A water-air cross-medium vehicle

Abstract

The application discloses a water-air cross-medium vehicle, comprising a driving device and a plurality of rotors, wherein the rotors comprise underwater blades and air blades; one end of the underwater blades is connected with the driving device, and the other end is connected with the air blades; the air blades can rotate relative to the underwater blades to be in an unfolded state coaxial with the underwater blades when the vehicle is in air navigation, and to be in a folded state inclined relative to the underwater blades when the vehicle is in underwater navigation; the underwater blades and the air blades are integrated to form a rotor, so that the overall layout of the rotor is more compact, and the driving can be shared to serve the air blades and the underwater blades, power transmission is more direct and efficient, energy loss caused by additional transmission devices is reduced, and therefore the volume, weight and control complexity of the propulsion system are reduced while underwater and air high-speed cruising is realized.

Description

Technical Field

[0001] This application relates to the field of unmanned aerial vehicle technology, and more particularly to a water-air cross-medium vehicle. Background Technology

[0002] The water-air hybrid vehicle combines the features of an aircraft and an underwater vehicle, possessing broad military and civilian value. Compared to traditional aircraft, the water-air hybrid vehicle can enhance its stealth capabilities through underwater navigation strategies, effectively evading detection by enemy air and coastal radars and significantly improving stealth capabilities. Compared to traditional underwater vehicles, the water-air hybrid vehicle can increase its operational range and maneuverability by using airborne flight strategies, and can also integrate underwater and airborne sensor information.

[0003] Currently, in order to adapt to navigation in both air and water, transmedia vehicles often have two different propulsion systems at different altitudes: one underwater propulsion system and one air propulsion system. This results in a large overall propulsion system size and complex control.

[0004] Therefore, existing technologies still need to be improved and developed. Summary of the Invention

[0005] The technical problem to be solved by this application is to provide a water-air cross-medium vehicle that addresses the above-mentioned deficiencies of the prior art, and aims to solve the problems of large overall propulsion system size and complex control in the prior art.

[0006] The technical solution adopted by this application to solve the technical problem is as follows:

[0007] A water-air cross-medium vehicle, comprising:

[0008] Drive unit;

[0009] Multiple rotors; the rotors include underwater rotors and air rotors; one end of the underwater rotor is connected to the drive device, and the other end is connected to the air rotor; the air rotor can rotate relative to the underwater rotor so that it is in an unfolded state coaxial with the underwater rotor when traveling in the air, and in a folded state tilted relative to the underwater rotor when traveling underwater.

[0010] The aforementioned water-air transmedium vehicle comprises two rotors forming a rotor group, with multiple rotor groups vertically distributed; when the two aerial propellers in the rotor group are in a folded state, the folding directions are opposite.

[0011] The aforementioned water-air cross-medium vehicle further includes:

[0012] The main shaft is connected to the drive device to rotate under the drive of the drive device;

[0013] The central rotor is located between the two rotors and is positioned at the top of the main shaft;

[0014] Two clamps are respectively located on both sides of the mid-section and are connected one-to-one with the two underwater propellers in the uppermost rotor assembly; the clamps can rotate relative to the mid-section around the axis of the underwater propellers.

[0015] The aforementioned water-air cross-medium vehicle further includes:

[0016] Fixture;

[0017] A pitch adjustment device is mounted on the fixed frame and connected to the clamp; the pitch adjustment device is used to drive the clamp to rotate in order to adjust the pitch of the rotor.

[0018] The aforementioned water-air cross-medium vehicle, wherein the propeller pitch adjustment device includes:

[0019] Multiple servo motors are mounted on the fixed frame;

[0020] Cross pattern;

[0021] Multiple levers correspond one-to-one with the servo motor; the bottom end of each lever is movably connected to the rocker arm of the servo motor, and the top end is movably connected to the outer disk of the cross disc, so as to drive the cross disc to tilt relative to the main shaft;

[0022] The rotor arm is movably connected at its bottom end to the inner plate of the cross disc and at its top end to the clamp, so as to drive the clamp to rotate relative to the central link.

[0023] The aforementioned water-air cross-medium vehicle, wherein there are three tie rods, which are evenly distributed along the outer circumference of the cross disc.

[0024] The aforementioned water-air cross-medium vehicle further includes:

[0025] The buoyancy adjustment chamber is fitted around the periphery of the fixed frame and can be raised and lowered relative to the fixed frame.

[0026] The aforementioned water-air cross-medium vehicle further includes:

[0027] The guide column is vertically mounted on the fixing frame;

[0028] A connector is disposed inside the buoyancy center adjustment chamber and sleeved on the outside of the guide column; the connector can move up and down along the guide column.

[0029] The aforementioned water-air transmedium vehicle comprises two rotor assemblies distributed on the upper and lower sides of the fixed frame; the drive device includes two drive mechanisms, which are respectively connected to the two rotor assemblies one-to-one to drive the rotor assemblies to rotate.

[0030] The aforementioned water-air cross-medium vehicle, wherein the drive mechanism includes:

[0031] drive;

[0032] A drive shaft, connected to the driver, rotates under the drive of the driver;

[0033] A gear assembly is fitted onto the drive shaft and connected to the rotor assembly to drive the rotor assembly to rotate.

[0034] The aforementioned water-air cross-medium vehicle further includes:

[0035] Landing gear; the landing gear is provided with receiving positions.

[0036] The aforementioned water-air cross-medium vehicle further includes:

[0037] The electronic compartment is located within the accommodating space;

[0038] An electronic equipment system is located within the electronic cabin and is electrically connected to the drive device.

[0039] Beneficial effects: This application integrates the underwater propeller and the air propeller into a single rotor and designs a composite adaptive rotor structure, making the overall layout of the rotor more compact and enabling it to share the drive device to achieve air and underwater motion. The same drive can simultaneously serve the air propeller and the underwater propeller, making power transmission more direct and efficient, reducing energy loss caused by additional transmission devices, thereby achieving high-speed underwater and air cruising while reducing the size, weight and control complexity of the propulsion system;

[0040] This application controls the pitch and roll motion of the aircraft through the aforementioned pitch adjustment device, which has the advantages of rapid response, low servo requirements, and high reliability.

[0041] The buoyancy adjustment cabin described in this application can adjust the position of the buoyancy center by lifting and moving, thereby achieving attitude conversion. This solves the problem of attitude conversion between air flight and underwater navigation and significantly improves the efficiency of underwater navigation.

[0042] The coaxial dual-rotor design of this application reduces the number of parts used, lowers structural complexity, failure rate and maintenance costs, and reduces weight and volume while ensuring stability, making the cross-medium vehicle more suitable for operation in complex environments. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the overall assembly structure of the water-air cross-medium vehicle described in this application;

[0044] Figure 2 This is a reference diagram showing the usage state of the rotor assembly when the air propeller and the underwater propeller are in a folded state, as described in this application.

[0045] Figure 3 yes Figure 1 A magnified view of a portion of point A in the middle;

[0046] Figure 4 This is a partially exploded structural diagram of the rotor described in this application;

[0047] Figure 5 The image shown is a schematic diagram of the underwater propeller described in this application.

[0048] Figure 6 This is an exploded structural diagram of the buoyancy adjustment chamber and the fixed frame described in this application;

[0049] Figure 7 This is a schematic diagram of the assembly structure of the drive device and the fixed frame described in this application;

[0050] Figure 8 This is an exploded structural diagram of the electronic compartment described in this application;

[0051] Figure 9 This is a structural schematic diagram of the landing gear described in this application. Detailed Implementation

[0052] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0053] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0054] This application provides a water-air cross-medium vehicle, such as Figure 1As shown, the water-air transmedium vehicle includes: a fixed frame 1, a drive unit 2 (such as...). Figure 7 (as shown) and at least two rotor assemblies 3; the drive unit 2 is mounted on the fixed frame 1; the rotor assemblies 3 are coaxial and vertically distributed; the rotor assembly 3 includes two horizontally distributed rotors 30; as shown Figure 1 and Figure 2 As shown, the rotor 30 includes an underwater rotor 301 and an air rotor 302; one end of the underwater rotor 301 is connected to the drive device 2, and the other end is connected to the air rotor 302; the air rotor 302 can rotate relative to the underwater rotor 301 so that it is in a deployed state coaxial with the underwater rotor 301 when flying in the air, and in a folded state tilted relative to the underwater rotor 301 when flying underwater; the two underwater rotors 301 in the rotor assembly 3 are arranged coaxially.

[0055] Specifically, each rotor assembly 3 includes two rotors 30, and each rotor 30 includes the underwater propeller 301 and the airborne propeller 302. The drive device 2 is connected to all rotor assemblies 3, thereby driving all rotors 30 to rotate. The two rotors 30 in each rotor assembly 3 are horizontally distributed, and each rotor assembly 3 includes two underwater propellers 301 and two airborne propellers 302. The two underwater propellers 301 in each rotor assembly 3 are adjacent and coaxially arranged, while the two airborne propellers 302 in each rotor assembly 3 are far apart from each other. When the airborne propeller 302 and the underwater propeller 301 are in the deployed state, the airborne propeller 302 and the underwater propeller 301 are coaxially arranged; when the airborne propeller 302 and the underwater propeller 301 are in the folded state, the central axis of the airborne propeller 302 is offset relative to the central axis of the underwater propeller 301, so that a certain angle is formed between the airborne propeller 302 and the underwater propeller 301.

[0056] For the rotor 30, the air propeller 302 is located outside the underwater propeller 301 and can rotate relative to the underwater propeller 301; when the transmedium vehicle switches from underwater to air, the air propeller 302 automatically rotates relative to the underwater propeller 301 to an deployed state under centrifugal force to provide sufficient lift for flight; when the transmedium vehicle switches from air to underwater, the air propeller 302 automatically rotates relative to the underwater propeller 301 to a folded state under the resistance of water (e.g., Figure 2 As shown, by using only the underwater propeller 301 to provide power, the drive device 2 can still maintain a high rotational speed, so as to ensure that the drive device 2 has a high output efficiency. At the same time, the folding of the air propeller 302 can reduce the resistance during underwater navigation.

[0057] As can be seen, in this application, the underwater propeller 301 and the air propeller 302 are integrated together to form a rotor 30. A composite adaptive rotor 30 structure is designed, which makes the overall layout of the rotor 30 more compact and can share the drive device 2 to achieve air and underwater movement. The same drive can serve the air propeller 302 and the underwater propeller 301 at the same time, making the power transmission more direct and efficient, reducing the energy loss caused by the additional transmission device, thereby reducing the size, weight and control complexity of the propulsion system while achieving high-speed underwater and air cruising.

[0058] In one embodiment of this application, the length of the air propeller 302 is greater than the length of the underwater propeller 301; the underwater propeller 301 has a small pitch and a short length, while the air propeller 302 has a large pitch and a long length.

[0059] Specifically, water is approximately 800 times denser than air. Therefore, even with a small propeller pitch, the propeller blades can push a large amount of water to generate sufficient thrust in water. If the propeller pitch is too large, the blades will not be able to fully utilize the power of the drive unit 2, resulting in an "overload" phenomenon, increasing energy consumption and reducing efficiency. Therefore, the underwater propeller 301 uses a small pitch to match the high drag environment of water and achieve smooth and efficient propulsion. Air, on the other hand, has a low density, much lower than water. The propeller blades must accelerate a large volume of air to generate sufficient thrust. Therefore, the air propeller requires a larger pitch to push more air with each rotation, improving flight efficiency and coverage. The blades of both the air propeller 302 and the underwater propeller 301 are made of high-strength, lightweight carbon fiber composite material, possessing excellent mechanical properties and corrosion resistance.

[0060] One embodiment of this application, such as Figure 2 As shown, when the air propeller 302 and the underwater propeller 301 are in a folded state, the air propeller 302 and the underwater propeller 301 form a 90° angle, that is, the air propeller 302 and the underwater propeller 301 are perpendicular to each other.

[0061] Specifically, in an underwater navigation environment, when the underwater propeller 301 and the airborne propeller 302 are at a 90° angle, the directions of the water flow acting on them are basically independent, resulting in a more symmetrical water flow distribution, better torque balance, and avoiding mutual interference between the wakes of the underwater propeller 301 and the airborne propeller 302. Furthermore, the 90° angle results in a symmetrical stress distribution, minimizing stress concentration at the folding point between the underwater propeller 301 and the airborne propeller 302.

[0062] One implementation method in this embodiment, such as Figure 4 As shown, the underwater propeller 301 has an opening slot 3011 at one end near the aerial propeller 302; as Figure 5As shown, the opening groove 3011 has two openings (a first opening 3012 and a second opening 3013); wherein, the first opening 3012 is located on the end face of the underwater propeller 301, and the second opening 3013 is located on the side of the underwater propeller 301, and the first opening 3012 and the second opening 3013 are connected, so that the opening groove 3011 forms a receiving groove with a 90° opening. Therefore, under the receiving and limiting effect of the opening groove 3011, when the aerial propeller 302 rotates relative to the underwater propeller 301, it can only rotate along the opening of the opening groove 3011, and the maximum rotation angle is 90°.

[0063] When the air propeller 302 passes through the first opening 3012, the air propeller 302 and the underwater propeller 301 are arranged coaxially and are in an unfolded state; when the air propeller 302 passes through the second opening 3013, the air propeller 302 is tilted 90° relative to the underwater propeller 301 and is in a folded state.

[0064] In one embodiment of this application, when the two air rotors 302 in the rotor assembly 3 are in a folded state, the folding directions are opposite.

[0065] In one embodiment of this invention, when the water-air transmedium vehicle is in a static state, the second openings 3013 on the two underwater propellers 301 in the rotor assembly 3 face opposite directions, which makes the folding directions of the two air propellers 302 in the rotor assembly 3 opposite.

[0066] like Figure 3 and Figure 4 As shown, the water-air transmedium vehicle also includes a main shaft 4, a central coupling 5, a pitch adjustment device 6, and two clamps 7; the main shaft 4 is connected to the drive device 2 to rotate under the drive of the drive device 2; the central coupling 5 is located between the two rotors 30 and is disposed at the top of the main shaft 4; the two clamps 7 are respectively disposed on both sides of the central coupling 5 and are connected one-to-one with the two underwater rotors 301 in the uppermost rotor assembly 3; the clamps 7 can rotate relative to the central coupling 5 around the axis of the underwater rotor 301; the pitch adjustment device 6 is disposed on the fixed frame 1 and connected to the clamps 7; the pitch adjustment device 6 is used to drive the clamps 7 to rotate in order to adjust the pitch of the rotors 30.

[0067] Specifically, the central link 5 is T-shaped; the central link 5 is connected to the underwater propeller 301 in the uppermost rotor assembly 3 through the clamp 7. The central link 5 is located at the top of the main shaft 4. The main shaft 4 is connected to the drive device 2. Under the driving action of the drive device 2, the main shaft 4 drives the underwater propeller 301 to rotate through the central link 5 and the clamp 7, thereby realizing the rotation of the uppermost rotor assembly 3.

[0068] The clamp 7 is used to hold and fix the underwater propeller 301. At the same time, the clamp 7 can also rotate relative to the mid-mount 5 under the drive of the propeller pitch adjustment device 6, and the rotation center of the clamp 7 coincides with the axis of the underwater propeller 301. Therefore, when the clamp 7 rotates, the underwater propeller 301 and the air propeller 302 rotate synchronously, thereby realizing the adjustment of the propeller pitch of the rotor 30.

[0069] It should be noted that in this application, only the uppermost rotor assembly 3 requires pitch adjustment, while the pitches of the remaining rotor assemblies 3 are fixed. Since the uppermost rotor assembly 3 is responsible for the main thrust adjustment and directional control, and the lower rotor assemblies 3 typically provide fixed lift, primarily used to provide lift and counteract the counter-torque on the rotor shaft when the upper rotor assembly rotates (the counter-torque is generated by the air's reaction force on the rotor), by adjusting the cyclic pitch to control the flight direction and adjusting the total pitch to control lift, the combined approach can control both flight speed and flight direction, achieving stable flight and power distribution. Furthermore, each additional blade pitch adjustment requires an additional pitch adjustment device 6; this application only requires one such pitch adjustment device 6 to achieve pitch adjustment for the uppermost rotor assembly 3, simplifying the entire pitch control system. In addition, the airflow of the upper rotor will affect the aerodynamic performance of the lower rotor. If the lower rotor also frequently adjusts its pitch, the aerodynamic interference between the two rotor groups 3 will become more complex, and may even lead to a decrease in efficiency and flight instability. Therefore, maintaining a fixed pitch for the lower rotor helps to reduce the impact of this mutual interference.

[0070] like Figure 3 and Figure 4As shown, the pitch adjustment device 6 includes multiple servo motors 61, bearings 62, cross discs 63, multiple pull rods 64, and rotor pull arms 65; the multiple servo motors 61 are mounted on the fixed frame 1; the bearings 62 are sleeved on the main shaft 4; the cross discs 63 are sleeved on the bearings 62; the multiple pull rods 64 correspond one-to-one with the servo motors 61; the bottom end of the pull rod 64 is movably connected to the rocker arm of the servo motor 61, and the top end of the pull rod 64 is movably connected to the outer disc 631 of the cross disc 63, so as to drive the cross disc 63 to tilt relative to the main shaft 4; the bottom end of the rotor pull arm 65 is movably connected to the inner disc 632 of the cross disc 63, and the top end of the rotor pull arm 65 is movably connected to the clamp 7, so as to drive the clamp 7 to rotate relative to the central link 5.

[0071] Specifically, the servo motor 61 corresponds one-to-one with the lever 64; the bottom and top ends of the lever 64 are connected to the rocker arm of the servo motor 61 and the outer disk 631 of the cross disc 63, respectively, so that when the servo motor 61 is activated and the rocker arm of the servo motor 61 rotates, the lever 64 moves, thereby causing the outer disk 631 of the cross disc 63 to tilt relative to the main shaft 4, and further causing the inner disk 632 of the cross disc 63 to tilt relative to the main shaft 4. The inner disk 632 of the cross disc 63 is connected to the clamp 7 through the rotor arm 65. When the inner disk 632 of the cross disc 63 tilts relative to the main shaft 4, since the rotor arm 65 is a rigid arm and its length is not variable, the rotor arm 65 can drive the clamp 7 to rotate relative to the central link 5, thereby adjusting the pitch of the rotor 30.

[0072] Due to the transmission action of the inner disk 632 of the cross disk 63 and the rotor lever 65, the pitch of the uppermost rotor 30 is periodically changed, thereby realizing the pitch and roll motion of the transmedium vehicle. Here, the pitch and roll motions are decoupled, which helps improve the handling performance of the transmedium vehicle. Simultaneously, adjusting the rocker arm of the servo 61 can also adjust the height of the cross disk 63, thereby changing the pitch of the rotor 30, and ultimately altering the lift and efficiency provided by the rotor 30.

[0073] It should be noted that when the rocker arm of the servo 61 rotates, the pull rod 64 will not only rotate, but also undergo relative displacements such as lifting, tilting, etc. Similarly, when the inner plate 632 of the cross disc 63 tilts relative to the main shaft 4, the rotor pull arm 65 will also undergo displacements in multiple directions. Therefore, the connection between the pull rod 64 and the rocker arm of the servo 61 and the cross disc 63, as well as the connection between the rotor pull arm 65 and the cross disc 63 and the clamp 7, are all movable connections to ensure that there is no adverse interference to the movement of the pull rod 64 and the rotor pull arm 65.

[0074] The bearing 62 is a fisheye bearing. Through the bearing's support between the main shaft 4 and the cross disc 63, the inner disc 632 of the cross disc 63 can tilt relative to the main shaft 4.

[0075] In one embodiment of this application, the fixing frame 1 is further provided with a guide frame 8 (such as...). Figure 3 As shown, the guide frame 8 is provided with a guide groove 81, which is arranged vertically; the outer disk 631 of the cross disk 63 is provided with a guide arm 9, which is movably connected to one of the pull rods 64 and inserted into the guide groove 81, and can move up and down along the guide groove 81.

[0076] In one embodiment of this application, there are three pull rods 64, which are evenly distributed along the outer circumference of the cross disc 63.

[0077] Specifically, the cross disc 63 is tilted via three levers 64. In three-dimensional space, three points can uniquely define a plane, and the tilting of the cross disc 63 is essentially adjusting the direction of a plane: two degrees of freedom for tilting in two directions (pitch and roll), plus one degree of freedom for vertical movement (used to change the total pitch). The position and length of the three levers 64 can be precisely adjusted by distributing forces to change the tilt angle and height of the cross disc 63, thereby achieving the control requirements.

[0078] Furthermore, the three tie rods 64 are arranged symmetrically at 120°, which can maintain a uniform force distribution when the cross disc 63 is tilted, and avoid structural deformation or additional vibration caused by uneven force.

[0079] The water-air cross-medium vehicle also includes a buoyancy adjustment chamber 10 (such as... Figure 1 and Figure 6 As shown), the buoyancy adjustment chamber 10 is fitted around the periphery of the fixed frame 1 and can be raised and lowered relative to the fixed frame 1. The water-air transmedium vehicle also includes a lifting device 11 (as shown). Figure 7 As shown, the lifting device 11 is mounted on the fixed frame 1 and connected to the buoyancy adjustment chamber 10 to drive the buoyancy adjustment chamber 10 to rise and fall.

[0080] Specifically, the buoyancy adjustment chamber 10 is raised and lowered in the vertical direction under the drive of the lifting device 11. By changing its up and down position, the relative position of the buoyancy center and the center of gravity of the water-air cross-medium vehicle is changed, thereby adjusting the attitude of the water-air cross-medium vehicle in the water.

[0081] When the water-air cross-medium vehicle needs to enter the water to perform a mission, the rotational speed of the rotor 30 is first reduced, gradually decreasing the lift, and the water-air cross-medium vehicle slowly descends under the influence of gravity. Upon contact with the water surface, the aerial propeller 302 quickly folds under the resistance of the water, reducing the drag and impact upon entry. At this time, the lifting device 11 starts working, controlling the buoyancy adjustment chamber 10 to move downward to lower the buoyancy center position, thereby achieving a smooth transition of the water-air cross-medium vehicle's attitude from a vertical state to a horizontal state, completing the transition from aerial movement to underwater movement. When moving in the water, only the underwater propeller 301 provides power. Due to the small size and pitch of the underwater propeller 301, the drive device 2 can still maintain a high rotational speed, ensuring both sufficient thrust and high output efficiency.

[0082] When the water-to-air transmedium vehicle needs to return from underwater to the air, the lifting device 11 first controls the buoyancy adjustment cabin 10 to move upward, raising the buoyancy center position and changing the vehicle's attitude from horizontal to vertical. Then, the rotational speed of the rotors 30 is gradually increased, causing the vehicle to rapidly approach the water surface. The uppermost rotor 30 leaves the water first. Without water resistance, it accelerates suddenly, and under centrifugal force, the air propellers 302 of the uppermost rotor 30 deploy instantly, generating greater lift and propelling the vehicle further upward. Then, the lower rotors 30 also leave the water and repeat the process. At this point, the driving force is increased, the lift increases dramatically, and the vehicle overcomes its own weight, achieving vertical ascent and entering flight mode.

[0083] The lifting device 11 includes an electric push rod, which is connected to the buoyancy adjustment chamber 10, thereby driving the buoyancy adjustment chamber 10 to rise and fall.

[0084] like Figure 7 As shown, the water-air cross-medium vehicle also includes a guide column 12 and a connector 13; the guide column 12 is vertically mounted on the fixed frame 1; the connector 13 is disposed inside the buoyancy adjustment chamber 10 and sleeved on the outside of the guide column 12; the connector 13 can move up and down along the guide column 12. The guide column 12 is used to limit the raising and lowering of the buoyancy adjustment chamber 10 through the connector 13, so that the buoyancy adjustment chamber 10 can always move up and down in a straight line without deflection.

[0085] In one embodiment of this application, there are two rotor groups 3, distributed on the upper and lower sides of the fixed frame 1. The drive device 2 includes two drive mechanisms 20, which are respectively connected to the two rotor groups 3 one-to-one to drive the rotor groups 3 to rotate. That is, each rotor group 3 is driven by an independent drive mechanism 20, thereby realizing the adjustment of different rotational speeds of different rotor groups 3. When the water-air transmedium vehicle is flying in the air and underwater, the directional control strategy is the same. The periodic pitch of the uppermost rotor 30 is controlled by the pitch adjustment device 6 to achieve precise pitch and roll motion; the yaw control of the water-air transmedium vehicle is realized by independently controlling the speed difference between the upper and lower rotors 30 by the two drive mechanisms 20. The rotation centers of the two rotor groups 3 are located on a vertical line, which makes the water-air cross-medium vehicle form a coaxial dual rotor 30 structure, reducing the number of parts used, reducing structural complexity, failure rate and maintenance costs. While ensuring stability, it reduces weight and volume, making the cross-medium vehicle more suitable for operation in complex environments.

[0086] like Figure 7 As shown, the drive mechanism 20 includes a driver 21, a transmission shaft 22, and a gear assembly. The transmission shaft 22 is connected to the driver 21 to rotate under the drive of the driver 21. The gear assembly is connected to the rotor assembly 3 to drive the rotor assembly 3 to rotate. The gear assembly includes a first gear 23 and a second gear 24. The first gear 23 is sleeved on the transmission shaft 22. The second gear 24 meshes with the first gear 23 and is connected to the rotor assembly 3 to drive the rotor assembly 3 to rotate. The diameter of the second gear 24 is larger than the diameter of the first gear 23.

[0087] The two lower rotor blades 30 are fixed by a transmission disk 17. A fixed shaft 18 is also provided at the bottom of the mounting frame 1. The fixed shaft 18 is coaxially arranged with the transmission disk 17, and passes downwards through the transmission disk 17 to position the transmission disk 17 below the mounting frame 1. For the uppermost rotor blade 30: the corresponding second gear 24 is coaxially arranged with the main shaft 4. When the driver 21 drives the first gear 23 to rotate, the second gear 24 can synchronously drive the main shaft 4 to rotate, thereby realizing the rotation of the uppermost rotor blade 30. For the lower rotor blade 30: the corresponding second gear 24 is coaxially arranged with the fixed shaft 18. When the driver 21 drives the first gear 23 to rotate, the second gear 24 can synchronously drive the lower rotor blade 30 to rotate through the force transmission between the fixed shaft 18 and the transmission disk 17.

[0088] The first gear 23 and the second gear 24 form a gear reduction structure. The gear reduction structure adopts a high-precision POM helical gear design, which has high transmission efficiency, light weight, low noise, and self-lubrication. The transmission shaft 22 is made of aluminum alloy and can withstand the axial and radial forces generated by the high-speed rotation of the rotor 30. The fixing frame 1 is made of aerospace aluminum alloy, which ensures structural strength and reduces overall weight. The driver 21 includes a motor.

[0089] like Figure 1 and Figure 8 As shown, the water-air cross-medium vehicle also includes landing gear 14, an electronics bay 15, and an electronic equipment system 16; as Figure 9 As shown, the landing gear 14 is provided with a receiving position 140; the electronics bay 15 is disposed in the receiving position 140; the electronic equipment system 16 is disposed in the electronics bay 15 and is electrically connected to the drive device 2.

[0090] Specifically, the landing gear 14 enables the water-to-air transmedium vehicle to take off and land from land, improving deployment and recovery efficiency. The landing gear 14 is connected to the fixed shaft 18 and is located below the transmission disc 17; the landing gear 14 also supports the electronics bay 15 and the electronic equipment system 16. Figure 9 As shown, the landing gear 14 has a support rod 141, which is a carbon fiber rod to enhance the structural strength of the landing gear 14, while reducing the overall weight and providing better impact resistance and durability. Bends 142 are installed at both ends of the support rod 141. The bends 142 are used to absorb and disperse the impact force during landing, reduce damage to the fuselage and other parts of the landing gear 14, better adapt to uneven terrain, and improve the adaptability and stability of landing and taxiing.

[0091] The electronic equipment system 16 is housed within the electronic compartment 15, which provides a sealed environment to ensure that the electronic equipment system 16 will not be damaged by water ingress during underwater navigation of the water-air cross-medium vehicle.

[0092] like Figure 8As shown, the electronic compartment 15 includes a compartment body 151 and a cover 152. The cover 152 is used to fasten onto the compartment body 151 to seal the internal space of the compartment body 151. A sealing ring 153 is provided between the cover 152 and the compartment body 151. The sealing ring 153 is inserted into the compartment body 151 after being coated with sealing silicone grease for waterproof sealing. The cover 152 has a wire hole, an airtightness test hole, and a charging hole. The wire hole is waterproofed by using a cable with a stainless steel gland and applying silicone rubber. The airtightness test hole is used to install an airtightness test head. The charging hole is used for charging the lithium battery. The compartment body 151 is a pressure-resistant compartment body 151, which can effectively protect the internal electronic equipment system 16 in a high-pressure underwater environment.

[0093] like Figure 8 As shown, the electronic equipment system 16 includes a power supply 161, a flight controller 162, a communication device 163, and an electronic speed controller 164. The power supply 161, the communication device 163, the electronic speed controller 164, and the drive unit 2 are all electrically connected to the flight controller 162. The flight controller 162 is used to acquire the attitude, position, environment, and status information of the water-air transmedium vehicle, and to record the operational and mission data of the water-air transmedium vehicle. The communication device 163 supports 2.4GHz and 433MHz wireless communication, enabling real-time data transmission and command reception with ground stations, remote controllers, and other devices. The electronic speed controller 164 is used to control the operation of the drive unit 21.

[0094] In summary, this application provides a trans-medium water-air vehicle, comprising: a fixed frame; a drive unit mounted on the fixed frame; multiple rotors; each rotor includes an underwater propeller and an aerial propeller; one end of the underwater propeller is connected to the drive unit, and the other end is connected to the aerial propeller; the aerial propeller is rotatable relative to the underwater propeller, so that it is in a coaxial deployed state with the underwater propeller during air navigation and in a folded state tilted relative to the underwater propeller during underwater navigation. This application integrates the underwater propeller and the aerial propeller into a single rotor, designing a composite adaptive rotor structure, making the overall rotor layout more compact and allowing it to share the drive unit for both air and underwater movement. The same drive unit can simultaneously serve both the aerial and underwater propellers, resulting in more direct and efficient power transmission, reducing energy loss caused by additional transmission devices, thereby achieving high-speed underwater and air cruising while reducing the size, weight, and control complexity of the drive system and rotor system.

[0095] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A water-air cross-medium vehicle, characterized in that, It includes: Fixture; Drive unit; Multiple rotors; The rotor includes an underwater rotor and an aerial rotor; One end of the underwater propeller is connected to the drive device, and the other end is connected to the air propeller; the air propeller can rotate relative to the underwater propeller so that it is in an unfolded state coaxial with the underwater propeller when traveling in the air, and in a folded state tilted relative to the underwater propeller when traveling underwater. Two rotors form a rotor group, and multiple rotor groups are coaxial and vertically distributed; a pitch adjustment device is installed on the uppermost rotor group; when the two air rotors in the rotor group are in a folded state, the folding directions are opposite; the two rotors in the rotor group are horizontally distributed; the two underwater rotors in the rotor group are adjacent and coaxially arranged, and the two air rotors in the rotor group are far apart from each other; The buoyancy adjustment chamber is fitted around the periphery of the fixed frame and can be raised and lowered relative to the fixed frame. The buoyancy adjustment chamber is used to raise and lower in the vertical direction. By changing its up and down position, the relative position of the vehicle's buoyancy center and center of gravity is changed, so as to adjust the vehicle's attitude in the water.

2. The water-air transmedium vehicle according to claim 1, characterized in that, It also includes: The main shaft is connected to the drive device to rotate under the drive of the drive device; The central rotor is located between the two rotors and is positioned at the top of the main shaft; Two clamps are respectively located on both sides of the mid-section and are connected one-to-one with the two underwater propellers in the uppermost rotor assembly; the clamps can rotate relative to the mid-section around the axis of the underwater propellers.

3. The water-air transmedium vehicle according to claim 2, characterized in that, It also includes: A pitch adjustment device is mounted on the fixed frame and connected to the clamp; the pitch adjustment device is used to drive the clamp to rotate in order to adjust the pitch of the rotor.

4. The water-air transmedium vehicle according to claim 3, characterized in that, The pitch adjustment device includes: Multiple servo motors are mounted on the fixed frame; Cross pattern; Multiple levers correspond one-to-one with the servo motor; the bottom end of each lever is movably connected to the rocker arm of the servo motor, and the top end is movably connected to the outer disk of the cross disc, so as to drive the cross disc to tilt relative to the main shaft; The rotor arm is movably connected at its bottom end to the inner plate of the cross disc and at its top end to the clamp, so as to drive the clamp to rotate relative to the central link.

5. The water-air transmedium vehicle according to claim 4, characterized in that, There are three pull rods, which are evenly distributed along the outer circumference of the cross disc.

6. The water-air transmedium vehicle according to claim 1, characterized in that, It also includes: Guide columns are vertically mounted on the fixing frame; A connector is disposed inside the buoyancy center adjustment chamber and sleeved on the outside of the guide column; the connector can move up and down along the guide column.

7. The water-air transmedium vehicle according to claim 3, characterized in that, There are two rotor assemblies, which are distributed on the upper and lower sides of the fixed frame. The driving device includes two driving mechanisms, which are respectively connected to the two rotor assemblies to drive the rotor assemblies to rotate.

8. The water-air transmedium vehicle according to claim 7, characterized in that, The drive mechanism includes: drive; A drive shaft, connected to the driver, rotates under the drive of the driver; A gear assembly is fitted onto the drive shaft and connected to the rotor assembly to drive the rotor assembly to rotate.

9. The water-air transmedium vehicle according to claim 1, characterized in that, It also includes: Landing gear; the landing gear is provided with receiving positions.

10. The water-air transmedium vehicle according to claim 9, characterized in that, It also includes: The electronic compartment is located within the accommodating space; An electronic equipment system is located within the electronic cabin and is electrically connected to the drive device.

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