Attitude-adjustable hydrofoil and trans-medium vehicle

Abstract

The application discloses a posture adjusting hydrofoil and a cross-medium vehicle. The posture adjusting hydrofoil comprises a crossbar hydrofoil, an inclined strut hydrofoil and a telescopic supporting structure. The crossbar hydrofoil extends along a first direction, and one end of the crossbar hydrofoil in the first direction is used for being connected with the cross-medium vehicle. The inclined strut hydrofoil is rotatably connected with the other end of the crossbar hydrofoil in the first direction. The telescopic supporting structure is connected between the crossbar hydrofoil and the inclined strut hydrofoil, and one end of the telescopic supporting structure is slidably connected with the inclined strut hydrofoil. The telescopic supporting structure comprises a main body and a telescopic component, and the telescopic component is movably arranged relative to the main body along a second direction. The second direction intersects with the first direction. The crossbar hydrofoil, the inclined strut hydrofoil and the telescopic supporting structure form a triangular supporting structure. The application can improve the stability, safety and reliability of the cross-medium vehicle.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, specifically to an attitude-adjustable hydrofoil and a cross-medium aircraft. Background Technology

[0002] As an intelligent device capable of autonomously switching navigation modes in multi-medium environments such as water and air, the attitude control during the water surface taxiing and landing phases of a cross-medium vehicle is one of the core technologies that determines the safety and reliability of the system.

[0003] Existing technologies, traditional hydrofoil designs have significant limitations when dealing with complex aquatic environments: First, static structures struggle to adapt to dynamic environments. Existing hydrofoils often employ fixed airfoils or simple mechanical adjustment structures, failing to respond in real-time to disturbances caused by water waves, flow velocity changes, and vehicle speed fluctuations. Second, there is the coupling effect during the cross-medium transition phase. During the water-to-air transition, the hydrofoil must simultaneously meet both hydrodynamic and aerodynamic requirements. If the hydrofoil fails to adjust its angle of attack in time when the vehicle takes off from the water, it may cause wing collision damage to the water surface. Third, multi-degree-of-freedom coordinated control is lacking. During water taxiing, the vehicle must simultaneously suppress multi-dimensional attitude disturbances such as pitch, roll, and yaw. Fourth, there are limitations in the adaptability of materials and structures. Traditional hydrofoils often use metals or rigid composite materials, which are prone to fatigue cracking under high-frequency vibration environments.

[0004] These problems are common during the takeoff and landing of cross-medium vehicles, seriously affecting the stability, safety and reliability of the vehicles. Summary of the Invention

[0005] This application provides an attitude-adjustable hydrofoil and a cross-medium vehicle, which aims to improve the stability, safety and reliability of the vehicle.

[0006] The first aspect of this application provides an attitude-adjustable hydrofoil for use in a transmedium vehicle. The attitude-adjustable hydrofoil includes a crossbar hydrofoil, a brace hydrofoil, and a retractable support structure. The crossbar hydrofoil extends along a first direction, and one end of the crossbar hydrofoil in the first direction is used to connect to the transmedium vehicle. The brace hydrofoil is rotatably connected to the other end of the crossbar hydrofoil in the first direction. The retractable support structure is connected between the crossbar hydrofoil and the brace hydrofoil, and one end of the retractable support structure is slidably connected to the brace hydrofoil. The retractable support structure includes a main body and a telescopic component. The telescopic component is movably disposed relative to the main body along a second direction, which intersects with the first direction. The crossbar hydrofoil, the brace hydrofoil, and the retractable support structure form a triangular support configuration.

[0007] In some alternative embodiments, the attitude-adjustable hydrofoil further includes a servo motor located at the rotatable connection between the strut hydrofoil and the crossbar hydrofoil, and the servo motor is configured to drive the strut hydrofoil to rotate.

[0008] In some alternative embodiments, the inclined strut hydrofoil is provided with a slide rail, one end of the main body is connected to the crossbar hydrofoil, and one end of the telescopic component is slidably connected to the slide rail.

[0009] In some alternative embodiments, the telescopic support structure further includes a resilient buffer disposed between the telescopic assembly and the crossbar hydrofoil, the resilient buffer being configured to retract to absorb energy when the crossbar hydrofoil is subjected to impact.

[0010] In some alternative embodiments, the body includes a pressure guide cylinder, at least a portion of the telescopic assembly is located within the pressure guide cylinder, and an elastic buffer is located within the pressure guide cylinder.

[0011] In some optional embodiments, the telescopic assembly includes a rotating cam and a translating member disposed within a pressure guide cylinder. The translating member is movably disposed along a second direction. The rotating cam is disposed on the side of the translating member opposite to the crossbar hydrofoil. The circumferential surface of the rotating cam is provided with a first locking surface. The inner wall of the pressure guide cylinder is provided with a first guide surface that cooperates with the first locking surface. When the rotating cam rotates to a first angle, the first locking surface engages with the first guide surface to form a one-way locking mechanism that prevents the telescopic assembly from retracting relative to the main body. When the rotating cam rotates to a second angle different from the first angle, the first locking surface disengages from the first guide surface, and the telescopic assembly can freely extend and retract. An elastic buffer is connected between the translating member and the crossbar hydrofoil.

[0012] In some optional embodiments, the inner wall of the pressure guide cylinder is further provided with two sets of internal racks that mesh with the rotating cam, and a first guide surface and a first smooth surface are provided between the two sets of internal racks, with the first guide surface and the first smooth surface being arranged opposite to each other.

[0013] In some alternative embodiments, the translation component includes a translation gear, with a first gear at one end near the rotating cam and a receiving groove thereon; The rotating cam includes an upper cam tooth, a lower cam tooth, a cam base circular surface, a fixed rotating boss, and a spherical slider. The upper cam tooth is used to mesh with the rack inside the pressure guide cylinder and the gear in the translation gear. The fixed rotating boss is hinged to the rotating groove of the translation gear. The spherical slider is slidably connected to the inclined support hydrofoil. The cam base circular surface includes a first locking surface and a second smooth surface that are opposite to each other.

[0014] In some optional embodiments, the inner wall of the pressure guide cylinder is further provided with a guide rail, and the translation gear further includes a slider that is slidably connected to the guide rail in a second direction; and / or, the end of the translation gear near the elastic buffer is further provided with a connecting boss, and the elastic buffer is connected to the connecting boss.

[0015] A second aspect of this application provides a transmedium vehicle, which includes attitude-adjusting hydrofoils provided according to any of the first aspects of the above embodiments. The attitude-adjusting hydrofoils are a pair symmetrically arranged and respectively connected to both sides of the transmedium vehicle.

[0016] According to an embodiment of this application, the attitude-adjustable hydrofoil includes a crossbar hydrofoil, a strut hydrofoil, and a retractable support structure. These components together form a stable triangular support configuration, ensuring uniform force distribution based on the principle of geometric triangles. This configuration allows for real-time adjustment of the angle of attack and lift output of the strut hydrofoil. The attitude-adjustable hydrofoil can dynamically adapt to changes in speed, wave conditions, etc., effectively solving takeoff pitching moment, suppressing attitude oscillations, and reducing landing impact loads, thereby improving the stability, safety, and reliability of cross-medium vehicles. Attached Figure Description

[0017] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings, in which the same or similar reference numerals denote the same or similar features, and the drawings are not drawn to scale.

[0018] Figure 1 This is a schematic diagram of the structure of a cross-medium vehicle in the retracted state for attitude adjustment, provided in an embodiment of this application; Figure 2 This is a structural schematic diagram of the attitude adjustment hydrofoil deployment process of a cross-medium vehicle provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a cross-medium vehicle with its attitude adjustment hydrofoil in the open state, as provided in an embodiment of this application. Figure 4 This is a structural schematic diagram of the attitude adjustment hydrofoil retraction process of a cross-medium vehicle provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an attitude-adjustable hydrofoil in the retracted state, provided in an embodiment of this application; Figure 6 This is a structural schematic diagram of the attitude adjustment hydrofoil opening process provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of an attitude-adjustable hydrofoil in the open state, provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure during the retraction process of an attitude-adjustable hydrofoil provided in an embodiment of this application; Figure 9 This is a schematic diagram of a retractable support structure in its contracted state, as provided in an embodiment of this application. Figure 10This is a schematic diagram of the expansion process of a retractable support structure provided in an embodiment of this application; Figure 11 This is a schematic diagram of a retractable support structure in its open state, as provided in an embodiment of this application. Figure 12 This is a schematic diagram of the retractable support structure during the contraction process provided in an embodiment of this application; Figure 13 This is a schematic diagram of the structure of a crossbar hydrofoil provided in an embodiment of this application; Figure 14 This is a schematic diagram of the structure of a braced hydrofoil provided in an embodiment of this application; Figure 15 This is a schematic diagram of the structure of a rotary cam provided in an embodiment of this application; Figure 16 This is a cross-sectional structural diagram of the pressure guide cylinder according to an embodiment of this application; Figure 17 yes Figure 16 Schematic diagram of the cross-sectional structure at point AA; Figure 18 This is a schematic diagram of the translation gear structure according to an embodiment of this application; Figure 19 yes Figure 18 A schematic diagram of the cross-sectional structure at point BB.

[0019] Explanation of reference numerals in the attached figures: 1. Transmedia vehicle; 2. Attitude-adjustable hydrofoil; 3. Crossbar hydrofoil; 31. Fixing slot; 32. Mounting slot; 4. Diagonal hydrofoil; 41. Slide rail; 5. Telescopic support structure; 51. Main body; 510. Pressure guide cylinder; 511. First guide surface; 512. Inner rack of cylinder; 513. First smooth surface; 514. Guide rail; 52. Telescopic assembly; 53. Elastic buffer; 6. Servo motor; 7. Rotary cam; 71. Upper cam tooth; 72. Lower cam tooth; 73. Cam base circle surface; 74. Fixed rotating boss; 75. Spherical slider; 701. First locking surface; 702. Second smooth surface; 8. Translation component; 81. Translation gear; 811. First gear; 812. Receiving groove; 813. Sliding block; 814. Connecting boss; X, the first direction; Y, the second direction. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0022] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. It should be noted that, unless otherwise specified, different features in the embodiments of this application can be combined with each other.

[0023] For certain elements, terms like "above" or "over" are sometimes used when describing the position of an element in a certain direction, and "below" or "under" are used when describing the position of an element in the opposite direction. Furthermore, when using terms like "above," "over," "below," "under," or "relative" to define the positional relationship between two elements, this includes not only the state where the two elements are directly adjacent, but also the state where the two elements are separated by gaps or other elements. Additionally, terms like "first," "second," and "third" are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. At least part may include some or all.

[0024] The purpose of this application is to solve a series of key technical problems faced by fixed-wing cross-medium vehicles during water surface takeoff and landing. These problems are common in the takeoff and landing process of cross-medium vehicles and seriously affect the stability, safety and reliability of the vehicles.

[0025] Firstly, the water emergence stage, as the first critical hurdle in the takeoff process of a cross-medium vehicle, presents challenges in terms of multifaceted coordination. When the vehicle is navigating on the water surface, the viscosity and inertia of the water create enormous drag far exceeding that of air. This drag not only consumes a significant amount of propulsion power and slows down the acceleration process, but also generates a substantial nose-down moment at the bottom of the fuselage due to the uneven distribution of drag. This moment forces the vehicle's nose to tilt downwards, resulting in a smaller angle between the wings and the water surface, further weakening lift generation and greatly increasing the difficulty of overcoming the water's constraints and achieving takeoff. While the hydrofoils or floats commonly used in the industry can provide additional lift to some extent to balance some of the moment, their fixed structural design makes it difficult to adapt to the dynamic requirements under different speeds and wave conditions. In high sea states or complex current environments, their stability and lift assistance effects will significantly decrease. Therefore, there is still considerable room for performance improvement in practical applications.

[0026] Secondly, during the acceleration phase on the water surface, as the speed continues to increase, the relative velocity between the wings and the air increases. According to aerodynamic principles, the lift generated by the wings will gradually increase accordingly. However, if the hydrofoils, acting as auxiliary lift devices, fail to adjust synchronously with the changes in wing lift and maintain a high lift output, the overall lift of the aircraft will fluctuate drastically in a short period. This unstable change in lift can trigger a "dolphin jump" phenomenon—the aircraft bounces up and down on the water like a dolphin, sometimes slapping the surface and sometimes leaping upwards. This violent attitude oscillation not only severely interferes with the aircraft's handling stability, making it difficult for the pilot to accurately control the course and attitude, but may also cause structural fatigue due to repeated water impacts, and even lead to a risk of loss of control in extreme cases.

[0027] Furthermore, when the aircraft completes its aerial mission and enters the water landing phase, the impact load of the water on the fuselage is another critical challenge that urgently needs to be overcome. At the moment of landing, the aircraft contacts the water surface with a certain vertical and horizontal velocity, and enormous kinetic energy is transferred to the fuselage structure in a short period. Due to the incompressibility of water, this impact load acts instantaneously on contact points such as the fuselage bottom and wing leading edges, with peak impact forces reaching several times or even more than ten times the fuselage's own weight. Such a massive load can not only cause fuselage skin rupture and structural deformation, but also cause severe vibrations to internal precision equipment such as navigation systems, sensors, and power components, affecting the equipment's operational accuracy and lifespan. In severe cases, it can even directly cause the fuselage to disintegrate, posing a significant threat to the safe recovery of the aircraft.

[0028] To address the aforementioned issues, this application provides an attitude-adjustable hydrofoil and a cross-medium vehicle. The following description, in conjunction with the accompanying drawings, will illustrate various embodiments of the attitude-adjustable hydrofoil and the cross-medium vehicle.

[0029] Reference Figures 1 to 4 The first aspect of this application provides an attitude-adjustable hydrofoil 2, applied to a transmedium vehicle 1. The attitude-adjustable hydrofoil 2 includes a crossbar hydrofoil 3, a brace hydrofoil 4, and a retractable support structure 5. The crossbar hydrofoil 3 extends along a first direction X, and one end of the crossbar hydrofoil 3 in the first direction X is used to connect to the transmedium vehicle 1. The brace hydrofoil 4 is rotatably connected to the other end of the crossbar hydrofoil 3 in the first direction X. The retractable support structure 5 is connected between the crossbar hydrofoil 3 and the brace hydrofoil 4, and one end of the retractable support structure 5 is slidably connected to the brace hydrofoil 4. The retractable support structure 5 includes a main body 51 and a telescopic component 52. The telescopic component 52 is movably disposed relative to the main body 51 along a second direction Y, which intersects with the first direction X. The crossbar hydrofoil 3, the brace hydrofoil 4, and the retractable support structure 5 form a triangular support configuration.

[0030] The attitude-adjustable hydrofoil 2 is a dynamic auxiliary device applied to a cross-medium vehicle 1, designed to optimize the takeoff and landing process on the water surface through an adjustable structure.

[0031] The crossbar hydrofoil 3 extends along a first direction X, which may be parallel to the wingspan of the aircraft. One end is fixedly connected to the fuselage or lower surface of the wing of the aircraft via bolts or a quick-release mechanism. The other end of the slant hydrofoil 4 is rotatably connected to the crossbar hydrofoil 3 via a servo motor 6, allowing it to rotate around an axis to change the angle of attack of the hydrofoil (i.e., the angle with the water flow). The servo motor 6 can drive the slant hydrofoil 4 to rotate. In some other embodiments, the servo motor 6 can also be replaced by a bearing or hinge, etc.

[0032] The main body 51 may include a pressure guide cylinder 510, or a rigid sleeve or fixed rod, etc. The telescopic component 52 may be composed of an electric push rod, a hydraulic cylinder or a pneumatic actuator, etc. The telescopic component 52 can move linearly relative to the main body 51 along the second direction Y, thereby pushing or pulling the inclined hydrofoil 4 to adjust its attitude. The second direction Y is perpendicular to the first direction X or forms an acute angle with it.

[0033] The attitude-adjustable hydrofoil 2 provided in this application includes a crossbar hydrofoil 3, a strut hydrofoil 4, and a retractable support structure 5. These components together form a stable triangular support configuration, ensuring uniform force distribution based on the principle of geometric triangles. This structure allows for real-time adjustment of the angle of attack and lift output of the strut hydrofoil 4. The attitude-adjustable hydrofoil 2 can dynamically adapt to changes in speed, wave conditions, etc., effectively solving takeoff pitching moment, suppressing attitude oscillations, and reducing landing impact loads, thereby improving the stability, safety, and reliability of the cross-medium vehicle 1.

[0034] For example, the telescopic assembly 52 can monitor the aircraft's status via embedded sensors (such as speedometers and gyroscopes) and automatically extend and retract via the control unit. It retracts during takeoff acceleration to reduce the lift of the hydrofoil 4, preventing a "dolphin jump" caused by conflict with the main wing's lift. It extends during the water exit phase to increase lift and counteract the nose-down moment. During landing, it extends and retracts in a buffer mode to disperse water impact energy. This can also be achieved through manual remote control or preset program control.

[0035] Reference Figures 5 to 8 In some optional embodiments, the attitude-adjustable hydrofoil 2 further includes a servo motor 6, which is located at the rotational connection position between the strut hydrofoil 4 and the crossbar hydrofoil 3, and is configured to drive the strut hydrofoil 4 to rotate.

[0036] The servo motor 6 is a servo motor installed at the rotatable connection between the inclined strut hydrofoil 4 and the crossbar hydrofoil 3 of the attitude adjustment hydrofoil 2. It can be used as a power actuator to directly drive the inclined strut hydrofoil 4 to perform precise rotational motion around the connecting shaft.

[0037] Optionally, the servo motor 6 may include a motor, a reduction gear set, and a position feedback potentiometer. Its housing is bolted to the end of the crossbar hydrofoil 3, and its output shaft is rigidly connected to the rotation shaft of the spur hydrofoil 4, thereby converting the electronic control signal into a controllable angular displacement. This servo motor 6 can achieve various drive and control modes: for example, it can receive commands from the aircraft's main control system, such as feedback signals based on speed and attitude sensors, and independently and rapidly adjust the angle of attack of the spur hydrofoil 4, independent of the telescopic support structure 5. This design provides the hydrofoil with a second independent degree of freedom of motion, allowing the spur hydrofoil 4 to not only change its tilt angle through telescopic support but also to rotate directly to optimize its hydrodynamic shape.

[0038] In these embodiments, the direct and rapid angle-of-attack control provided by the servo motor 6 enables more precise and dynamic lift and torque management, such as actively fine-tuning the angle of attack during takeoff to counteract instantaneous wave interference, or quickly "unloading" force to buffer the impact at the moment of landing and water contact. This, in conjunction with the retractable support structure 5, significantly improves the response speed, accuracy and adaptability of attitude adjustment, and enhances the maneuverability and survivability of the vehicle under complex hydrological conditions.

[0039] Combined with reference Figures 5 to 12 During the low-speed phase, the retractable support structure 5 is in a retracted state to increase the horizontal equivalent area of ​​the inclined strut hydrofoil 4, allowing the nose of the aircraft to quickly emerge from the water during the low-speed phase, thereby achieving stable acceleration of the aircraft. During the acceleration phase, as the speed of the aircraft increases, the servo motor 6 rotates, and in conjunction with the gradual extension of the retractable support structure 5, the hydrofoil lift transition is smoother when the aircraft is moving on the water surface, reducing the "dolphin jump" phenomenon.

[0040] When the vehicle lands, the retractable support structure 5 is in an extended state, and the angled hydrofoil 4 contacts the water surface. A huge impact load is generated at the moment of contact. The elastic buffer 53 (e.g., a spring) in the retractable support structure 5 contracts, converting the kinetic energy of the angled hydrofoil 4 into the elastic potential energy of the buffer 53, thus preventing damage to the angled hydrofoil 4 and the main body of the vehicle 51 due to the huge impact kinetic energy. The attitude-adjustable hydrofoil 2 of this application breaks through the mechanical adjustment bottleneck of traditional hydrofoils, providing key support for the efficient and safe operation of the cross-medium vehicle 1.

[0041] For example, refer to Figures 1 to 4 The attitude-adjustable hydrofoil 2 includes four states: attitude-adjustable hydrofoil 2a in the retracted state, attitude-adjustable hydrofoil 2b in the opening process, attitude-adjustable hydrofoil 2c in the opening state, and attitude-adjustable hydrofoil 2d in the retracted state. For each of these four hydrofoil states, refer to... Figures 5 to 8 The retractable support structure 5 includes: a retractable support structure 5a in the retracted state, a retractable support structure 5b in the opening state, a retractable support structure 5c in the opening state, and a retractable support structure 5d in the retracted state.

[0042] During the low-speed phase, the retractable support structure 5 is in a retracted state, increasing the horizontal equivalent area of ​​the angled hydrofoil 4, allowing the nose of the aircraft to quickly emerge from the water during the low-speed phase, thereby achieving stable acceleration of the aircraft. During the acceleration phase, as the speed of the aircraft increases, the servo motor 6 rotates, and in conjunction with the retractable support structure 5 gradually extends, the angled hydrofoil 4 maintains the required lift while allowing the aircraft fuselage to further lift off the water, thereby reducing fuselage drag. At the same time, the lift transition of the angled hydrofoil 4 is more gradual, enhancing the stability of the aircraft.

[0043] It should be noted that the airfoil's airfoil shape, structural form, and size are not unique and can be changed according to the actual needs of the aircraft; the installation position of the attitude-adjustable hydrofoil 2 is not unique and can be changed according to the actual situation of the wing's internal frame; the size of the retractable support structure 5 is not unique and the size and structural design of each component can be selected according to the actual size of the wing.

[0044] Reference Figure 14 In some optional embodiments, the inclined strut hydrofoil 4 is provided with a slide rail 41, one end of the main body 51 is connected to the crossbar hydrofoil 3, and one end of the telescopic component 52 is slidably connected to the slide rail 41.

[0045] The slide rail 41 refers to a linear guide groove or track structure formed on the inclined hydrofoil 4. It allows one end of the telescopic component 52 of the telescopic support structure 5 to slide along a specific path inside it via an embedded slider 813 or roller. The slide rail 41 can be located at the root of the inclined hydrofoil 4 or at the internal reinforcing rib. It enables a dynamic connection between the telescopic component 52 and the inclined hydrofoil 4, converting the linear motion of the telescopic component 52 into the rotational motion of the inclined hydrofoil 4 about the rotation point, while ensuring the stability of the sliding direction through the groove constraint.

[0046] By controlling the extension stroke of the telescopic component 52, the position change of the slider 813 within the slide rail 41 can precisely adjust the tilt angle of the inclined support hydrofoil 4, thereby changing the angle of attack of the hydrofoil; the slide rail 41 can also be designed as an arc-shaped slide rail 41 to optimize the motion trajectory.

[0047] In these embodiments, the slide rail 41 provides a low-drag and reliable sliding interface, enabling the inclined strut hydrofoil 4 to adjust its attitude smoothly and accurately when subjected to water flow impact. This enhances the mechanical adaptability and adjustment response speed of the entire support structure, helps to distribute loads, reduce structural fatigue, and improve the attitude stability and safety of the aircraft during takeoff and landing.

[0048] Reference Figure 9 In some optional embodiments, the telescopic support structure 5 further includes an elastic buffer 53 disposed between the telescopic assembly 52 and the crossbar hydrofoil 3, the elastic buffer 53 being configured to retract to absorb energy when the diagonal hydrofoil 4 is impacted.

[0049] The elastic buffer 53 refers to a mechanical component with elastic deformation capability installed between the telescopic component 52 of the telescopic support structure 5 and the crossbar hydrofoil 3. When the inclined hydrofoil 4 is impacted by water flow (such as landing on water or being hit by waves), it absorbs and dissipates the impact energy by its own contraction or compression.

[0050] The elastic buffer 53 can be made of helical springs, rubber blocks, disc springs, or composite elastic materials. It can be installed between the end of the telescopic assembly 52 and the fixed seat of the crossbar hydrofoil 3, and connected by bolts, clamps, or an embedded design. It can also be combined with a guide structure (such as a sleeve or guide rail 514) to ensure stable deformation along the direction of force. This buffer can achieve multiple operating modes: for example, as a passive buffer system, it automatically compresses to reduce force transmission when an impact occurs; or it can be combined with active control to dynamically adapt to different impact intensities through a variable damping design (such as hydraulic or pneumatic adjustment); in addition, its construction allows for preload adjustment to optimize the buffer response curve.

[0051] When the aircraft lands, the retractable support structure 5 is in its extended state, and the angled hydrofoil 4 contacts the water surface. At the moment of contact, a huge impact load is generated. The elastic buffer 53 retracts, converting the kinetic energy of the angled hydrofoil 4 into the elastic potential energy of the spring. Through the energy absorption of the elastic buffer 53, the instantaneous stress of the impact load on the aircraft fuselage structure, wing connection points, and internal precision equipment can be reduced, thereby reducing the risk of structural fatigue and damage. This prevents damage to the angled hydrofoil 4 and the main body of the aircraft 51 caused by the huge impact kinetic energy. At the same time, it improves the hydrofoil system's anti-disturbance capability during takeoff and landing, enhancing the stability and safety of the aircraft.

[0052] In some alternative embodiments, the body 51 includes a pressure guide cylinder 510, at least a portion of the telescopic assembly 52 is located within the pressure guide cylinder 510, and an elastic buffer 53 is located within the pressure guide cylinder 510.

[0053] Reference Figure 13 Optionally, the crossbar hydrofoil 3 may be provided with a fixing slot 31 for fixing the pressure guide cylinder 510 and the elastic buffer 53. In addition, the crossbar hydrofoil 3 may also be provided with a mounting slot 32 for fixing the servo motor 6.

[0054] The pressure guide cylinder 510 is a hollow, cylindrical rigid shell that serves as a guiding and containing structure. The pressure guide cylinder 510 may be made of high-strength aluminum alloy, stainless steel, or composite materials, and at least part of its interior may be a precision-machined smooth cavity in which part of the telescopic component 52 is located and can slide along its axis; at the same time, the elastic buffer 53 may also be fitted onto the telescopic component 52 and housed inside the pressure guide cylinder 510.

[0055] The pressure guide tube 510 not only provides precise guidance and limitation for the linear movement of the telescopic component 52, preventing lateral deviation, but its sealed or semi-sealed structure also protects the internal buffer and telescopic component 52 from water flow impact, debris intrusion, or corrosion. Through the integrated design of the pressure guide tube 510, the overall rigidity, motion accuracy, and reliability of the telescopic support structure 5 are improved, ensuring that the elastic buffer 53 can be stably compressed in a predetermined direction when impacted, thereby more efficiently absorbing and transferring energy, and enhancing the durability and buffering performance of the hydrofoil system in complex hydrodynamic environments.

[0056] Combined with reference Figure 9 and Figure 15In some optional embodiments, the telescopic assembly 52 includes a rotating cam 7 and a translating member 8 disposed within the pressure guide cylinder 510. The translating member 8 is movably disposed along the second direction Y. The rotating cam 7 is disposed on the side of the translating member 8 opposite to the crossbar hydrofoil 3. The circumferential surface of the rotating cam 7 is provided with a first locking surface 701. The inner wall of the pressure guide cylinder 510 is provided with a first guide surface 511 that cooperates with the first locking surface 701. When the rotating cam 7 rotates to a first angle, the first locking surface 701 engages with the first guide surface 511 to form a one-way locking mechanism that prevents the telescopic assembly 52 from retracting relative to the main body 51. When the rotating cam 7 rotates to a second angle different from the first angle, the first locking surface 701 disengages from the first guide surface 511, and the telescopic assembly 52 can freely extend and retract. An elastic buffer 53 is connected between the translating member 8 and the crossbar hydrofoil 3.

[0057] The rotary cam 7 is a rotatable eccentric or non-disc-shaped part disposed inside the pressure guide cylinder 510, and its circumferential surface is provided with a first locking surface 701 (such as an inclined surface or a toothed surface); the translation member 8 is a slider 813 or a piston-like assembly movable along the second direction Y, used to transmit motion; the first guide surface 511 is a matching surface (such as an inclined surface or a groove) machined on the inner wall of the pressure guide cylinder 510, used to cooperate with the first locking surface 701; these components constitute a one-way locking mechanism, which controls the locking or releasing state by changing the angle of the rotary cam 7.

[0058] The switchable one-way locking mechanism enables the hydrofoil support state to switch between rigid and flexible modes, which improves the stability and efficiency of the takeoff phase and optimizes the buffering performance of the landing phase, thereby enhancing the reliability and environmental adaptability of the vehicle in cross-medium transitions.

[0059] For example, during acceleration, since the spring is in a compressed state, its rebound, combined with the rotation of the servo motor 6, causes the retractable support structure 5 to extend, reducing the load on the servo motor 6. Simultaneously, the one-way locking mechanism formed by the locking surface of the opposite block on the cam base surface 73 of the rotating cam 7 and the guide surface of the opposite block on the side of the rack 512 inside the pressure guide cylinder 510 prevents the servo motor 6 from retracting due to the intermittent, enormous pressure generated during water jumps, further protecting it from damage. During landing, the locking surface of the opposite block on the cam base surface 73 of the rotating cam 7 and the guide surface of the opposite block on the side of the rack 512 inside the pressure guide cylinder 510 are misaligned, the servo motor 6 is de-energized, and the retractable support structure 5 can freely extend and retract.

[0060] Reference Figure 16 and Figure 13In some optional embodiments, the inner wall of the pressure guide cylinder 510 is also provided with two sets of internal racks 512 that mesh with the rotating cam 7. A first guide surface 511 and a first smooth surface 513 are provided between the two sets of internal racks 512, and the first guide surface 511 and the first smooth surface 513 are arranged opposite to each other.

[0061] The internal rack 512 refers to two sets of parallel rack structures machined or embedded in the inner wall of the pressure guide cylinder 510, whose tooth profile can mesh with the circumferential tooth surface of the rotating cam 7; the first smooth surface 513 is a toothless and low-friction flat inner wall surface disposed between the two sets of internal racks 512 and opposite to the first guide surface 511. The two sets of internal racks 512 can be symmetrically distributed, and their tooth groove direction can be parallel to the second direction Y, so that when the rotating cam 7 moves under the drive of the translation member 8, it can mesh with it and undergo controlled rotation.

[0062] When the rotating cam 7 rotates to a specific angle (such as the first angle), its tooth surface can mesh with the rack 512 inside the cylinder, accurately converting the linear motion of the translation member 8 into cam rotation, thereby driving its locking surface to engage with the first guide surface 511 to achieve one-way locking; when the cam rotates to another angle (such as the second angle), its tooth surface disengages from the rack, and at the same time the locking surface disengages from the guide surface and slides to the area of ​​the first smooth surface 513. At this time, the cam can roll freely on the smooth surface, allowing the telescopic component 52 to extend and retract without resistance.

[0063] The coordinated design of the internal rack 512 and the smooth surface not only improves the accuracy and reliability of the motion conversion of the rotary cam 7, but also achieves a more stable and low-wear switching between the locked and free states. This enhances the durability and response accuracy of the one-way locking mechanism when subjected to water flow impact, thereby optimizing the reliability of hydrofoil attitude adjustment and the smoothness of the vehicle's cross-medium process.

[0064] Reference Figure 15 , Figure 18 and Figure 19 In some optional embodiments, the translation member 8 includes a translation gear 81, with a first gear 811 at one end near the rotating cam 7 and a bearing groove 812. The rotating cam 7 includes an upper cam tooth 71, a lower cam tooth 72, a cam base circular surface 73, a fixed rotating boss 74, and a spherical slider 75. The upper cam tooth 71 is used to mesh with the rack 512 inside the pressure guide cylinder 510 and the gear in the translation gear 81. The fixed rotating boss 74 is hinged to the bearing groove 812 of the translation gear 81. The spherical slider 75 is slidably connected to the inclined support hydrofoil 4. The cam base circular surface 73 includes a first locking surface 701 and a second smooth surface 702 facing away from each other.

[0065] The first gear 811 is used for meshing transmission, and the bearing groove 812 is a groove or bearing seat structure; the upper cam tooth 71 and the lower cam tooth 72 are respectively located at the upper and lower ends of the cam, and the cam base circular surface 73 is the cylindrical surface of the cam body 51. The upper cam tooth 71 is designed to mesh alternately with the first gear 811 of the inner rack 512 and the translation gear 81 to transmit torque and control the cam phase; the fixed rotating boss 74 is embedded in the bearing groove 812 of the translation gear 81 to form a hinge constraint, allowing the cam to rotate relative to the translation gear 81 but restricting disengagement; the spherical slider 75 forms a spherical contact with the sliding groove of the inclined support hydrofoil 4 to achieve a sliding connection. The first locking surface 701 and the second smooth surface 702, which are arranged opposite to each other on the cam base circular surface 73, are used to achieve a locking or free sliding state with the inner wall of the pressure guide cylinder 510 when rotated to different angles.

[0066] By using the multi-tooth meshing of the translation gear 81 and the cam, as well as the hinge-ball-slide composite connection, a compact transmission mechanism with precise motion transmission, reliable locking, and reasonable degree-of-freedom distribution is constructed. This improves the smoothness of mode switching and the overall structural rigidity of the telescopic component 52 under complex loads, thereby optimizing the response speed of hydrofoil attitude adjustment and the dynamic stability of the vehicle in cross-medium processes.

[0067] Reference Figures 17 to 19 In some optional embodiments, the inner wall of the pressure guide cylinder 510 is also provided with a guide rail 514, and the translation gear 81 also includes a slider 813 that is slidably connected to the guide rail 514 along the second direction Y; and / or, the end of the translation gear 81 near the elastic buffer member 53 is also provided with a connecting boss 814, and the elastic buffer member 53 is connected to the connecting boss 814.

[0068] The guide rail 514 refers to a raised or recessed linear guide structure set along the length direction (i.e., the second direction Y) of the inner wall of the pressure guide cylinder 510, used to precisely guide the movement trajectory of the translation member 8; the slider 813 is a sliding component that matches the translation gear 81, usually made of low-friction material, which can be embedded or engaged on the guide rail 514 to achieve stable sliding; the connecting boss 814 is a platform or shaft-like structure protruding from the end of the translation gear 81 near the elastic buffer member 53, used to fix and connect the elastic buffer member 53.

[0069] In these embodiments, the cooperation between the guide rail 514 and the slider 813 improves the linear accuracy and anti-eccentric load capacity of the translation gear 81, the connecting boss 814 optimizes the installation reliability of the elastic buffer 53, making the transmission and absorption of impact energy more efficient, and the overall mechanical rigidity and smoothness of the telescopic assembly 52 under complex stress are enhanced, thereby improving the response accuracy of hydrofoil attitude adjustment and the stability of the vehicle in the cross-medium process.

[0070] The following describes the operation flow of the attitude-adjustable hydrofoil 2 and the transmedium vehicle 1 of this application: When the cross-medium vehicle 1 takes off from the water surface, the attitude-adjusting hydrofoil 2 slowly opens from a retracted state to an open state. When the slant hydrofoil 4 opens, it rotates outward under the control of the servo motor 6. At the same time, the retractable support structure 5 extends under the tension of the spring, providing a certain support force for the rotation of the slant hydrofoil 4. Under the cooperation of the spherical slider 75 of the rotating cam 7 and the slide rail 41 of the slant hydrofoil 4, the slant hydrofoil 4 moves relative to the rotating cam 7. Figure 5 The movement is shown to the right.

[0071] In the retracted state, the lower cam tooth 72 of the rotating cam 7 in the telescopic support structure 5 meshes with the rack 512 inside the pressure guide cylinder 510 and rotates. At this time, during the opening of the inclined hydrofoil 4, it rotates and moves downward until the cam tooth of the rotating cam 7 is pressed into the rack 512 inside the pressure guide cylinder 510. At this time, the rotating cam 7 moves vertically downward during the opening of the inclined hydrofoil 4. The upper cam tooth 71 of the rotating cam 7 does not fully mesh with the gear in the translation gear 81. The locking surface of the relative block of the rotating cam 7 and the guiding surface of the relative block of the pressure guide cylinder 510 form a one-way locking mechanism to prevent the instantaneous pressure generated by the instantaneous jumping motion of the aircraft due to other factors during the opening of the inclined hydrofoil 4 from being too high, causing the inclined hydrofoil 4 to fold upward and damage the servo motor 6.

[0072] When the rotating cam 7 moves to the lower end of the rack 512 inside the pressure guide cylinder 510, the upper cam tooth 71 of the rotating cam 7 does not fully mesh with the gear in the translation gear 81. The rotating cam 7 continues to rotate to the right until the upper cam tooth 71 of the rotating cam 7 fully meshes with the gear in the translation gear 81. At this time, the upper cam tooth 71 of the rotating cam 7 meshes with the next rack 512 inside the pressure guide cylinder 510. When the attitude adjustment hydrofoil 2 is in the open state, the attitude adjustment hydrofoil 2c is in the open state.

[0073] When the cross-medium vehicle 1 lands on the water, the attitude adjustment hydrofoil 2 slowly retracts from the open state to the retracted state. When the slant hydrofoil 4 retracts, the servo motor 6 is not powered on. When the vehicle touches the water surface, it will generate huge upward pressure, causing the slant hydrofoil 4 to retract upward. The spring retracts synchronously, and the kinetic energy of the slant hydrofoil 4 is converted into the elastic potential energy of the spring, which greatly avoids damage to the attitude adjustment hydrofoil 2 and the main body of the vehicle 51 due to huge impact kinetic energy.

[0074] When in the open state, the upper cam tooth 71 of the rotating cam 7 in the telescopic support structure 5 meshes with the rack 512 inside the pressure guide cylinder 510 and rotates. At this time, during the retraction of the inclined hydrofoil 4, it rotates and moves upward until the cam tooth of the rotating cam 7 is pressed into the rack 512 inside the pressure guide cylinder 510. At this time, the rotating cam 7 moves vertically upward during the retraction of the inclined hydrofoil 4. The upper cam tooth 71 of the rotating cam 7 does not fully mesh with the gear in the translation gear 81. The locking surface of the relative block of the rotating cam 7 and the guiding surface of the relative block of the pressure guide cylinder 510 are offset from each other, so that the inclined hydrofoil 4 can open and close freely.

[0075] When the rotating cam 7 moves to the upper end of the rack 512 inside the pressure guide cylinder 510, the upper cam tooth 71 of the rotating cam 7 does not fully mesh with the gear in the translation gear 81. The rotating cam 7 continues to rotate to the right until the upper cam tooth 71 of the rotating cam 7 fully meshes with the gear in the translation gear 81. At this time, the lower cam tooth 72 of the rotating cam 7 meshes with the lower rack 512 inside the pressure guide cylinder 510. When the attitude adjustment hydrofoil 2 is in the retracted state, the attitude adjustment hydrofoil 2a is in the retracted state.

[0076] An embodiment of the second aspect of this application provides a transmedium vehicle 1, which includes attitude-adjusting hydrofoils 2 provided according to any of the first aspects of the above embodiments. The attitude-adjusting hydrofoils 2 are a pair symmetrically arranged and respectively connected to both sides of the transmedium vehicle 1.

[0077] Optionally, the rotation angles of the left and right inclined hydrofoils 4 can be controlled independently. During low-speed and acceleration phases, different operating environments can be adapted by controlling the different opening degrees of the left and right inclined hydrofoils 4. Since this transmedium vehicle 1 includes the attitude-adjusting hydrofoil 2 described in this application, it possesses the advantages of the attitude-adjusting hydrofoil 2 provided in the embodiments of this application, which will not be elaborated upon here.

[0078] This application addresses the attitude control challenges of the cross-medium vehicle 1 during the cross-domain phase (water surface takeoff and landing) by designing an adaptive hydrofoil structure with dynamic adjustment capabilities. This hydrofoil overcomes the limitations of traditional fixed structures, dynamically adjusting its effective lift area in real time based on environmental parameters such as water flow velocity, wave height, and sudden changes in medium density. By deeply coupling environmental perception, dynamic adjustment, and attitude control, this design effectively solves the problems of poor stability and safety caused by sudden changes in medium characteristics during the air-water interface transition of the cross-medium vehicle 1. It significantly expands its operational capabilities in complex marine environments, providing key technical support for the engineering application of cross-medium equipment and showing broad application prospects in the cross-medium vehicle 1's equipment applications.

[0079] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0080] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. 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 protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

[0081] Although this application has been described with reference to preferred embodiments, various modifications can be made thereto and components can be replaced with equivalents without departing from the scope of this application. In particular, the technical features mentioned in the various embodiments can be combined in any manner, provided there is no structural conflict. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. An attitude-adjustable hydrofoil, applied to a transmedium vehicle, characterized in that, include: A crossbar hydrofoil extends along a first direction, with one end of the crossbar hydrofoil in the first direction used for connection with a transmedium vehicle; The inclined strut hydrofoil is rotatably connected to the other end of the crossbar hydrofoil in the first direction; A retractable support structure is connected between the crossbar hydrofoil and the inclined support hydrofoil, and one end of the retractable support structure is slidably connected to the inclined support hydrofoil; the retractable support structure includes a main body and a telescopic component, the telescopic component being movably disposed relative to the main body along a second direction, the second direction intersecting the first direction; The crossbar hydrofoil, the inclined brace hydrofoil, and the retractable support structure form a triangular support configuration.

2. The attitude-adjustable hydrofoil according to claim 1, characterized in that, The attitude-adjustable hydrofoil also includes a servo motor, which is located at the rotatable connection position between the strut hydrofoil and the crossbar hydrofoil, and is configured to drive the strut hydrofoil to rotate.

3. The attitude-adjustable hydrofoil according to claim 1, characterized in that, The inclined hydrofoil is equipped with a slide rail, one end of the main body is connected to the crossbar hydrofoil, and one end of the telescopic component is slidably connected to the slide rail.

4. The attitude-adjustable hydrofoil according to claim 1, characterized in that, The retractable support structure also includes an elastic buffer, which is disposed between the telescopic assembly and the crossbar hydrofoil. The elastic buffer is configured to retract to absorb energy when the diagonal hydrofoil is impacted.

5. The attitude-adjustable hydrofoil according to claim 4, characterized in that, The main body includes a pressure guide cylinder, at least a portion of the telescopic component is located inside the pressure guide cylinder, and the elastic buffer is located inside the pressure guide cylinder.

6. The attitude-adjustable hydrofoil according to claim 5, characterized in that, The telescopic assembly includes a rotating cam and a translational member disposed within the pressure guide cylinder. The translational member is movably disposed along the second direction. The rotating cam is disposed on the side of the translational member opposite to the crossbar hydrofoil. The circumferential surface of the rotating cam is provided with a first locking surface. The inner wall of the pressure guide cylinder is provided with a first guide surface that cooperates with the first locking surface; when the rotating cam rotates to the first angle, the first locking surface engages with the first guide surface to form a one-way locking mechanism that prevents the telescopic component from retracting relative to the main body; when the rotating cam rotates to a second angle different from the first angle, the first locking surface disengages from the first guide surface, and the telescopic component can extend and retract freely. The elastic buffer is connected between the translation member and the crossbar hydrofoil.

7. The attitude-adjustable hydrofoil according to claim 6, characterized in that, The inner wall of the pressure guide cylinder is also provided with two sets of internal racks that mesh with the rotating cam. The first guide surface and the first smooth surface are provided between the two sets of internal racks, and the first guide surface and the first smooth surface are arranged opposite to each other.

8. The attitude-adjustable hydrofoil according to claim 7, characterized in that, The translation component includes a translation gear, and the translation gear has a first gear at one end near the rotating cam and has a bearing groove. The rotating cam includes an upper cam tooth, a lower cam tooth, a cam base circular surface, a fixed rotating boss, and a spherical slider. The upper cam tooth is used to mesh with the rack inside the pressure guide cylinder and the gear in the translation gear. The fixed rotating boss is hinged to the rotating groove of the translation gear. The spherical slider is slidably connected to the inclined support hydrofoil. The cam base circular surface includes a first locking surface and a second smooth surface that are opposite to each other.

9. The attitude-adjustable hydrofoil according to claim 8, characterized in that, The inner wall of the pressure guide cylinder is also provided with a guide rail, and the translation gear also includes a slider that is slidably connected to the guide rail along the second direction; And / or, the translation gear is further provided with a connecting boss at one end near the elastic buffer, and the elastic buffer is connected to the connecting boss.

10. A transmedium-based vehicle, characterized in that, Includes an attitude-adjusting hydrofoil according to any one of claims 1 to 9, wherein the attitude-adjusting hydrofoil is a symmetrically arranged pair, respectively connected to both sides of the transmedium vehicle.

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