Cross-media vehicle and method of controlling the same

Abstract

The application discloses a cross-medium vehicle and a control method thereof. The cross-medium vehicle comprises a shell and a drag reduction mechanism. The shell has a receiving cavity. The drag reduction mechanism comprises a support and a bulb nose appendage. The support is movably connected with the shell, and the bulb nose appendage is connected with the support. The drag reduction mechanism has a first state and a second state. When the drag reduction mechanism is in the first state, the bulb nose appendage is accommodated in the receiving cavity. When the support moves relative to the shell and the drag reduction mechanism switches from the first state to the second state, at least part of the bulb nose appendage extends out of the receiving cavity to generate waves that interfere with and cancel out ship waves of the cross-medium vehicle. According to the embodiments provided in the application, the cross-medium vehicle provided in the application can reduce energy consumption.

Description

Technical Field

[0001] This application relates to the field of aircraft, specifically to a cross-medium aircraft and its control method. Background Technology

[0002] A cross-medium vehicle is a vehicle that can navigate in at least two media, such as underwater, on the surface, or in the air. When a cross-medium vehicle is navigating on the surface, it pushes the water to generate ship waves, which increase the drag on the cross-medium vehicle and thus its power consumption. Summary of the Invention

[0003] This application provides a cross-medium vehicle and its control method, aiming to solve the technical problem of increased power consumption caused by the ship waves generated by the cross-medium vehicle.

[0004] An embodiment of the first aspect of this application provides a cross-medium vehicle, comprising:

[0005] The shell has a receiving cavity;

[0006] The drag reduction mechanism includes a bracket and a bulbous nose appendage, the bracket and the housing are movably connected, and the bulbous nose appendage is connected to the bracket;

[0007] The drag reduction mechanism has a first state and a second state. When the drag reduction mechanism is in the first state, the bulbous appendage is housed in the housing cavity. When the support moves relative to the housing and the drag reduction mechanism switches from the first state to the second state, at least a portion of the bulbous appendage extends out of the housing cavity to generate a wave that interferes with and cancels out the ship's traveling waves of the transmedium vehicle.

[0008] According to any of the foregoing embodiments of the first aspect of this application, one end of the bracket is rotatably connected to the housing, and the other end is connected to the bulbous nose appendage. The drag reduction mechanism includes a first driving member for driving the bracket to rotate relative to the housing.

[0009] According to any of the foregoing embodiments of the first aspect of this application, the bracket includes a telescopic rod and a second driving member. One end of the telescopic rod is rotatably connected to the housing, and the other end is connected to the bulbous appendage. The second driving member is used to drive the telescopic rod to extend or retract.

[0010] According to any of the foregoing embodiments of the first aspect of this application, the bulb nose attachment includes a bulb nose component and a third driving component, the bulb nose component is rotatably connected to the bracket, and the third driving component is used to drive the bulb nose component to rotate relative to the bracket.

[0011] According to any of the foregoing embodiments of the first aspect of this application, the bulb nose member has a cavity and a mounting groove that are isolated from each other, a third drive member is disposed in the cavity, the drive shaft of the third drive member extends into the mounting groove, and one end of the bracket extends into the mounting groove and is rotatably connected to the drive shaft located in the mounting groove.

[0012] According to any of the foregoing embodiments of the first aspect of this application, the bulb nose member includes a bulb nose front end and a tail end disposed opposite to each other, the bulb nose front end having a smooth spherical surface.

[0013] According to any of the foregoing embodiments of the first aspect of this application, when the drag reduction mechanism is in the first state, the end face of the tail end away from the front end of the bulb nose is joined with the housing to form a smooth surface.

[0014] According to any of the foregoing embodiments of the first aspect of this application, the cross-medium vehicle further includes at least two sets of hydrofoils, the at least two sets of hydrofoils being spaced apart along the axial direction of the shell, and the drag reduction mechanism being disposed between the two sets of hydrofoils along the axial direction of the shell.

[0015] Secondly, a control method for a cross-medium vehicle is provided, the method being applied to the cross-medium vehicle as described above, the method comprising:

[0016] When the cross-medium vehicle is navigating underwater or in the air, the drag reduction mechanism is switched to the first state.

[0017] When the cross-medium vehicle is navigating on the water surface, the drag reduction mechanism is switched to the second state.

[0018] According to any of the foregoing embodiments of the second aspect of this application, controlling the drag reduction mechanism to switch to the second state includes:

[0019] Detect the navigation attitude and speed of a cross-medium vehicle;

[0020] Based on the difference between the navigation attitude information and the set attitude information, and the difference between the navigation speed and the set speed, perform at least one of the following steps to cause the bulbous appendage to generate a wave that interferes with and cancels out the ship's traveling waves across the medium:

[0021] (1) Control the first driving component to drive the bracket and bulbous appendage to rotate relative to the housing by a first angle;

[0022] (2) Control the second driving component to drive the telescopic rod to extend or retract relative to the housing by a first length;

[0023] (3) Control the third drive component to drive the bulbous nose attachment relative to the support and rotate at a second angle.

[0024] In the cross-medium vehicle and its control method provided in this application embodiment, by setting a support and a housing that are movably connected, the bulbous nose appendage can switch between inside and outside the housing cavity to adapt to the cross-medium vehicle's navigation in different media; by setting the bulbous nose appendage to extend at least partially out of the housing cavity when the drag reduction mechanism is in the second state, it generates a wave that interferes with and cancels out the ship's traveling waves of the cross-medium vehicle, thereby reducing the drag of the cross-medium vehicle when navigating on the water surface, increasing the speed of the cross-medium vehicle, reducing the power consumption of the cross-medium vehicle, reducing the thrust requirement of the cross-medium vehicle in the process of realizing cross-domain operations from the water surface to the air, and reducing the difficulty of the cross-medium vehicle taking off from the water surface; by setting the bulbous nose appendage to be housed in the housing cavity when the drag reduction mechanism is in the first state, it reduces the drag generated by the drag reduction mechanism when the cross-medium vehicle is navigating in the air or underwater. Attached Figure Description

[0025] 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.

[0026] Figure 1 This is a three-dimensional structural diagram of a transmedium vehicle in a first state, as provided in the first aspect embodiment of this application;

[0027] Figure 2 This is a cross-sectional structural diagram of a transmedium vehicle in a first state, as provided in the first aspect embodiment of this application;

[0028] Figure 3 This is a cross-sectional structural schematic diagram of a transmedium vehicle in a second state, provided in the first aspect embodiment of this application;

[0029] Figure 4 This is a schematic diagram of the drag reduction principle of the drag reduction mechanism provided in the first aspect embodiment of this application;

[0030] Figure 5 This is a cross-sectional structural schematic diagram of the bulbonasal appendage provided in the first aspect embodiment of this application.

[0031] Explanation of reference numerals in the attached figures:

[0032] 100. Transmedia vehicles;

[0033] 1. Housing; 11. Receiving cavity; 12. Mounting cavity;

[0034] 2. Drag reduction mechanism; 21. Bracket; 22. Bulb nose attachment; 23. First drive component; 211. Telescopic rod; 212. Second drive component; 221. Bulb nose component; 222. Third drive component; 2211. Chamber; 2212. Mounting slot; 2213. Bulb nose front end; 2214. Tail end;

[0035] 3. Hydrofoil; 4. Propulsion module; 51. Speed ​​sensor; 52. Attitude sensor. Detailed Implementation

[0036] The features and exemplary embodiments of various aspects of this application will now be described in detail. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only configured to explain this application and are not configured to limit this application. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples of this application.

[0037] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0038] It should be understood that when describing the structure of a component, when referring to a layer or region as being "above" or "on top of" another layer or region, it can mean that it is directly above the other layer or region, or that it contains other layers or regions between it and the other layer or region. Furthermore, if the component is flipped over, that layer or region will be located "below" or "under" the other layer or region.

[0039] A cross-medium vehicle is a vehicle capable of navigating in at least two media: underwater, on the surface, or in the air. When a cross-medium vehicle navigates on the surface, it generates ship waves, which increase drag and power consumption. During cross-domain operations from the surface to the air, this drag increases thrust requirements and makes takeoff from the water surface more difficult.

[0040] Existing solutions cannot adequately address the technical problems. To resolve these issues, this application provides a cross-medium vehicle, and the following description, in conjunction with the accompanying drawings, will illustrate various embodiments of the cross-medium vehicle.

[0041] See Figure 1 , Figure 2 and Figure 3 The transmedium vehicle 100 includes a housing 1 and a drag reduction mechanism 2. The housing 1 has a receiving cavity 11. The drag reduction mechanism 2 includes a support 21 and a bulbous appendage 22. The support 21 and the housing 1 are movably connected, and the bulbous appendage 22 is connected to the support 21.

[0042] The drag reduction mechanism 2 has a first state and a second state. When the drag reduction mechanism 2 is in the first state, the bulbous appendage 22 is housed in the housing cavity 11. When the support 21 moves relative to the housing 1 and the drag reduction mechanism 2 switches from the first state to the second state, at least a portion of the bulbous appendage 22 extends out of the housing cavity 11 to generate a wave that interferes with and cancels out the ship waves of the transmedium vehicle 100.

[0043] The shell 1 can be teardrop-shaped, cigar-shaped, or similar shapes suitable for cross-medium navigation. A hollow mounting cavity 12 is formed inside the shell 1, where the control module, drive module, communication module, and navigation parameter detection module of the cross-medium vehicle 100 can be all or partly housed. The control module is used to control the navigation of the cross-medium vehicle 100. The drive module provides power for the navigation of the cross-medium vehicle 100 and can be a propulsion module 4 located at the tail of the shell 1. The communication module is used to transmit and receive signals with external systems. The navigation parameter detection module detects the navigation parameters of the cross-medium vehicle 100 and may include a speed sensor 51 for detecting navigation speed and an attitude sensor 52 for detecting navigation attitude. The receiving cavity 11 can be a recessed chamber formed on the outer surface of the shell 1, isolated from the mounting cavity 12. The isolation between the receiving cavity 11 and the mounting cavity 12 reduces or prevents water entering the receiving cavity 11 from entering the mounting cavity 12.

[0044] The drag reduction mechanism 2 is used to reduce the navigation waves generated by the transmedium vehicle 100. The bulbous nose appendage 22 is connected to the shell 1 via a bracket 21. Those skilled in the art can configure the structure of the bracket 21 as needed so that the bracket 21 can perform rotation, translation, and other movement operations relative to the shell 1, thereby changing the attitude of the bulbous nose appendage relative to the shell 1. The drag reduction mechanism 2 can protrude from the surface of the shell 1 used for contact with the water surface when gliding on the water surface. The distance between the drag reduction mechanism 2 and the head of the shell 1 is greater than the distance between the drag reduction mechanism 2 and the tail of the shell 1, to ensure that the bulbous nose appendage is below the water surface when the transmedium vehicle 100 is navigating on the water surface.

[0045] Please see Figure 2 When the drag reduction mechanism 2 is in the first state, the bulbous nose appendage 22 is housed within the housing cavity 11. When the transmedium vehicle 100 is navigating underwater or in the air, the bulbous nose appendage 22 can be housed entirely or partially within the housing cavity 11 to reduce the contact area between the bulbous nose appendage 22 and the medium, thereby reducing the drag generated by the drag reduction mechanism 2 in contact with the medium.

[0046] Please see Figure 3 When the support 21 moves relative to the housing 1 to switch the drag reduction mechanism 2 from the first state to the second state, at least a portion of the bulbous nose appendage 22 extends out of the receiving cavity 11 to generate a wave that interferes with and cancels out the ship's traveling waves of the transmedium vehicle 100. When the transmedium vehicle 100 is navigating on the water surface, the bulbous nose appendage 22 can extend fully or partially out of the receiving cavity 11 to increase the contact area between the bulbous nose appendage 22 and the water surface. The bulbous nose appendage 22 maintains a certain attitude in the air, allowing it to generate a wave of a certain frequency and amplitude. The phase of this wave differs from the phase of the ship's traveling waves generated by the transmedium vehicle 100. The two waves are superimposed so that the wave generated by the bulbous nose appendage 22 can interfere with and cancel out all or part of the ship's traveling waves, thereby reducing the drag generated by the ship's traveling waves on the transmedium vehicle 100 and reducing the power consumption of the transmedium vehicle 100. The sailing waves generated by the transmedium vehicle 100 described in this application can be understood as the sailing waves generated by the transmedium vehicle 100 excluding the drag reduction mechanism 2.

[0047] Please see Figure 4 Curve L1 is the sailing wave generated by the transmedium vehicle 100 after removing the drag reduction mechanism 2, curve L2 is the wave generated by the drag reduction mechanism 2 in the first state, and curve L3 is the wave obtained by the interference of the ship's sailing wave and the wave generated by the drag reduction mechanism 2.

[0048] In the cross-medium vehicle 100 provided in this embodiment, the bulbous appendage 22 can be switched between inside and outside the receiving cavity 11 by setting the bracket 21 and the housing 1 for movable connection, so as to adapt to the cross-medium vehicle 100 navigating in different media; by setting at least a portion of the bulbous appendage 22 to extend out of the receiving cavity 11 when the drag reduction mechanism 2 is in the second state, so as to generate a wave that interferes with and cancels the ship waves of the cross-medium vehicle 100, thereby reducing the drag of the cross-medium vehicle 100 navigating on the water surface, increasing the speed of the cross-medium vehicle 100, reducing the power consumption of the cross-medium vehicle 100, reducing the thrust requirement of the cross-medium vehicle 100 in the process of realizing cross-domain operation from water surface to air, and reducing the difficulty of the cross-medium vehicle 100 taking off from the water surface; by setting the bulbous appendage 22 to be housed in the receiving cavity 11 when the drag reduction mechanism 2 is in the first state, so as to reduce the drag generated by the drag reduction mechanism 2 when the cross-medium vehicle 100 is navigating in the air or underwater.

[0049] Please see Figure 2 and Figure 3 In some embodiments, one end of the bracket 21 is rotatably connected to the housing 1, and the other end is connected to the bulbous nose appendage 22. The drag reduction mechanism 2 includes a first drive member 23 for driving the bracket 21 to rotate relative to the housing 1.

[0050] The first driving element 23 drives the bracket 21 to rotate relative to the housing 1, causing the bulbous nose appendage 22 to extend or retract into the receiving cavity 11. The first driving element 23 can be disposed within the mounting cavity 12, and its drive shaft is connected to the bracket 21. The first driving element 23 can be a rotary motor. The first driving element 23 outputs rotational force to the bracket 21, causing the bracket 21 to rotate relative to the housing 1, thereby driving the bulbous nose appendage 22 to rotate relative to the housing 1, allowing the bulbous nose appendage 22 to extend or retract into the receiving cavity 11.

[0051] Optionally, the first driving member 23 can drive the bracket 21 to rotate within an angle range of 90°, that is, the first driving member 23 can drive the bracket 21 to rotate a maximum of 90°.

[0052] like Figure 2 In the embodiment shown, the first driving member 23 drives the bracket 21 to rotate clockwise, and the bulbous nose appendage 22 rotates clockwise to the outside of the receiving cavity 11; the first driving member 23 drives the bracket 21 to rotate counterclockwise, and the bulbous nose appendage 22 rotates counterclockwise to the inside of the receiving cavity 11.

[0053] In some embodiments, the bracket 21 includes a telescopic rod 211 and a second driving member 212. One end of the telescopic rod 211 is rotatably connected to the housing 1, and the other end is connected to the bulbous nose appendage 22. The second driving member 212 is used to drive the telescopic rod 211 to extend or retract.

[0054] The second driving member 212 can drive the telescopic rod 211 to extend or retract, thereby changing the posture of the bulbous nose appendage 22 relative to the housing 1, so as to control the characteristics of the wave generated by the bulbous nose appendage 22.

[0055] The second driving component 212 can be a linear motor to drive a portion of the telescopic rod 211 to move, thus changing the length of the telescopic rod 211. The telescopic rod 211 can be hollow, and the second driving component 212 can be housed within the hollow telescopic rod 211. Figure 3 In the embodiment shown, the telescopic rod 211 is arranged along the first direction X, and the second driving member 212 drives the telescopic rod 211 to extend and retract, so as to drive the bulbous nose appendage 22 to move along the first direction X, thereby changing the minimum distance between the bulbous nose appendage 22 and the housing 1.

[0056] Please refer to the following: Figure 5 In some embodiments, the bulb nose attachment 22 includes a bulb nose component 221 and a third drive component 222. The bulb nose component 221 is rotatably connected to the bracket 21, and the third drive component 222 is used to drive the bulb nose component 221 to rotate relative to the bracket 21.

[0057] The bulbous nose component 221 is a single unit with a spherical front end. One end of the telescopic rod 211 can be rotatably connected to the bulbous nose component 221. The third driving component 222 drives the bulbous nose component 221 to rotate relative to the telescopic rod 211, thereby changing the orientation of the front end of the bulbous nose component 221 and controlling the characteristics of the wave generated by the bulbous nose attachment 22.

[0058] In some embodiments, the bulb nose member 221 has a cavity 2211 and a mounting groove 2212 that are isolated from each other. A third drive member 222 is disposed in the cavity 2211, and the drive shaft of the third drive member 222 extends into the mounting groove 2212. One end of the bracket 21 extends into the mounting groove 2212 and is rotatably connected to the drive shaft located in the mounting groove 2212.

[0059] The outer shell of the bulbous nose component 221 encloses a cavity 2211, and a recessed portion of the outer shell of the bulbous nose component 221 forms a mounting groove 2212. A third drive component 222 is disposed within the cavity 2211, and its drive shaft extends through the side wall of the mounting groove 2212 and into the mounting groove 2212. One end of the telescopic rod 211 extends into the mounting groove 2212 and is rotatably connected to the drive shaft. The third drive component 222 can be a rotary motor, which drives the bulbous nose component 221 to rotate relative to the telescopic rod 211 via the drive shaft.

[0060] The third drive unit 222 is placed inside the chamber 2211 to reduce the overall size of the bulbo-nose appendage 22 and avoid the shape of the third drive unit 222 interfering with the waves generated by the bulbo-nose appendage 22.

[0061] In some embodiments, the bulb nose member 221 includes a bulb nose front end 2213 and a tail end 2214 disposed opposite to each other, the bulb nose front end 2213 having a smooth spherical surface.

[0062] The first driving member 23 can control the bulb nose front end 2213 to extend into and out of the receiving groove. The second driving member 212 can control the distance from the bulb nose front end 2213 to the connection between the housing 1 and the bracket 21. The third driving member 222 can control the position of the bulb nose front end 2213 relative to the bracket 21. The attitude of the bulb nose front end 2213 can be changed by the first driving member 23, the second driving member 212 and the third driving member 222. The frequency, amplitude and other wave characteristics of the waves generated by the bulb nose front end 2213 under different attitudes are different, and different waves are generated to interfere with the navigation waves.

[0063] In some embodiments, the bulb nose member 221 includes a bulb nose front end 2213 and a tail end 2214 disposed opposite to each other. When the drag reduction mechanism 2 is in the first state, the end face of the tail end 2214 facing away from the bulb nose front end 2213 is joined with the housing 1 to form a smooth surface.

[0064] When the drag reduction mechanism 2 is in the first state, the bulbous appendage 22 is completely housed in the housing cavity 11, and the end face of the tail end 2214 facing away from the front end 2213 of the bulbous nose is joined with the shell 1 to form a smooth surface, so as to reduce the drag of the transmedium vehicle 100.

[0065] When the drag reduction mechanism 2 is in the first state, the bulbous nose front end 2213 and tail end 2214 can be received in the receiving cavity 11 radially along the housing 1. When the drag reduction mechanism 2 is in the second state, the bulbous nose front end 2213 and tail end 2214 can be placed outside the receiving cavity 11 axially along the housing 1.

[0066] In some embodiments, the transmedium vehicle 100 further includes at least two sets of hydrofoils 3, which are spaced apart along the axial direction of the housing 1, and the drag reduction mechanism 2 is disposed between the two sets of hydrofoils 3 along the axial direction of the housing 1.

[0067] The paired hydrofoils 3 can provide lift for the transmedium vehicle 100. The drag reduction mechanism 2 is arranged along the axial direction of the shell 1 between the two sets of hydrofoils 3, so that the wave generated by the drag reduction mechanism 2 can act on the navigation wave generated by the two sets of hydrofoils 3 simultaneously.

[0068] This application also provides a control method for a cross-medium vehicle, applied to the cross-medium vehicle 100 as described above, the method comprising:

[0069] S110, when the cross-medium vehicle is underwater or airborne, the control drag reduction mechanism switches to the first state;

[0070] The environmental information collected by the environmental sensing module can determine whether the cross-medium vehicle 100 is underwater, airborne, or on the surface. The first drive unit 23 can be controlled to drive the support 21 to rotate, thereby switching to the first state.

[0071] S120, when the cross-medium vehicle is navigating on the water surface, the control drag reduction mechanism switches to the second state.

[0072] The first driving component 23 can be controlled to drive the bracket 21 to rotate, thereby switching to the second state. It can also control the rotation angle of the first driving component 23, the extension length of the second driving component 212, and the rotation angle of the third driving component 222 based on the environmental information collected by the environmental sensing module, thereby controlling the posture of the bulbo-nose appendage 22.

[0073] In some embodiments, S120 includes:

[0074] S210, detects the navigation attitude information and navigation speed of the cross-medium vehicle;

[0075] S220, based on the difference between the navigation attitude information and the set attitude information, and the difference between the navigation speed and the set speed, perform at least one of the following steps to cause the bulbous appendage to generate a wave that interferes with and cancels out the ship's traveling waves of the transmedium vehicle 100:

[0076] (1) Control the first driving component to drive the bracket and bulbous appendage to rotate relative to the housing by a first angle;

[0077] (2) Control the second driving component to drive the telescopic rod to extend or retract relative to the housing by a first length;

[0078] (3) Control the third drive component to drive the bulbous nose attachment relative to the support and rotate at a second angle.

[0079] The navigation attitude information may include the pitch angle and roll angle of the transmedium vehicle 100 relative to the horizon. The navigation speed is the actual speed of the transmedium vehicle 100. The set attitude information is the attitude information that the transmedium vehicle 100 is required to maintain, either preset by the user, generated by the navigation module, or received by the communication module. The set speed is the speed that the transmedium vehicle 100 is required to maintain, either preset by the user, generated by the navigation module, or received by the communication module. It is necessary to correct the navigation attitude information of the transmedium vehicle 100 to conform to the set attitude information and the navigation speed to conform to the preset speed. By controlling at least one of the first drive unit 23, the second drive unit 212, and the third drive unit 222, the attitude of the bulbous appendage 22 is adjusted to obtain waves with different characteristics interfering with the ship's traveling waves, thereby making the navigation attitude information conform to the set attitude information and the navigation speed conform to the preset speed.

[0080] Optionally, a neural network model can be pre-trained, taking the difference between the navigation attitude information and the set attitude information, as well as the difference between the navigation speed and the set speed, as inputs. The trained neural network model outputs the operating parameters of the first drive unit 23, the second drive unit 212, and the third drive unit 222. The first drive unit 23, the second drive unit 212, and the third drive unit 222 can be adjusted according to their respective operating parameters using a proportional-integral-derivative (PID) control algorithm.

[0081] Optionally, a target optimization function f(x, y) is constructed with the difference x between the navigation attitude information and the set attitude information, and the difference y between the navigation speed and the set speed as independent variables. When the target optimization function f(x, y) satisfies the preset conditions, the attitude of the bulbous appendage 22 reaches the required drag-reducing attitude.

[0082] The operating parameters of multiple first driving components 23, second driving components 212, and third driving components 222 are polled to find the value of the objective optimization function f(x, y). This process is iterated repeatedly until the constructed objective optimization function f(x, y) is minimized. If the objective optimization function f(x, y) satisfies the iteration condition, the iterative calculation process exits. Satisfying the iteration condition can be that the number of iterations is greater than or equal to a preset value, or that the value of the objective optimization function f(x, y) is within a preset range.

[0083] The embodiments described above are not exhaustive and do not limit the invention to specific examples. Clearly, many modifications and variations can be made based on the above description. These embodiments are selected and specifically described in this specification to better explain the principles and practical applications of this application, thereby enabling those skilled in the art to effectively utilize this application and its modifications. This application is limited only by the claims and their full scope and equivalents.

Claims

1. A transmedium-based vehicle, characterized in that, The transmedium vehicle includes: The shell has a receiving cavity; A drag-reducing mechanism includes a support and a bulbous nose appendage. The support and the housing are movably connected, and the bulbous nose appendage is connected to the support. One end of the support is rotatably connected to the housing, and the other end is connected to the bulbous nose appendage. The drag-reducing mechanism includes a first driving member for driving the support to rotate relative to the housing. The support includes a telescopic rod and a second driving member. One end of the telescopic rod is rotatably connected to the housing, and the other end is connected to the bulbous nose appendage. The second driving member is used to drive the telescopic rod to extend or retract. The bulbous nose appendage includes a bulbous nose component and a third driving member. The bulbous nose component is rotatably connected to the support, and the third driving member is used to drive the bulbous nose component to rotate relative to the support. The drag reduction mechanism has a first state and a second state. When the drag reduction mechanism is in the first state, the bulbous nose appendage is housed within the housing cavity. When the support moves relative to the housing and the drag reduction mechanism switches from the first state to the second state, at least a portion of the bulbous nose appendage extends out of the housing cavity to generate a wave that interferes with and cancels out the ship's traveling waves of the transmedium vehicle.

2. The transmedium vehicle according to claim 1, characterized in that, The bulbous nose component has a cavity and a mounting groove that are isolated from each other. The third drive component is disposed in the cavity, and the drive shaft of the third drive component extends into the mounting groove. One end of the bracket extends into the mounting groove and is rotatably connected to the drive shaft located in the mounting groove.

3. The transmedium vehicle according to claim 1, characterized in that, The bulb nose component includes a bulb nose front end and a bulb nose tail end disposed opposite to each other, the bulb nose front end having a smooth spherical surface.

4. The transmedium vehicle according to claim 3, characterized in that, When the drag reduction mechanism is in the first state, the end face of the tail end facing away from the front end of the bulb nose is joined with the housing to form a smooth surface.

5. The transmedium vehicle according to claim 1, characterized in that, The transmedium vehicle further includes at least two sets of hydrofoils, which are spaced apart along the axial direction of the housing, and the drag reduction mechanism is disposed between the two sets of hydrofoils along the axial direction of the housing.

6. A control method for a cross-medium vehicle, characterized in that, The method is applied to a transmedium vehicle as described in any one of claims 1 to 5, the method comprising: When the transmedium vehicle is navigating underwater or in the air, the drag reduction mechanism is controlled to switch to the first state; When the transmedium vehicle is navigating on the water surface, the drag reduction mechanism is switched to the second state.

7. The control method for a cross-medium vehicle according to claim 6, characterized in that, The step of controlling the drag reduction mechanism to switch to the second state includes: The navigation attitude information and navigation speed of the cross-medium vehicle are detected; Based on the difference between the navigation attitude information and the set attitude information, and the difference between the navigation speed and the set speed, at least one of the following steps is performed to cause the bulbous appendage to generate a wave that interferes with and cancels out the ship's traveling waves of the transmedium vehicle: (1) Control the first driving component to drive the bracket and the bulbous nose appendage to rotate relative to the housing by a first angle; (2) Control the second driving component to drive the telescopic rod to extend or retract by a first length relative to the housing; (3) Control the third driving component to drive the bulbous nose attachment to rotate a second angle relative to the bracket.

Images