Sea-land-air integrated multi-habitat machine and attitude switching control method

Abstract

The invention discloses a sea-land-air integrated multi-habitat machine and a posture switching control method, and relates to the field of unmanned aerial vehicles, the sea-land-air integrated multi-habitat machine comprises a body, a first driving module, an arm module and a leg module; the first driving module comprises a plurality of first driving parts, the arm module comprises a short arm assembly, a long arm assembly and a first propeller, and the leg module comprises a short leg assembly, a long leg assembly and a second propeller. According to the sea-land-air integrated multi-purpose machine, the short arm assembly rotates in the first rotating direction relative to the body, and the long arm assembly rotates in the second rotating direction relative to the short arm assembly, so that the attitude angle of the first propeller adjusts the rotating angle relative to the body; as the short leg assembly rotates relative to the body in a third turning direction, the long leg assembly rotates relative to the short leg assembly in a fourth turning direction, and rotating shafts of the fourth turning direction and the third turning direction form a dynamic included angle, the attitude angle of the second propeller can adjust the turning angle relative to the body; and then the motion posture of the body is switched through posture angle adjustment and cooperation of the first propeller and the second propeller.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicles (UAVs), and more particularly to an amphibious aircraft integrating sea, land, and air operations and a method for attitude switching control. Background Technology

[0002] With the rapid expansion of the global low-altitude economy market, drones are the core of the low-altitude economy. However, the drone economy still faces many problems, such as short flight time, air traffic control areas, limited mobility, and air safety. Therefore, the development of drones cannot be confined to traditional structural designs. Bold innovation is needed to solve the pain points in the development of the drone economy and adapt to development and application in a wider range of fields.

[0003] In the prior art, the amphibious unmanned aerial vehicle (UAV) with patent number CN116968948A discloses a structure comprising a frame, a wheel system, and four rotors. The frame includes an X-shaped arm, a circuit frame, and a sensor frame. The wheel system includes a wheel frame and two wheels. The wheel frame is mounted on the lower surface of the X-shaped arm, and rotatable wheels are respectively provided on both sides of the wheel frame. The upper and lower surfaces of the X-shaped arm are respectively provided with the circuit frame and the sensor frame. The sensor frame is equipped with an integrated optical flow laser ranging module for detecting ground conditions and altitude above the ground, as well as an inertial measurement unit for measuring the UAV's attitude. The circuit frame is equipped with a flight controller and a receiver. The receiver is communicatively connected to the flight controller, the inertial measurement unit is communicatively connected to the flight controller, and the flight controller is electrically connected to the rotor motors. The flight controller is used to control the UAV's flight status. However, the amphibious unmanned vehicle of this invention is limited in two ways. First, it is limited to the traditional drive combination, that is, the flight drive and the land walking are two independent motion systems. The splicing of the original solution leads to structural redundancy. Second, it cannot solve the drive and energy saving problems in the air and on the ground by integrating a drive mode to switch the land or air movement attitude.

[0004] A variable-structure amphibious unmanned aerial vehicle (UAV) with patent number CN120229393A discloses four core modules: a control box, a power arm, a linkage assembly, and a floating support. The control box achieves multi-directional rotation through a rotating shaft assembly, integrating flight control and air supply systems to provide control and aerodynamic support for each module. The power arm uses a three-axis joint structure to drive the propeller and wheel system, enabling switching between aerial flight and land movement modes. The linkage assembly connects the power arm through universal joints, supporting multi-rotor configurations and dynamically adjusting the arm spacing to adjust the height for narrow spaces. The floating support adopts a composite airbag design, adjusting buoyancy through the inflation and deflation of TPU film airbags, forming a stable floating platform in conjunction with the bottom connecting plate. However, this invention's variable-structure amphibious UAV suffers from several drawbacks. Firstly, its complex mechanism and redundant drive system exist. Secondly, the method for switching from aerial flight to land movement is unclear. If the wheel system's movement is also driven by a propeller, it is limited to clean ground to avoid foreign object ingestion, severely restricting the UAV's land-based movement scenarios. Summary of the Invention

[0005] The primary objective of this invention is to provide an amphibious aircraft that integrates land, sea, and air capabilities, aiming to solve the problem that unmanned aerial vehicles (UAVs) cannot flexibly switch between different motion postures.

[0006] To address the aforementioned technical problems, an amphibious aircraft integrating land, sea, and air capabilities is provided, comprising a main body, a first drive module, an arm module, and a leg module. The main body forms multiple mounting portions. The first drive module includes multiple first drive components, which are respectively fixed to the mounting portions. The arm module includes a short arm assembly, a long arm assembly, and a first propeller. One end of the short arm assembly is rotatably connected to the first drive component, and the other end of the short arm assembly is rotatably connected to the long arm assembly. The first propeller rotates at the end of the long arm assembly. The leg module includes a short leg assembly, a long leg assembly, and a second propeller. One end of the short leg assembly is rotatably connected to the first drive component, and the other end of the short leg assembly is rotatably connected to the long leg assembly. The second propeller rotates at the end of the long leg assembly.

[0007] Specifically, the rotation of the short arm assembly relative to the main body is designated as the first steering, and the rotation of the long arm assembly relative to the short arm assembly is designated as the second steering. The first steering and the second steering axes are perpendicular to each other, so that the attitude angle of the first propeller can be adjusted relative to the main body. The rotation of the short leg assembly relative to the main body is designated as the third steering, and the rotation of the long leg assembly relative to the short leg assembly is designated as the fourth steering. The third steering is parallel to the first steering axis, and the fourth steering is perpendicular to the third steering axis. The fourth steering and the third steering axis form a dynamic angle, so that the attitude angle of the second propeller can be adjusted relative to the main body. The motion attitude of the main body is switched by adjusting the attitude angles of the first propeller and the second propeller.

[0008] Furthermore, the short arm assembly includes a short arm body and a first control motor. One end of the short arm body is connected to the rotating shaft of the first drive member, and the first control motor is connected to the other end of the short arm body. The rotating shaft of the first control motor is perpendicular to the rotating shaft of the first drive member.

[0009] The long arm assembly includes a long arm body and a first motor. One end of the long arm body is rotatably connected to the output shaft of the first control motor, and the other end of the long arm body is equipped with the first motor. The rotation shaft of the first motor is perpendicular to the first control motor. The first motor is used to drive the first propeller to rotate.

[0010] Furthermore, the short leg assembly includes a short leg body and a second control motor. One end of the short leg body is connected to the rotating shaft of the first drive member, and the second control motor is connected to the other end of the short leg body. The rotating shaft of the second control motor is perpendicular to the rotating shaft of the first drive member.

[0011] The long-leg assembly includes a long-leg body, a second motor, and a second propeller. One end of the long-leg body is rotatably connected to the output shaft of the second control motor, and the other end of the long-leg body is equipped with the second motor. The shaft of the second motor is perpendicular to the second control motor. The second motor is used to drive the second propeller to rotate.

[0012] Furthermore, the arm module also includes a first follower component, which includes a first ball and a first brake cover. At least one first hemispherical groove is formed on one side of the short arm and the long arm. The first brake cover is provided with a first ball-ring groove that mates with the first hemispherical groove. The first brake cover is detachably connected to the short arm and the long arm. The first ball is located between the hemispherical groove and the ball-ring groove so that the first ball contacts the ground and rolls relative to the first hemispherical groove and the first ball-ring groove.

[0013] Furthermore, a first arc-shaped lug is provided on one side of the first brake cover plate. The first arc-shaped lug is symmetrically surrounding both sides of the first ball ring groove, and the end face of the first arc-shaped lug is higher than the contact point between the first ball and the ground. The edge of the first arc-shaped lug protrudes from one side of the short arm and the long arm.

[0014] Furthermore, the leg module also includes a second follower component, which includes a second ball and a second brake cover. At least one second hemispherical groove is formed on both sides of the short leg and one side of the long leg. The second brake cover is provided with a second ball-ring groove that mates with the second hemispherical groove. The second brake cover is detachably connected to the short leg and the long leg. The second ball is located between the second hemispherical groove and the second ball-ring groove so that the second ball contacts the ground and rolls relative to the second hemispherical groove and the second ball-ring groove.

[0015] Furthermore, a second arc-shaped lug is provided on one side of the second brake cover. The second arc-shaped lug is symmetrically surrounding both sides of the groove of the second ball ring, and the end face of the second arc-shaped lug is higher than the contact point between the second ball and the ground. The edge of the second arc-shaped lug protrudes from one side of the short leg body and the long leg body.

[0016] The second objective of this invention is to provide a method for attitude switching control of an amphibious aircraft that integrates land, sea, and air, aiming to solve the problem of attitude switching control methods for UAVs to flexibly switch between different motion attitudes.

[0017] To solve the above technical problems, a method for attitude switching control of an integrated land, sea and air amphibious aircraft is provided. This method is applied to the aforementioned integrated land, sea and air amphibious aircraft. The initial states of the first steering and third steering of the first drive component, the second steering of the first control motor, and the fourth steering of the second control motor are defined as the flight attitudes of the first propeller and the second propeller.

[0018] Furthermore, when the third steering of the first drive unit rotates 45°-60° and the fourth steering of the second control motor rotates 95°-120°, the body is made to stand upright relative to the ground, and the long leg assembly contacts the ground to support the body; when the first steering of the first drive unit rotates 60°-90° and the second steering of the first control motor rotates 150°-210°, the attitude angle of the first propeller is adjusted so that the flight attitude of the first propeller and the second propeller is switched to a gliding attitude.

[0019] Furthermore, when the first steering of the first drive unit rotates 0°-30°, the second steering of the first control motor rotates 5°-85°, the third steering of the first drive unit rotates 0°-30°, and the fourth steering of the second control motor rotates 5°-85°, the flight attitude of the second propeller of the first propeller switches to a waterskiing attitude.

[0020] Implementing the embodiments of the present invention will have the following beneficial effects:

[0021] 1. In this embodiment, the amphibious aircraft integrating land, sea, and air has a first steering mechanism when the short arm component rotates relative to the main body, and a second steering mechanism when the long arm component rotates relative to the short arm component. The first and second steering axes are perpendicular to each other, which allows the attitude angle of the first propeller to be adjusted relative to the main body. The third steering mechanism has a third steering mechanism when the short leg component rotates relative to the main body, and a fourth steering mechanism when the long leg component rotates relative to the short leg component. The third steering axis is parallel to the first steering axis, and the fourth steering axis is perpendicular to the third steering axis. The fourth and third steering axes form a dynamic angle, which allows the attitude angle of the second propeller to be adjusted relative to the main body. Thus, by adjusting the attitude angles of the first and second propellers in coordination, the motion attitude of the main body can be switched, overcoming the problem in the prior art that UAVs cannot flexibly and freely switch between different motion attitudes.

[0022] 2. In this embodiment, the amphibious aircraft integrating land, sea and air is further provided with a first follower component in the arm module. The first follower component includes a first rolling ball and a first brake cover plate. At least one first hemispherical groove is formed on one side of the short arm and the long arm. The first brake cover plate is provided with a first ball ring groove that cooperates with the first hemispherical groove. The first brake cover plate is detachably connected to the short arm and the long arm. The first rolling ball is located between the hemispherical groove and the ball ring groove, so that the first rolling ball rolls relative to the first hemispherical groove and the first ball ring groove when it contacts the ground. Thus, when the amphibious aircraft switches to land movement, it can obtain all-round planar movement freedom through the rolling posture of the rolling ball.

[0023] 3. In this embodiment, the amphibious aircraft is equipped with a first arc-shaped lug on one side of the first brake cover. The first arc-shaped lug is symmetrically arranged around both sides of the groove of the first ball ring, and the end face of the first arc-shaped lug is higher than the contact point between the first ball and the ground. The edge of the first arc-shaped lug protrudes from one side of the short arm and the long arm. Thus, when the long arm rotates relative to the short arm, the end face of the first arc-shaped lug gradually switches to be lower than the contact point between the first ball and the ground, thereby making the first arc-shaped lug contact the ground and produce a braking effect on the amphibious aircraft.

[0024] 4. The attitude switching control method for the amphibious aircraft in this embodiment is as follows: Since the initial states of the first and third steering of the first drive unit, the second steering of the first control motor, and the fourth steering of the second control motor are the flight attitudes of the first and second propellers, when the third steering of the first drive unit rotates by 45°-60° and the fourth steering of the second control motor rotates by 95°-120°, the main body stands upright relative to the ground, and the long-leg components contact the ground to support the main body. When the first steering of the first drive unit rotates by 60°-90° and the second steering of the first control motor rotates by 150°-210°, the attitude angle of the first propeller is adjusted, thereby switching the flight attitude of the first and second propellers to a gliding attitude. When the first steering of the first drive unit rotates by 0°-30°, the second steering of the first control motor rotates by 5°-85°, the third steering of the first drive unit rotates by 0°-30°, and the fourth steering of the second control motor rotates by 5°-85°, the flight attitude of the second propeller of the first propeller switches to a waterskiing attitude. Attached Figure Description

[0025] 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.

[0026] Figure 1 This is a structural schematic diagram of the flight attitude of the amphibious aircraft integrating sea, land, and air as described in an embodiment of the present invention;

[0027] Figure 2 This is another structural schematic diagram of the flight attitude of the amphibious aircraft integrating sea, land, and air as described in the embodiments of the present invention;

[0028] Figure 3 This is a structural schematic diagram of the taxiing posture of the amphibious aircraft that integrates land, sea, and air operations according to an embodiment of the present invention;

[0029] Figure 4 This is another structural schematic diagram of the taxiing posture of the amphibious aircraft that integrates sea, land, and air operations according to an embodiment of the present invention;

[0030] Figure 5 This is a schematic diagram of the water skidding posture of the amphibious aircraft described in an embodiment of the present invention;

[0031] Figure 6 This is another structural schematic diagram of the water skidding posture of the amphibious aircraft described in the embodiment of the present invention;

[0032] Figure 7This is a schematic diagram of the arm module described in an embodiment of the present invention;

[0033] Figure 8 This is an exploded view of the arm module described in an embodiment of the present invention;

[0034] Figure 9 This is a schematic diagram of the structure of the first brake cover plate according to an embodiment of the present invention;

[0035] Figure 10 This is a schematic diagram of the structure of the long-arm body described in an embodiment of the present invention;

[0036] Figure 11 This is a schematic diagram of the structure of the body described in an embodiment of the present invention;

[0037] Figure 12 This is a schematic diagram of the structure of the main body after the first driving module is installed in an embodiment of the present invention;

[0038] Figure 13 This is a schematic diagram of the leg module described in an embodiment of the present invention;

[0039] Figure 14 This is an exploded view of the leg module described in an embodiment of the present invention;

[0040] Figure 15 This is a schematic diagram of the structure of the second brake cover plate according to an embodiment of the present invention;

[0041] Figure 16 This is a schematic diagram of the structure of the long-legged body described in an embodiment of the present invention.

[0042] Among them: 100, amphibious aircraft; 110, main body; 111, mounting section; 120, first drive module; 121, first drive component; 130, arm module; 131, short arm assembly; 1311, short arm body; 1312, first control motor; 132, long arm assembly; 1321, long arm body; 1301, first hemispherical groove; 1322, first motor; 133, first propeller; 134, first follow-up assembly; 1341, first ball; 1342, first brake cover; 13 421. First ball ring groove; 13422. First arc-shaped lug; 140. Leg module; 141. Short leg assembly; 1411. Short leg body; 1412. Second control motor; 142. Long leg assembly; 1421. Long leg body; 1401. Second hemispherical groove; 1422. Second motor; 143. Second propeller; 144. Second follower assembly; 1441. Second ball; 1442. Second brake cover; 14421. Second arc-shaped lug; 14422. Second ball ring groove. Detailed Implementation

[0043] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Preferred embodiments of the invention are shown in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided to provide a thorough and complete understanding of the disclosure of the invention.

[0044] It should be noted that when a component is said to be "fixed to" another component, it can be directly attached to the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0045] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0046] Example 1

[0047] Please refer to Figures 1-16 Embodiment 1 of the present invention provides an amphibious aircraft 100 integrating land, sea, and air, including a body 110, a first drive module 120, an arm module 130, and a leg module 140. The body 110 forms multiple mounting portions 111; the first drive module 120 includes multiple first drive components 121, which are respectively fixed to the mounting portions 111; the arm module 130 includes a short arm assembly 131, a long arm assembly 132, and a first propeller 133. One end of the short arm assembly 141 is rotatably connected to the first drive member 121, and the other end of the short arm assembly 131 is rotatably connected to the long arm assembly 132. The first propeller 133 rotates at the end of the long arm assembly 132. The leg module 140 includes a short leg assembly 141, a long leg assembly 142, and a second propeller 143. One end of the short leg assembly 141 is rotatably connected to the first drive member 121, and the other end of the short leg assembly 141 is rotatably connected to the long leg assembly 142. The second propeller 143 rotates at the end of the long leg assembly 142.

[0048] Specifically, the rotation of the short arm assembly 131 relative to the body 110 is designated as the first steering, and the rotation of the long arm assembly 132 relative to the short arm assembly 131 is designated as the second steering. The first steering and the second steering axes are perpendicular to each other, so that the attitude angle of the first propeller 133 relative to the body 110 can be adjusted. The rotation of the short leg assembly 141 relative to the body 110 is designated as the third steering, and the rotation of the long leg assembly 142 relative to the short leg assembly 141 is designated as the fourth steering. The third steering is parallel to the first steering axis, and the fourth steering is perpendicular to the third steering axis. The fourth steering and the third steering axes form a dynamic angle, so that the attitude angle of the second propeller 143 relative to the body 110 can be adjusted. The motion attitude of the body 110 is switched by coordinating the attitude angle adjustments of the first propeller 133 and the second propeller 143. In specific applications, two sets of short arm assemblies 131, symmetrical about the centerline of the body 110, are mounted on the output shaft of the first drive unit 121. Two sets of long arm assemblies 132, symmetrical about the centerline of the body 110, are controllably rotatable at the ends of the short arm assemblies 131. Since the short arm assemblies 131 rotate relative to the body 110 for a first direction, and the long arm assemblies 132 rotate relative to the short arm assemblies 131 for a second direction, and the first and second directions are perpendicular to their axes of rotation, the first propeller 133 rotates at the end of the long arm assemblies 132, thereby adjusting the attitude angle of the first propeller 133, i.e., the rotational attitude angle of the first propeller 133, relative to the body 110. Two sets of short leg assemblies 141, symmetrical about the centerline of the body 110, are mounted on the first drive unit 121. On the output shaft of the drive unit 121, two sets of long-leg components 142, symmetrical about the center line of the main body 110, are controllably rotatable at the end of the short-arm component 131. Since the short-leg component 141 rotates relative to the main body 110 in a third direction, and the long-leg component 142 rotates relative to the short-leg component 141 in a fourth direction, and the third direction is parallel to the axis of rotation of the first direction, and the fourth direction is perpendicular to the axis of rotation of the third direction, when the long-leg component 142 rotates relative to the short-leg component 141, the axis of rotation of the fourth direction and the axis of rotation of the third direction form a dynamic angle, thereby allowing the attitude angle of the second propeller 143 to adjust the angle relative to the main body 110, and then switching the motion attitude of the main body 110 through the coordination of the attitude angle adjustment of the first propeller 133 and the second propeller 143.

[0049] In one possible implementation, the short boom assembly 131 includes a short boom body 1311 and a first control motor 1312. One end of the short boom body 1311 is connected to the shaft of the first drive member 121, and the first control motor 1312 is connected to the other end of the short boom body 1311, with the shaft of the first control motor 1312 perpendicular to the shaft of the first drive member 121. The long boom assembly 132 includes a long boom body 1321 and a first motor 1322. One end of the long boom body 1321 is rotatably connected to the output shaft of the first control motor 1312, and the other end of the long boom body 1321 is equipped with the first motor 1322, with the shaft of the first motor 1322 perpendicular to the first control motor 1312. The first motor 1322 is used to drive the first propeller 133 to rotate. In specific applications, since one end of the short arm 1311 is connected to the shaft of the first drive member 121, and the first control motor 1312 is connected to the other end of the short arm 1311, with the shaft of the first control motor 1312 perpendicular to the shaft of the first drive member 121, and one end of the long arm 1321 is rotatably connected to the output shaft of the first control motor 1312, the first drive member 121 drives the short arm 1311 to rotate relative to the main body 110, and the first control motor 1312 drives the long arm 1321 to rotate relative to the short arm 1311; and the other end of the long arm 1321 is equipped with a first motor 1322, with the shaft of the first motor 1322 perpendicular to the first control motor 1312, and the first motor 1322 is used to drive the first propeller 133 to rotate, thereby changing the attitude angle of the first propeller 133 and coordinating with the switching of the motion attitude of the main body 110.

[0050] In one possible implementation, the short-leg assembly 141 includes a short-leg body 1411 and a second control motor 1412. One end of the short-leg body 1411 is connected to the shaft of the first drive member 121, and the second control motor 1412 is connected to the other end of the short-leg body 1411, with the shaft of the second control motor 1412 perpendicular to the shaft of the first drive member 121. The long-leg assembly 142 includes a long-leg body 1421, a second motor 1422, and a second propeller 143. One end of the long-leg body 1421 is rotatably connected to the output shaft of the second control motor 1412, and the other end of the long-leg body 1421 is equipped with the second motor 1422, with the shaft of the second motor 1422 perpendicular to the second control motor 1412. The second motor 1422 is used to drive the second propeller 143 to rotate. In specific applications, since one end of the short leg body 1411 is connected to the shaft of the first drive member 121, and the second control motor 1412 is connected to the other end of the short leg body 1411, with the shaft of the second control motor 1412 perpendicular to the shaft of the first drive member 121, and one end of the long leg body 1421 is rotatably connected to the output shaft of the second control motor 1412, the first drive member 121 drives the short leg body 1411 to rotate relative to the main body 110, and the second control motor 1412 drives the long leg body 1421 to rotate relative to the short leg body 1411; and the other end of the long leg body 1421 is equipped with a second motor 1422, with the shaft of the second motor 1422 perpendicular to the second control motor 1412, and the second motor 1422 is used to drive the second propeller 143 to rotate, thereby changing the attitude angle of the second propeller 143 and coordinating with the switching of the motion attitude of the main body 110.

[0051] In one possible implementation, the arm module 130 further includes a first follower component 134, which includes a first ball 1341 and a first brake cover plate 1342. At least one first hemispherical groove 1301 is formed on one side of the short arm body 1311 and the long arm body 1321. The first brake cover plate 1342 is provided with a first ball-ring groove 13421 that cooperates with the first hemispherical groove 1301. The first brake cover plate 1342 is detachably connected to the short arm body 1311 and the long arm body 1321. The first ball 1341 is located between the hemispherical groove and the ball-ring groove so that the first ball 1341 contacts the ground and rolls relative to the first hemispherical groove 1301 and the first ball-ring groove 13421. In specific applications, the arm module 130 also includes a first follower component 134. The first follower component 134 includes a first ball bearing 1341 and a first brake cover plate 1342. At least one first hemispherical groove 1301 is formed on one side of the short arm body 1311 and the long arm body 1321. The first brake cover plate 1342 is provided with a first ball-ring groove 13421 that mates with the first hemispherical groove 1301. The first brake cover plate 1342 is detachably connected to the short arm body 1311 and the long arm body 1321. A rolling ball 1341 is located between the hemispherical groove and the first ball ring groove 13421, so that the first rolling ball 1341 can be locked in the first hemispherical groove 1301 while being exposed outside the first ball ring groove 13421. This allows the first rolling ball 1341 to roll in any direction relative to the first hemispherical groove 1301 and the first ball ring groove 13421 when in contact with the ground. Thus, when the amphibious aircraft 100 switches to land movement, it can obtain all-round planar movement freedom through the rolling posture of the first rolling ball 1341.

[0052] In one possible implementation, a first arc-shaped lug 13422 is provided on one side of the first brake cover plate 1342. The first arc-shaped lug 13422 is symmetrically surrounding both sides of the first ball ring groove 13421, and the end face of the first arc-shaped lug 13422 is higher than the contact point between the first ball 1341 and the ground. The edge of the first arc-shaped lug 13422 protrudes from one side of the short arm body 1311 and the long arm body 1321. In specific applications, since the first brake cover plate 1342 is provided with a first arc-shaped lug 13422 on one side, the first arc-shaped lug 13422 is symmetrically surrounding the two sides of the first ball ring groove 13421, and the end face of the first arc-shaped lug 13422 is higher than the contact point between the first ball 1341 and the ground, and the edge of the first arc-shaped lug 13422 protrudes from one side of the short arm body 1311 and the long arm body 1321, when the long arm body 1321 rotates relative to the short arm body 1311, the end face of the first arc-shaped lug 13422 gradually switches to be lower than the contact point between the first ball 1341 and the ground, thereby causing the first arc-shaped lug 13422 to generate frictional resistance when in contact with the ground, thus achieving the braking effect on the multi-day drying machine.

[0053] In one possible implementation, the leg module 140 further includes a second follower assembly 144, which includes a second ball 1441 and a second brake cover 1442. At least one second hemispherical groove 1401 is formed on both sides of the short leg body 1411 and one side of the long leg body 1421. The second brake cover 1442 is provided with a second ball ring groove 14422 that mates with the second hemispherical groove 1401. The second brake cover 1442 is detachably connected to the short leg body 1411 and the long leg body 1421. The second ball 1441 is located between the second hemispherical groove 1401 and the second ball ring groove 14422 so that the second ball 1441 contacts the ground and rolls relative to the second hemispherical groove 1401 and the second ball ring groove 14422. In specific applications, the leg module 140 also includes a second follower component 144, which includes a second ball 1441 and a second brake cover 1442. At least one second hemispherical groove 1401 is formed on both sides of the short leg 1411 and one side of the long leg 1421. The second brake cover 1442 has a second ball-ring groove 14422 that mates with the second hemispherical groove 1401. The second brake cover 1442 is detachably connected to the short leg 1411 and the long leg 1421. The second ball 1441 is located between the second hemispherical groove 1401 and the second ball-ring groove 14422, allowing the second ball 1441 to be locked in the second hemispherical groove 1401 while being exposed outside the second ball-ring groove 14422. This allows the second ball 1441 to roll in any direction relative to the second hemispherical groove 1401 and the second ball-ring groove 14422 when in contact with the ground, thus enabling the multi-purpose aircraft to... When switching to land motion, the rolling posture of the second rolling ball 1441 can be used to obtain the omnidirectional freedom of planar motion. It is worth noting that the short-leg body 1411 has a second hemispherical groove 1401 on both sides. When switching attitudes, the landing support of the multi-sun aircraft's flight attitude needs to be considered. That is, part of the support of the multi-sun aircraft is completed through one side of the short-leg body 1411. When the long-leg body 1421 rotates relative to the short-leg body 1411, causing the original support side of the short-leg body 1411 to leave the ground, a new balance needs to be obtained. A second ball needs to be cleverly set on the other side of the short-leg body 1411 so that the short-leg body 1411 relative to the long-leg body 1421 drives the entire mechanism connected to the main body 110 to lie prone or kneel. Dynamic balance is needed to switch the force surface on one side of the short-leg body 1411 to the other side, so that the multi-sun aircraft can change from the flight attitude to a gliding attitude that conforms to the mechanical relationship.

[0054] In one possible implementation, a second arc-shaped lug 14421 is provided on one side of the second brake cover. The second arc-shaped lug 14421 is symmetrically surrounding both sides of the second ball ring groove 14422, and the end face of the second arc-shaped lug 14421 is higher than the contact point between the second ball 1441 and the ground. The edge of the second arc-shaped lug 14421 protrudes from one side of the short leg body 1411 and the long leg body 1421. In specific applications, since a second arc-shaped lug 14421 is provided on one side of the second brake cover plate 1442, the second arc-shaped lug 14421 is symmetrically surrounding both sides of the second ball ring groove 14422, and the end face of the second arc-shaped lug 14421 is higher than the contact point between the second ball 1441 and the ground, and the edge of the second arc-shaped lug 14421 protrudes on one side of the short leg body 1411 and the long leg body 1421, when the long leg body 1421 rotates relative to the short leg body 1411, the end face of the second arc-shaped lug 14421 gradually switches to a position lower than the contact point between the second ball 1441 and the ground, thereby generating frictional resistance between the second arc-shaped lug 14421 and the ground, achieving the braking effect on the multi-dryer. Thus, when the multi-dryer slides on the ground, the second arc-shaped lug 14421 can generate synergistic braking resistance through its contact with the ground.

[0055] Example 2

[0056] This embodiment protects a different subject matter compared to Embodiment 1, specifically:

[0057] Please refer to Figures 1-6Embodiment 2 of the present invention provides an attitude switching control method for an integrated land, sea and air amphibious aircraft 100, applied to the aforementioned integrated land, sea and air amphibious aircraft 100. The initial states of the first and third steering of the first drive unit 121, the second steering of the first control motor 1312, and the fourth steering of the second control motor 1412 are defined as the flight attitudes of the first propeller 133 and the second propeller 143. When the third steering of the first drive unit 121 rotates 45°-60° and the fourth steering of the second control motor 1412 rotates 95°-120°, the main body 110 is made to stand upright relative to the ground, and the long leg assembly 142 contacts the ground to support the main body 110. When the first steering of the first drive member 121 rotates 60°-90° and the second steering of the first control motor 1312 rotates 150°-210°, the attitude angle of the first propeller is adjusted so that the flight attitude of the first propeller 133 and the second propeller 143 switches to a gliding attitude; when the first steering of the first drive member 121 rotates 0°-30°, the second steering of the first control motor 1312 rotates 5°-85°, the third steering of the first drive member 121 rotates 0°-30°, and the fourth steering of the second control motor 1412 rotates 5°-85°, the flight attitude of the first propeller 133 and the second propeller 143 switches to a waterskiing attitude. In specific applications, since the initial states of the first steering and third steering of the first drive member 121, the second steering of the first control motor 1312, and the fourth steering of the second control motor 1412 are the flight attitudes of the first propeller 133 and the second propeller 143, when the third steering of the first drive member 121 rotates by 45°-60° and the fourth steering of the second control motor 1412 rotates by 95°-120°, the body 110 stands upright relative to the ground, and the long leg assembly 142 contacts the ground to support the body 110; when the first steering of the first drive member 121 rotates by 60°-90°... When the second steering of the first control motor 1312 rotates 150°-210°, the attitude angle of the first propeller is adjusted, thereby switching the flight attitude of the first propeller 133 and the second propeller 143 to a gliding attitude; when the first steering of the first drive member 121 rotates 0°-30°, the second steering of the first control motor 1312 rotates 5°-85°, the third steering of the first drive member 121 rotates 0°-30°, and the fourth steering of the second control motor 1412 rotates 5°-85°, the flight attitude of the second propeller 143 of the first propeller 133 is switched to a waterskiing attitude.

[0058] The specific operating principle of this scheme is as follows: First, during the initial transition from flight attitude to land taxiing, the first propeller 133 and the second propeller 143 output different lift forces. The lift forces of the first propeller 133 and the second propeller 143 do not exceed the weight of the amphibious aircraft 100, but the lift force of the first propeller 133 is greater than that of the second propeller 143. This causes the short arm assembly 131, the main body 110, the second drive module, and the arm module 130 to rotate relative to the long leg body 1421. Simultaneously, the second control motor 1412 remains in a follow-up state. Then, under the lift generated by the first propeller 133 and the second propeller 143, the fourth steering mechanism of the second control motor 1412 will rotate. When the rotation angle is controlled between 95° and 120°, for example… Figure 3 The system reaches a kneeling position, then stops the power output of the first propeller 133 and the second propeller 143. The third steering rotation of the first drive component 121 is controlled between 45° and 60°. The symmetrical short leg components 141 on both sides drive the long leg components 142 to move closer to the center line of the body 110, causing the body 110 to stand upright relative to the ground. The long leg components 142 contact the ground to support the body 110. Then, the first control motor 1312 is controlled to rotate the long arm 1321 180 degrees relative to the short arm 1311, causing the first propeller 133 to change its power output direction. Figure 4 As shown, when the amphibious aircraft 100 needs to taxi on the ground, controlling the output power of the first propeller 133 to generate forward thrust, and adjusting the output power difference of the two first propellers 133, can control the turning of the amphibious aircraft 100 on the ground. In the initial state of the amphibious aircraft 100, during the transition from flight attitude to underwater gliding, it first maintains a stable attitude and slowly approaches the water surface. Then, utilizing the buoyancy of the water, it gradually reduces the output power of the first propeller 133 and the second propeller 143 to adapt to the situation where the buoyancy plus the power of the first propeller 133 and the second propeller 143 equals the weight of the amphibious aircraft 100. Then, through the first... The first steering rotation of the drive unit 121 (0°-30°) causes the handle module to gradually move closer to the centerline of the main body 110. The second steering rotation of the first control motor 1312 (5°-85°) causes the first propeller 133 to simulate the motion of an underwater propeller. Simultaneously, the third steering rotation of the first drive unit 121 (0°-30°) causes the leg module 140 to also gradually move closer to the centerline of the main body 110. Then, when the second control motor 1412 rotates its fourth steering rotation (5°-85°), the long leg 1421 drives the second propeller 143 to rotate relative to the short leg 1411, gradually adapting to changes in buoyancy in the water and maintaining the amphibious aircraft 100's underwater balance. Figure 5 and 6As shown, the first propeller 133 and the second propeller 143 output power, enabling the amphibious aircraft 100 to move underwater. At the same time, the second steering of the first control motor 1312 and the fourth steering of the second control motor 1412 dynamically adjust the angle changes according to the power of the first propeller 133 and the second propeller 143 and the changes in underwater buoyancy.

[0059] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. An amphibious multi-environment vehicle, characterized by, The utility model relates to a kind of unmanned aerial vehicle, including: A body forms multiple installation parts; First drive module, the first drive module includes multiple first driving pieces, multiple the first driving pieces are fixed in the installation part respectively; Arm module, the arm module includes short arm assembly, long arm assembly and first propeller, one end of the short arm assembly is rotatably connected with the first driving piece, the other end of the short arm assembly is rotatably connected with the long arm assembly, and the first propeller rotates at the end of the long arm assembly; Leg module, the leg module includes short leg assembly, long leg assembly and second propeller, one end of the short leg assembly is rotatably connected with the first driving piece, the other end of the short leg assembly is rotatably connected with the long leg assembly, and the second propeller rotates at the end of the long leg assembly; Wherein, the short arm assembly is rotated relative to the body as the first steering, the long arm assembly is rotated relative to the short arm assembly as the second steering, and the rotation axes of the first steering and the second steering are perpendicular, so that the attitude angle of the first propeller is adjusted relative to the body Angle, the short leg assembly is rotated relative to the body as the third steering, the long leg assembly is rotated relative to the short leg assembly as the fourth steering, and the rotation axes of the third steering and the first steering are parallel, the rotation axes of the fourth steering and the third steering are perpendicular, and the rotation axes of the fourth steering and the third steering form dynamic angle, so that the attitude angle of the second propeller is adjusted relative to the body Angle, and the motion posture of the body is switched by the attitude angle adjustment of the first propeller and the second propeller.

2. The sea-air-land multi-environment vehicle according to claim 1, characterized by The short arm assembly includes a short arm body and a first control motor, one end of the short arm body is connected to the rotation shaft of the first driving piece, the first control motor is connected to the other end of the short arm body, and the rotation shaft of the first control motor is perpendicular to the rotation shaft of the first driving piece; The long arm assembly includes a long arm body and a first motor, one end of the long arm body is rotatably connected to the output shaft of the first control motor, the other end of the long arm body is installed with the first motor, and the rotation shaft of the first motor is perpendicular to the first control motor, and the first motor is used to drive the first propeller to rotate.

3. The sea-air-land multi-environment vehicle according to claim 1, characterized by The short leg assembly includes a short leg body and a second control motor, one end of the short leg body is connected to the rotation shaft of the first driving piece, the second control motor is connected to the other end of the short leg body, and the rotation shaft of the second control motor is perpendicular to the rotation shaft of the first driving piece; The long leg assembly includes a long leg body, a second motor and a second propeller, one end of the long leg body is rotatably connected to the output shaft of the second control motor, the other end of the long leg body is installed with the second motor, and the rotation shaft of the second motor is perpendicular to the second control motor, and the second motor is used to drive the second propeller to rotate.

4. The sea-air-land all-in-one multi-environment machine according to claim 2, characterized by, The arm module further comprises a first follow-up assembly, the first follow-up assembly comprises a first ball and a first brake cover plate, one side of the short arm body and the long arm body is formed with at least one first hemispherical groove, the first brake cover plate is provided with a first ball ring groove matched with the first hemispherical groove, the first brake cover plate is detachably connected with the short arm body and the long arm body, and the first ball is located between the first hemispherical groove and the ball ring groove, so that the first ball rolls relative to the first hemispherical groove and the first ball ring groove when the first ball is in contact with the ground.

5. The sea-air-land all-in-one multi-environment machine according to claim 4, characterized by The first brake cover plate is provided with a first arc-shaped lug on one side, the first arc-shaped lug is symmetrically surrounded on both sides of the first ball ring groove, and the end face of the first arc-shaped lug is higher than the position where the first ball is in contact with the ground, and the edge of the first arc-shaped lug is protruded from one side of the short arm body and the long arm body.

6. The sea-air-land all-in-one multi-environment machine according to claim 3, characterized by The leg module further comprises a second follow-up assembly, the second follow-up assembly comprises a second ball and a second brake cover plate, at least one second hemispherical groove is formed on both sides of the short leg body and one side of the long leg body, the second brake cover plate is provided with a second ball ring groove matched with the second hemispherical groove, the second brake cover plate is detachably connected with the short leg body and the long leg body, and the second ball is located between the second hemispherical groove and the second ball ring groove, so that the second ball rolls relative to the second hemispherical groove and the second ball ring groove when the second ball is in contact with the ground.

7. The integrated sea-air-land multi-environment vehicle according to claim 6, characterized by The second brake cover is provided with a second arc-shaped lug on one side, the second arc-shaped lug is symmetrically surrounded on both sides of the second ball ring groove, and the end face of the second arc-shaped lug is higher than the position where the second ball is in contact with the ground, and the edge of the second arc-shaped lug is protruded from one side of the short leg body and the long leg body.

8. A method for controlling the posture switching of an air-sea-land integrated multi-environment vehicle, applied to the air-sea-land integrated multi-environment vehicle according to any one of claims 1-7, characterized in that, The initial state of the first steering and the third steering of the first driving member, the second steering of the first control motor and the fourth steering of the second control motor defines the flight attitude of the first propeller and the second propeller.

9. The attitude switching control method of the sea-air-land integrated omnivorous machine according to claim 8, characterized by, When the third steering of the first driving member is rotated by 45°-60° and the fourth steering of the second control motor is rotated by 95°-120°, the body is erected relative to the ground, and the long leg assembly is in contact with the ground to support the body; when the first steering of the first driving member is rotated by 60°-90° and the second steering of the first control motor is rotated by 150°-210°, the attitude angle of the first propeller is adjusted, so that the flight attitude of the first propeller and the second propeller is switched to a sliding attitude.

10. The attitude switching control method of the sea-air-land all-in-one multi-environment machine according to claim 8, characterized in that, When the first steering of the first driving member is rotated by 0°-30°, the second steering of the first control motor is rotated by 5°-85°, the third steering of the first driving member is rotated by 0°-30°, and the fourth steering of the second control motor is rotated by 5°-85°, the flight attitude of the first propeller and the second propeller is switched to a water skiing attitude.

Images