A water-air amphibious cross-medium unmanned aerial vehicle

Abstract

The application discloses a water-air amphibious cross-medium unmanned aerial vehicle, which comprises a fuselage unit, a main wing unit, a landing gear and a power unit, the main wing unit comprises a backward-swept main wing and a forward-swept main wing, a folding mechanism can drive the backward-swept main wing and the forward-swept main wing to unfold and fold, and the folding mechanism can reduce take-off resistance of the aerial vehicle; when the landing gear is in an unfolded state, the landing gear can support the aerial vehicle; when the aerial vehicle reaches a certain height in the air, the main wing unit is unfolded, at this moment, the aerial vehicle enters a fixed-wing flight state; and when the aerial vehicle lands, the landing gear is unfolded, and the aerial vehicle can land on the ground or other equipment. The water-air amphibious cross-medium unmanned aerial vehicle can realize the fixed-wing flight mode by unfolding and folding the main wing unit, and the take-off and landing conditions of the aerial vehicle are reduced by unfolding and folding the landing gear; and on the premise of ensuring the flight performance of the aerial vehicle, the flexible adaptability of the aerial vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an amphibious, cross-medium unmanned aerial vehicle. Background Technology

[0002] Amphibious unmanned aerial vehicles (UAVs) can adaptably transition between two different fluid media, water and air, and can autonomously navigate continuously in both media. They possess advantages such as high speed, high maneuverability, and rapid deployment capabilities of aircraft, rapid navigation capabilities of unmanned surface vessels, or high stealth capabilities of unmanned underwater vehicles. Therefore, they have broad application prospects in both military and civilian fields.

[0003] Conventional fixed-wing UAVs primarily take off via runway takeoff, catapult launch, or rocket-assisted takeoff, and recover via arresting net recovery, line-crossing recovery, parachute landing, and airbag recovery. All of these methods place high demands on the available space. In contrast, rotary-wing UAVs are less restricted by location, but their horizontal flight speed, altitude, cruising speed, and endurance are all lower than those of comparable fixed-wing UAVs. Using fixed-wing aircraft to ensure flight performance undoubtedly increases the limitations on the deployment of amphibious cross-medium UAVs, reducing their adaptability.

[0004] Therefore, how to improve the adaptability of amphibious unmanned aerial vehicles (UAVs) has become an urgent problem to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide an amphibious cross-medium unmanned aerial vehicle (UAV) to solve the problems existing in the prior art, reduce the difficulty of take-off and landing of the UAV while ensuring the flight performance of the UAV, and improve the adaptability of the amphibious cross-medium UAV.

[0006] To achieve the above objectives, the present invention provides the following solution: The present invention provides an amphibious cross-medium unmanned aerial vehicle, comprising:

[0007] The fuselage unit includes a fuselage shell and a water storage mechanism, the water storage mechanism being disposed inside the fuselage shell, and the water storage mechanism being able to change the mass of the fuselage unit by supplying and draining water;

[0008] The main wing unit includes a folding mechanism, a swept-back main wing, and a swept-forward main wing. The folding mechanism is disposed inside the fuselage shell. Both the swept-back main wing and the swept-forward main wing are connected to the folding mechanism. The folding mechanism can drive the swept-back main wing and the swept-forward main wing to unfold and retract. When the swept-back main wing and the swept-forward main wing are in the retracted state, both the swept-back main wing and the swept-forward main wing are parallel to the length direction of the fuselage shell.

[0009] The landing gear is connected to one end of the fuselage unit. The landing gear can be deployed and retracted. When deployed, the landing gear can support the fuselage unit and the main wing unit.

[0010] A power unit is connected to the other end of the fuselage unit. The main wing unit is located between the landing gear and the power unit. The power unit includes a drive mechanism and a control mechanism. The power unit is used to drive the fuselage unit, the main wing unit and the landing gear to move. The control mechanism is used to control the direction of movement of the fuselage unit, the main wing unit and the landing gear.

[0011] Preferably, the folding mechanism includes a first driver, a sliding rod, a mounting block, and a sliding block. The sliding rod and the mounting block are both fixed inside the fuselage housing. The sliding rod is parallel to the length direction of the fuselage housing. The sliding block is slidably disposed on the sliding rod. The first driver is connected to the sliding block. The swept-back main wing includes two first winglets, which are symmetrically arranged about the axis of the fuselage housing. The swept-forward main wing includes two second winglets, which are symmetrically arranged about the axis of the fuselage housing. One end of each first winglet extends into the fuselage housing and is hinged to the mounting block. The other end of each first winglet is hinged to one end of each second winglet. The other end of each second winglet extends into the fuselage housing and is hinged to the sliding block. When the swept-back and swept-forward main wings are in the unfolded state, the first and second winglets form a rhomboid structure.

[0012] Preferably, the first winglet is further provided with an aileron, which is rotatably connected to the first winglet and the two correspond one-to-one. A second driver is provided inside the fuselage shell, and the second driver is connected to the aileron in a transmission manner.

[0013] Preferably, the folding mechanism further includes a drive wheel, a winding wheel, and a traction line. The drive wheel and the winding wheel are rotatably disposed within the housing. The first driver is connected to the drive wheel, and the traction line passes around the drive wheel and the winding wheel and is connected to the sliding block.

[0014] Preferably, there are two sliding rods arranged in parallel, and the sliding block is slidably fitted onto the outside of the sliding rods; the sliding rods are hollow rod structures, and both the sliding rods and the sliding block are made of carbon fiber.

[0015] Preferably, the landing gear includes a third drive, a connecting ring, and a support plate. The third drive is fixed inside the fuselage housing, the connecting ring is connected to the fuselage housing, the support plate is hinged to the connecting ring, and there are multiple support plates. The support plates are evenly distributed circumferentially around the axis of the fuselage housing. The third drive is connected to the support plates via a linkage assembly, and the third drive can drive the support plates to rotate.

[0016] Preferably, the linkage assembly includes a drive rod, a first linkage rod, a connector, and a second linkage rod. One end of the drive rod is connected to the third driver, and the other end of the drive rod is hinged to one end of the first linkage rod. The other end of the first linkage rod is hinged to the connector. The second linkage rod connects the connector and the support plate, and the second linkage rod is hinged to both the connector and the support plate. The second linkage rod corresponds one-to-one with the support plate. The hinge position between the drive rod and the first linkage rod is adjustable.

[0017] Preferably, the drive mechanism includes a mounting base, a fourth driver, and two sets of propellers. The mounting base is connected to the fuselage housing. The fourth driver is disposed on the mounting base and includes two drive motors. The drive motors can drive the propellers to rotate, and the two motors correspond one-to-one. The propellers are rotatably connected to the drive motors, and the rotation axis of the propellers relative to the drive motors is perpendicular to the rotation axis of the output shaft of the drive motors.

[0018] Preferably, the mounting base includes an inner ring and an outer ring, the fourth driver is disposed on the inner ring, the inner ring is rotatably connected to the outer ring, the outer ring is rotatably connected to the housing, and both the inner ring and the outer ring are connected to a fifth driver.

[0019] Preferably, the control mechanism includes a mounting plate, a tail fin, and a sixth actuator. The mounting plate is fixed in the fuselage housing, the sixth actuator is fixed on the mounting plate, one end of the tail fin is rotatably connected to the mounting plate, and the sixth actuator is drivenly connected to the tail fin. There are two tail fins, which are symmetrically arranged about the axis of the fuselage housing, and the two tail fins can close together.

[0020] The present invention achieves the following technical effects compared to the prior art:

[0021] The amphibious, cross-medium unmanned aerial vehicle of the present invention comprises a main wing unit including a swept-back main wing and a forward-swept main wing. A folding mechanism can deploy and retract the swept-back and forward-swept main wings. During the takeoff phase, the swept-back and forward-swept main wings are folded and retracted to reduce takeoff drag, and the landing gear is deployed to support the aircraft, enabling vertical takeoff and reducing the requirements for takeoff sites. A drive mechanism drives the aircraft to take off, and the landing gear retracts. When the aircraft reaches a certain altitude, the main wing unit deploys, at which point the aircraft enters fixed-wing flight mode and glides. The control mechanism can control the flight direction of the aircraft. When the aircraft needs to enter water, the landing gear points downwards, the main wing unit retracts, reducing water resistance, and the aircraft dives into the water. After entering the water, the aircraft uses a water storage mechanism to store water, increasing the mass of the fuselage unit, allowing the aircraft to reach the operating depth. Once a certain operating depth is reached, the main wing unit deploys, aligning with its flight attitude. The power unit drives the aircraft and controls its direction of motion. When the aircraft completes its operation and needs to emerge from the water, the main wing unit retracts, the water storage mechanism drains water, the aircraft's mass decreases, and it rises. The power unit drives the aircraft upwards, the landing gear deploys, and the aircraft can land on the ground or other equipment. This invention's amphibious, cross-medium unmanned aerial vehicle utilizes the deployment and retraction of the main wing unit to enable the aircraft to achieve fixed-wing flight mode, while avoiding the main wing's interference with takeoff, landing, and cross-medium operations. Furthermore, the deployment and retraction of the landing gear reduces the limitations of takeoff and landing conditions, improving the aircraft's flexibility and adaptability while ensuring flight performance. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments 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.

[0023] Figure 1 This is a schematic diagram of the structure of the amphibious cross-medium unmanned aerial vehicle of the present invention;

[0024] Figure 2 Other structural schematic diagrams of the amphibious cross-medium unmanned aerial vehicle of the present invention;

[0025] Figure 3 This is a schematic diagram of the main wing unit of the amphibious cross-medium unmanned aerial vehicle of the present invention;

[0026] Figure 4This is a partial structural diagram of the landing gear of the amphibious cross-medium unmanned aerial vehicle of the present invention.

[0027] Figure 5 This is a schematic diagram of the power unit of the amphibious cross-medium unmanned aerial vehicle of the present invention;

[0028] Figure 6 This is a schematic diagram of the vertical takeoff of the amphibious cross-medium unmanned aerial vehicle of the present invention.

[0029] Figure 7 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention during flight.

[0030] Figure 8 A schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention preparing to enter the water.

[0031] Figure 9 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention entering the water.

[0032] Figure 10 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention submerging in water;

[0033] Figure 11 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention when it emerges from the water.

[0034] Figure 12 This is a schematic diagram of the landing gear of the amphibious cross-medium unmanned aerial vehicle of the present invention when it is deployed.

[0035] Among them, 100 is the fuselage unit, 200 is the main wing unit, 300 is the landing gear, and 400 is the power unit;

[0036] 1 is the fuselage shell, 2 is the swept-back main wing, 3 is the forward-swept main wing, 4 is the drive mechanism, 5 is the control mechanism, 6 is the first driver, 7 is the sliding rod, 8 is the mounting block, 9 is the sliding block, 10 is the first winglet, 11 is the second winglet, 12 is the drive wheel, 13 is the winding wheel, 14 is the third driver, 15 is the connecting ring, 16 is the support plate, 17 is the drive rod, 18 is the first linkage rod, 19 is the connector, 20 is the second linkage rod, 21 is the fourth driver, 22 is the propeller, 23 is the inner ring, 24 is the outer ring, 25 is the tail fin, and 26 is the mounting plate. Detailed Implementation

[0037] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] The purpose of this invention is to provide an amphibious cross-medium unmanned aerial vehicle (UAV) to solve the problems existing in the prior art, reduce the difficulty of take-off and landing of the UAV while ensuring the flight performance of the UAV, and improve the adaptability of the amphibious cross-medium UAV.

[0039] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0040] Please refer to Figures 1-12 ,in, Figure 1 This is a schematic diagram of the structure of the amphibious cross-medium unmanned aerial vehicle of the present invention. Figure 2 These are schematic diagrams of the amphibious cross-medium unmanned aerial vehicle of the present invention from other angles. Figure 3 This is a schematic diagram of the main wing unit of the amphibious cross-medium unmanned aerial vehicle of the present invention. Figure 4 This is a partial structural diagram of the landing gear of the amphibious cross-medium unmanned aerial vehicle of the present invention. Figure 5 This is a schematic diagram of the power unit of the amphibious cross-medium unmanned aerial vehicle of the present invention. Figure 6 This is a schematic diagram of the vertical takeoff of the amphibious cross-medium unmanned aerial vehicle of the present invention. Figure 7 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention during flight. Figure 8 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention preparing to enter the water. Figure 9 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention entering the water. Figure 10 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention submerging in water. Figure 11 This is a schematic diagram of the amphibious cross-medium unmanned aerial vehicle of the present invention when it emerges from the water. Figure 12 This is a schematic diagram of the landing gear of the amphibious cross-medium unmanned aerial vehicle of the present invention when it is deployed.

[0041] This invention provides an amphibious, cross-medium unmanned aerial vehicle (UAV) comprising a fuselage unit 100, a main wing unit 200, landing gear 300, and a power unit 400. The fuselage unit 100 includes a fuselage shell 1 and a water storage mechanism disposed within the fuselage shell 1. The water storage mechanism can change the mass of the fuselage unit 100 by supplying and draining water. The main wing unit 200 includes a folding mechanism, a swept-back main wing 2, and a forward-swept main wing 3. The folding mechanism is disposed within the fuselage shell 1. Both the swept-back main wing 2 and the forward-swept main wing 3 are connected to the folding mechanism, which can extend and retract the swept-back main wing 2 and the forward-swept main wing 3. When the swept-back main wing 2 and the forward-swept main wing 3 are in the retracted state, the swept-back main wing... Both the 2nd and the forward-swept main wing 3 are parallel to the length direction of the fuselage shell 1; the landing gear 300 is connected to one end of the fuselage unit 100, and the landing gear 300 can be deployed and retracted. When deployed, the landing gear 300 can support the fuselage unit 100 and the main wing unit 200; the power unit 400 is connected to the other end of the fuselage unit 100, and the main wing unit 200 is located between the landing gear 300 and the power unit 400. The power unit 400 includes a drive mechanism 4 and a control mechanism 5. The power unit 400 is used to drive the fuselage unit 100, the main wing unit 200 and the landing gear 300 to move, and the control mechanism 5 is used to control the direction of movement of the fuselage unit 100, the main wing unit 200 and the landing gear 300.

[0042] The amphibious cross-medium unmanned aerial vehicle of the present invention includes a main wing unit 200 comprising a swept-back main wing 2 and a forward-swept main wing 3. A folding mechanism can deploy and retract the swept-back main wing 2 and the forward-swept main wing 3. During takeoff, the swept-back main wing 2 and the forward-swept main wing 3 are folded to reduce takeoff drag, and the landing gear 300 is deployed to support the aircraft, enabling vertical takeoff and reducing the requirements for the takeoff site. A drive mechanism 4 drives the aircraft to take off, and the landing gear 300 retracts. When the aircraft reaches a certain altitude, the main wing unit 200 deploys, at which point the aircraft enters fixed-wing flight mode and glides. A control mechanism 5 can control the flight direction of the aircraft. When the aircraft needs to enter the water, the landing gear 300 points downwards and the main wing unit 200 retracts to reduce water resistance, allowing the aircraft to dive into the water. After entering the water, the aircraft uses a water storage mechanism to store water, increasing the mass of the fuselage unit 100 and enabling the aircraft to reach the operating depth. Once a certain operating depth is reached, the main wing unit 200 deploys, aligning with its attitude in the air. The power unit 400 drives the aircraft and controls its direction of motion. When the aircraft completes its operation and needs to emerge from the water, the main wing unit 200 retracts, the water storage mechanism drains water, the aircraft's mass decreases, and it rises. The power unit 400 drives the aircraft to ascend, the landing gear 300 deploys, and the aircraft can land on the ground or other equipment. The amphibious cross-medium unmanned aerial vehicle of the present invention utilizes the deployment and retraction of the main wing unit 200 to enable the aircraft to achieve fixed-wing flight mode, while avoiding the main wing from affecting the aircraft's take-off, landing and cross-medium operation. Furthermore, the deployment and retraction of the landing gear 300 reduces the restrictions on the aircraft's take-off and landing conditions, thereby improving the aircraft's flexibility and adaptability while ensuring its flight performance.

[0043] It should be explained that the water storage mechanism includes a water tank and a peristaltic pump. The peristaltic pump is connected to the water tank, which is located inside the fuselage shell 1. When the aircraft enters the water, the water tank can use the peristaltic pump to store water, increasing the mass of the aircraft and enabling it to submerge smoothly. When the aircraft ascends, the water tank uses the peristaltic pump to drain water, allowing the aircraft to ascend smoothly under the action of buoyancy and the drive of the power unit 400.

[0044] Specifically, the folding mechanism includes a first actuator 6, a sliding rod 7, a mounting block 8, and a sliding block 9, as detailed below. Figure 3The sliding rod 7 and the mounting block 8 are both fixed inside the fuselage shell 1. The sliding rod 7 is parallel to the length direction of the fuselage shell 1. The sliding block 9 is slidably mounted on the sliding rod 7. The first driver 6 is connected to the sliding block 9 in a transmission manner. The swept-back main wing 2 includes two first winglets 10, which are symmetrically arranged about the axis of the fuselage shell 1. The swept-forward main wing 3 includes two second winglets 11, which are symmetrically arranged about the axis of the fuselage shell 1. One end of the first winglet 10 extends into the fuselage shell 1 and is hinged to the mounting block 8. The other end of the first winglet 10 is hinged to one end of the second winglet 11. The other end of the second winglet 11 extends into the fuselage shell 1 and is hinged to the sliding block 9. When the swept-back main wing 2 and the swept-forward main wing 3 are in the deployed state, the first winglet 10 and the second winglet 11 form a rhomboid structure. The first actuator 6 can drive the sliding block 9 to slide back and forth along the sliding rod 7, thereby driving the second wing 11 to unfold and retract. Then, the second wing 11 drives the first wing 10 to rotate, forming a parallel wing structure, realizing the unfolding and retraction of the main wing unit 200, so that the main wing unit 200 can adapt to various working states of the aircraft.

[0045] It should also be noted that the first wing 10 is also provided with an aileron, which is rotatably connected to the first wing 10 and the two correspond one-to-one. A second actuator is provided inside the fuselage shell 1. The second actuator is connected to the aileron drive and controls the rotation of the aileron to facilitate the adjustment of the aircraft's flight status.

[0046] In this specific embodiment, the folding mechanism also includes a drive wheel 12, a winding wheel 13, and a traction line. The drive wheel 12 and the winding wheel 13 are rotatably disposed inside the fuselage housing 1. The first driver 6 is connected to the drive wheel 12. The traction line passes around the drive wheel 12 and the winding wheel 13 and is connected to the sliding block 9. The first driver 6 drives the drive wheel 12 to rotate, which in turn cooperates with the winding wheel 13 to drive the traction line to move. The traction line drives the sliding block 9 to slide. The first driver 6 can be a stepper motor. By changing the rotation direction of the drive wheel 12, the pulling direction of the traction line on the sliding block 9 is changed, so that the traction line drives the sliding block 9 to slide back and forth along the sliding rod 7. The sliding block 9 drives the second wing 11 to rotate, thereby realizing the unfolding and folding of the main wing unit 200.

[0047] To improve the reciprocating motion accuracy of the sliding block 9, two sliding rods 7 are used, arranged in parallel. The sliding block 9 is slidably fitted onto the outside of the sliding rods 7. The use of two sliding rods 7 effectively prevents rotational misalignment of the sliding block 9, improving the motion accuracy of the forward-swept main wing 3 while ensuring the normal operation of the backward-swept main wing 2. Furthermore, to reduce the aircraft's weight, the sliding rods 7 are hollow rod structures. Both the sliding rods 7 and the sliding block 9 are made of carbon fiber. This ensures the structural strength of the folding mechanism while reducing its weight, which helps reduce the aircraft's energy consumption and improve flight performance.

[0048] More specifically, the landing gear 300 includes a third actuator 14, a connecting ring 15, and support plates 16. The third actuator 14 is fixed inside the fuselage shell 1, the connecting ring 15 is connected to the fuselage shell 1, and the support plates 16 are hinged to the connecting ring 15. There are multiple support plates 16, which are evenly distributed circumferentially around the axis of the fuselage shell 1. The third actuator 14 is connected to the support plates 16 via a linkage assembly, and the third actuator 14 can drive the support plates 16 to rotate. The third actuator 14 drives the support plates 16 to rotate, thereby realizing the closing and unfolding of the landing gear 300. When the landing gear 300 is unfolded, the end of the support plate 16 away from the connecting ring 15 acts as a "support leg," which supports the aircraft, facilitates the take-off and landing of the aircraft, and reduces the requirements for take-off and landing. The support plates 16 are evenly distributed axially around the axis of the fuselage shell 1, which improves the uniformity of the force on the support plates 16. When the landing gear 300 is closed, adjacent support plates 16 abut against each other and form a curved structure similar to an ellipsoid, reducing drag during flight and stealth maneuvers. In this specific embodiment, there are three support plates 16, which are compact in structure and provide stable support when deployed.

[0049] In other specific embodiments of the present invention, the linkage assembly includes a drive rod 17, a first linkage rod 18, a connector 19, and a second linkage rod 20, such as... Figure 4As shown, one end of the drive rod 17 is connected to the third driver 14, and the other end of the drive rod 17 is hinged to one end of the first linkage rod 18. The other end of the first linkage rod 18 is hinged to the connector 19. The second linkage rod 20 connects the connector 19 and the support plate 16, and the second linkage rod 20 is hinged to both the connector 19 and the support plate 16. The second linkage rod 20 corresponds one-to-one with the support plate 16. The third driver 14 drives the drive rod 17 to rotate, and then uses the first linkage rod 18 to drive the connector 19 to rotate. The connector 19 is hinged to the support plate 16 using the second linkage rod 20. Since the support plate 16 is also hinged to the connecting ring 15, the connector 19 uses the second linkage rod 20 to drive the support plate 16 to rotate. The second linkage rod 20 corresponds one-to-one with the support plate 16. The connector 19 simultaneously drives all the support plates 16 to rotate, realizing the deployment and closure of the landing gear 300. It should be emphasized that the hinge position between the drive rod 17 and the first linkage rod 18 can be adjusted. By adjusting the hinge position between the drive rod 17 and the first linkage rod 18, the travel of the connecting piece 19 can be adjusted, the flip angle of the support plate 16 can be adjusted, and the deployment degree of the landing gear 300 can be adjusted, which is beneficial to improving the working reliability of the landing gear 300.

[0050] Furthermore, the drive mechanism 4 includes a mounting base, a fourth driver 21, and two sets of propellers 22. The mounting base is connected to the fuselage shell 1. The fourth driver 21 is mounted on the mounting base and includes two drive motors. The drive motors can drive the propellers 22 to rotate, and the two motors correspond one-to-one. The propellers 22 are rotatably connected to the drive motors, and the rotation axis of the propellers 22 relative to the drive motors is perpendicular to the rotation axis of the output shaft of the drive motors. The propellers 22 can be selected as 4D propellers, and the drive motors can be selected as brushless motors. The two drive motors are stacked, with the upper drive motor having a hollow shaft and the lower drive motor having a reverse-extended shaft that passes through the upper drive motor shaft and connects to the propellers 22. The rotation of the two sets of propellers 22 provides power to the aircraft. The two sets of propellers 22 rotating coaxially can cancel out the opposing torques, and controlling the speed difference between the two sets of propellers 22 can also make the aircraft rotate at a given angle. In addition, the propeller 22 can rotate relative to the drive motor. When the aircraft enters the water, the propeller 22 retracts, further reducing the water resistance of the aircraft.

[0051] Meanwhile, the mounting base includes an inner ring 23 and an outer ring 24. A fourth actuator 21 is disposed on the inner ring 23. The inner ring 23 is rotatably connected to the outer ring 24, and the outer ring 24 is rotatably connected to the fuselage shell 1. Both the inner ring 23 and the outer ring 24 are connected to a fifth actuator. The two fifth actuators drive the inner ring 23 and the outer ring 24 to rotate respectively, thereby adjusting the flight direction of the aircraft when the aircraft fuselage is in a vertical flight state. In this specific embodiment, a tie rod assembly is provided between the fifth actuator and the outer ring 24, and between the fifth actuator and the inner ring 23, to realize the rotation of the inner ring 23 and the outer ring 24.

[0052] Furthermore, the control mechanism 5 includes a mounting plate 26, a tail fin 25, and a sixth actuator. The mounting plate 26 is fixed to the fuselage shell 1, and the sixth actuator is fixed to the mounting plate 26. One end of the tail fin 25 is rotatably connected to the mounting plate 26, and the sixth actuator is drively connected to the tail fin 25. There are two tail fins 25, which are symmetrically arranged about the axis of the fuselage shell 1. The sixth actuator drives the tail fins 25 to move, and the two tail fins 25 can close together. The tail fins 25 also function as vertical stabilizers and horizontal stabilizers, providing longitudinal and directional stability. The tail fins 25 also have control surfaces. When the control surfaces of the two tail fins 25 deflect in the same direction, they function as elevators; conversely, when the control surfaces deflect in different directions, they function as rudders. The tail fins 25 adopt a V-shaped tail, which provides better controllability at high angles of attack and improves stealth capabilities. In addition, the power unit 400 also includes a power source, which provides power to each unit. Setting up a power source is a common practice for those skilled in the art, and will not be described in detail here.

[0053] The amphibious unmanned aerial vehicle of the present invention, during the vertical takeoff phase, ensures that the landing gear 300 can guarantee vertical takeoff from the ship's deck. Throughout the takeoff phase, the main wing unit 200 and the tail fin 25 are in a folded state, which can minimize the interference of external factors. The change of aerial position is achieved by two coaxially symmetrical propellers 22 of its tail drive mechanism 4. The vector control of the propellers 22 is completed by two servo motors working together. Compared with conventional fixed-wing aircraft that take off by runway, this type of aircraft can greatly reduce the requirements for the takeoff site.

[0054] At the end of the vertical takeoff phase, after the aircraft reaches a certain altitude, drive mechanism 4 shuts down. Simultaneously, the main wing unit 200 and tail fin 25 fully deploy, and the aircraft enters the autonomous gliding phase. Afterwards, the two coaxially rotating drive motors reverse direction. Because propeller 22 uses a 4D propeller, sufficient thrust is still guaranteed even with the drive motors reversing. After drive mechanism 4 restarts, the aircraft enters level flight mode. In this mode, the aircraft transforms into a waist-thrust fixed-wing aircraft, enabling high-speed, long-distance cruise.

[0055] Upon reaching the designated patrol area, the drive mechanism 4 shuts down again, the main wing unit 200 and tail fin 25 fold, and the drive motor reverses to pull the fuselage up, making the nose point vertically downwards. At this point, the aircraft can hover and observe the target under the action of the drive mechanism 4, ready to enter the water at any time. Depending on the mission, this type of aircraft has two water entry modes: high-speed and low-speed. In high-speed water entry mode, the drive mechanism 4 shuts down before the aircraft enters the water, and the main wing unit 200 and tail fin 25 are both folded, allowing it to dive into the water from high altitude. In low-speed water entry, the pull generated by the drive mechanism 4 slows down the descent speed, thus achieving a uniform speed for the aircraft to enter the water.

[0056] Once the aircraft has fully submerged and reached a stable attitude, the peristaltic pump begins pumping water into the rubber sacs within the water tank. As water is pumped in, the overall weight of the aircraft gradually increases. When the weight exceeds the buoyancy force, the aircraft can submerge. During the submersion phase, the main wing unit 200 and tail fin 25 are fully deployed, and their attitude control is consistent with that in the air. The ailerons of the first wing segment 10 control the fuselage roll, while the tail fin 25 and drive mechanism 4 couple to control yaw and pitch. Simultaneously, the peristaltic pump can drain water from the water tank to reduce overall weight, thus enabling surfacing.

[0057] During the water-emergence phase, the main wing unit 200 and tail fin 25 of the aircraft fold before emerging from the water. The drive motor rotates forward to generate thrust, adjusting the fuselage to a vertical position. The peristaltic pump activates, gradually discharging water from the water tank, and the propeller 22 gradually emerges from the water surface. The propeller 22 generates thrust in the air, pulling the fuselage out of the water. After the mission is completed, the aircraft can be flexibly recovered using various methods, including vertical landing on land, landing on a ship's deck, and underwater submarine recovery, thereby reducing its operating costs.

[0058] The amphibious cross-medium unmanned aerial vehicle of the present invention utilizes the deployment and retraction of the main wing unit 200 to enable the aircraft to achieve fixed-wing flight mode. At the same time, the deployment and retraction of the landing gear 300 reduces the restrictions on the aircraft's take-off and landing conditions, thereby improving the aircraft's flexibility and adaptability while ensuring its flight performance.

[0059] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. An amphibious, cross-medium unmanned aerial vehicle, characterized in that, include: The fuselage unit includes a fuselage shell and a water storage mechanism, the water storage mechanism being disposed inside the fuselage shell, and the water storage mechanism being able to change the mass of the fuselage unit by supplying and draining water; The main wing unit includes a folding mechanism, a swept-back main wing, and a swept-forward main wing. The folding mechanism is disposed inside the fuselage shell. Both the swept-back main wing and the swept-forward main wing are connected to the folding mechanism. The folding mechanism can drive the swept-back main wing and the swept-forward main wing to unfold and retract. When the swept-back main wing and the swept-forward main wing are in the retracted state, both the swept-back main wing and the swept-forward main wing are parallel to the length direction of the fuselage shell. The landing gear is connected to one end of the fuselage unit. The landing gear can be deployed and retracted. When deployed, the landing gear can support the fuselage unit and the main wing unit. A power unit is connected to the other end of the fuselage unit. The main wing unit is located between the landing gear and the power unit. The power unit includes a drive mechanism and a control mechanism. The power unit is used to drive the fuselage unit, the main wing unit and the landing gear to move. The control mechanism is used to control the movement direction of the fuselage unit, the main wing unit and the landing gear. The folding mechanism includes a first driver, a sliding rod, a mounting block, and a sliding block. The sliding rod and the mounting block are both fixed inside the fuselage housing. The sliding rod is parallel to the length direction of the fuselage housing, and the sliding block is slidably mounted on the sliding rod. The first driver is drive-connected to the sliding block. The swept-back main wing includes two first winglets symmetrically arranged about the axis of the fuselage housing. The forward-swept main wing includes two second winglets symmetrically arranged about the axis of the fuselage housing. One end of the first wing extends into the fuselage shell and is hinged to the mounting block. The other end of the first wing is hinged to one end of the second wing. The other end of the second wing extends into the fuselage shell and is hinged to the sliding block. When the swept-back main wing and the swept-forward main wing are in the deployed state, the first wing and the second wing form a rhomboid structure. There are two sliding rods, which are arranged in parallel. The sliding block is slidably fitted onto the outside of the sliding rods. The sliding rods are hollow rod structures, and both the sliding rods and the sliding block are made of carbon fiber. The landing gear includes a third actuator, a connecting ring, and support plates. The third actuator is fixed inside the fuselage housing. The connecting ring is connected to the fuselage housing. The support plates are hinged to the connecting ring. There are multiple support plates, which are evenly distributed circumferentially around the axis of the fuselage housing. The third actuator is connected to the support plates via a linkage assembly, and the third actuator can drive the support plates to rotate. The linkage assembly includes a drive rod, a first linkage rod, a connector, and a second linkage rod. One end of the drive rod is connected to the third actuator, and the other end of the drive rod is hinged to one end of the first linkage rod. The other end of the first linkage rod is hinged to the connector. The second linkage rod connects the connector and the support plates, and the second linkage rod is hinged to both the connector and the support plates. The second linkage rod corresponds one-to-one with the support plates. The hinge position between the drive rod and the first linkage rod is adjustable.

2. The amphibious cross-medium unmanned aerial vehicle according to claim 1, characterized in that: The first winglet is also provided with an aileron, which is rotatably connected to the first winglet and the two correspond one-to-one. A second driver is provided inside the fuselage shell, and the second driver is connected to the aileron in a transmission manner.

3. The amphibious cross-medium unmanned aerial vehicle according to claim 1, characterized in that: The folding mechanism further includes a drive wheel, a winding wheel, and a traction line. The drive wheel and the winding wheel are rotatably disposed inside the housing. The first driver is connected to the drive wheel, and the traction line passes around the drive wheel and the winding wheel and is connected to the sliding block.

4. The amphibious cross-medium unmanned aerial vehicle according to claim 1, characterized in that: The drive mechanism includes a mounting base, a fourth driver, and two sets of propellers. The mounting base is connected to the fuselage housing. The fourth driver is mounted on the mounting base and includes two drive motors. The drive motors can drive the propellers to rotate, and the two motors correspond one-to-one. The propellers are rotatably connected to the drive motors, and the rotation axis of the propellers relative to the drive motors is perpendicular to the rotation axis of the output shaft of the drive motors.

5. The amphibious cross-medium unmanned aerial vehicle according to claim 4, characterized in that: The mounting base includes an inner ring and an outer ring. The fourth driver is disposed on the inner ring. The inner ring is rotatably connected to the outer ring. The outer ring is rotatably connected to the housing. Both the inner ring and the outer ring are connected to a fifth driver.

6. The amphibious cross-medium unmanned aerial vehicle according to claim 1, characterized in that: The control mechanism includes a mounting plate, a tail fin, and a sixth actuator. The mounting plate is fixed in the fuselage shell, the sixth actuator is fixed on the mounting plate, one end of the tail fin is rotatably connected to the mounting plate, and the sixth actuator is drivenly connected to the tail fin. There are two tail fins, which are symmetrically arranged about the axis of the fuselage shell, and the two tail fins can close together.

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