Propeller of water-air cross-domain aircraft and water-air cross-domain aircraft
By designing a propeller structure with a fixed hub and a moving hub, and switching the blade position, the problem of insufficient lift for cross-domain vehicles during water-air cross-domain movement was solved, and effective lift provision was achieved in different media environments.
Patent Information
- Application Number
- CN202511136257.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-14
- Publication Date
- 2025-12-02
AI Technical Summary
During the trans-domain movement of a vehicle between water and air, the rotor blades are simultaneously positioned between the water and air media, resulting in insufficient lift and hindering the trans-domain movement.
Design a propeller for a water-air cross-domain vehicle, which adopts a fixed hub and a moving hub structure. By switching the forward and reverse rotation of the shaft, the blades can be connected and disconnected to form a ring blade or a coaxial double hub structure, which can adapt to water and air environments.
During the cross-domain process, one set of propeller blades is always in the effective medium to provide sufficient lift, ensuring that the vehicle can move smoothly across the domain.
Smart Images
Figure CN121044035A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of trans-domain vehicle technology, and more particularly to a propeller for a water-air trans-domain vehicle and the water-air trans-domain vehicle itself. Background Technology
[0002] Currently, a university in China has developed a sea-air cross-domain unmanned aerial vehicle (UAV), a new type of highly mobile transport platform capable of continuously traversing air, water surface, and underwater media. It can perform flight deployment and recovery, and possesses functions such as airborne flight control and positioning, underwater navigation, and flight return. Its cross-media continuous observation capabilities are particularly suitable for joint observation of sea and air environmental elements, underwater target detection and identification, cross-media communication relay, and maritime emergency search and rescue.
[0003] However, there is always a problem with cross-domain vehicles during the process of moving between water and air: at a certain time during the cross-domain movement from the water environment to the air environment, the rotor of the vehicle will be between the water medium and the air medium at the same time. This will cause the rotor to have insufficient lift in both water and air, thus hindering the cross-domain vehicle from moving from the water to the air. Summary of the Invention
[0004] In view of this, the present invention proposes a propeller for a water-air cross-domain vehicle and a water-air cross-domain vehicle, which is used to solve the problem that during a certain period of cross-domain movement from a water environment to an air environment, the rotor propeller of the vehicle will be simultaneously between the water medium and the air medium, which will cause the propeller to have insufficient lift whether in water or in the air.
[0005] The technical solution of this invention is implemented as follows: This invention provides a propeller for a transoceanic watercraft, including a shaft extending vertically at both ends and rotating on the shaft; a first hub and a second hub, fitted onto the shaft; wherein, a plurality of first blades are arranged axially around the shaft on the outer peripheral wall of the first hub, and the first hub has a first position and a second position on the shaft; a plurality of second blades are arranged axially around the shaft on the outer peripheral wall of the second hub, and the second hub rotates synchronously with the shaft; when the first hub rotates relative to the shaft to the first position, the first hub rotates synchronously with the shaft, and the tip of the first blade aligns with the tip of the second blade, forming an annular blade; when the first hub rotates in the opposite direction relative to the shaft to the second position, the first hub rotates synchronously with the shaft, and the tip of the first blade separates from the tip of the second blade.
[0006] Based on the above technical solutions, preferably, the blade surfaces of the first blade and the second blade are inclined relative to the radial surface of the rotating shaft, and the blade surfaces of the first blade and the second blade are inclined in the same direction; the first blade has a first guide edge and a first trailing edge, the first guide edge is the edge of the first blade away from the second blade, the first trailing edge is the edge of the first blade close to the second blade, and the first trailing edge of the first blade is inclined toward the direction of the second blade; the second blade has a second guide edge and a second trailing edge, the second guide edge is the edge of the second blade close to the first blade, the second trailing edge is the edge of the second blade away from the first blade, and the second guide edge of the second blade is inclined toward the direction of the first blade.
[0007] More preferably, the tip of the first blade is provided with a first transition section extending toward the tip of the second blade, and a slot is formed on the surface of the first transition section; the tip of the second blade is provided with a second transition section extending toward the tip of the first blade; when the first blade hub rotates to the first position, the second transition section is inserted into the slot; when the first blade hub rotates to the second position, the second transition section disengages from the slot.
[0008] In a further preferred embodiment, the first leading edge, the second leading edge, and the second trailing edge are sharp.
[0009] Based on the above technical solution, preferably, a sliding groove is provided on the inner peripheral wall of the first propeller hub, and a sliding pin is provided on the outer peripheral wall of the rotating shaft. The sliding pin is inserted into the sliding groove and moves along the sliding groove. When the sliding pin moves to one end of the sliding groove, the first propeller hub rotates to the first position. When the sliding pin moves to the other end of the sliding groove, the first propeller hub rotates to the second position.
[0010] More preferably, the chute includes a first transverse chute, an inclined chute, and a second transverse chute; the first transverse chute and the second transverse chute are offset on the radial surface of the rotating shaft, the first transverse chute and the second transverse chute are arranged along the axial direction of the rotating shaft, the inclined chute is arranged between the first transverse chute and the second transverse chute, and the two ends of the inclined chute are respectively connected to the first transverse chute and the second transverse chute.
[0011] More preferably, the first transverse groove is close to the second propeller hub, and when the first propeller hub rotates to the first position, the sliding pin moves into the first transverse groove; the second transverse groove is far from the second propeller hub, and when the first propeller hub rotates to the second position, the sliding pin moves into the second transverse groove.
[0012] Secondly, the present invention also provides a transoceanic watercraft, which employs the propeller of the transoceanic watercraft described above and further includes a drive mechanism that drives the rotating shaft to rotate forward and in reverse.
[0013] Thirdly, the present invention also provides a method for using a water-air cross-domain vehicle. The method employs the aforementioned water-air cross-domain vehicle and includes the following steps: Step 1, when the water-air cross-domain vehicle is navigating in water, the shaft rotates counterclockwise under the drive mechanism, causing the first and second propeller hubs to rotate synchronously. The tip of the first propeller blade and the tip of the second propeller blade are joined to form an annular propeller blade, and a sliding pin is located in the second transverse groove; Step 2, when the water-air cross-domain vehicle moves from the water to the airspace, the shaft rotates clockwise, and the first propeller hub continues to rotate counterclockwise under inertia. The sliding pin rotates synchronously with the shaft, moving from the second transverse groove through an inclined groove to the first transverse groove, causing the first propeller hub to move away from the second propeller hub along the shaft, and causing the tip of the first propeller blade to disengage from the tip of the second propeller blade; Step 3, when the sliding pin moves to the end of the first transverse groove, the first propeller hub rotates clockwise synchronously with the shaft under the push of the sliding pin, until the water-air cross-domain vehicle leaves the water and enters the airspace.
[0014] Based on the above technical solutions, the preferred method further includes the following steps: Step four, when the water-air cross-domain vehicle moves from the airspace to the waterspace, the shaft rotates counterclockwise again, the first propeller hub continues to rotate clockwise under inertia, the sliding pin rotates synchronously with the shaft, the sliding pin moves from the first transverse groove through the inclined groove to the second transverse groove, so that the first propeller hub moves along the shaft toward the second propeller hub, and the tip of the first propeller blade aligns with the tip of the second propeller blade and re-forms annular propeller blades; Step five, when the sliding pin moves to the end of the second transverse groove, the first propeller hub rotates counterclockwise synchronously with the shaft under the push of the sliding pin, until the water-air cross-domain vehicle leaves the airspace and enters the waterspace.
[0015] The propeller and the water-air cross-domain navigation vehicle of the present invention have the following advantages over the prior art: (1) The present invention provides a fixed rotor hub and a moving rotor hub on the rotor shaft. The moving rotor hub switches its position as the rotor shaft rotates, so that the tips of the two blades on the fixed rotor hub can be connected or disconnected. When the tips of the two blades on the fixed rotor hub are connected, they will form a ring blade to adapt to the vehicle's navigation in water. When the tips of the two blades are disconnected, they will form a coaxial upper and lower set of propellers. Thus, when the vehicle is between water and air, there is always a set of propellers in the air or water to provide sufficient lift.
[0016] (2) The present invention provides a slot on the transition section of the first blade and inserts the transition section of the second blade into the slot to achieve the docking of the two blades. Since the thickness of the two blades themselves is not too thick, the annular blade formed when the two blades dock is not flat, but it will not have a great impact on its propulsion function.
[0017] (3) The present invention designs the tilt direction of the slide so that when the rotating shaft rotates forward and reverse, the two propeller hubs can approach each other or move away from each other, thereby realizing the docking and disengagement of the two propeller blades on the fixed-motion propeller hub. Attached Figure Description
[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a perspective view of the propeller of the present invention; Figure 2 This is a side view of the propeller of the present invention in its first state; Figure 3 This is a side view of the propeller of the present invention in a second state.
[0020] In the figure: 1. Rotating shaft; 11. Sliding pin; 100. Sliding groove; 101. First transverse groove; 102. Inclined groove; 103. Second transverse groove; 2. First propeller hub; 21. First propeller blade; 211. First guide edge; 212. First trailing edge; 22. First transition section; 201. Slot; 3. Second propeller hub; 31. Second propeller blade; 311. Second guide edge; 312. Second trailing edge; 32. Second transition section; 4. Drive mechanism. Detailed Implementation
[0021] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.
[0022] like Figure 1 As shown, combined with Figure 2 and Figure 3 The propeller of a transoceanic water and air vehicle of the present invention includes a shaft 1, a first hub 2 and a second hub 3.
[0023] Among them, the two ends of the rotating shaft 1 extend vertically and rotate; the rotating shaft 1 is the drive shaft of the propeller.
[0024] The first hub 2 and the second hub 3 are fitted onto the rotating shaft 1, forming a coaxial double hub structure for the propeller. Several second blades 31 are arranged axially around the rotating shaft 1 on the outer peripheral wall of the second hub 3. The second hub 3 rotates synchronously with the rotating shaft 1, so the second hub 3 is a fixed hub, and its relative position on the rotating shaft 1 remains fixed.
[0025] The outer peripheral wall of the first rotor hub 2 is axially arranged with several first blades 21 surrounding the rotating shaft 1. The first rotor hub 2 has a first position and a second position on the rotating shaft 1. Therefore, the first rotor hub 2 is a moving rotor hub, and its relative position on the rotating shaft 1 will change with the rotation of the rotating shaft 1. Specifically, when the first rotor hub 2 rotates to the first position relative to the rotating shaft 1, the first rotor hub 2 rotates synchronously with the rotating shaft 1, and the tip of the first blade 21 aligns with the tip of the second blade 31, so that the first blade 21 and the second blade 31 form an annular blade. When the first rotor hub 2 rotates in the opposite direction relative to the rotating shaft 1 to the second position, the first rotor hub 2 rotates synchronously with the rotating shaft 1, and the tip of the first blade 21 separates from the tip of the second blade 31. The principle of this scheme is as follows: the existing annular propeller blade is essentially formed by the combination of two single blades at the blade tip, and it usually has two blade roots; therefore, the first blade 21 and the second blade 31 can form an annular blade, and the two blade roots of the annular blade are respectively set on the first hub 2 and the second hub 3, while the first blade 21 and the second blade 31 are two single blades formed by breaking the annular blade from its blade tip. In this embodiment, by controlling the relative rotation of the first rotor hub 2 and the second rotor hub 3, the relative positions of the first blade 21 and the second blade 31 can be deflected. Assuming that when the first rotor hub 2 is in the first position, the tips of the first blade 21 and the second blade 31 are joined to form an annular blade, when the first rotor hub 2 rotates relative to the second rotor hub 3 to the second position, the deflection angle of the first blade 21 relative to the second blade 31 also changes, causing the annular blade to break off from the tip, and the first blade 21 and the second blade 31 are also misaligned, thus forming independent single blades on the first rotor hub 2 and the second rotor hub 3 respectively. Similarly, when the first rotor hub 3 reverses and returns to the first position, the first blade 21 and the second blade 31 can re-form an annular blade.
[0026] The above design allows the propeller to switch between annular blades and a non-annular blade twin-propeller structure with coaxial upper and lower rotors. When the vehicle is entirely in a water or air environment, its propeller can be either annular or twin-propeller to adapt to the vehicle's speed and operating conditions. However, when the vehicle is crossing water and air domains, especially when moving from water to air, the propeller will be at the interface between the two media for a certain period of time during the crossing process. If the propeller is annular or a conventional single-hub propeller, then only part of any blade will be in the water and the other part will be in the air. Therefore, when the blade rotates, it cannot generate sufficient driving lift in either water or air. Before the vehicle in this design can cross water and air, the annular propeller can be switched to a dual-hub propeller structure. During the crossing process, when the upper first hub 2 and its first blade 21 are between the water and air media, the lower second hub 3 and its second blade 31 are completely submerged in water and can continue to provide sufficient driving lift. Similarly, when the vehicle continues to rise, the upper first hub 2 and its first blade 21 completely leave the water and enter the air, and can continue to provide driving lift. At this time, the lower second hub 3 and its second blade 31 are between the water and air media, but the vehicle will not be affected and unable to climb.
[0027] exist Figure 2In one optional embodiment shown, the two blade roots of the annular blade are staggered, that is, they are arranged one after the other on the first blade hub 2 and the second blade hub 3. In order for the first blade 21 and the second blade 31 to form an annular blade, the blade surfaces of the first blade 21 and the second blade 31 are inclined relative to the radial surface of the rotating shaft 1, and the blade surfaces of the first blade 21 and the second blade 31 are inclined in the same direction. Specifically, the first blade 21 has a first guide edge 211 and a first trailing edge 212. The first guide edge 211 is the edge of the first blade 21 away from the second blade 31, and the first trailing edge 212 is the edge of the first blade 21 close to the second blade 31. The first trailing edge 212 of the first blade 21 is inclined toward the second blade 31. The second blade 31 has a second guide edge 311 and a second trailing edge 312. The second guide edge 311 is the edge of the second blade 31 close to the first blade 21, and the second trailing edge 312 is the edge of the second blade 31 away from the first blade 21. The second guide edge 311 of the second blade 31 is inclined toward the first blade 21. Through the above design, when the first blade 21 and the second blade 31 form an annular blade, the leading edge of the annular blade is the first leading edge 211, and the trailing edge is the second trailing edge 312. The first trailing edge 212 and the second leading edge 311 constitute the inner ring profile of the annular blade. When the annular blade is broken to form two single blades, the first blade 21 and the second blade 31, each single blade has its own leading edge and trailing edge. Therefore, in this embodiment, the propeller blades can have a good streamlined blade cross-section without affecting its rotation and generating driving lift, regardless of whether it is in annular blade operation or dual-hub operation.
[0028] exist Figure 2 In one optional embodiment shown, the tip of the first blade 21 is provided with a first transition section 22 extending toward the tip of the second blade 31, and a slot 201 is formed on the surface of the first transition section 22; the tip of the second blade 31 is provided with a second transition section 32 extending toward the tip of the first blade 21; when the first hub 2 rotates to the first position, the second transition section 32 is inserted into the slot 201; when the first hub 2 rotates to the second position, the second transition section 32 disengages from the slot 201. It should be noted that this embodiment is for ease of understanding. Figure 2 and Figure 3The first blade 21 and the second blade 31 have a relatively obvious thickness, but in reality, the two blades can be thinner sheets. The first transition section 22 of the first blade 21 has a certain thickness and a flat slot 201 is opened on the end plane, while the second transition section 32 of the second blade 31 is a sharp thin sheet. The inner contour of the slot 201 matches the insertion part of the second transition section 32. When the second transition section 32 is inserted into the slot 201 to connect the first blade 21 and the second blade 31, although the tip of the formed annular blade is not flat, the main body of the annular blade, that is, the main part of the first blade 21 and the second blade 31, is still streamlined. Therefore, the annular blade formed by the two can still effectively generate driving lift during rotation.
[0029] exist Figure 1 In one optional embodiment shown, the first guide edge 211, the second guide edge 311, and the second trailing edge 312 are sharp, making the main body of the first blade 21 and the second blade 31 streamlined so as to effectively generate driving lift. Specifically, since the propeller switches between annular propeller mode and dual-hub mode by rotating the shaft 1 in both directions, in this embodiment, it is assumed that when the shaft 1 rotates in reverse, it is an annular propeller. In this case, the second trailing edge 312 will serve as the guide edge of the annular propeller, and the first guide edge 211 will serve as the trailing edge of the annular propeller. When the shaft 1 rotates in the forward direction, it switches to two single blades, the first blade 21 and the second blade 31. At this time, the first guide edge 211 serves as the guide edge of the first blade 21, and the first trailing edge 212, as its trailing edge, does not need to be sharp. However, for the second blade, the sharpness of the second guide edge 311 and the second trailing edge 312 is beneficial for generating driving lift when it rotates.
[0030] exist Figure 3 In one optional embodiment shown, in order to switch the propeller blade mode by rotating the shaft 1 in both directions, a groove 100 is provided on the inner peripheral wall of the first hub 2, and a sliding pin 11 is provided on the outer peripheral wall of the shaft 1. The sliding pin 11 is inserted into the groove 100 and moves along the groove 100. When the shaft 1 rotates forward, the sliding pin 11 moves to one end of the groove 100, and the first hub 2 rotates to the second position. At this time, the first blade 21 and the second blade 31 are connected to form an annular propeller. When the shaft 1 rotates in reverse, the sliding pin 11 moves to the other end of the groove 100, and the first hub 2 rotates to the first position. At this time, while the first hub 2 is rotating in reverse relative to the second hub 3, it also moves away from the second hub 3 along the axial direction of the shaft 1. This not only causes the first blade 21 and the second blade 31 to separate at the blade tip, but also increases the relative distance between the first blade 21 and the second blade 31.
[0031] exist Figure 3In one optional embodiment shown, the slide 100 includes a first transverse groove 101, an inclined groove 102, and a second transverse groove 103. The first transverse groove 101 and the second transverse groove 103 are offset on the radial surface of the rotating shaft 1 and are arranged axially along the rotating shaft 1. The inclined groove 102 is disposed between the first transverse groove 101 and the second transverse groove 103, and the two ends of the inclined groove 102 are respectively connected to the first transverse groove 101 and the second transverse groove 103. When the sliding pin 11 moves to the closed end in either transverse groove, the sliding pin 11 will abut against the inner wall of the closed end in the transverse groove. When the sliding pin 11 rotates with the rotating shaft 1, it will push the first propeller hub 2 to rotate synchronously with the rotating shaft 1 by pushing against the inner wall of the end of the transverse groove. In addition, to prevent the sliding pin 11 from dislodging from the transverse groove during the process of pushing the first propeller hub 2 to rotate, a locking block can be set on the inner side wall of the transverse groove. When the sliding pin 11 abuts against the inner wall at the end of the transverse groove, the locking block can be controlled to pop out and lock the sliding pin 11; and when it is necessary to switch the propeller mode, the locking block can be controlled to retract and open the sliding pin 11.
[0032] exist Figure 3 In one optional embodiment shown, since the position of the sliding pin 11 on the rotating shaft 1 is fixed, and the first transverse groove 101 is close to the second propeller hub 3, when the first propeller hub 2 rotates to the first position, the sliding pin 11 moves into the first transverse groove 101, which will increase the distance between the first propeller hub 2 and the second propeller hub 3. Furthermore, there is a central angle offset between the first transverse groove 101 and the second transverse groove 103. Therefore, the first propeller blade 21 on the first propeller hub 2 will also move away from the second propeller blade 31 on the second propeller hub 3. The deflection of blade 31 causes the tips of the first blade 21 and the second blade 31 to separate; while the second transverse groove 103 moves away from the second hub 3. When the first hub 2 rotates to the second position, the sliding pin 11 moves into the second transverse groove 103, which will bring the distance between the first hub 2 and the second hub 3 closer. At the same time, the first blade 21 on the first hub 2 will deflect and rotate relative to the second blade 31 on the second hub 3, thereby bringing the tips of the first blade 21 and the second blade 31 together.
[0033] like Figure 1 As shown, combined with Figure 2 and Figure 3 The present invention discloses a transoceanic watercraft, employing a propeller as described in any of the above embodiments, and further comprising a drive mechanism 4, which drives the rotating shaft 1 to rotate forward and reverse. The drive mechanism 4 can be a commercially available rotary motor. Additionally, for ease of operation, transoceanic watercraft typically has four sets of propellers.
[0034] like Figure 1 As shown, combined with Figure 2 and Figure 3The present invention discloses a method for using a transoceanic watercraft, employing the transoceanic watercraft described in the above embodiment, comprising the following steps: Step 1: When the water-air cross-domain vehicle is navigating in the water, the rotating shaft 1 rotates counterclockwise under the drive mechanism 4 and drives the first propeller hub 2 and the second propeller hub 3 to rotate synchronously. The tip of the first propeller blade 21 and the tip of the second propeller blade 31 are connected to form an annular propeller blade, and the sliding pin 11 is located in the second transverse groove 103.
[0035] Step two: When the water-to-air cross-domain vehicle moves from the water area to the air area, the shaft 1 rotates clockwise, and the first propeller hub 2 continues to rotate counterclockwise under inertia. The sliding pin 11 rotates synchronously with the shaft 1, moving from the second transverse groove 103 through the inclined groove 102 to the first transverse groove 101. This causes the first propeller hub 2 to move away from the second propeller hub 3 along the shaft 1, and disengages the tip of the first propeller blade 21 from the tip of the second propeller blade 31. It should be noted that when the vehicle switches propeller modes, it is impossible to switch all four propeller modes simultaneously. This is because the shaft 1 will stop rotating completely for a period of time during the reverse rotation. If all four propeller modes are switched simultaneously, the vehicle will completely lose lift for a period of time. Therefore, in practice, the four propeller modes can be switched sequentially, or the first two modes can be switched first, followed by the last two. The specific operational method needs to be adjusted according to the vehicle's operating conditions and environmental conditions. In this embodiment, only the mode switching process of one propeller mode is discussed.
[0036] Step 3: When the sliding pin 11 moves to the end of the first transverse groove 101, the first propeller hub 2 rotates clockwise synchronously with the rotating shaft 1 under the push of the sliding pin 11 until the water-air cross-domain vehicle leaves the water area and enters the airspace.
[0037] exist Figure 2 and Figure 3 In one optional embodiment shown, the following steps are also included: Step four: When the water-air cross-domain vehicle moves from the airspace to the waterspace, the rotating shaft 1 rotates counterclockwise again, and the first propeller hub 2 continues to rotate clockwise under the action of inertia. The sliding pin 11 rotates synchronously with the rotating shaft 1. The sliding pin 11 moves from the first transverse groove 101 through the inclined groove 102 to the second transverse groove 103, so that the first propeller hub 2 moves along the rotating shaft 1 toward the second propeller hub 3, and so that the tip of the first propeller blade 21 is connected with the tip of the second propeller blade 31 and re-forms annular propeller blades.
[0038] Step 5: When the sliding pin 11 moves to the end of the second transverse groove 103, the first propeller hub 2 rotates counterclockwise synchronously with the rotating shaft 1 under the push of the sliding pin 11 until the water-air cross-domain vehicle leaves the airspace and enters the water.
[0039] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.
Claims
1. A propeller for a transoceanic water-air vehicle, characterized in that, include: A rotating shaft (1) extends vertically at both ends and rotates along the shaft. The first rotor hub (2) and the second rotor hub (3) are fitted onto the rotating shaft (1) one above the other. Among them, the outer peripheral wall of the first rotor hub (2) is provided with a plurality of first blades (21) axially arranged around the rotating shaft (1), and the first rotor hub (2) has a first position and a second position on the rotating shaft (1); the outer peripheral wall of the second rotor hub (3) is provided with a plurality of second blades (31) axially arranged around the rotating shaft (1), and the second rotor hub (3) rotates synchronously with the rotating shaft (1); When the first rotor hub (2) rotates to the first position relative to the rotating shaft (1), the first rotor hub (2) rotates synchronously with the rotating shaft (1), the tip of the first blade (21) connects with the tip of the second blade (31), and the first blade (21) and the second blade (31) form an annular blade. When the first rotor hub (2) rotates in the opposite direction to the second position relative to the shaft (1), the first rotor hub (2) rotates synchronously with the shaft (1), and the tip of the first blade (21) separates from the tip of the second blade (31).
2. The propeller of a transoceanic water-air vehicle according to claim 1, characterized in that: The blade surfaces of the first blade (21) and the second blade (31) are inclined relative to the radial surface of the shaft (1), and the blade surfaces of the first blade (21) and the second blade (31) are inclined in the same direction. The first blade (21) has a first guide edge (211) and a first follow edge (212). The first guide edge (211) is the side edge of the first blade (21) away from the second blade (31), and the first follow edge (212) is the side edge of the first blade (21) close to the second blade (31). The first follow edge (212) of the first blade (21) is inclined toward the second blade (31). The second blade (31) has a second guide edge (311) and a second follow edge (312). The second guide edge (311) is the side edge of the second blade (31) close to the first blade (21), and the second follow edge (312) is the side edge of the second blade (31) away from the first blade (21). The second guide edge (311) of the second blade (31) is inclined toward the first blade (21).
3. The propeller of a transoceanic water-air vehicle according to claim 2, characterized in that: The tip of the first blade (21) is provided with a first transition section (22) extending toward the tip of the second blade (31), and a slot (201) is provided on the surface of the first transition section (22). The tip of the second blade (31) is provided with a second transition section (32) extending toward the tip of the first blade (21). When the first rotor hub (2) rotates to the first position, the second transition section (32) is inserted into the slot (201); when the first rotor hub (2) rotates to the second position, the second transition section (32) disengages from the slot (201).
4. The propeller of a transoceanic water-air vehicle according to claim 2, characterized in that: The first guide edge (211), the second guide edge (311), and the second follow edge (312) are sharp.
5. The propeller of a transoceanic water-air vehicle according to claim 1, characterized in that: The first propeller hub (2) has a sliding groove (100) on its inner peripheral wall, and the rotating shaft (1) has a sliding pin (11) on its outer peripheral wall. The sliding pin (11) is inserted into the sliding groove (100) and moves along the sliding groove (100). When the sliding pin (11) moves to one end of the slide groove (100), the first propeller hub (2) rotates to the first position. When the sliding pin (11) moves to the other end of the slide groove (100), the first propeller hub (2) rotates to the second position.
6. The propeller of a transoceanic water-air vehicle according to claim 5, characterized in that: The groove (100) includes a first transverse groove (101), an inclined groove (102) and a second transverse groove (103); The first transverse groove (101) and the second transverse groove (103) are offset on the radial surface of the rotating shaft (1). The first transverse groove (101) and the second transverse groove (103) are arranged along the axial direction of the rotating shaft (1). The inclined groove (102) is arranged between the first transverse groove (101) and the second transverse groove (103). The two ends of the inclined groove (102) are respectively connected to the first transverse groove (101) and the second transverse groove (103).
7. The propeller of a transoceanic water-air vehicle according to claim 6, characterized in that: The first transverse groove (101) is close to the second propeller hub (3). When the first propeller hub (2) rotates to the first position, the sliding pin (11) moves into the first transverse groove (101). The second transverse groove (103) is away from the second propeller hub (3). When the first propeller hub (2) rotates to the second position, the sliding pin (11) moves into the second transverse groove (103).
8. A transoceanic water-air vehicle, characterized in that: The propeller of the water-air cross-domain vehicle according to claim 7 further includes a drive mechanism (4), which drives the rotating shaft (1) to rotate forward and backward.
9. A method of using a transoceanic water-air vehicle, characterized in that: The method of using the transoceanic watercraft as described in claim 8 includes the following steps: Step 1: When the water-air cross-domain vehicle is navigating in the water, the shaft (1) rotates counterclockwise under the drive mechanism (4) and drives the first propeller hub (2) and the second propeller hub (3) to rotate synchronously. The tip of the first propeller blade (21) and the tip of the second propeller blade (31) are connected to form an annular propeller blade. The sliding pin (11) is located in the second transverse groove (103). Step 2: When the water-air cross-domain vehicle moves from the water area to the air area, the rotating shaft (1) rotates clockwise, and the first propeller hub (2) continues to rotate counterclockwise under the action of inertia. The sliding pin (11) rotates synchronously with the rotating shaft (1). The sliding pin (11) moves from the second transverse groove (103) through the inclined groove (102) to the first transverse groove (101), so that the first propeller hub (2) moves away from the second propeller hub (3) along the rotating shaft (1), and the tip of the first propeller blade (21) disengages from the tip of the second propeller blade (31). Step 3: When the sliding pin (11) moves to the end of the first transverse groove (101), the first propeller hub (2) rotates clockwise synchronously with the rotating shaft (1) under the push of the sliding pin (11) until the water-air cross-domain vehicle leaves the water area and enters the airspace.
10. The method of using a transoceanic water-air vehicle according to claim 9, characterized in that, It also includes the following steps: Step 4: When the water-air cross-domain vehicle moves from the airspace to the waterspace, the rotating shaft (1) rotates counterclockwise again, and the first propeller hub (2) continues to rotate clockwise under inertia. The sliding pin (11) rotates synchronously with the rotating shaft (1). The sliding pin (11) moves from the first transverse groove (101) through the inclined groove (102) to the second transverse groove (103), so that the first propeller hub (2) moves along the rotating shaft (1) toward the second propeller hub (3), and so that the tip of the first propeller blade (21) is connected with the tip of the second propeller blade (31) and re-forms annular propeller blades. Step 5: When the sliding pin (11) moves to the end of the second transverse groove (103), the first propeller hub (2) rotates counterclockwise synchronously with the rotating shaft (1) under the push of the sliding pin (11) until the water-air cross-domain vehicle leaves the airspace and enters the water.