Cross-media vehicle and its control method

Abstract

The present application discloses a cross-media vehicle and a control method thereof. The cross-media vehicle includes a vehicle body and a stabilizing mechanism; the stabilizing mechanism includes a plurality of hydrofoils, and each hydrofoil includes a main wing, a telescopic wing and a driving component. The main wing has a receiving cavity, the driving component is arranged in the receiving cavity and connected to the telescopic wing, and the driving component is used to drive the telescopic wing to telescopically move relative to the main wing. According to the embodiments provided by the present application, the cross-media vehicle provided by the present application can effectively stabilize the navigation attitude angle.

Description

Technical Field

[0001] The present application relates to the field of aircraft, and in particular to a cross-media aircraft and a control method thereof. Background Art

[0002] A cross-media vehicle is a vehicle that can navigate in at least two media, such as underwater, on the water surface, and in the air. When a cross-media vehicle is sailing on the water surface, it is easily disturbed by waves and eddies on the water surface, which can cause the cross-media vehicle to be unstable, shake, or even out of control. In the related art, a hydrofoil is provided in a cross-media vehicle. The hydrofoil is a wing-shaped structure that can generate lift on the water surface. The hydrofoil can reduce the wet surface area of ​​the cross-media vehicle in contact with the water surface, thereby reducing the resistance of the cross-media vehicle when sailing on the water surface and improving the stability of the cross-media vehicle when sailing on the water surface. However, the water surface environment in which the cross-media vehicle is sailing is different, and the interference conditions to which the cross-media vehicle is subjected to when sailing at different speeds are all different. The hydrofoil in the related art cannot effectively stabilize the navigation attitude angle of the cross-media vehicle. Summary of the invention

[0003] The embodiments of the present application provide a cross-medium vehicle and a control method thereof, aiming to solve the technical problem that the hydrofoil cannot effectively stabilize the navigation of the cross-medium vehicle.

[0004] An embodiment of the first aspect of the present application provides a cross-media aircraft, including:

[0005] Aircraft body;

[0006] The stabilizing mechanism comprises a plurality of hydrofoils, wherein the hydrofoils comprise a main wing, a telescopic wing and a driving assembly, wherein the main wing has a receiving cavity for receiving the telescopic wing, the driving assembly is arranged in the receiving cavity and connected to the telescopic wing, and the driving assembly is used for driving the telescopic wing to extend and retract relative to the main wing.

[0007] According to any of the aforementioned embodiments of the first aspect of the present application, the main wing includes a first end and a second end disposed opposite to each other along a first direction, the first end is used for connection with the aircraft body, and the driving assembly is used for driving the telescopic wing to extend from the second end to the outside of the accommodation cavity and retract into the accommodation cavity;

[0008] The cross-sectional area of ​​the main wing gradually decreases from the first end to the second end.

[0009] According to any of the aforementioned embodiments of the first aspect of the present application, the telescopic wing includes a third end and a fourth end arranged along the first direction, and the driving assembly is used to drive the telescopic wing to extend and retract relative to the main wing, so that the fourth end extends out of the receiving cavity or retracts into the receiving cavity;

[0010] The cross-sectional area of ​​the telescopic wing gradually decreases from the third end to the fourth end.

[0011] According to any of the aforementioned embodiments of the first aspect of the present application, the driving assembly includes a driving member, a screw rod, a slider and a push rod, the driving member is used to drive the screw rod to rotate, the slider is sleeved on the outside of the screw rod, the push rod is sleeved on the outside of the screw rod, and the push rod connects the slider and the telescopic wing.

[0012] According to any of the aforementioned embodiments of the first aspect of the present application, the plurality of hydrofoils include a first front wing and a second front wing arranged opposite to each other along the second direction, and a first rear wing and a second rear wing arranged opposite to each other along the second direction, the first front wing and the first rear wing are arranged along the third direction, and the second front wing and the second rear wing are arranged along the third direction;

[0013] When the cross-medium vehicle is in the surface navigation mode, the telescopic wing of at least one of the first front wing, the second front wing, the first rear wing and the second rear wing extends out of the receiving cavity to adjust the navigation attitude angle of the cross-medium vehicle.

[0014] In a second aspect, a control method for a cross-media aircraft is provided. The method is applied to the cross-media aircraft as described above, and the method includes:

[0015] When the cross-medium vehicle is sailing underwater or in the air, the telescopic wing is controlled to retract into the storage cavity;

[0016] When the cross-medium vehicle is sailing on the water surface, at least one retractable wing is controlled to be retracted relative to the main wing, so that the navigation attitude angle of the cross-medium vehicle is the target attitude angle.

[0017] According to any of the aforementioned embodiments of the first aspect of the present application, controlling at least one telescopic wing to extend and retract relative to the main wing includes:

[0018] Detecting the navigation attitude angle and navigation speed of a cross-medium vehicle;

[0019] At least one retractable wing is controlled to be retracted relative to the main wing according to the navigation attitude angle and the navigation speed.

[0020] According to any of the aforementioned embodiments of the first aspect of the present application, controlling at least one telescopic wing to extend and retract relative to the main wing according to the sailing attitude angle and the sailing speed includes:

[0021] The telescopic length range is determined according to the navigation speed. The magnitude of the navigation speed is positively correlated with the minimum value of the telescopic length range, and the magnitude of the navigation speed is positively correlated with the maximum value of the telescopic length range.

[0022] Compare the navigation attitude angle and the target attitude angle to obtain the attitude angle difference;

[0023] According to the attitude angle difference, the telescopic wing is controlled to extend and retract relative to the main wing within the telescopic length range.

[0024] According to any of the foregoing embodiments of the first aspect of the present application, the navigation attitude angle includes a navigation pitch angle, the target attitude angle includes a target pitch angle, and the attitude angle difference includes a pitch angle difference calculated according to the navigation pitch angle and the target pitch angle; and according to the attitude angle difference, controlling the telescopic wing to telescope relative to the main wing within the telescopic length range includes:

[0025] When the pitch angle difference is greater than a first preset value, generating a telescopic length corresponding to each telescopic wing relative to the main wing;

[0026] According to the first priority and the telescopic length of each hydrofoil, the driving assembly of each hydrofoil is controlled in sequence to drive the telescopic wing thereof to telescope relative to the main wing within the telescopic length range;

[0027] Among them, the priority of the first front wing is higher than that of the first rear wing, and the priority of the second front wing is higher than that of the second rear wing.

[0028] According to any of the foregoing embodiments of the first aspect of the present application, the navigation attitude angle includes a navigation roll angle, the target attitude angle includes a target roll angle, and the attitude angle difference includes a roll angle difference calculated according to the navigation roll angle and the target roll angle; and according to the attitude angle difference, controlling the telescopic wing to telescope relative to the main wing within the telescopic length range includes:

[0029] When the roll angle difference is greater than a second preset value, determining the deflection direction of the cross-medium vehicle according to the navigation roll angle and the target roll angle, and generating a telescopic length corresponding to each telescopic wing relative to the main wing;

[0030] According to the second priority and telescopic length of each hydrofoil, the driving assembly of each hydrofoil is controlled in sequence to drive its telescopic wing to telescope relative to the main wing within the telescopic length range;

[0031] Wherein, when the deflection direction of the cross-medium aircraft is the direction from the first front wing to the second front wing, the priority of the second front wing, the priority of the second rear wing, the priority of the first front wing, and the priority of the first rear wing are reduced in sequence;

[0032] When the deflection direction of the cross-medium vehicle is from the second front wing to the first front wing, the priority of the first front wing, the priority of the first rear wing, the priority of the second front wing, and the priority of the second rear wing decrease in sequence.

[0033] According to any of the aforementioned embodiments of the first aspect of the present application, controlling the telescopic wing to telescope relative to the main wing within a telescopic length range according to the attitude angle difference includes:

[0034] The telescopic speed is determined according to the attitude angle difference, and the attitude angle difference is positively correlated with the telescopic speed;

[0035] The telescopic wing is controlled to be telescopic relative to the main wing within a telescopic length range at a telescopic speed.

[0036] In the cross-media vehicle and its control method provided in the embodiments of the present application, a driving component is provided to drive the telescopic wing to extend and retract relative to the main wing, so that the contact surface area of ​​each hydrofoil with the water surface can be controlled, and the lift provided by the hydrofoil to the vehicle body can be adjusted to adjust and maintain the posture of the cross-media vehicle, so that the posture of the cross-media vehicle can adapt to different water surface environments and different navigation speeds, thereby improving the stability of the cross-media vehicle in navigation on the water surface. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Other features, objects and advantages of the present application will become more apparent by reading the following detailed description of non-limiting embodiments with reference to the accompanying drawings, in which the same or similar reference numerals represent the same or similar features and the accompanying drawings are not drawn to scale.

[0038] Figure 1 It is a schematic diagram of the three-dimensional structure of the cross-media vehicle provided by the embodiment of the first aspect of the present application;

[0039] Figure 2 It is a schematic diagram of the three-dimensional structure of the hydrofoil provided by the embodiment of the first aspect of the present application;

[0040] Figure 3 is a schematic cross-sectional structure diagram of a hydrofoil provided in an embodiment of the first aspect of the present application;

[0041] Figure 4 It is a schematic diagram of the three-dimensional structure of the hydrofoil provided by the embodiment of the first aspect of the present application;

[0042] Figure 5 is a schematic cross-sectional structure diagram of a hydrofoil provided in an embodiment of the first aspect of the present application;

[0043] Figure 6 It is a schematic diagram of the planar structure of the hydrofoil provided by the embodiment of the first aspect of the present application;

[0044] Figure 7 It is a schematic diagram of the three-dimensional structure of the cross-media vehicle provided in the first aspect embodiment of the present application.

[0045] Description of reference numerals:

[0046] 10. The main body of the aircraft;

[0047] 20. Stabilizing mechanism; 1. hydrofoil; 11. main wing; 12. telescopic wing; 111. receiving chamber; 112. first end; 113. second end; 114. main wing head; 115. main wing tail; 121. third end; 122. fourth end; 1a. first front wing; 1b. second front wing; 1c. first rear wing; 1d. second rear wing; 2. driving assembly; 21. driving member; 22. screw rod; 23. slider; 24. ejector rod;

[0048] 301, balance rudder; 302, rudder; 40, communication module; 50, control module; 60, DC drive module; 601, speed sensor; 602, attitude sensor. DETAILED DESCRIPTION

[0049] The features and exemplary embodiments of various aspects of the present application will be described in detail below. In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only configured to explain the present application and are not configured to limit the present application. For those skilled in the art, the present application can be implemented without the need for some of these specific details. The following description of the embodiments is only to provide a better understanding of the present application by illustrating the examples of the present application.

[0050] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the statement "include..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0051] It should be understood that when describing the structure of a component, when a layer or a region is referred to as being "on" or "over" another layer or another region, it may mean that it is directly on the other layer or another region, or that other layers or regions are included between it and the other layer or another region. Moreover, if the component is turned over, the layer or a region will be "below" or "beneath" another layer or another region.

[0052] A cross-medium vehicle is a vehicle that can navigate in at least two media, such as underwater, on the water surface, and in the air. When a cross-medium vehicle navigates on the water surface, it will push the water to generate ship waves, which increase the resistance of the cross-medium vehicle's navigation and increase the power consumption of the cross-medium vehicle. In the process of the cross-medium vehicle realizing cross-domain operations from the water surface to the air, the navigation resistance will increase the thrust demand of the cross-medium vehicle and increase the difficulty of the cross-medium vehicle to take off from the water surface.

[0053] The existing solutions cannot solve the technical problems well. To solve the above problems, the embodiments of the present application provide a cross-media vehicle. The embodiments of the cross-media vehicle will be described below in conjunction with the accompanying drawings.

[0054] See also Figure 1 , Figure 2 and Figure 3 The cross-medium vehicle includes a vehicle body 10 and a stabilizing mechanism 20. The stabilizing mechanism 20 includes a plurality of hydrofoils 1. The hydrofoils 1 include a main wing 11, a telescopic wing 12 and a driving assembly 2. The main wing 11 has a receiving cavity 111 for receiving the telescopic wing 12. The driving assembly 2 is arranged in the receiving cavity 111 and connected to the telescopic wing 12. The driving assembly 2 is used to drive the telescopic wing 12 to extend and retract relative to the main wing 11.

[0055] The aircraft body 10 may include a shell, a control module 50, a drive module, a communication module, a navigation parameter detection module, etc. The shell may be a teardrop-shaped or cigar-shaped shell that is suitable for cross-domain navigation. The control module 50, the drive module, the communication module, the navigation parameter detection module, etc. of the hollow cross-media aircraft in the shell may be arranged in whole or in part in the shell. The control module 50 may be used to control the navigation of the cross-media aircraft. The drive module is used to provide power for the navigation of the cross-media aircraft. The drive module may include a balance rudder 301 arranged at the tail of the shell, a rudder 302 arranged in the middle of the shell, and a propulsion unit arranged in the shell. The communication module 40 is used to transmit and receive signals with the outside. The navigation parameter detection module is used to detect the navigation parameters of the cross-media aircraft. The navigation parameter detection module may include a speed sensor for detecting the navigation speed and an attitude sensor for detecting the navigation attitude angle.

[0056] The hydrofoil 1 is a wing-shaped structure arranged based on the principles of fluid dynamics and aerodynamics. When the cross-medium vehicle is sailing on the water surface, the hydrofoil 1 can reduce the friction between the vehicle body 10 and the water, thereby reducing the resistance. When the cross-medium vehicle takes off from the water surface to the air, the hydrofoil 1 can also generate lift, so that the cross-medium vehicle leaves the water surface and reduces the water resistance. The hydrofoil 1 is arranged protruding from the shell and has a certain shape as required. When the cross-medium vehicle glides on the water surface, the end of the hydrofoil 1 away from the shell contacts the water surface.

[0057] The driving assembly 2 can drive the telescopic wing 12 to extend and retract relative to the main wing 11, thereby changing the shape of the hydrofoil 1. Figure 2 and Figure 3 The main wing 11 has a receiving cavity 111, and the driving assembly 2 can drive the telescopic wing 12 to move relative to the main wing 11 until the telescopic wing 12 is completely received in the receiving cavity 111. At this time, the hydrofoil 1 has a smaller surface area. Figure 4 and Figure 5The driving assembly 2 can drive the telescopic wing 12 to move relative to the main wing 11 until the telescopic wing 12 is completely extended out of the receiving cavity 111, and at this time, the hydrofoil 1 has a larger surface area. The surface area of ​​the hydrofoil 1 in contact with the water surface is different, and different lifts can be provided to the aircraft body 10, so that the telescopic wings 12 of multiple hydrofoils 1 can be extended relative to the main wing 11 to control the lift of each hydrofoil 1 for the aircraft body 10, thereby stabilizing the cross-medium aircraft.

[0058] The receiving cavity 111 may be a cavity formed by a depression on the outer surface of the main wing 11 , so as to reduce or prevent the water entering the receiving cavity 111 from further entering the housing through the main wing 11 .

[0059] In this embodiment, a driving component 2 is provided to drive the telescopic wing 12 to extend and retract relative to the main wing 11, so that the contact surface area between each hydrofoil 1 and the water surface can be controlled, and the lift provided by the hydrofoil 1 to the aircraft body 10 can be adjusted to adjust and maintain the posture of the cross-medium aircraft, so that the posture of the cross-medium aircraft can adapt to different water surface environments and different navigation speeds, thereby improving the stability of the cross-medium aircraft in navigation on the water surface.

[0060] In some embodiments, the main wing 11 includes a first end 112 and a second end 113 arranged opposite to each other along a first direction X, the first end 112 is used for connecting to the aircraft body 10, and the driving assembly 2 is used to drive the retractable wing 12 to extend from the second end 113 to the outside of the accommodating cavity 111 and retract into the accommodating cavity 111; along the direction from the first end 112 to the second end 113, the cross-sectional area of ​​the main wing 11 gradually decreases.

[0061] See also Figure 6 and Figure 7 , the first direction X may be the radial direction of the aircraft body 10. The aircraft body 10 has a head and a tail arranged along the third direction Y, the head of the aircraft body 10 may be rounded and blunt, extending smoothly from the head of the aircraft body 10 to the tail of the aircraft body 10, and contracting toward the central axis at the tail of the aircraft body 10. The main wing 11 may be connected to the aircraft body 10 along the first direction X. The main wing 11 may also have a main wing head and a main wing tail arranged along the third direction Y, the main wing head 114 may be rounded and blunt, extending smoothly from the main wing head 114 to the main wing tail 115, and contracting toward the central axis at the main wing tail 115. Compared with the main wing head 114, the main wing tail 115 has a sharper shape. By setting a rounded and blunt head, the resistance encountered by the cross-medium aircraft during underwater navigation can be reduced.

[0062] The cross-sectional area of ​​the main wing 11 gradually decreases from the first end 112 to the second end 113 , which can reduce the resistance encountered by the main wing 11 when sailing underwater.

[0063] In some embodiments, the telescopic wing 12 includes a third end 121 and a fourth end 122 arranged along the first direction X, and the driving assembly 2 is used to drive the telescopic wing 12 to extend and retract relative to the main wing 11, so that the fourth end 122 extends out of the receiving cavity 111, or retracts into the receiving cavity 111;

[0064] Along the direction from the third end 121 to the fourth end 122 , the cross-sectional area of ​​the telescopic wing 12 gradually decreases.

[0065] The telescopic wing 12 may have the same external structure as the main wing 11. Exemplarily, the telescopic wing 12 has a head and a tail arranged along the third direction Y. The head of the telescopic wing 12 may be rounded and blunt, extending smoothly from the head of the telescopic wing 12 to the tail of the telescopic wing 12, and contracting toward the central axis at the tail of the telescopic wing 12. When the telescopic wing 12 extends out of the main wing 11, the head of the telescopic wing 12 and the head 114 of the main wing are smoothly spliced ​​to reduce the water resistance of the cross-medium aircraft. When the telescopic wing 12 is fully extended out of the main wing 11, the tail of the telescopic wing 12 and the tail 115 of the main wing can be smoothly spliced ​​to reduce the water resistance of the cross-medium aircraft.

[0066] The size of the telescopic wing 12 is smaller than the main wing 11, so that the telescopic wing 12 can be retracted into the receiving cavity 111 of the main wing 11. From the third end 121 to the fourth end 122, the cross-sectional area of ​​the telescopic wing 12 gradually decreases, which can reduce the resistance of the telescopic wing 12 when sailing underwater.

[0067] The driving assembly 2 may include a linear motor, a cylinder, etc., and the telescopic wings 12 are driven to extend and retract along the first direction X by the linear motor, the cylinder, etc.

[0068] See also Figure 5 In some embodiments, the driving assembly 2 includes a driving member 21, a screw rod 22, a slider 23 and a push rod 24. The driving member 21 is used to drive the screw rod 22 to rotate. The slider 23 is sleeved on the outside of the screw rod 22. The push rod 24 is sleeved on the outside of the screw rod 22. The push rod 24 connects the slider 23 and the telescopic wing 12.

[0069] The driving member 21 can output a rotational force to drive the screw rod 22 to rotate. The screw rod 22 can be arranged along the first direction X. The screw rod 22 is provided with an external thread connected to the slider 23. When the screw rod 22 rotates, the slider 23 moves along the screw rod 22. The push rod 24 is hollow and sleeved on the outside of the screw rod 22. The screw rod 22 can be spaced apart from the push rod 24 to avoid mutual friction between the screw rod 22 and the push rod 24. The push rod 24 connects the slider 23 and the telescopic wing 12, so that the slider 23, the push rod 24 and the telescopic wing 12 move together.

[0070] exist Figure 5In the embodiment shown, when the output shaft of the driving member 21 rotates clockwise, the output shaft of the driving member 21 drives the screw 22 to rotate clockwise, the slider 23 moves away from the aircraft body 10, the slider 23 pushes the top rod 24 connected to the telescopic wing 12 to move, and the telescopic wing 12 extends out of the main wing 11. When the output shaft of the driving member 21 rotates counterclockwise, the output shaft of the driving member 21 drives the screw 22 to rotate counterclockwise, the slider 23 moves toward the aircraft body 10, the slider 23 pushes the top rod 24 connected to the telescopic wing 12 to move, and the telescopic wing 12 retracts into the main wing 11.

[0071] In some embodiments, the cross-medium aircraft further includes a control module 50 and a DC drive module 60 disposed in the aircraft body 10, and the control module 50, the DC drive module 60 and the drive element 21 are sequentially signal-connected. The control module 50 adjusts the PWM signal input to the DC drive module 60 and the output time of the signal, and the DC drive module 60 outputs a high-voltage current according to the PWM signal to control the drive element 21 to drive the telescopic length of the telescopic wing 12 relative to the main wing 11.

[0072] In some embodiments, the plurality of hydrofoils 1 include a first front wing 1a and a second front wing 1b arranged opposite to each other along the second direction Z, and a first rear wing 1c and a second rear wing 1d arranged opposite to each other along the second direction Z, the first front wing 1a and the first rear wing 1c are arranged along a third direction Y, and the second front wing 1b and the second rear wing 1d are arranged along the third direction Y;

[0073] When the cross-medium vehicle is in the surface navigation mode, the retractable wing 12 of at least one of the first front wing 1a, the second front wing 1b, the first rear wing 1c and the second rear wing 1d is controlled to extend out of the receiving cavity 111 to adjust the navigation attitude angle of the cross-medium vehicle.

[0074] In addition to the first front wing 1a, the second front wing 1b, the first rear wing 1c and the second rear wing 1d, those skilled in the art may also provide other hydrofoils 1 as needed. The second direction Z may be the circumferential direction of the aircraft body 10, and the third direction Y may be the axial direction of the aircraft body.

[0075] The telescopic wings 12 in the first front wing 1a, the second front wing 1b, the first rear wing 1c, and the second rear wing 1d extend out of the main wing 11 to different lengths, which can provide lift in different directions for the aircraft body 10. Therefore, when the cross-medium aircraft is in the surface navigation mode, the navigation attitude angle of the cross-medium aircraft can be adjusted by controlling the telescopic wings 12 of at least one of the first front wing 1a, the second front wing 1b, the first rear wing 1c, and the second rear wing 1d to extend out of the receiving cavity 111. By adjusting the length of the telescopic wings 12 of at least one of the first front wing 1a, the second front wing 1b, the first rear wing 1c, and the second rear wing 1d extending out of the receiving cavity 111 in real time, the navigation attitude angle of the cross-medium aircraft can be adjusted in real time to adapt to the real-time surface environment and heading speed.

[0076] The present application also provides a control method for a cross-media aircraft, the method is applied to the cross-media aircraft 100 as described above, and the method includes:

[0077] S110, when the cross-medium vehicle is sailing underwater or in the air, controlling the retractable wing to retract into the storage cavity;

[0078] S120, when the cross-medium vehicle is sailing on the water surface, controlling at least one retractable wing to be retracted relative to the main wing, so that the navigation attitude angle of the cross-medium vehicle is the target attitude angle.

[0079] The environmental information collected by the navigation parameter detection module can be used to determine whether the cross-media vehicle 100 is sailing underwater, in the air, or on the surface.

[0080] When sailing underwater or in the air, the telescopic wing is controlled to retract into the storage cavity to reduce the surface area of ​​the hydrofoil and reduce the resistance experienced by the cross-medium vehicle.

[0081] The target attitude angle can be a preset attitude. The target attitude angle can also be an attitude that matches the current water surface environment, navigation speed, etc. When the cross-medium vehicle maintains the target attitude angle, the cross-medium vehicle can stably navigate and take off. Optionally, a neural network model can be pre-trained, and parameters such as navigation attitude angle, navigation speed, and wind resistance can be used as inputs. The trained neural network model outputs control parameters adjusted to the target attitude angle. The control module sends the control parameters to the DC drive module, and the DC drive module outputs a high-voltage current to the drive member according to the control parameters, so as to drive the corresponding telescopic wing to extend and retract relative to the main wing through each drive member.

[0082] In some embodiments, S120 includes:

[0083] S210, when the cross-medium vehicle is sailing on the water surface, detecting a sailing attitude angle and a sailing speed of the cross-medium vehicle;

[0084] S220, controlling at least one retractable wing to be retracted relative to the main wing according to the navigation attitude angle and the navigation speed.

[0085] See also Figure 7 , the navigation speed of the cross-medium aircraft can be collected through the speed sensor 601, and the navigation attitude angle of the cross-medium aircraft can be collected through the attitude sensor 602. The raw data collected by the speed sensor 601 and the attitude sensor 602 can also be processed and filtered to obtain accurate navigation speed and navigation attitude angle. The navigation attitude angle can include the navigation roll angle, navigation pitch angle, and navigation yaw angle of the cross-medium aircraft. Sensor data processing, the data collected by the sensor

[0086] The control module 50 calculates the difference between the target attitude angle and the navigation attitude angle, and derives each attitude angle difference to obtain a difference derivative used to characterize the speed of change of the attitude angle over time. The attitude angle difference and the difference derivative are input into the proportional, integral and differential control algorithm (Proportional Integral Derivative, PID), and the three parameters P, I, and D are determined according to the difference derivative. The attitude angle difference is used as the independent variable, and the control parameter of the telescopic length of the telescopic wing relative to the main wing is used as the dependent variable to calculate the telescopic length of each telescopic wing relative to the main wing. The actual attitude angle of the aircraft is obtained again and the above steps are repeated to calculate the control amount of the adaptive telescopic hydrofoil. The telescopic length of each hydrofoil can be automatically adjusted according to the actual attitude change and navigation speed change of the aircraft.

[0087] In some embodiments, S220 includes:

[0088] S310, determining a telescopic length range according to the navigation speed, wherein the magnitude of the navigation speed is positively correlated with the minimum value of the telescopic length range, and the magnitude of the navigation speed is positively correlated with the maximum value of the telescopic length range;

[0089] S320, comparing the navigation attitude angle and the target attitude angle to obtain an attitude angle difference;

[0090] S330, controlling the telescopic wing to be telescopic relative to the main wing within a telescopic length range according to the attitude angle difference.

[0091] Different sailing speeds correspond to different telescopic length ranges. The greater the sailing speed, the greater the minimum and maximum values ​​of the telescopic length range, and the smaller the sailing speed, the smaller the minimum and maximum values ​​of the telescopic length range. The telescopic length range is a calculated value, so the maximum value of the telescopic length range can be greater than the maximum telescopic distance of the telescopic wing relative to the main wing, and the minimum value of the telescopic length range can also be greater than the minimum telescopic distance of the telescopic wing relative to the main wing.

[0092] By setting the telescopic length range according to the navigation speed, and then controlling the telescopic wing to extend and retract relative to the main wing within the telescopic length range according to the attitude angle difference, the extension and retraction of the telescopic wing is associated with the navigation speed.

[0093] In some embodiments, the navigation attitude angle includes a navigation pitch angle, the target attitude angle includes a target pitch angle, and the attitude angle difference includes a pitch angle difference calculated according to the navigation pitch angle and the target pitch angle; S330 includes:

[0094] S410, when the pitch angle difference is greater than a first preset value, generating a telescopic length corresponding to each telescopic wing relative to the main wing;

[0095] S420, according to the first priority and telescopic length of each hydrofoil, sequentially controlling the driving assembly of each hydrofoil to drive its telescopic wing to telescope relative to the main wing within the telescopic length range;

[0096] Among them, the priority of the first front wing is higher than that of the first rear wing, and the priority of the second front wing is higher than that of the second rear wing.

[0097] The pitch angle of the cross-medium aircraft is the angle between the central axis of the coordinate system of the cross-medium aircraft and the horizontal plane, and the angle between the axis of the aircraft body 10 and the vector pointing to the head of the aircraft body 10 and the ground. When the head of the aircraft body 10 is raised, the pitch angle of the cross-medium aircraft increases, and when the head of the aircraft body 10 is lowered, the pitch angle of the cross-medium aircraft decreases.

[0098] The first preset value is a value preset by a person skilled in the art. When the pitch angle difference is greater than the first preset value, it indicates that the difference between the navigation pitch angle and the target pitch angle is large, and the telescopic wing needs to be controlled to extend and retract to adjust the navigation attitude angle. When the pitch angle difference is greater than the first preset value, the telescopic length corresponding to each telescopic wing relative to the main wing is generated, thereby avoiding frequent adjustment of the telescopic wing extension and retraction.

[0099] When the pitch angle difference is greater than the first preset value, the telescopic wings are controlled to be extended and retracted with reference to the first priority. The first priority stipulates that the priority of the first front wing is higher than that of the first rear wing, and the priority of the second front wing is higher than that of the second rear wing, that is, when the pitch angle needs to be adjusted, the first front wing and the second front wing are adjusted first, and the first rear wing and the second rear wing cooperate with the first front wing and the second front wing for fine-tuning. The telescopic wings of the first front wing and the telescopic wings of the second front wing can be extended or retracted at the same time. If the telescopic wings of the first front wing and the telescopic wings of the second front wing reach the maximum or minimum extension value, and the navigation pitch angle does not meet the target pitch angle, the telescopic wings of the first rear wing and the telescopic wings of the second rear wing are further adjusted.

[0100] Exemplarily, the first front wing 1a and the second front wing 1b are closer to the head of the aircraft body 10 than the first rear wing 1c and the second rear wing 1d. The telescopic wings 12 of the first front wing 1a and the telescopic wings 12 of the second front wing 1b extend out of the receiving cavity 111, and the telescopic wings 12 of the first rear wing 1c and the telescopic wings 12 of the second rear wing 1d retract into the receiving cavity 111. The lift provided by the first front wing 1a and the second front wing 1b to the aircraft body 10 is greater than the lift provided by the first rear wing 1c and the second rear wing 1d to the aircraft body 10, so that the head of the aircraft body 10 is lifted, and the pitch angle of the cross-medium aircraft is increased.

[0101] The telescopic wings 12 of the first rear wing 1c and the telescopic wings 12 of the second rear wing 1d extend out of the accommodating cavity 111, and the telescopic wings 12 of the first front wing 1a and the telescopic wings 12 of the second front wing 1b are accommodated in the accommodating cavity 111. The lift provided by the first front wing 1a and the second front wing 1b to the aircraft body 10 is less than the lift provided by the first rear wing 1c and the second rear wing 1d to the aircraft body 10, so that the tail of the aircraft body 10 is lifted and the head is lowered, and the pitch angle of the cross-medium aircraft increases or decreases.

[0102] In some embodiments, the navigation attitude angle includes a navigation roll angle, the target attitude angle includes a target roll angle, and the attitude angle difference includes a roll angle difference calculated according to the navigation roll angle and the target roll angle; S330 includes:

[0103] S510, when the roll angle difference is greater than a second preset value, determining a deflection direction of the cross-medium vehicle according to the navigation roll angle and the target roll angle, and generating a telescopic length corresponding to each telescopic wing relative to the main wing;

[0104] S520, according to the second priority and telescopic length of each hydrofoil, sequentially controlling the driving assembly of each hydrofoil to drive its telescopic wing to telescope relative to the main wing within the telescopic length range;

[0105] Wherein, when the deflection direction of the cross-medium aircraft is the direction from the first front wing to the second front wing, the priority of the second front wing, the priority of the second rear wing, the priority of the first front wing, and the priority of the first rear wing are reduced in sequence;

[0106] When the deflection direction of the cross-medium vehicle is from the second front wing to the first front wing, the priority of the first front wing, the priority of the first rear wing, the priority of the second front wing, and the priority of the second rear wing decrease in sequence.

[0107] The roll angle of the cross-medium vehicle is the angle between the horizontal axis of the coordinate system of the cross-medium vehicle and the horizontal plane. Roll is the rotation of the cross-medium vehicle around the central axis, and clockwise rotation around the central axis is positive.

[0108] The second preset value is a value preset by a person skilled in the art. When the roll angle difference is greater than the second preset value, it indicates that the difference between the navigation roll angle and the target roll angle is large, and the telescopic wing needs to be controlled to extend and retract to adjust the navigation attitude angle. When the roll angle difference is greater than the first preset value, the telescopic length of each telescopic wing relative to the main wing is generated, thereby avoiding frequent adjustment of the telescopic wing extension and retraction.

[0109] When the pitch angle difference is greater than the first preset value, the retractable wings are controlled to be retracted with reference to the second priority. The second priority stipulates that when the deflection direction of the cross-medium aircraft is from the first front wing to the second front wing, the priority of the second front wing, the priority of the second rear wing, the priority of the first front wing, and the priority of the first rear wing are reduced in sequence;

[0110] When the deflection direction of the cross-medium vehicle is from the second front wing to the first front wing, the priority of the first front wing, the priority of the first rear wing, the priority of the second front wing, and the priority of the second rear wing decrease in sequence.

[0111] The telescopic wing of the first front wing or the telescopic wing of the second front wing can be controlled to extend or contract first. If the telescopic wing of the first front wing and the telescopic wing of the second front wing reach the maximum or minimum extension value, and the sailing roll angle does not meet the target pitch angle, the telescopic wing of the first rear wing and the telescopic wing of the second rear wing are further adjusted.

[0112] Exemplarily, the telescopic wings 12 of the first front wing 1a and the telescopic wings 12 of the first rear wing 1c extend out of the accommodating cavity 111, and the telescopic wings 12 of the second front wing 1b and the telescopic wings 12 of the second rear wing 1d are accommodated in the accommodating cavity 111, and the lift provided by the telescopic wings 12 of the first front wing 1a and the first rear wing 1c to the aircraft body 10 is greater than the lift provided by the telescopic wings 12 of the second front wing 1b and the second rear wing 1d to the aircraft body 10, generating a rolling force from the first front wing 1a to the second front wing 1b, and the side of the aircraft body 10 where the first front wing 1a and the first rear wing 1c are located is lifted.

[0113] The telescopic wings 12 of the second front wing 1b and the telescopic wings 12 of the second rear wing 1d extend out of the accommodating cavity 111, and the telescopic wings 12 of the first front wing 1a and the telescopic wings 12 of the first rear wing 1c are accommodated in the accommodating cavity 111. The lift provided by the telescopic wings 12 of the first front wing 1a and the first rear wing 1c to the aircraft body 10 is smaller than the lift provided by the telescopic wings 12 of the second front wing 1b and the second rear wing 1d to the aircraft body 10, thereby generating a rolling force from the second front wing 1b to the first front wing 1a, and the side of the aircraft body 10 where the second front wing 1b and the second rear wing 1d are located is lifted.

[0114] In some embodiments, S330 includes:

[0115] S610, determining the telescopic speed according to the attitude angle difference, where the attitude angle difference is positively correlated with the telescopic speed;

[0116] S620, controlling the telescopic wing to telescope relative to the main wing at a telescopic speed within a telescopic length range.

[0117] The greater the attitude angle difference, the greater the retraction speed, that is, the greater the retraction speed of the retractable wing relative to the main wing, thereby achieving rapid adjustment.

[0118] According to the embodiments of the present application as above, these embodiments do not describe all the details in detail, nor do they limit the invention to specific embodiments. Obviously, many modifications and changes can be made based on the above description. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present application, so that those skilled in the art can make good use of the present application and the modifications based on the present application. The present application is only limited by the claims and their full scope and equivalents.

Claims

1. A control method for a cross-medium vehicle, characterized in that: The method is applied to a cross-medium vehicle, the cross-medium vehicle comprising: a vehicle body and a stabilizing mechanism, the stabilizing mechanism comprising a plurality of hydrofoils, the hydrofoils comprising a main wing, a telescopic wing and a driving assembly, the main wing having a receiving cavity for receiving the telescopic wing, the driving assembly being arranged in the receiving cavity and connected to the telescopic wing, the driving assembly being used to drive the telescopic wing to extend and retract relative to the main wing; the plurality of hydrofoils comprising a first front wing and a second front wing arranged opposite to each other in a second direction, and a first rear wing and a second rear wing arranged opposite to each other in the second direction, the first front wing and the first rear wing being arranged along a third direction, and the second front wing and the second rear wing being arranged along the third direction; The method comprises: When the cross-medium vehicle is sailing underwater or in the air, controlling the telescopic wing to retract into the receiving cavity; When the cross-medium vehicle is sailing on the water surface, controlling at least one of the retractable wings to be retracted relative to the main wing, so that the navigation attitude angle of the cross-medium vehicle is a target attitude angle; Wherein, when the cross-medium vehicle is sailing on the water surface, controlling at least one of the retractable wings to retract relative to the main wing comprises: When the cross-medium vehicle is sailing on the water surface, detecting the sailing attitude angle and the sailing speed of the cross-medium vehicle; Determine the telescopic length range according to the navigation speed, the magnitude of the navigation speed is positively correlated with the minimum value of the telescopic length range, and the magnitude of the navigation speed is positively correlated with the maximum value of the telescopic length range; Comparing the navigation attitude angle with the target attitude angle to obtain an attitude angle difference; According to the attitude angle difference, controlling the telescopic wing to extend and retract relative to the main wing within the telescopic length range; Wherein, the navigation attitude angle includes a navigation pitch angle, the target attitude angle includes a target pitch angle, and the attitude angle difference includes a pitch angle difference calculated according to the navigation pitch angle and the target pitch angle; and controlling the telescopic wing to telescope relative to the main wing within the telescopic length range according to the attitude angle difference includes: When the pitch angle difference is greater than a first preset value, generating a telescopic length corresponding to each telescopic wing relative to the main wing; According to the first priority and the telescopic length of each hydrofoil, sequentially controlling the driving assembly of each hydrofoil to drive its telescopic wing to telescope relative to the main wing within the telescopic length range; The priority of the first front wing is higher than that of the first rear wing, and the priority of the second front wing is higher than that of the second rear wing.

2. The control method of a cross-media vehicle according to claim 1, characterized in that: The navigation attitude angle includes a navigation roll angle, the target attitude angle includes a target roll angle, and the attitude angle difference includes a roll angle difference calculated according to the navigation roll angle and the target roll angle; The controlling the telescopic wing to telescope relative to the main wing within the telescopic length range according to the attitude angle difference comprises: In the case where the roll angle difference is greater than a second preset value, determining the deflection direction of the cross-medium vehicle according to the navigation roll angle and the target roll angle, and generating a telescopic length corresponding to each telescopic wing relative to the main wing; According to the second priority and the telescopic length of each hydrofoil, sequentially controlling the driving assembly of each hydrofoil to drive its telescopic wing to telescope relative to the main wing within the telescopic length range; Wherein, when the deflection direction of the cross-medium aircraft is the direction from the first front wing to the second front wing, the priority of the second front wing, the priority of the second rear wing, the priority of the first front wing, and the priority of the first rear wing are sequentially decreased; When the deflection direction of the cross-medium vehicle is from the second front wing to the first front wing, the priority of the first front wing, the priority of the first rear wing, the priority of the second front wing, and the priority of the second rear wing decrease in sequence.

3. The control method of a cross-media vehicle according to claim 1, characterized in that: The controlling the telescopic wing to telescope relative to the main wing within the telescopic length range according to the attitude angle difference comprises: Determine the telescopic speed according to the attitude angle difference, wherein the attitude angle difference is positively correlated with the telescopic speed; The telescopic wing is controlled to be telescopic relative to the main wing within the telescopic length range at the telescopic speed.

4. A cross-media aircraft, characterized in that: The cross-media vehicle is used to execute the control method of the cross-media vehicle according to any one of claims 1 to 3, and the cross-media vehicle comprises: Aircraft body; The stabilizing mechanism comprises a plurality of hydrofoils, wherein the hydrofoils comprise a main wing, a telescopic wing and a driving assembly, wherein the main wing has a receiving cavity for receiving the telescopic wing, the driving assembly is arranged in the receiving cavity and connected to the telescopic wing, and the driving assembly is used to drive the telescopic wing to extend and retract relative to the main wing.

5. The cross-media aircraft according to claim 4, characterized in that: The main wing comprises a first end and a second end which are arranged opposite to each other along a first direction, the first end being used for connecting with the aircraft body, and the driving assembly being used for driving the telescopic wing to extend from the second end to the outside of the receiving cavity and to retract into the receiving cavity; Along the direction from the first end to the second end, the cross-sectional area of ​​the main wing gradually decreases.

6. The cross-media aircraft according to claim 5, characterized in that: The telescopic wing comprises a third end and a fourth end arranged along the first direction, and the driving assembly is used to drive the telescopic wing to extend and retract relative to the main wing, so that the fourth end extends out of the receiving cavity or retracts into the receiving cavity; Along the direction from the third end to the fourth end, the cross-sectional area of ​​the telescopic wing gradually decreases.

7. The cross-media aircraft according to claim 4, characterized in that: The driving assembly includes a driving member, a screw rod, a slider and a push rod, the driving member is used to drive the screw rod to rotate, the slider is sleeved on the outside of the screw rod, the push rod is sleeved on the outside of the screw rod, and the push rod connects the slider and the telescopic wing.

8. The cross-media aircraft according to claim 4, characterized in that: The plurality of hydrofoils include a first front wing and a second front wing arranged opposite to each other in a second direction, and a first rear wing and a second rear wing arranged opposite to each other in the second direction, the first front wing and the first rear wing being arranged along a third direction, and the second front wing and the second rear wing being arranged along the third direction; When the cross-medium vehicle is in the surface navigation mode, the retractable wing of at least one of the first front wing, the second front wing, the first rear wing and the second rear wing extends out of the receiving cavity to adjust the navigation attitude angle of the cross-medium vehicle.

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