Sea-land-air triphibian aircraft

Abstract

The invention relates to a sea-land-air triphibian aircraft which is composed of an aircraft head, an aircraft body and foldable wings, each wing comprises a fixing part, a folding part and a driving part, and unfolding and folding of the wings are controlled through hydraulic jacks. The aircraft is provided with a propeller engine and a propeller thruster which provide lift force and propulsive force respectively, and air flight, underwater navigation and land advancing are achieved. The driving system assembly comprises a submarine engine and an aircraft star-shaped engine, and the submarine engine is connected with and drives propellers to rotate through gears to provide power; the aircraft star-shaped engine is mainly used for air flight. The triphibian aircraft has multifunctionality, high flexibility and wide applicability, and is suitable for various scenes such as emergency rescue, military reconnaissance and environment monitoring. Special materials and design endow the robot with concealment and maneuverability, the robot can quickly respond and avoid potential threats during task execution, and the robot shows powerful comprehensive performance and wide application potential.

Description

Technical Field

[0001] The invention belongs to a vehicle which is powered by an engine and can travel on the ground, water or air, in particular to an amphibious vehicle for sea, land and air. Background Art

[0002] With the development of science and technology and the improvement of living standards, some vehicles have begun to have amphibious functions, such as hovercraft that can be used on land and water or cars with water navigation functions. In recent years, flying cars have also begun to appear. At present, these amphibious vehicles have been used or are about to be used, but amphibious vehicles for land, sea and air have not yet appeared on the market.

[0003] The utility model patent with application number "201420677367.2" and name "A New Type of Amphibious Vehicle for Land, Sea and Air" discloses a new type of amphibious vehicle for land, sea and air, including a fuselage, wings located on both sides of the fuselage and a tail located at the tail of the fuselage. A cabin is provided at the front of the fuselage, and a belly is provided under the middle of the fuselage. The front part of the fuselage is in the shape of a quadrangular pyramid with a conical top at the front end, a hatch cover is provided on the top of the cabin, and the upper surface of the hatch cover is in the shape of an upward convex quadrangular pyramid with a conical top at the middle and rear part. The lower surface of the front part of the fuselage is provided with a conical plate with a conical angle at the front end, the lower surface of the conical plate is in the shape of a downward convex quadrangular pyramid with a conical top at the middle and front part, and the lower surface of the belly is in the shape of a downward convex pentagonal pyramid with a conical top at the middle and front part. This patent designs the lower surface of the conical plate at the front of the fuselage, the upper surface of the cabin cover, the lower surface of the front of the fuselage and the lower surface of the belly into convex polygonal cones, which can not only reduce resistance and increase forward speed, but also facilitate manufacturing and have good anti-radar effect; the convex quadrangular cone structure on the lower surface of the front of the fuselage can also play a role in water diversion, increase buoyancy and balance the fuselage.

[0004] The above information disclosed in the above background technology section is only used to enhance the understanding of the background technology of the technology described in this article. Therefore, the background technology may contain certain information that does not form the prior art known in this country to those skilled in the art. Summary of the invention

[0005] The purpose of the present invention is to provide a new design concept of amphibious vehicles for land, sea and air based on aerodynamic principles, which is different from the existing designs.

[0006] The technical solution adopted by the present invention is as follows:

[0007] An amphibious vehicle for sea, land and air, comprising a drive system assembly:

[0008] The aircraft consists of three parts: the nose, the fuselage, and the wings on both sides of the fuselage;

[0009] The wing is a structure that can be unfolded and folded, and includes a fixed part and a folding part;

[0010] The fixed part is provided with a propeller engine and a first propeller propeller;

[0011] A second propeller thruster is also provided at the tail of the fuselage;

[0012] A flat cylindrical cabin is provided at the tail of the fuselage;

[0013] The bottom of the fuselage is provided with a landing support and tires.

[0014] Propeller engines are mainly used to provide upward lift to aircraft to achieve flight in the air;

[0015] The first propeller propeller and the second propeller propeller are mainly used to provide the aircraft with forward propulsion to achieve navigation in the water;

[0016] The bottom of the fuselage is provided with a landing gear and tires, which mainly provide the aircraft with forward power on the ground to achieve travel on land.

[0017] In a preferred technical solution, the wing includes a fixed portion, a folding portion and a first driving component, the folding portion is rotatably connected to the fixed portion, the rotatably connected portion is a folding axis, and the folding axis is near the center axis of the wing;

[0018] The first driving component includes a rear end bracket, a first hydraulic jack and a front end bracket;

[0019] The rear end bracket is fixed on the fixed part, the front end bracket is fixed on the folding part, one end of the first hydraulic jack is connected to the rear end bracket through a steel rod, and the other end of the first hydraulic jack is connected to the front end bracket through a steel rod. By controlling the first hydraulic jack, the unfolding and folding of the front end of the wing can be achieved.

[0020] In a preferred technical solution, a recovery mechanism for storing the propeller thruster is provided on the wing.

[0021] In the preferred technical solution, a first steel rod is provided in the wing, a slot is provided on the side wall at one end of the first steel rod, the end of the slot is an open hole, and a steel shaft is provided at the slot in the first steel rod; the central axis of the first propeller propeller or the second propeller propeller is connected to a second steel rod, and a protruding steel sheet is provided at the end of the second steel rod away from the central axis, a hole is reserved on the protruding steel sheet, and the steel shaft is inserted into the hole.

[0022] Furthermore, it also includes a second driving component, which is a second hydraulic jack. The first steel rod is connected to one end of the hydraulic jack, the second steel rod is connected to the other end of the second hydraulic jack, the second steel rod is connected to the bearing in the middle of the first propeller propeller or the second propeller propeller, and propeller blades are arranged on the propeller bearing.

[0023] In the preferred technical solution, the drive system assembly includes a submarine engine for driving a propeller thruster, a base is provided at the bottom of the submarine engine, a rotating shaft of the submarine engine is connected to a cone with gears on the surface, the cone with gears on the surface is meshed and connected with a disc-shaped gear, an intermediate steel shaft is provided in the middle of the disc-shaped gear, the intermediate steel shaft is connected to the first steel rod inside the warship wing, driving the propeller blades to rotate, the propeller provides power to the warship body, and realizes the movement of the warship body.

[0024] Furthermore, the drive system assembly also includes an aircraft radial engine, which mainly includes: an engine combustion chamber drive shaft, a propeller bearing connection chamber, a piston aircraft engine combustion chamber and a piston aircraft engine propeller.

[0025] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0026] Versatility: Amphibious vehicles can switch freely between land, water and air. This versatility enables them to cope with a variety of complex environments and mission requirements.

[0027] High flexibility: Due to its unique design, the amphibious vehicle can flexibly move in different environments and quickly adapt to various terrain and climatic conditions.

[0028] Wide applicability: Amphibious vehicles are suitable for a variety of application scenarios, including emergency rescue, military reconnaissance, environmental monitoring, scientific research and exploration, commercial tourism and logistics transportation.

[0029] Stealth and maneuverability: Some amphibious aircraft use special materials and designs, with low noise and infrared heat signature characteristics, making them highly stealthy when performing missions. At the same time, their high maneuverability also enables them to quickly respond to and avoid potential threats. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present invention will now be described by way of example with reference to the accompanying drawings, in which:

[0031] Figure 1 It is a schematic diagram of the amphibious vehicle for sea, land and air in the present invention;

[0032] Figure 2 A detailed schematic diagram of the right wing of the aircraft in the present invention;

[0033] Figure 3 It is a structural schematic diagram of the recovery mechanism in the present invention;

[0034] Figure 4 It is a schematic diagram of the installation structure of the submarine engine in the present invention;

[0035] Figure 5It is a structural schematic diagram of the aircraft radial engine in the present invention; DETAILED DESCRIPTION

[0036] To make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application usually described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0038] Embodiment 1:

[0039] This embodiment introduces in detail an innovative amphibious aircraft that combines multiple functions of flying in the air, sailing on the water, and driving on land. The overall structure of the aircraft is as follows: Figure 1 As shown, it mainly includes a nose 1, a fuselage 2, foldable wings 3 on both sides and an integrated drive system.

[0040] 1. Structure and function of wing 3

[0041] The aircraft's wing 3 adopts a unique deployable and foldable design, and is divided into a fixed portion 301 and a foldable portion 302. The fixed portion 301 has a built-in propeller engine 4 and a propeller thruster 5, which work together to meet different power requirements:

[0042] Propeller engine 4: Mainly responsible for generating upward lift to ensure that the aircraft can fly stably in the air. Its working principle is similar to that of the propeller system of a transport aircraft. It generates sufficient thrust through high-speed rotation to overcome gravity and achieve lift-off.

[0043] The first propeller propeller 5 and the second propeller propeller 7 mainly provide forward propulsion, which is suitable for underwater navigation. When the aircraft enters the water, the propeller can push the aircraft forward or dive in the water by adjusting the angle and speed, simulating the propulsion method of a submarine.

[0044] 2. Body 2 and bottom design

[0045] Tail of fuselage 2: It is equipped with a flat cylindrical cabin. The design is inspired by the vertical tail of an aircraft and the command tower enclosure of a submarine. It not only maintains the stability of the vehicle during movement, but also integrates the necessary navigation and control equipment, achieving optimized functional integration.

[0046] A second propeller thruster 7 is installed at the tail of the warship's fuselage 2, which is similar to the current submarine tail thruster to increase the thrust of the warship forward.

[0047] The bottom of the fuselage 2 is equipped with landing gear and tires, which enables the aircraft to move flexibly on land. The drive system assembly provides forward power and realizes the land driving function through the friction between the tires and the ground.

[0048] 3. Aircraft form and function expansion

[0049] The overall shape of the aircraft is designed with full consideration of the principles of fluid mechanics. The shape of the fuselage 2 is like a fish or an airplane, which is conducive to the generation of lift when flying in the air and also facilitates the fluid dynamics performance when sailing underwater. Specifically:

[0050] Flying in the air: The propeller engine 4 on the wing 3 provides lift, combined with the pressure difference generated by the design of the fuselage 2, to achieve flying in the air.

[0051] Sailing and diving on water: The aircraft can freely sail or dive in water by using the first propeller propeller 5 on the wing 3 and the streamlined design of the fuselage 2. The first propeller propeller 5 added to the tail further enhances the propulsion efficiency in water.

[0052] Driving on land: The landing gear and tires at the bottom of the fuselage 2, together with the drive system, enable the aircraft to travel smoothly on land.

[0053] 4. Control and equipment configuration

[0054] The aircraft head is provided with a cockpit 8 similar to an airplane, providing the operator with a full range of control interfaces and vision. In addition, the flat cylindrical cabin 6 integrates advanced navigation, communication and control equipment to ensure the stable operation and mission execution of the aircraft in complex environments.

[0055] In summary, the amphibious vehicle designed in this embodiment realizes free navigation and driving in three different environments of land, sea and air through innovative wing 3 structure, optimized fuselage 2 design and multi-functional drive system, showing extremely high adaptability and practicality.

[0056] Advantages of the amphibious vehicle in the present invention

[0057] Versatility:

[0058] Amphibious vehicles can switch freely between land, water and air. This versatility enables them to cope with a variety of complex environments and mission requirements.

[0059] High flexibility:

[0060] Due to its unique design, the amphibious vehicle can flexibly move in different environments and quickly adapt to various terrain and climatic conditions.

[0061] Wide applicability:

[0062] Amphibious vehicles are suitable for a variety of application scenarios, including emergency rescue, military reconnaissance, environmental monitoring, scientific research exploration, commercial tourism and logistics transportation.

[0063] Concealment and mobility:

[0064] Some amphibious aircraft use special materials and designs, with low noise and infrared heat signature characteristics, making them highly concealed when performing missions. At the same time, their high maneuverability also enables them to quickly respond to and avoid potential threats.

[0065] Example 2

[0066] When discussing the differences between aircraft and submarines, one notable difference is their "wing span" - that is, the wing 3 of an aircraft is much longer than that of a submarine. If a submarine has a structure similar to "wing 3", it usually refers to its stabilizing wing or the conning tower enclosure, but for ease of explanation here, we use a metaphorical statement that the wing 3 of an aircraft is much longer in proportion. In order to design an amphibious warship that can combine the functions of an aircraft flying in the air and a submarine sailing underwater, the design of wing 3 must be innovatively improved.

[0067] In this embodiment, the wings 3 of the warship adopt an innovative deployable and foldable structure. This design is intended to meet the needs of the warship in different operating environments: when flying in the air, the wings 3 are deployed to provide sufficient lift and stability; when operating in the ocean, the wings 3 are folded to reduce underwater resistance and improve navigation efficiency.

[0068] Specifically, the wing 3 is composed of a fixed portion 301, a folding portion 302 and a first driving component 11. The folding portion 302 and the fixed portion 301 are connected by rotation to realize the folding function, and the rotation connection is defined as a folding axis 10, which is located close to the center axis of the wing 3 to ensure the symmetry and stability of the folding action.

[0069] The first driving component 11 is the key to the folding and unfolding of the wing 3, and includes a rear end bracket 111, a first hydraulic jack 113, and a front end bracket 112. The rear end bracket 111 is firmly mounted on the fixing portion 301, and the front end bracket 112 is fixed on the folding portion 302. The first hydraulic jack 113 is used as a power source, one end of which is connected to the rear end bracket 111 through a steel rod, and the other end is also connected to the front end bracket 112 through a steel rod. By accurately controlling the telescopic action of the hydraulic jack, the unfolding and folding operation of the front end of the wing 3 can be achieved.

[0070] In order to more intuitively demonstrate the symmetry of the folding action of the wing 3, we can draw an auxiliary line 9. This auxiliary line 9 divides the wing 3 into two symmetrical parts. When the wing 3 is folded or unfolded, the two parts will move symmetrically along this auxiliary line 9. This design not only ensures the stability and balance of the wing 3 during the folding and unfolding process, but also improves the adaptability and flexibility of the warship in different environments.

[0071] In summary, this embodiment successfully combines the air flight capability of an aircraft with the underwater navigation capability of a submarine through the innovative foldable design of the wing 3, providing a new idea and method for the design of amphibious warships. This design not only improves the versatility of the warship, but also provides a strong guarantee for its stable operation in various complex environments.

[0072] Embodiment 3:

[0073] In order to enhance the concealment and combat effectiveness of the amphibious warship, this embodiment designs an innovative mechanism to effectively hide the true identity of the warship when flying in the air, so as to avoid being accurately identified as a combat ship by the enemy, but mistakenly regarded as an ordinary transport aircraft. The core of this strategy is that when the warship is flying in the air, the propeller thruster 5 used for underwater propulsion can be quickly and covertly retracted into the fuselage 2, similar to the process of retracting the landing gear and tires into the fuselage 2 after the aircraft takes off.

[0074] The first propeller propeller 5 recovery mechanism on the wing 3:

[0075] To achieve this goal, we specially designed a recovery mechanism on the wing 3 of the warship for storing the first propeller propeller 5. This mechanism is carefully designed to ensure that the propeller propeller 5 can be quickly extended to provide underwater propulsion when needed, and can be smoothly and concealedly retracted into the fuselage 2 when flying in the air.

[0076] The specific structure of the recycling mechanism:

[0077] Specifically, a first steel rod 114 is cleverly embedded inside the wing 3, and a notch 115 is provided on the side wall at one end of the steel rod, and an opening 116 is formed at the end of the notch 115. Inside the notch 115, a steel shaft 120 is installed for connecting with the first propeller propeller 5. The central axis of the propeller propeller 5 is connected to the wing 3 through a second steel rod 117. The end of the second steel rod 117 away from the central axis is designed with a protruding steel sheet, and a hole 119 is reserved on the steel sheet for matching with the steel shaft 120 on the first steel rod 114. This design enables the first steel rod 114 and the second steel rod 117 to move back and forth within a certain range, while preventing the two sections of the steel rod from falling off during the movement.

[0078] Propeller retraction and extension mechanism:

[0079] When the propeller needs to be retracted, the first steel rod 114 and the second steel rod 117 will move backwards through the driving mechanism, which is a hydraulic jack in this example, to drive the first propeller thruster 5 to retract into the fuselage 2. At this time, the connecting rod connected to the second steel rod 117 will extend downward at an angle of about 45 degrees. This design not only provides the warship with forward thrust, but also enables the warship to dive when needed.

[0080] Design of the second driving component 13

[0081] In order to realize the contraction and extension of the connecting rod, we introduced the second driving component 13, the second hydraulic jack 131. One end of the hydraulic jack is connected to the first steel rod 114, and the other end is connected to the second steel rod 117. Through this connection, we can accurately control the extension and contraction of the first propeller propeller 5. At the same time, the second steel rod 117 is also connected to the bearing 132 in the middle of the first propeller propeller 5, and the propeller blade 133 is installed on the bearing 132, which ensures that the propeller can rotate normally and provide propulsion when extended.

[0082] In summary, this embodiment successfully achieves the concealment of the amphibious warship in the air and the high efficiency of underwater propulsion through the innovative design of the recovery mechanism of the first propeller propeller 5 on the wing 3 and the precisely controlled hydraulic jack drive system. This design not only improves the concealment and combat effectiveness of the warship, but also provides a new idea and method for the design of future warships.

[0083] Embodiment 4:

[0084] This embodiment discloses in detail the advanced drive system assembly used by amphibious warships, which integrates a submarine engine 12 and an aircraft radial engine, aiming to meet the power requirements of the warship in different environments and ensure that it can operate efficiently and stably underwater, in the air and on land if the design allows.

[0085] See also Figure 4 , 5One of the core components of the drive system assembly is the submarine engine 12, which is a compact and efficient Stirling engine. The bottom of the engine is firmly mounted on the base 14, and its rotating shaft 21 is closely connected to a cone 15 with a gear on the surface. This cone 15 is uniquely designed and can achieve precise meshing connection with the disc-shaped gear 16, thereby ensuring effective power transmission. An intermediate steel shaft 17 is cleverly embedded in the middle of the disc-shaped gear 16, and this intermediate steel shaft 17 is further connected to the first steel rod 114 inside the warship wing 3. When the submarine engine 12 is started, its rotating shaft 21 drives the cone 15 to rotate, and then drives the first steel rod 114 to rotate through the disc-shaped gear 16 and the intermediate steel shaft 17, and finally drives the propeller blades 133 to rotate, providing a powerful underwater propulsion force for the warship body.

[0086] In addition to the submarine engine 12, the drive system assembly also integrates an aircraft radial engine to meet the power requirements of the warship when flying in the air. The aircraft radial engine is mainly composed of an engine combustion chamber drive shaft, a propeller bearing connection chamber 20, five piston aircraft engine combustion chambers 19 and corresponding piston aircraft engine propellers 18. This engine has a compact structure and powerful power, and is very suitable for high-altitude flight. When the warship needs to take off, the aircraft radial engine will start quickly, and through its efficient combustion chamber and drive shaft, the power will be transmitted to the propeller bearing connection chamber 20, thereby driving the propeller to rotate, providing the necessary lift and forward power for the warship.

[0087] The drive system assembly of the amphibious warship described in this embodiment realizes seamless power switching of the warship in different environments by integrating the Stirling engine for submarines and the radial engine for aircraft. This design not only improves the concealment and flexibility of the warship, but also significantly enhances its comprehensive combat effectiveness. In the future, with the continuous advancement of technology and the in-depth expansion of applications, this advanced drive system is expected to become the core power source of amphibious combat platforms, bringing revolutionary changes to the fields of national defense and marine resource development.

[0088] As an additional note:

[0089] In the current field of sea, land and air operations, all deployed warships are first-generation warships. Although these warships are designed to be multifunctional, they still have certain limitations when facing extreme environments. In particular, for turbojet aircraft engines with compressors, although they can maintain normal operation in the rain and allow a small amount of water to enter the engine, when they are completely immersed in the high-salt and high-pressure marine environment, their performance will be severely affected and they will not be able to operate normally.

[0090] In view of this, the warship was specially designed with a piston aircraft engine. Although the power provided by this engine is slightly less than that of a turbojet aircraft engine with a compressor, which may make the warship's speed not comparable to that of a fighter, its stability and reliability in harsh environments have been significantly improved. This choice ensures that the warship can maintain efficient and stable operation in various complex environments.

[0091] Looking into the future, with the continuous advancement of technology, turbojet aircraft engines with compressors are expected to achieve normal operation in high-salt and high-pressure environments through technical improvements. By then, the number of power units on warships will be expected to be reduced from the current 5 to 2, becoming second-generation warships. This will not only further improve the performance and efficiency of warships, but will also bring more possibilities for their application in areas such as national defense and marine resource development.

[0092] It is worth noting that since the structure and power of aircraft and submarines are highly confidential and the production of both is extremely sophisticated, only some of them were elaborated in detail during the design of this warship, and sensitive and complex contents such as material selection, warship keel structure, internal distribution of warship compartments, offensive weapons, oxygen reserves, armor protection, etc. The design of these aspects will need to be further developed and optimized according to specific national defense and civilian needs.

[0093] In addition, we adopted the existing technology of installing sealing rings on the front and rear shafts of the submarine propeller tail shaft to solve the problem of seawater entering the power machinery through the gaps when the warship is running in the sea. By filling oil and pressurizing to balance the water pressure, seawater can be effectively prevented from entering the power machinery, thus avoiding possible serious accidents.

[0094] Finally, we hope that if the defense agency believes that the design of this warship has no impact on national defense and can be used as a civilian vehicle, we can obtain patent authorization and carry out more detailed design work. This will help us provide a more complete and practical vehicle design plan for post-production and promote further development in the field of amphibious vehicles.

[0095] As described above, the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features thereof may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An amphibious vehicle, comprising a drive system assembly, characterized in that: The aircraft is composed of three parts: a nose (1), a fuselage (2), and wings (3) on both sides of the fuselage (2); The wing (3) is of an unfoldable and foldable structure, comprising a fixing portion (301) and a folding portion (302); The fixing portion (301) is provided with a propeller engine (4) and a first propeller thruster (5); A second propeller propeller (7) is also provided at the tail of the fuselage (2); A flat cylindrical cabin (6) is provided at the tail of the fuselage (2); The bottom of the fuselage (2) is provided with a landing bracket and tires; The propeller engine (4) is mainly used to provide the aircraft with upward lift to achieve flight in the air; The propeller propeller (5) is mainly used to provide the aircraft with forward propulsion to enable it to sail in the water; The bottom of the fuselage (2) is provided with a landing gear and tires, which mainly provide the aircraft with forward power on the ground to achieve travel on land.

2. The amphibious vehicle according to claim 1, characterized in that: The wing (3) comprises a fixed portion (301), a folding portion (302) and a first driving component (11); the folding portion (302) is rotatably connected to the fixed portion (301); the rotatably connected portion is a folding axis (10); and the folding axis (10) is located near the center axis of the wing (3); The first driving component (11) comprises a rear end bracket (111), a first hydraulic jack (113) and a front end bracket (112); The rear end bracket (111) is fixed on the fixing part (301), the front end bracket (112) is fixed on the folding part (302), one end of the first hydraulic jack (113) is connected to the rear end bracket (111), and the other end of the first hydraulic jack (113) is connected to the front end bracket (112), and the front end of the wing (3) is unfolded and folded by controlling the first hydraulic jack (113).

3. The amphibious vehicle according to claim 1, characterized in that: The wing (3) is provided with a recovery mechanism for storing the propeller thruster (5).

4. The amphibious vehicle according to claim 3, characterized in that: The wing (3) is provided with a first steel rod (114), a side wall at one end of the first steel rod (114) is provided with a notch (115), the end of the notch (115) is an opening (116), and a steel shaft (120) is provided at the notch (115) in the first steel rod (114); the central axis of the propeller thruster (5) is connected with a second steel rod (117), an end of the second steel rod (117) away from the central axis is provided with a protruding steel sheet (118), a hole (119) is reserved on the protruding steel sheet (118), and the steel shaft (120) is inserted into the hole (119).

5. The amphibious vehicle according to claim 4, characterized in that: The invention also comprises a second driving component (13), wherein the second driving component (13) is a second hydraulic jack (131), the first steel rod (114) is connected to one end of the second hydraulic jack (131), the second steel rod (117) is connected to the other end of the second hydraulic jack (131), the second steel rod (117) is connected to a bearing (132) in the middle of the propeller propeller (5), and a propeller blade (133) is arranged on the propeller bearing.

6. The amphibious vehicle according to claim 4, characterized in that: The drive system assembly comprises a submarine engine (12) for driving a propeller propeller (5). A base (14) is arranged at the bottom of the submarine engine (12). A rotating shaft (21) of the submarine engine (12) is connected to a cone (15) with a gear on the surface. The cone (15) with a gear on the surface is meshingly connected to a disc-shaped gear (16). An intermediate steel shaft (17) is arranged in the middle of the disc-shaped gear (16). The intermediate steel shaft (17) is connected to a first steel rod (114) inside a warship wing (3) to drive a propeller blade (133) to rotate. The propeller provides power to a warship body to realize the movement of the warship body.

7. The amphibious vehicle according to claim 4, characterized in that: The drive system assembly also includes an aircraft radial engine, which mainly includes: an engine combustion chamber transmission shaft, a propeller bearing connection chamber (20), five piston aircraft engine combustion chambers (19) and a piston aircraft engine propeller (18).

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