latch mechanism, which facilitates the structural layout of the aircraft and improves the underwater and surface adaptability of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the structure of the present invention;

[0023] Figure 2is a connection diagram of the propeller thruster connection port 31 of the present invention;

[0024] Figure 3 It is a structural schematic diagram of a single-machine double-blade propeller 4 of the present invention;

[0025] Figure 4 is a schematic structural diagram of the power connection unit 41 of the present invention;

[0026] Figure 5 It is a schematic diagram of the connection between the latch shaft 47 and the flying paddle shaft 43 of the present invention;

[0027] Figure 6 It is a schematic diagram of the connection between the latch shaft 47 and the swimming propeller shaft 45 of the present invention;

[0028] Figure 7 It is a structural schematic diagram of the motor shaft 413 of the present invention;

[0029] Figure 8 It is a structural schematic diagram of the main unit 1 of the aircraft of the present invention;

[0030] Fig. 9 It is a schematic diagram of the habitat state change control state of the present invention. DETAILED DESCRIPTION

[0031] like Figures 1-2 , the underwater, surface and airspace amphibious aircraft includes an aircraft main unit 1, an aircraft front ballast hydrofoil 2, an aircraft rear ballast hydrofoil 3, a single double-propeller propeller 4, and a propeller thruster 5. The aircraft main unit 1 is the main control module of the aircraft, which is fixedly connected to the aircraft front ballast hydrofoil 2 and the aircraft rear ballast hydrofoil 3, and can carry relevant working modules to carry out corresponding work. The aircraft front ballast hydrofoil 2 is a hydrofoil cavity composed of a pressure-resistant shell, with two parts arranged symmetrically on the left and right, and a double-propeller propeller interface 21 for a single double-propeller propeller 4 is reserved at the top, and the bottom is an L-shaped wing. The aircraft rear ballast hydrofoil 3 is a hydrofoil cavity composed of a pressure-resistant shell, with two parts arranged symmetrically on the left and right, and a double-propeller propeller interface 21 for a single double-propeller propeller 4 is reserved at the top, and the bottom is an L-shaped wing, and a propeller thruster connection port 31 of the propeller thruster 5 is arranged at the top of the wing. The front ballast hydrofoil 2 and the rear ballast hydrofoil 3 of the aircraft are symmetrically fixed to the four sides of the main unit 1 of the aircraft. The navigation attitude of the aircraft can be controlled by sucking and discharging ballast water. When sailing on the water surface, they can be used as hydrofoils to improve the speed and stability of the aircraft. The single-machine double-propeller propeller 4 is fixed to the double-propeller propeller interface 21 of the front ballast hydrofoil 2 and the rear ballast hydrofoil 3 of the aircraft, which can realize the attitude adjustment perpendicular to the direction of the aircraft under different habitat states of the aircraft. The propeller thruster 5 is installed on the propeller thruster connection port 31 reserved on the rear ballast hydrofoil 3 of the aircraft, which can realize the attitude adjustment parallel to the direction of the aircraft under different habitat states of the aircraft.

[0032] like Figure 3 The single-machine double-blade propeller 4 includes a power connection unit 41, a connecting rod 42, a flying propeller shaft 43, a flying propeller blade 44, a swimming propeller shaft 45, and a swimming propeller blade 46. The power connection unit 41 is fixedly connected to the connecting rod 42, and is fixedly mounted on the double-blade propeller interface 21 by the connecting rod 42. The power connection unit 41 is mainly used to provide rotational energy for the flying propeller shaft 43 and the swimming propeller shaft 45, and realize the shaft connection conversion in different habitat states. One end of the flying propeller shaft 43 is connected to the power connection unit 41, and the other end is fixedly connected to the flying propeller blade 44, so as to transmit the rotational energy of the power connection unit 41 to the flying propeller blade 44, so as to provide lift for the aircraft in the flight state. One end of the swimming propeller shaft 453 is connected to the power connection unit 41, and the other end is fixedly connected to the swimming propeller blade 46, so as to transmit the rotational energy of the power connection unit 41 to the swimming propeller blade 46, so as to provide lift for the aircraft in the swimming state. The single-machine double-blade propeller 4 controls the flying propeller shaft 43, the flying propeller blades 44, the swimming propeller shaft 45, and the swimming propeller blades 46 to work separately in the flying state and the swimming state through the power connection unit 41. On the one hand, it can facilitate space layout, save materials, and better adapt to different working environments; on the other hand, it avoids flow field interference when the two propellers rotate at the same time.

[0033] like Figure 4 The power connection unit 41 of the single-machine double-blade propeller 4 includes a unit housing 411, a variable frequency motor 412, a motor shaft 413, a transmission gear 414, a housing latch port 415, and a first connecting hole 416. The flying propeller shaft 43 and the swimming propeller shaft 45 are arranged at the upper part and the lower part of the motor shaft 413, respectively.

[0034] like Figures 5 to 7 The flying propeller shaft 43 includes a flying propeller shaft main shaft 431, a second connecting hole 432, and a pin hole 433 on the upper shaft. The flying propeller shaft main shaft 431 is provided with a coaxial second connecting hole 432 and a pin hole 433 on the upper shaft. The diameter of the second connecting hole 432 is smaller than the diameter of the pin hole 433 on the upper shaft. The structure of the swimming propeller shaft 45 is the same as that of the flying propeller shaft 43. The swimming propeller shaft 45 includes a swimming propeller shaft main shaft 451, a third connecting hole 452, and a pin hole 453 on the lower shaft. The swimming propeller shaft main shaft 451 is provided with a coaxial third connecting hole 452 and a pin hole 453 on the lower shaft. The diameter of the third connecting hole 452 is smaller than the diameter of the pin hole 453 on the lower shaft. The flying propeller shaft 43 adopts a slender aircraft blade shape suitable for aircraft. The traveling propeller shaft 45 adopts a wide propeller suitable for ships to adapt to the heading modes under different media.

[0035] The power connection unit 41 has the same conversion connection structure and process as the flying propeller shaft 43 and the swimming propeller shaft 45. When the aircraft is in the flying state, the power connection unit 41 is connected to the flying propeller shaft 43, and when the aircraft is in the swimming state, the power connection unit 41 is connected to the swimming propeller shaft 45. Taking the connection between the power connection unit 41 and the flying propeller shaft 43 as an example, the unit housing 411 plays a role of waterproofing and corrosion resistance on the one hand, and provides a layout space for the internal structure on the other hand. After the variable frequency motor 412 is connected to the power supply, the variable frequency control speed can be realized to adapt to different flow field environments. One end of the motor shaft 413 is connected to the variable frequency motor 412, and the other end is connected to the flying propeller shaft 43, and a first connecting hole 416 is opened at the connection end with the flying propeller shaft 43 to facilitate the connection or disconnection of the motor shaft 413 and the flying propeller shaft 43. A motor is connected to one side of the transmission gear 414, and the gear meshes with the latch shaft 47. When the motor drives the transmission gear 414 to rotate, the latch shaft 47 can be moved to achieve connection or disconnection with the motor shaft 413. The housing latch port 415 is fixed to the unit housing 411, allowing the latch shaft 47 to slide horizontally without falling. The latch shaft 47 includes a latch shaft main shaft 471, a transmission gear 472, and a limiter 473. The outer opening of the latch port 433 on the upper shaft is connected to the latch shaft main shaft 471 of the latch shaft. A transmission rack 472 is provided in the middle of the latch shaft main shaft 471, which meshes with the transmission gear 414. Limiters 473 are arranged on both sides of the transmission gear 414 to prevent the transmission gear 414 and the rack 472 from slipping off.

[0036] The latch shaft 47 is symmetrically distributed in four sections, up and down, left and right. When the motor shaft 413 of the power connection unit 41 is connected to the flight propeller shaft main shaft 431, the variable frequency motor 412 is slightly adjusted to align the first connecting hole 416 on the motor shaft 413 with the second connecting hole 432 on the flight propeller shaft main shaft. At the same time, the left transmission gear 414 rotates clockwise to drive the left latch shaft 47 to move rightward, and the right transmission gear 414 rotates counterclockwise to drive the left latch shaft 47 to move leftward, until the latch shafts 47 on both sides enter the first connecting hole 416 on the motor shaft 413 to a certain length and stop rotating, completing the connection between the motor shaft 413 of the power connection unit 41 and the flight propeller shaft main shaft 431. The disconnection process of the motor shaft 413 of the power connection unit 41 and the flight propeller shaft main shaft 431 is the reverse process of the connection process. When the variable frequency motor 412 of the power connection unit 41 stops rotating, the left transmission gear 414 rotates clockwise to drive the left latch shaft 47 to move to the left, and the right transmission gear 414 rotates clockwise to drive the left latch shaft 47 to move to the right, until the latch shafts 47 on both sides move out of the motor shaft 413 and the motor shaft 413 of the power connection unit 41 is disconnected from the flying propeller shaft main shaft 431. The connection and disconnection of the motor shaft 413 of the power connection unit 41 and the swimming propeller shaft 45 are consistent with the connection and disconnection of the motor shaft 413 of the power connection unit 41 and the flying propeller shaft 43, and the two cooperate to complete the working state of the motor twin-propeller propeller 4 matching the working environment.

[0037] like Figure 8 The onboard universal modules of the main unit 1 of the aircraft mainly include a main shell 10, a battery 11, an energy management module 12, an attitude controller 13, a motion controller 14, a ballast water controller 15, a first ballast water pump 16, a second ballast water pump 17, a third ballast water pump 18, and a fourth ballast water pump 19. The main shell 10 is mainly used to protect the modules inside the main unit 1 of the aircraft from seawater erosion. The battery 11 and the energy management module 12 cooperate with each other to coordinate the energy supply of the aircraft and ensure the stable operation of each module. The attitude controller 13 is used to adjust the center of gravity of the aircraft to coordinate the propeller to control the motion posture of the aircraft. The motion controller 14 is used to control the rotation frequency and direction of the flying propeller shaft 43, the flying propeller blades 44, the swimming propeller shaft 45, and the swimming propeller blades 46, which can realize motion modes such as variable speed travel and differential steering. The ballast water controller 15 is used to control the first ballast water pump 16, the second ballast water pump 17, the third ballast water pump 18, and the fourth ballast water pump 19 to suck and discharge water, so as to realize the diving, floating, and floating of the aircraft, and control the waterline height in the floating state. In addition to the airborne general module, the aircraft main unit 1 can be equipped with different control integrations to realize remote control and intelligent control, and can be equipped with different working modules to perform amphibious work with different characteristics.

[0038] like Fig. 9 , underwater, surface, and airspace amphibious aircraft can be mainly divided into stealth state, floating state, floating state, and flight state, among which the floating state is a transition state from the floating state to the flight state, rather than the main operating state. The airborne modules inside the main unit 1 are all high-strength and pressure-resistant cavity structures. Through design and adjustment, when the front ballast hydrofoil 2 of the aircraft and the rear ballast hydrofoil 3 of the aircraft are fully loaded, the aircraft is completely immersed in the stealth state. When the front ballast hydrofoil 2 of the aircraft and the rear ballast hydrofoil 3 of the aircraft are unloaded, the aircraft is only immersed in the extremely low waterline at the bottom and is in a floating state. The aircraft mainly realizes the transformation of different habitat states by sucking and discharging ballast water and controlling the work of the propeller. When the ballast water tank is full, the aircraft is completely immersed, the swimming propeller blades 46 are connected to work, and enter the underwater work, that is, the stealth state. When the aircraft enters the floating state from the stealth state, the ballast water tank is properly drained so that it is between full load and empty load. At this time, the waterline height can be controlled by sucking and discharging ballast water to adjust the movement of the aircraft. At the same time, the single-machine double-propeller propeller 4 stops working to reduce the interference with the floating movement of the aircraft. When the aircraft enters the flight state from the floating state, the ballast water needs to be drained first. After being in the floating state, the motor shaft 413 of the power connection unit 41 stops working, and the flight propeller blades 44 are connected to work to enter the flight state. On the one hand, the dead weight is reduced, and on the other hand, the viscous resistance of the water when the aircraft takes off is minimized. In the above-mentioned entire process, except for the floating state, the propeller thruster 5 is in working state to control the movement parallel to the direction of the aircraft. The aircraft from the flying state to the floating state and the aircraft from the floating state to the stealth state are respectively the reverse processes of the aircraft from the floating state to the flight state and the aircraft from the stealth state to the floating state.

Claims

1. An amphibious vehicle, characterized in that: The invention comprises an aircraft main unit (1), an aircraft front ballast hydrofoil (2), an aircraft rear ballast hydrofoil (3), a single double-blade propeller (4), and a propeller thruster (5); the aircraft main unit (1) is connected to the aircraft front ballast hydrofoil (2) and the aircraft rear ballast hydrofoil (3); the tops of the aircraft front ballast hydrofoil (2) and the aircraft rear ballast hydrofoil (3) are symmetrically provided with a single double-blade propeller (4) with respect to the aircraft main unit (1); the end of the aircraft rear ballast hydrofoil (3) is provided with a propeller thruster (5); the single double-blade propeller (4) is connected to the aircraft front ballast hydrofoil (2) and the aircraft rear ballast hydrofoil (3); the tops of the aircraft front ballast hydrofoil (2) and the aircraft rear ballast hydrofoil (3) are symmetrically provided with a single double-blade propeller (4); the end of the aircraft rear ballast hydrofoil (3) is provided with a propeller thruster (5); ) comprises a power connection unit (41), a connecting rod (42), a flying paddle shaft (43), a flying paddle blade (44), a swimming paddle shaft (45), and a swimming paddle blade (46); the power connection unit (41) is connected to the flying paddle shaft (43) or the swimming paddle shaft (45); the flying paddle blade (44) is connected to the flying paddle shaft (43); the swimming paddle shaft (45) is connected to the swimming paddle blade (46); and the power connection unit (41) is connected to the front ballast hydrofoil (2) and the rear ballast hydrofoil (3) of the aircraft via the connecting rod (42).

2. The air-water-submersible amphibious vehicle according to claim 1, characterized in that: The aircraft front ballast hydrofoil (2) and the aircraft rear ballast hydrofoil (3) are C-shaped hydrofoil cavities.

3. The air-water-submersible amphibious vehicle according to claim 1, characterized in that: A double-propeller interface (21) is provided on the top of the front ballast hydrofoil (2) of the aircraft and the top of the rear ballast hydrofoil (3) of the aircraft, and the double-propeller interface (21) is fixedly connected to a connecting rod (42).

4. The air-water-submersible amphibious vehicle according to claim 1, characterized in that: The power connection unit (41) comprises a unit housing (411), a variable frequency motor (412), a motor shaft (413), a transmission gear (414), and a housing latch opening (415). The variable frequency motor (412) is arranged in the unit housing (411). The variable frequency motor (412) is connected to a flying paddle shaft (43) and a swimming paddle shaft (45) through the motor shaft (413). The transmission gear (414) is meshed with a latch shaft (47). The latch shaft (47) is symmetrically distributed with respect to the flying paddle shaft (43) and the swimming paddle shaft (45). The flying paddle shaft (43) and the swimming paddle shaft (45) have the same structure. The latch shaft (47) can be plugged into or separated from a second connecting hole (432) on the flying paddle shaft (43) and the swimming paddle shaft (45). The housing latch opening (415) is fixedly connected to the unit housing (411).

5. The air-water-submersible amphibious vehicle according to claim 4, characterized in that: The flying paddle rotating shaft (43) and the swimming paddle rotating shaft (45) have the same structure. The flying paddle rotating shaft (43) comprises a flying paddle rotating shaft main shaft (431) and a latch hole (433) on the upper shaft. A coaxial second connecting hole (432) and a latch hole (433) on the upper shaft are arranged on the flying paddle rotating shaft main shaft (431). The diameter of the second connecting hole (432) is smaller than the diameter of the latch hole (433) on the upper shaft.

6. The air-water-submersible amphibious vehicle according to claim 4, characterized in that: The latch shaft (47) comprises a latch shaft main shaft (471), a transmission rack (472), and a stopper (473); a transmission rack (472) is arranged in the middle of the latch shaft main shaft (471), and stoppers (473) are arranged on both sides of the transmission rack (472); the transmission rack (472) is meshed with a transmission gear (414).

7. The air-water-submersible amphibious vehicle according to claim 1, characterized in that: A propeller propeller connection port (31) is provided at the end of the rear ballast hydrofoil (3) of the aircraft, and the propeller propeller connection port (31) is connected to the propeller propeller (5).

8. The air-water-submersible amphibious vehicle according to claim 1, characterized in that: The main body unit (1) of the aircraft comprises a main body shell (10), in which a storage battery (11), an energy management module (12), an attitude controller (13), a motion controller (14), a ballast water controller (15), a first ballast water pump (16), a second ballast water pump (17), a third ballast water pump (18), and a fourth ballast water pump (19) are arranged. The attitude controller (13) is used to adjust the center of gravity of the aircraft. The motion controller (14) is used to control the rotation frequency and direction of the flying propeller shaft (43), the flying propeller blade (44), the swimming propeller shaft (45), and the swimming propeller blade (46). The ballast water controller (15) is used to control the first ballast water pump (16), the second ballast water pump (17), the third ballast water pump (18), and the fourth ballast water pump (19) to suck and discharge ballast water. The energy management module (12) is electrically connected to the attitude controller (13), the motion controller (14), and the ballast water controller (15).

9. The air-water-submersible amphibious vehicle according to claim 8, characterized in that: The first ballast water pump (16) and the third ballast water pump (18) are connected to the front ballast hydrofoil (2) of the aircraft.

10. The air-water-submersible amphibious vehicle according to claim 8, characterized in that: The second ballast water pump (17) and the fourth ballast water pump (19) are connected to the rear ballast hydrofoil (3) of the aircraft.

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