A cross-medium aircraft

Abstract

The present invention proposes a cross-medium aircraft, comprising a fuselage, a main wing unit, a tail unit, a main wing deployment unit and a limiting unit; the fuselage is provided with a guide rail along the central axis; the main wing unit comprises a fixed wing and two movable wings, the fixed wing is fixedly mounted on the fuselage, and the movable wing is rotatably mounted on the fuselage; the main wing deployment unit comprises an elastic member, a slider and two connecting rods, the two ends of the elastic member are respectively connected to the slider and the fuselage; the slider is slidably mounted in the guide rail; the two ends of the connecting rod are respectively hinged to the movable wing and the slider; the limiting unit comprises a first limiting block and a second limiting block; the first limiting block is used to limit the slider, and the elastic member is configured to accumulate elastic potential energy when the slider is limited by the first limiting block; the second limiting block is used to limit the slider when the slider slides between the second limiting block and the fixed wing. The present invention uses a simple mechanical structure to achieve rapid deployment of the movable wing, thereby improving reliability, and the deployment method is simple, reducing costs.

Description

Technical Field

[0001] The present invention relates to the technical field of seaplanes, and in particular to a cross-medium aircraft. Background Art

[0002] A cross-medium aircraft is a device capable of both aerial and underwater flight, falling under the categories of both aircraft and aircraft. Its capabilities allow it to combine rapid aerial maneuverability with stealthy underwater navigation. While airborne, it boasts high speed and low drag, offering a significant speed advantage and greater energy efficiency compared to underwater navigation. Compared to underwater aircraft with the same energy reserve, it boasts a longer range and shorter maneuvering time, extending its operational radius and potentially embracing more diverse uses. Furthermore, compared to traditional aircraft, it offers advantages such as underwater stealth and intermittent flight, extending its operational time. When operating over water, aircraft require continuous energy to drive propellers or other power equipment to generate kinetic energy to maintain lift. This significantly limits the aircraft's operational mission scenarios.

[0003] The swept-back folding wings used in existing trans-medium aircraft are complex to deploy and are costly. Furthermore, the design of the deployment mechanism generally relies on motor rotation. In some special cases, the motor system may rotate slowly or fail, which can easily lead to failure of the trans-medium aircraft. Summary of the Invention

[0004] In view of this, the present invention proposes a trans-medium aircraft to solve the technical problems that the existing swept-back folding wings proposed in the above background technology are complicated and costly to deploy; and the design of the deployment mechanism generally relies on the rotation of the motor. In some special cases, the motor system rotates slowly or fails, which easily leads to the failure of the trans-medium aircraft.

[0005] The technical solution of the present invention is achieved as follows:

[0006] The present invention provides a cross-medium aircraft, comprising a fuselage, a main wing unit, a tail unit, a main wing deployment unit, and a limit unit, wherein:

[0007] The fuselage is provided with a guide rail along the central axis;

[0008] The main wing unit includes a fixed wing and two movable wings, the fixed wing is fixedly mounted on the fuselage, the movable wing is rotatably mounted on the fuselage, and the two movable wings are located on both sides of the fixed wing;

[0009] The main wing deployment unit includes an elastic member, a slider, and two connecting rods. The two ends of the elastic member are respectively connected to the slider and the fuselage; the slider is slidably installed in the guide rail; the two connecting rods are respectively hinged to the two movable wings, and the ends of the connecting rods away from the movable wings are hinged to the slider.

[0010] The limiting unit includes a first limiting block and a second limiting block installed on the guide rail; the first limiting block is used to limit the slider, and the elastic member is configured to accumulate elastic potential energy when the slider is limited by the first limiting block; the second limiting block is used to limit the slider when the slider slides between the second limiting block and the fixed wing.

[0011] On the basis of the above technical solution, preferably, the limiting unit also includes a pushing member, one end of which is hinged to the fuselage, and the other end is hinged to the first limiting block through a first rotating axis; the first limiting block is hinged to the guide rail through a second rotating axis.

[0012] Based on the above technical solution, preferably, when the pushing member pushes the first limit block until the slider is locked, the elastic potential energy of the elastic member is maximum, and the line connecting the first rotation axis and the second rotation axis is perpendicular to the central axis of the fuselage.

[0013] On the basis of the above technical solution, preferably, the limiting unit also includes a guide sleeve and a reset member, the guide sleeve is installed on the side of the guide rail, the reset member is installed in the guide sleeve and is located below the second limiting block, for resetting the second limiting block.

[0014] Based on the above technical solution, preferably, a guiding slope is provided on the second limit block, and an end of the guiding slope close to the tail wing unit is lower than an end close to the fixed wing;

[0015] The limiting unit further includes an electromagnet, which is located at the bottom of the guide sleeve and is used to apply a downward suction force to the second limiting block to release the limiting of the second limiting block.

[0016] Based on the above technical solution, preferably, the tail unit includes a main tail and two auxiliary tails, the main tail is fixedly connected to the fuselage, and the two auxiliary tails are rotatably mounted on the fuselage and symmetrically arranged on both sides of the main tail, and the rotation direction of the auxiliary tail is perpendicular to the rotation direction of the movable wing;

[0017] The cross-medium aircraft further comprises two auxiliary canards located at the front of the fuselage. The two auxiliary canards are symmetrically mounted on both sides of the fuselage, and the rotation direction of the auxiliary canards is parallel to the rotation direction of the auxiliary tail wing.

[0018] Based on the above technical solution, preferably, the tail wing unit also includes a folding motor, a winding wheel and a connecting rope, the folding motor is installed in the fuselage and is drive-connected to the winding wheel, the connecting rope is wound around the winding wheel, and one end is connected to the slider.

[0019] On the basis of the above technical solution, preferably, the first limiting block is provided with an abutting surface for abutting against the sliding block, the abutting surface is provided close to one side of the tail wing unit, and the abutting surface is an arc-shaped surface.

[0020] On the basis of the above technical solution, preferably, the main wing unit further includes two bearings, the bearings are mounted on the fuselage, the movable wings are mounted on the bearings, and when the main wing unit is in the unfolded state, the movable wings abut against the sides of the fixed wings.

[0021] On the basis of the above technical solution, preferably, it also includes a dual-purpose propeller and a blade motor, wherein the dual-purpose propeller is installed at the front of the fuselage for realizing underwater navigation and air flight, and the blade motor is located inside the fuselage and is driven and connected to the dual-purpose propeller.

[0022] The cross-medium aircraft of the present invention has the following advantages over the prior art:

[0023] (1) The slider is limited by the first limit block, and the elastic member is configured to accumulate elastic potential energy when the slider is limited by the first limit block. When the first limit block releases the limit on the slider, the elastic potential energy of the elastic member is released, thereby pushing the slider to move in a direction away from the tail wing unit, so as to push the two movable wings to be quickly deployed. The simple mechanical structure is used to achieve rapid deployment of the movable wings, thereby improving reliability, simplifying the deployment method, and reducing costs. In addition, the second limit block is used to limit the slider when the slider slides between the second limit block and the fixed wing, thereby preventing the movable wings from folding due to external force after being deployed into place, thereby improving reliability and stability.

[0024] (2) One end of the pushing member is hinged to the fuselage, and the other end is hinged to the first limit block through a first rotating shaft; the first limit block is hinged to the guide rail through a second rotating shaft; the pushing member contracts in length, driving the first limit block to rotate around the second rotating shaft, so that the slider is limited by the first limit block and pulls the elastic member to contract to accumulate elastic potential energy. When the limit is released, it is only necessary to extend the pushing member to drive the first limit block to rotate in the opposite direction. This structure is simple and can instantly release the slider, thereby realizing rapid movement of the slider and rapid deployment of the movable wing.

[0025] (3) The guide sleeve is installed on the side of the guide rail, and the reset member is installed in the guide sleeve and is located below the second limit block. When the slider slides to between the first limit block and the fixed wing, the reset member pushes the second limit block to move upward for reset, so that the second limit block limits the slider when the movable wing is unfolded. The structure is simple and can prevent the movable wing from folding backward when it encounters large resistance during flight, resulting in insufficient lift for the aircraft, thereby improving reliability.

[0026] (4) A guiding slope is provided on the second limit block, and the end of the guiding slope close to the tail wing unit is lower than the end close to the fixed wing; when the slider passes through the second limit block, it first contacts the guiding slope, compresses the reset member to make the second limit block move downward, and when it slides between the second limit block and the fixed wing, the second limit block moves upward under the action of the reset member; in order to release the limit of the second limit block, the electromagnet applies a downward suction force to the second limit block, overcomes the supporting force of the reset member through the magnetic field force, and realizes the unlocking of the second limit block, which has a simple structure and low cost;

[0027] (5) Two auxiliary tail wings are rotatably mounted on the fuselage and symmetrically arranged on both sides of the main tail wing, and the rotation direction of the auxiliary tail wings is perpendicular to the rotation direction of the movable wings; two auxiliary front wings are symmetrically mounted on both sides of the fuselage, and the rotation direction of the auxiliary front wings is parallel to the rotation direction of the auxiliary tail wings. By controlling the angle of attack of the auxiliary tail wings and the auxiliary front wings, the cross-medium aircraft can realize actions such as floating, diving, horizontal movement, level flight, pull-up and dive. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0029] Figure 1 is a three-dimensional diagram of a cross-medium aircraft in an embodiment of the present invention;

[0030] Figure 2 is a top view of the trans-medium aircraft in an embodiment of the present invention with its movable wings folded;

[0031] Figure 3 is a top view of the cross-medium aircraft in an embodiment of the present invention with its movable wings deployed;

[0032] Figure 4 is a front view of a main wing unit according to an embodiment of the present invention;

[0033] Figure 5 is a perspective view of a main wing unit according to an embodiment of the present invention;

[0034] Figure 6 This is a structural diagram of the first limit block in a locked state in an embodiment of the present invention;

[0035] Figure 7 Schematic diagram of the structure of the first limiting block and the pushing member in an embodiment of the present invention;

[0036] Figure 8 Schematic diagram of the structure of the pusher in the folded state of the movable wings in an embodiment of the present invention;

[0037] Figure 9 Schematic diagram of the structure of the pusher in the unfolded state of the movable wings in an embodiment of the present invention;

[0038] Figure 10 Schematic diagram of the structure of the second limit block, the guide sleeve and the reset member in an embodiment of the present invention;

[0039] Figure 11 Schematic diagram of the state and force during diving in an embodiment of the present invention;

[0040] Figure 12 Schematic diagram of the floating state and force in an embodiment of the present invention;

[0041] Figure 13 Schematic diagram of the state and force during translation in an embodiment of the present invention;

[0042] Figure 14 Schematic diagram of the control process of diving in an embodiment of the present invention;

[0043] Figure 15 Schematic diagram of the control process of floating in an embodiment of the present invention.

[0044] Explanation of reference numerals: 100 - fuselage, 200 - main wing unit, 300 - tail unit, 400 - main wing deployment unit, 500 - limit unit;

[0045] 110-intermediate part, 111-guide rail, 120-front cabin, 121-auxiliary front wing, 122-dual-purpose propeller, 130-tail cabin;

[0046] 210-fixed wing, 220-movable wing, 230-bearing;

[0047] 310-main tail, 320-auxiliary tail;

[0048] 410-elastic member, 420-slider, 430-connecting rod;

[0049] 510 - first limiting block, 511 - first rotating shaft, 512 - second rotating shaft, 513 - abutting surface, 520 - second limiting block, 521 - guide inclined surface, 530 - pushing member, 540 - guide sleeve, 550 - reset member. DETAILED DESCRIPTION

[0050] The following will be combined with the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0051] Reference Figure 1-15 As shown, an embodiment of the present invention provides a cross-medium aircraft, including a fuselage 100, a main wing unit 200, a tail unit 300, a main wing deployment unit 400 and a limit unit 500, wherein:

[0052] The fuselage 100 is provided with a guide rail 111 along the central axis. The fuselage 100 includes a head compartment 120, a middle piece 110, and a tail compartment 130. The middle piece 110 connects the head compartment 120 and the tail compartment 130, respectively. The guide rail 111 is provided on the middle piece 110 and can be a groove provided on the top of the middle piece 110.

[0053] The main wing unit 200 includes a fixed wing 210, two movable wings 220, and two bearings 230. The fixed wing 210 is fixedly mounted on the fuselage 100, and the movable wings 220 are rotatably mounted on the fuselage 100. The two movable wings 220 are located on both sides of the fixed wing 210. The bearings 230 are mounted on the rear plane of the nose cabin 120, and the movable wings 220 are mounted on the bearings 230, enabling the movable wings 220 to be rotatably mounted and reducing the resistance to the rotation of the movable wings 220.

[0054] The main wing deployment unit 400 includes an elastic member 410, a slider 420, and two connecting rods 430. The elastic member 410 can be a spring. The two ends of the elastic member 410 are respectively connected to the slider 420 and the tail compartment 130 of the fuselage 100; the slider 420 is slidably mounted in the guide rail 111; the two connecting rods 430 are respectively hinged to the two movable wings 220, and the ends of the connecting rods 430 away from the movable wings 220 are hinged to the slider 420; the slider 420 includes a connecting portion and a sliding portion. The two ends of the top surface of the connecting portion are respectively hinged to the two connecting rods 430, the sliding portion is vertically connected to the connecting portion, and the sliding portion is slidably mounted in the guide rail 111.

[0055] The limiting unit 500 includes a first limiting block 510 and a second limiting block 520 installed on the guide rail 111; the first limiting block 510 is used to limit the slider 420, and the elastic member 410 is configured to accumulate elastic potential energy when the slider 420 is limited by the first limiting block 510; the second limiting block 520 is used to limit the slider 420 when the slider 420 slides between the second limiting block 520 and the fixed wing 210.

[0056] When the first limit block 510 releases the limit on the slider 420, the elastic potential energy of the elastic member 410 is released, thereby pushing the slider 420 to move in the direction away from the tail wing unit 300, so as to push the two movable wings 220 to unfold quickly. When the spring continuously changes to restore its original length, it pushes the slider 420 to move forward continuously to unfold the movable wings 220. Before the elastic potential energy is completely released, the inner walls of the two movable wings 220 will be close to the outer sides of the fixed wings 210, and the movable wings 220 are positively limited. At this time, the second limit block 520 slides between the second limit block 520 and the fixed wing 210, and the second limit block 520 limits the slider 420.

[0057] The cross-medium aircraft proposed in this embodiment utilizes a simple mechanical structure to achieve rapid deployment of the movable wings 220, thereby improving reliability, simplifying the deployment method, and reducing costs. In addition, when the slider 420 slides between the second limit block 520 and the fixed wing 210, the slider 420 is limited by the second limit block 520 to prevent the movable wings 220 from folding due to external force after being deployed into place, thereby improving reliability and stability.

[0058] In some embodiments, the limiting unit 500 further includes a pusher 530, one end of which is hinged to the tail compartment 130 of the fuselage 100, and the other end of which is hinged to the first limiting block 510 via a first rotation axis 511; the first limiting block 510 is hinged to the guide rail 111 via a second rotation axis 512. In this embodiment, the pusher 530 can be an electric push rod. By contracting the pusher 530, the first limiting block 510 is driven to rotate about the second rotation axis 512, so that the slider 420 is limited by the first limiting block 510 and the elastic member 410 is contracted to accumulate elastic potential energy. To release the limit, the pusher 530 only needs to extend to drive the first limiting block 510 to rotate in the opposite direction. This structure is simple and can instantly release the slider 420, achieving rapid movement of the slider 420 and rapid deployment of the movable wing 220.

[0059] In some embodiments, when the pusher 530 pushes the first limit block 510 until the slider 420 is locked, the elastic potential energy of the elastic member 410 is maximized, and the line connecting the first rotation axis 511 and the second rotation axis 512 is perpendicular to the central axis of the fuselage 100. When the slider 420 is locked by the first limit block 510, the electric push rod is at its shortest extension. At this time, the line connecting the first rotation axis 511 and the second rotation axis 512 on the first limit block 510 is perpendicular to the central axis of the fuselage 100. At this time, the inner side of the first limit block 510 blocks the elastic member 410, maintaining the elastic potential energy of the elastic member 410. At this time, the axis of the pusher 530 is not parallel to the central axis of the fuselage 100. When the first limit block 510 is unlocked, the pusher 530 can cause the slider 420 to move rapidly, thereby achieving rapid deployment of the movable wing 220.

[0060] In some embodiments, the limiting unit 500 further includes a guide sleeve 540 and a reset member 550. The guide sleeve 540 is mounted on the side of the guide rail 111. The reset member 550 is mounted in the guide sleeve 540 and is located below the second limiting block 520, and is used to reset the second limiting block 520. In this embodiment, the reset member 550 can be a spring. When the slider 420 slides between the first limiting block 510 and the fixed wing 210, the reset member 550 pushes the second limiting block 520 to move upward for reset, thereby enabling the second limiting block 520 to limit the slider 420 when the movable wing 220 is deployed. This has a simple structure and can prevent the movable wing 220 from folding backward when encountering large resistance during flight, resulting in insufficient lift for the aircraft, thereby improving reliability.

[0061] In some embodiments, a guide slope 521 is provided on the second limit block 520, and the end of the guide slope 521 close to the tail wing unit 300 is lower than the end close to the fixed wing 210; the limit unit 500 also includes an electromagnet, which is located at the bottom of the guide sleeve 540 and is used to apply a downward suction force to the second limit block 520 to release the limit of the second limit block 520. When the slider 420 passes through the second limit block 520, it first contacts the guide slope 521, compresses the reset member 550, and moves the second limit block 520 downward. When it slides between the second limit block 520 and the fixed wing 210, the second limit block 520 moves upward under the action of the reset member 550, thereby realizing the reverse limit of the slider 420 in the expanded state; in order to release the limit of the second limit block 520, the electromagnet applies a downward suction force to the second limit block 520, overcomes the elastic supporting force of the reset member 550 through the magnetic field force, and realizes the unlocking of the second limit block 520. The structure is simple and the cost is low.

[0062] In some embodiments, the tail unit 300 includes a main tail 310 and two auxiliary tails 320, the main tail 310 is fixedly connected to the fuselage 100, the main tail 310 is mounted on the tail cabin 130, and two tail servos are provided in the tail cabin 130 to control the rotation of the two auxiliary tails 320, the two auxiliary tails 320 are rotatably mounted on the fuselage 100 and symmetrically arranged on both sides of the main tail 310, and the rotation direction of the auxiliary tail 320 is perpendicular to the rotation direction of the movable wing 220; the cross-medium aircraft also includes two auxiliary canards 121 located at the front of the fuselage 100, the two auxiliary canards 121 are symmetrically rotatably mounted on both sides of the bow cabin 120, and the rotation direction of the auxiliary canards 121 is parallel to the rotation direction of the auxiliary tail 320, and the bow cabin 120 is also designed with two front servos to control the rotation of the two auxiliary canards 121. By controlling the angle of attack of the auxiliary tail wing 320 and the auxiliary front wing 121, the cross-medium aircraft can achieve actions such as ascent, descent, translation, level flight, lift, and dive. The principles of ascent and lift, descent and dive, translation, and level flight are the same and can be controlled in the same way. This patent does not discuss possible differences in angle control. The following is a specific example illustrating the principles of diving, ascent, and translation:

[0063] For diving, a rotational torque is required to make the aircraft sink to the head and rise to the tail under water. At this time, for the aircraft with a pair of auxiliary front wings 121 and a pair of auxiliary tail wings 320, this patent designs a way to reverse the auxiliary wings, such as Figure 11 As shown. Combining the Bernoulli principle, during normal navigation, water flows through the airfoil section, and the pressure difference caused by the flow velocity difference gives the aircraft an upward lift. When diving, the auxiliary front wing 121 is adjusted as shown below. Figure 11 The perspective is rotated counterclockwise by a certain angle, while the auxiliary tail wing 320 rotates clockwise. At this point, when the water flow is from left to right as shown in the figure, the water resistance on the auxiliary front wing 121 increases and is perpendicular to the wing and downward. The auxiliary tail wing 320 is affected by the incoming flow, generating lift. The lift angle is perpendicular to the wing and upward as shown in the figure. Therefore, in this situation, the auxiliary front wing 121 and the auxiliary tail wing 320 jointly generate a force couple that causes the aircraft to rotate in the water as shown, achieving the diving motion required by this patent.

[0064] For floating, Figure 12 As shown, the auxiliary front wing 121 rotates clockwise and the auxiliary tail wing 320 rotates counterclockwise during the ascent, which is exactly the opposite of the diving movement requirement. At this time, the auxiliary front wing 121 generates lift and the auxiliary tail wing 320 generates downward pressure. The auxiliary front wing 121 and the auxiliary tail wing 320 cooperate to generate a clockwise rotating force couple to complete the ascent movement posture adjustment.

[0065] For translation, Figure 13 As shown, the auxiliary front wing 121 and the auxiliary tail wing 320 are reset, and the auxiliary front wing 121 and the auxiliary tail wing 320 remain parallel to the main wing unit 200, without exerting a couple of force on the fuselage 100, thereby achieving translational motion.

[0066] In some embodiments, the tail unit 300 further includes a folding motor, a winding wheel, and a connecting rope. The folding motor is installed in the tail compartment 130 of the fuselage 100 and is drivingly connected to the winding wheel. The connecting rope is wound around the winding wheel, and one end is connected to the slider 420. The folding motor drives the winding wheel to rotate, thereby reeling the nylon rope. The nylon rope pulls the slider 420, compressing the spring and completing the folding of the movable wing 220. Before folding is completed, the first limit block 510 remains in the open state (i.e., it does not block the slider 420). After folding is completed, it is reset to achieve the first limit block 510 limiting the position of the slider 420.

[0067] In some embodiments, the first stopper 510 is provided with an abutting surface 513 for abutting the slider 420. The abutting surface 513 is disposed near one side of the tail unit 300 and is an arc-shaped surface. When pushed by the pusher 530, the first stopper 510 rotates relative to the top of the push rod about the first rotation axis 511. Simultaneously, the first stopper 510 also rotates about the second rotation axis. As the first stopper 510 further pushes the slider 420 to compress the spring, the contact area between the abutting surface 513 and the slider 420 gradually decreases. At this point, the pusher 530 also rotates. When the first stopper 510 is fully rotated into position, the abutting surface 513 no longer blocks the slider 420. The slider 420 rapidly moves forward under the action of the elastic member 410, completing wing deployment.

[0068] In some embodiments, when the main wing unit 200 is deployed, the movable wings 220 abut against the sides of the fixed wings 210. When the movable wings 220 are fully deployed, the inner walls of the two movable wings 220 will be in close contact with the outer sides of the fixed wings 210, and the movable wings 220 are positively restrained, thereby improving the reliability and stability of the device.

[0069] In some embodiments, the trans-medium aircraft further includes a dual-purpose propeller 122 and a blade motor. The dual-purpose propeller 122 is mounted in front of the front compartment of the fuselage 100. The dual-purpose propeller 122 can simultaneously meet the requirements of underwater navigation and aerial flight. The blade motor is located inside the fuselage 100 and is drivingly connected to the dual-purpose propeller 122. The blade motor drives the dual-purpose propeller 122 to rotate, thereby realizing power input to the trans-medium aircraft.

[0070] In some embodiments, a control system is integrated into the nose cabin 120. The control system includes a variety of sensors, primarily including a micro-accelerometer, a magnetic sensor, a hydrophone, a flight control gyroscope, an altitude sensor, and a depth sensor. Pressure sensors and humidity sensors are also located outside the cabin. The following describes the control process for the card medium aircraft's control system regarding diving and surfacing:

[0071] For the control process of diving, such as Figure 14 As shown, the following steps are included:

[0072] Step S11: The host computer issues a diving command to control the front servo to drive the auxiliary front wing 121 forward and the rear servo to drive the tail servo backward;

[0073] Step S12: Based on the input gyroscope attitude signal, determine whether the forward tilt angle of the fuselage 100 is greater than 10 degrees. If so, proceed to step S13. Otherwise, send a control signal to the upper computer to increase the steering gear rotation angle.

[0074] Step S13: judging whether the fuselage 100 is descending too fast according to the input altitude change signal, if so, sending a signal to the upper computer to reduce the servo rotation angle, otherwise proceeding to step S14;

[0075] Step S14: Maintaining the servo rotation height;

[0076] Step S15: Based on the input height signal, determine whether the distance between the fuselage 100 and the water surface is less than 10 cm. If so, control the movable wings 220 to fold, otherwise return to step S14;

[0077] Step S16: Based on the input depth signal, determine whether the depth reaches the set depth. If so, issue a translation command and return the front and rear servos. Otherwise, proceed to step S17.

[0078] Step S17: Based on the input depth change signal, determine whether the fuselage 100 descends too slowly. If so, send a control signal to the upper computer to increase the servo rotation angle. Otherwise, maintain the posture and dive and return to step S16.

[0079] For the floating control process, such as Figure 15 As shown, the following steps are included:

[0080] Step S21: The host computer issues a floating command to control the front servo to drive the auxiliary front wing 121 to press backward, the tail servo to drive the tail servo to press forward, and the folding motor to reverse and release the nylon rope;

[0081] Step S21: Based on the input gyroscope attitude signal, determine whether the tail tilt angle of the fuselage 100 is greater than 10 degrees. If so, proceed to step S13. Otherwise, send a control signal to the upper computer to reduce the steering gear rotation angle;

[0082] Step S23: judging whether the fuselage 100 is floating up too fast according to the input altitude change signal, if so, sending a signal to increase the servo rotation angle to the upper computer, otherwise proceeding to step S24;

[0083] Step S24: Maintaining the servo rotation height;

[0084] Step S25: judging whether the fuselage 100 is above the water surface according to the input height signal, if so, controlling the movable wings 220 to unfold, otherwise returning to step S24;

[0085] Step S26: Based on the input height signal, determine whether the depth reaches the set height. If so, issue a translation command and return the front and rear servos. Otherwise, proceed to step S27.

[0086] Step S27: Based on the input altitude change signal, determine whether the fuselage 100 is climbing too fast. If so, send a control signal to the upper computer to reduce the servo rotation angle. Otherwise, maintain the attitude and climb and return to step S26.

[0087] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A cross-medium aircraft, characterized in that: It includes fuselage, main wing unit, tail unit, main wing deployment unit and limit unit, among which: The fuselage is provided with a guide rail along the central axis; The main wing unit includes a fixed wing and two movable wings, the fixed wing is fixedly mounted on the fuselage, the movable wing is rotatably mounted on the fuselage, and the two movable wings are located on both sides of the fixed wing; The main wing deployment unit includes an elastic member, a slider, and two connecting rods. The two ends of the elastic member are respectively connected to the slider and the fuselage; the slider is slidably installed in the guide rail; the two connecting rods are respectively hinged to the two movable wings, and the ends of the connecting rods away from the movable wings are hinged to the slider. The limiting unit includes a first limiting block and a second limiting block installed on the guide rail; the first limiting block is used to limit the slider, and the elastic member is configured to accumulate elastic potential energy when the slider is limited by the first limiting block; the second limiting block is used to limit the slider when the slider slides between the second limiting block and the fixed wing; the limiting unit also includes a pushing member, a guide sleeve, a reset member and an electromagnet; one end of the pushing member is hinged to the fuselage, and the other end is hinged to the first limiting block through a first rotating shaft; the first limiting block is hinged to the guide rail through the second rotating shaft; the pushing member When the movable member pushes the first limit block until the slider is locked, the elastic potential energy of the elastic member is maximum, and the line connecting the first rotation axis and the second rotation axis is perpendicular to the central axis of the fuselage; the guide sleeve is installed on the side of the guide rail, and the reset member is installed in the guide sleeve and is located below the second limit block, for resetting the second limit block; a guide slope is provided on the second limit block, and the end of the guide slope close to the tail wing unit is lower than the end close to the fixed wing; the electromagnet is located at the bottom of the guide sleeve, for applying a downward suction force to the second limit block to release the limit of the second limit block.

2. The cross-medium aircraft according to claim 1, wherein: The tail unit includes a main tail and two auxiliary tails, the main tail is fixedly connected to the fuselage, and the two auxiliary tails are rotatably mounted on the fuselage and symmetrically arranged on both sides of the main tail, and the rotation direction of the auxiliary tail is perpendicular to the rotation direction of the movable wing; The cross-medium aircraft further comprises two auxiliary canards located at the front of the fuselage. The two auxiliary canards are symmetrically mounted on both sides of the fuselage, and the rotation direction of the auxiliary canards is parallel to the rotation direction of the auxiliary tail wing.

3. The cross-medium aircraft according to claim 2, wherein: The tail unit also includes a folding motor, a winding wheel and a connecting rope. The folding motor is installed in the fuselage and is drive-connected to the winding wheel. The connecting rope is wound around the winding wheel, and one end of the connecting rope is connected to the slider.

4. The cross-medium aircraft according to claim 1, wherein: The first limiting block is provided with an abutting surface for abutting against the sliding block. The abutting surface is arranged close to one side of the tail wing unit and is an arc-shaped surface.

5. The cross-medium aircraft according to any one of claims 1 to 4, characterized in that: The main wing unit further includes two bearings, the bearings are mounted on the fuselage, the movable wings are mounted on the bearings, and when the main wing unit is in an unfolded state, the movable wings abut against the sides of the fixed wings.

6. The cross-medium aircraft according to any one of claims 1 to 4, characterized in that: It also includes a dual-purpose propeller and a blade motor. The dual-purpose propeller is installed at the front of the fuselage for achieving underwater navigation and air flight. The blade motor is located inside the fuselage and is driven and connected to the dual-purpose propeller.

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