A novel cross-medium aircraft based on a tip-jet rotor and its operating method

Abstract

This invention discloses a novel cross-medium aircraft based on a tip-jet rotor and its operating method. The aircraft has an airborne flight mode, an underwater navigation mode, and a cross-medium mode, and includes a fuselage; a main rotor system including an electric centrifugal compressor mounted on top of the fuselage and tip-jet main rotor blades connected to the compressor's air passage; and an auxiliary lift system including lift units distributed throughout the fuselage, each of which can be independently controlled. In the airborne flight mode, the tip-jet main rotor rotates and the auxiliary lift system operates to achieve airborne flight. In the underwater navigation mode, the tip-jet main rotor stops rotating, and the blades on one side rotate around a fixed axis so that the blade nozzles all face the rearward direction, serving as an underwater water jet propulsion device. The novel cross-medium aircraft disclosed in this invention adopts a distributed lift layout, has a large takeoff weight, good maneuverability, can cross continuous media, and has minimal water impact when entering and exiting water.

Description

Technical Field

[0001] This invention belongs to the field of cross-medium aircraft, specifically relating to a cross-medium aircraft based on a tip-jet rotor and its operating method. Background Technology

[0002] With social progress and technological development, mission scenarios involving both water and air media, such as hydrological surveys, underwater pipeline exploration, and covert reconnaissance, are constantly increasing. Compared to underwater vehicles that can only operate underwater, seaplanes that cannot submerge, and submarine-launched drones that can only cross media once in the air, cross-media aircraft are widely valued by researchers around the world because they can cross water and air media multiple times and have the characteristics of high speed of aircraft and stealth of underwater vehicles.

[0003] Currently, cross-medium aircraft researched both domestically and internationally are mainly categorized into fixed-wing, multi-rotor, hybrid-wing, biomimetic flapping-wing, and biomimetic swept-wing types. These cross-medium aircraft generally suffer from problems such as low payload capacity, inability to continuously traverse media, or significant water entry impact. Furthermore, most cross-medium aircraft utilize the same propulsion system to drive the aircraft's motion in both media using the same propulsion method. Due to the significant differences in the physical properties of water and air, it is difficult for the aircraft to achieve optimal efficiency in both media simultaneously. Using separate propulsion systems in different media would inevitably increase the aircraft's weight, and the additional propulsion system would also increase drag in a single medium, reducing efficiency. Therefore, designing a cross-medium aircraft with high payload capacity, capable of continuously traversing media, and with minimal water entry and exit impact has become an urgent problem to be solved. Tip-jet rotors, due to their lack of counter-torque during operation and their unique operating method, can provide propulsion to the aircraft in different ways in both media, showing promising application prospects in the field of cross-medium aircraft.

[0004] For example, a patent (application number: CN202410686386.X, publication date: 2024.08.23, publication number: CN118529247A) proposes an amphibious cross-medium aircraft with a water tank. It utilizes the water tank's intake and exhaust to achieve medium crossing, and is propelled underwater by an independent ducted propeller. The water tank's water storage makes the cross-medium process of this aircraft take a relatively long time, and the additional propulsion device increases the aircraft's drag in a single medium.

[0005] A patent (Application No.: CN202410644966.2, Publication Date: 2024.06.25, Publication No.: CN118238560A) proposes a fuselage tilt thrust vectoring transmedium aircraft. This aircraft has multiple airbags mounted on its lower fuselage, with high-pressure gas tanks inside the fuselage for inflating the airbags. By inflating and deflating the airbags at different locations, the aircraft's water entry and exit attitude is adjusted, allowing it to enter and exit water in a manner similar to a quadcopter. The aircraft is equipped with a dedicated underwater vectoring propulsion device. The inflation and deflation of the airbags makes the transmedium process time-consuming, and the additional propulsion device also increases the aircraft's drag in a single medium.

[0006] The patent (Application No.: CN202311217560.8, Publication Date: 2023.11.17, Publication No.: CN117067835A) discloses a highly maneuverable cross-medium aircraft. Before entering the water, the aircraft retracts its wings to become a swept-wing structure, the airborne propeller stops and folds, and the aircraft dives into the water. An underwater ducted propulsion system provides power for the aircraft's underwater navigation. Upon surfacing, the aircraft uses this propulsion to break through the water's surface, followed by the airborne propeller operating and the wings deploying. This cross-medium approach to propulsion would cause significant impact on the onboard equipment and the airframe itself, and the underwater propulsion system would introduce unnecessary drag during flight.

[0007] The patent (Application No.: CN202311412695.X, Publication Date: 2023.12.12, Publication No.: CN117207723A) discloses a coaxial hydro-aerodynamic device and a variable-configuration cross-medium aircraft. This aircraft has four coaxial hydro-aerodynamic devices, each consisting of an aerial propeller and an underwater thruster. Different thrusters are used in different media, and the control method is the same as that of a quadcopter. During cross-medium maneuvers, the thrusters of two media work together to complete the cross-medium maneuver. Furthermore, the aircraft can retract the arms housing the power units for high-speed underwater navigation. However, the underwater propulsion device introduces unnecessary drag during aerial flight.

[0008] The patent (Application No.: CN202210816555.8, Publication Date: 2022.11.04, Publication No.: CN115285350A) discloses a variant transmedium aircraft capable of repeatedly entering and exiting water and its control method. During aerial cruising, the aircraft is a fixed-wing aircraft driven by four propellers. During transmedium crossing, the wings fold so that all propellers face upwards, operating in a quadcopter mode to approach the water surface, using a water tank to absorb and displace water to achieve transmedium crossing. During underwater cruising, it is powered by an underwater propulsion system. The water tank absorption and displacement process takes a considerable amount of time, making the transmedium crossing process discontinuous. The additional propulsion device also increases the drag of the aircraft in a single medium.

[0009] The aforementioned transmedium aircraft all suffer from drawbacks such as long transmedium process time, discontinuous transmedium process, large water impact during entry and exit which can easily cause equipment damage, independent propulsion device which increases exhaust drag, and limited takeoff weight, which restrict the application of transmedium aircraft. Summary of the Invention

[0010] To address the aforementioned shortcomings, this invention provides a novel cross-medium aircraft configuration based on a tip-jet rotor, achieving a cross-medium aircraft design that can continuously traverse media with a large payload, minimizes water entry and exit impact, and reduces operational drag.

[0011] A novel cross-medium aircraft based on a tip-jet rotor configuration has an air flight mode, an underwater navigation mode, and a cross-medium mode. The aircraft includes: a fuselage; a main rotor system, including an electric centrifugal compressor mounted on top of the fuselage and tip-jet main rotor blades connected to the compressor's air passage, wherein the compressor has compressed air ejection and compressed water ejection modes; and an auxiliary lift system, including lift units distributed throughout the fuselage, wherein each lift unit can be independently controlled.

[0012] In aerial flight mode, aerial flight is achieved based on the rotation of the main rotor and the operation of the propulsion device;

[0013] In underwater navigation mode, the tip jet main rotor stops rotating, and the blades on one side rotate around a fixed axis so that the blade nozzles face the rear of the travel, serving as an underwater water jet propulsion device.

[0014] In the aforementioned cross-medium mode, as the aircraft is about to enter the water, the auxiliary lift system rotor and main rotor stop rotating, and the aircraft enters the water by its own weight; at the same time, one side of the main rotor blades flips, switching to an underwater water jet propulsion device; as the aircraft is about to emerge from the water, the auxiliary lift system drives the aircraft partially out of the water, while the main rotor blades flip, switching back to the air state and driving the aircraft out of the water. At this time, the auxiliary lift system stops rotating at the water-air interface, and immediately starts working after it has completely emerged from the water, and the aircraft enters the air flight mode.

[0015] Preferably, the compressor is an electric single-stage centrifugal compressor with multiple centrally symmetrical exhaust channels, each corresponding to a different blade of the tip-jet main rotor.

[0016] Preferably, the main rotor system has at least two main rotor blades.

[0017] Preferably, the main rotor system is mounted on an axis that passes through the fuselage's center of mass, and the main rotor blades are mounted on a multi-outlet electric centrifugal compressor via a rotating mechanism and gas flow channels to provide the main lift for the aircraft.

[0018] Preferably, during underwater navigation, the main rotor blades rotate so that the chord line is always parallel to the direction of the incoming flow.

[0019] Preferably, the lift unit is an electric rotor, directly driven by a brushless motor, and installed on the same plane below the main rotor plane.

[0020] Preferably, the number of electric rotors is four, distributed and installed at the four opposite corners of the fuselage.

[0021] This invention also discloses a method for operating a novel configuration of a tip-jet rotor transmedium aircraft, which features air flight, underwater navigation, and transmedium modes.

[0022] In-flight mode: Vertical takeoff based on the main rotor with tip jet and auxiliary lift system, with each auxiliary lift unit controlled separately to achieve aircraft attitude control;

[0023] Cross-medium mode: When preparing to enter the water, the main rotor and the auxiliary lift system rotors stop rotating, and the aircraft enters the water by its own weight; when preparing to exit the water, the main rotor and the auxiliary lift system rotors operate to generate lift to drive the aircraft out of the water;

[0024] In underwater navigation mode, the main rotor blades flip to switch to underwater propulsion mode, and the chord line of the main rotor blades is always parallel to the direction of the incoming flow; underwater attitude control of the aircraft is achieved based on various auxiliary lift units.

[0025] Preferably, attitude control includes pitch maneuvers, heading changes, and roll maneuvers. The auxiliary lift system is divided into front and rear lift units according to the direction of travel, and left and right lift units according to the left and right sides of the direction of travel, respectively. Specifically, pitch maneuvers involve controlling and changing the rotation speed of the rear or front lift unit to generate torque that changes the pitch attitude of the aircraft; heading changes involve controlling and increasing the rotation speed of one diagonal lift unit while decreasing the rotation speed of the other diagonal lift unit to generate unbalanced torque that changes the heading of the aircraft; and roll maneuvers involve controlling and changing the rotation speed of the left or right lift unit to generate torque that changes the roll attitude of the aircraft.

[0026] The beneficial effects of this invention are:

[0027] (1) The cross-medium aircraft of the present invention is based on a distributed lift layout of a tip-jet main rotor.

[0028] The design features a tip-jet main rotor providing 60% of the lift, and an auxiliary lift system consisting of four electric auxiliary rotors providing 40% of the lift. This design not only increases the payload capacity of the cross-medium aircraft but also provides the advantages of continuous cross-medium crossing, minimal water impact, and high maneuverability. It solves the problems of limited payload capacity, discontinuous cross-medium crossing process, or large water impact in existing cross-medium aircraft.

[0029] (2) The cross-medium aircraft of the present invention innovates the power plant layout and underwater drive method. It uses a top-mounted electric centrifugal compressor to provide power to the tip-mounted jet rotor. The rotor blades can be rotated underwater so that the nozzles all face backward, and water jet propulsion is performed underwater. The rotor provides power to the aircraft in different ways in water and air, which solves the problem that existing cross-medium aircraft are equipped with two independent power plants, resulting in unnecessary weight increase or that it is difficult to achieve optimal efficiency at the same time when using the same propulsion device and the same drive method in both media. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly described below.

[0031] Figure 1 This is an overall view of the aerial flight state of the cross-medium aircraft of the present invention;

[0032] Figure 2 This is an overall view of the underwater navigation status of the cross-medium aircraft of the present invention;

[0033] Figure 3 This is a diagram showing the main forces acting on the transmedium aircraft during flight.

[0034] Figure 4 This is a diagram showing the main forces acting on the underwater navigation state of the cross-medium aircraft of this invention.

[0035] Figure 5 This is a schematic diagram of the working mode of the cross-medium aircraft of the present invention.

[0036] Reference numerals: 1 Main rotor, 2 Auxiliary lift system, 3 Electric centrifugal compressor, 4 Fuselage. Detailed Implementation

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

[0038] Example 1

[0039] This invention discloses a novel cross-medium aircraft based on a tip-jet rotor configuration. It employs a distributed lift layout design, with the tip-jet main rotor powered by a top-mounted electric centrifugal compressor. The rotor blades can be flipped so that all nozzles face backward, spraying water to power the aircraft's underwater navigation. This aircraft has a large takeoff weight, excellent maneuverability, and can achieve both aerial and underwater navigation modes, as well as cross-medium navigation with minimal water impact upon entry and exit.

[0040] like Figure 1 As shown, this is the overall layout of the aircraft in flight, including the fuselage 4, and the main rotor, a top-mounted propeller-driven main rotor 1 with its mounting axis passing through the center of mass of the fuselage 4. The rotor blades are mounted on a modified dual-outlet electric centrifugal compressor 3 via a rotating mechanism and gas flow channels, forming an integrated pressure jet rotor system that provides the main lift for the aircraft. In this embodiment, the main rotor 1 uses two rotor blades located on the same straight line in the same plane. The blades of the propeller-driven main rotor 1 have nozzles, and in flight... Figure 1 As shown, the nozzles of the two main rotor blades face opposite directions, driving the main rotor blades to rotate during exhaust and providing power to the aircraft. In this embodiment, the electric centrifugal compressor 3 is modified to have dual outlets to correspond to the air passages of the two main rotor blades. The compressor housing is connected to the main rotor blades and rotates together with them, simplifying the structure. Furthermore, compared to the existing technology where the air source is placed inside the fuselage and connected to the blades externally via air passages, this embodiment places the electric centrifugal compressor 3 on top and directly connects it to the main rotor blades, making it less prone to leaks, reducing flow losses, and improving system integration.

[0041] The auxiliary lift system 2 includes lift units distributed throughout the fuselage, each of which can be independently controlled. In this embodiment, four common air-driven rotors are used, directly driven by brushless motors and mounted on the same plane below the main rotor. The auxiliary lift system 2 also functions as the aircraft's attitude control system, achieving attitude control during both airborne and underwater flight by controlling each rotor individually. It also plays a crucial role in cross-medium operations. Sensors are also located below the auxiliary lift system to detect contact with the water surface.

[0042] In the entire power system, the tip-jet main rotor 1 provides 60% of the lift, while the auxiliary lift system 2, consisting of four electric auxiliary rotors, provides 40% of the lift.

[0043] like Figure 2The diagram shows the overall layout of the aircraft in underwater navigation mode. After entering the water, the main rotor stops rotating and locks at a position perpendicular to the fuselage axis. One side of the blades flips, and the nozzles on both sides of the blades face backward. The rotor becomes an underwater water jet propulsion device, generating thrust by spraying water. Regardless of the aircraft's attitude underwater, the chord line of the rotor blades is always parallel to the direction of the incoming flow.

[0044] The aircraft also features a cross-medium mode. When the aircraft is about to enter the water, sensors located below the auxiliary lift system detect whether it is in contact with the water surface. When the bottom of the auxiliary lift system is detected to be in contact with the water, the rotors of the auxiliary lift system and the main rotor stop rotating, and the aircraft enters the water by its own weight. At the same time, one side of the main rotor blades flips, switching to underwater operation mode. When the aircraft is about to emerge from the water, the auxiliary lift system drives the aircraft to partially emerge from the water, and the main rotor blades flip, switching back to air mode and starting to rotate to generate lift, further driving the aircraft out of the water. At this time, the auxiliary lift system stops rotating at the water-air interface. After it is completely out of the water, it immediately starts working, and the aircraft enters air flight mode.

[0045] The aircraft's fuselage employs a sealed structure, which provides significant buoyancy underwater while simultaneously ensuring watertightness, thus guaranteeing the proper functioning of the electronic equipment housed within.

[0046] Example 2

[0047] This invention also discloses a method for operating a novel configuration of a cross-medium aircraft based on a tip-jet rotor, such as... Figure 5 As shown, the new configuration of the cross-medium aircraft based on the tip jet rotor has air flight, underwater navigation and cross-medium modes, and the cross-medium process can be further subdivided into water entry process and water exit process.

[0048] The aircraft takes off vertically using its main rotor and auxiliary lift system, flying in an aerial flight mode similar to that of a multi-rotor aircraft. When preparing to enter the water, the aircraft continuously adjusts its attitude to approach the water surface. When the bottom of the auxiliary lift system touches the water, both the auxiliary lift system rotor and the main rotor stop rotating, and the aircraft enters the water under its own weight. Simultaneously, the main rotor blades flip, switching to underwater operation mode to provide power for underwater cruising, while the auxiliary lift system controls the aircraft's attitude. When it needs to exit the water, the aircraft cruises close to the surface, and the auxiliary lift system drives the aircraft partially out of the water. At the same time, the main rotor blades flip, switching back to aerial operation and starting to rotate to generate lift, further driving the aircraft out of the water. The auxiliary lift system stops rotating at the water-air interface and immediately resumes operation after the aircraft is completely out of the water, allowing it to enter aerial flight mode.

[0049] Specifically,

[0050] In-flight mode

[0051] The aircraft's flight mode is similar to that of a traditional quadcopter, capable of vertical takeoff and landing, hovering, pitch maneuvers, yaw maneuvers, and roll maneuvers. The main force analysis is as follows: Figure 3 As shown, where M a M is the fuselage pitching moment, which is the counter-torque of the auxiliary lift unit.

[0052] Vertical takeoff and landing and hovering: The main rotor rotates and increases its speed to generate lift F. Lj The increased rotational speed of the auxiliary lift system generates lift F. La If the total lift and the weight of the aircraft satisfy...

[0053] F Lj +4F La >G

[0054] The aircraft generates a vertically upward acceleration a z If the total lift and the weight of the aircraft satisfy...

[0055] F Lj +4F La =G

[0056] For an aircraft to hover, the total lift must equal the aircraft's weight.

[0057] F Lj +4F La <G

[0058] The aircraft will generate a vertical downward acceleration a from the hovering state. z .

[0059] Pitch maneuver: The increased rotational speed of auxiliary propulsion devices C and D generates a torque that causes the aircraft to rotate around the y-axis. The thrust from the main rotor and auxiliary lift system in the vertical direction balances the force of gravity.

[0060] F Ljz +4F Laz =G

[0061] The horizontal component of the force causes the aircraft to accelerate forward.

[0062] F Ljx +4F Lax -f=ma x

[0063] Similarly, when the rotational speeds of auxiliary propulsion devices A and B increase, the aircraft moves backward.

[0064] Heading Change: When the rotational speed of one diagonal auxiliary lift system increases while the rotational speed of the other diagonal auxiliary lift system decreases, an unbalanced torque is generated, causing the aircraft to rotate around the z-axis, thus changing its heading. For example, when the rotational speeds of auxiliary lift systems A and D increase, while the rotational speeds of B and C decrease, a heading change occurs.

[0065] M A +M D >M C +M B

[0066] The aircraft rotates clockwise.

[0067] Roll maneuver: Similar to pitch maneuver control, the rotational speed of auxiliary propulsion devices A and C increases, generating torque that causes the aircraft to rotate around the x-axis. The thrust of the main rotor and auxiliary lift system in the vertical direction is balanced by gravity.

[0068] F Ljz +4F Laz =G

[0069] The horizontal component of the force causes the aircraft to accelerate to the side.

[0070] F Ljy +4F Lay -f=ma y

[0071] Similarly, when the rotational speed of auxiliary propulsion devices B and D increases, the aircraft moves to the other side.

[0072] Underwater cruise mode

[0073] When the aircraft enters the water, the main rotor stops rotating, only one rotor blade rotates, with both blade nozzles pointing backward. Simultaneously, the compressor switches to underwater operation mode, expelling compressed water. The rotor system becomes an underwater propulsion device, with the rotor blades maintaining a chord line parallel to the incoming flow direction, thus ensuring the thrust direction of the propulsion device is always opposite to the incoming flow direction. Underwater, the aircraft can perform cruise, hovering, surfacing and submerging, pitch maneuvers, heading changes, and roll maneuvers. The main force analysis is as follows: Figure 4 As shown. The buoyancy F generated by the aircraft B Slightly less than the total weight of the aircraft.

[0074] Underwater cruise: The thrust generated by the rotor propulsion system overcomes the drag of the aircraft, providing power for underwater cruise, while the auxiliary lift system maintains the aircraft's attitude stability. The buoyancy generated by the aircraft and the thrust of the auxiliary lift system are balanced in the vertical direction, therefore...

[0075] F B +4F La =G

[0076] Maintain the stability of the aircraft's diving depth.

[0077] Ascending, diving, and hovering: The rotor propulsion system stops generating thrust, and

[0078] F B +4F La =G

[0079] At this time, the aircraft hovers in water. Increase the rotational speed of the auxiliary lift system, the thrust increases, and then there is

[0080] F B +4F La >G

[0081] The aircraft generates an upward acceleration a z , reduce the rotational speed of the auxiliary lift system or reverse the auxiliary lift system, the thrust decreases or a downward thrust is generated, then there is

[0082] F B +4F La <G or F B <4F La +G

[0083] The aircraft generates a diving acceleration a z .

[0084] Pitch maneuver: The rotational speeds of the auxiliary lift systems C and D increase, generating a torque that causes the aircraft to rotate around the y-axis. The resultant force of the thrust in the vertical direction and the buoyancy balances the gravity

[0085] F B +4F Laz =G

[0086] The resultant force of the horizontal component and the thrust of the propulsion device causes the aircraft to move forward, which can be expressed as

[0087] F T +4F Lax -f=ma x

[0088] When the rotational speeds of the auxiliary propulsion devices A and B increase and the propulsion device stops generating thrust, the aircraft moves backward.

[0089] Course change: The underwater course change is similar to that in the air. When the rotational speed of one diagonal auxiliary lift system increases and the rotational speed of the other diagonal auxiliary lift system decreases, an unbalanced torque is generated, causing the aircraft to rotate around the z-axis, and thus the course changes. For example, when the rotational speeds of the auxiliary lift systems A and D increase and the rotational speeds of B and C decrease, then there is

[0090] M A +M D >M C +M B

[0091] The aircraft rotates clockwise.

[0092] Roll maneuver: The rotational speeds of the auxiliary propulsion devices A and C increase, generating a torque that causes the aircraft to rotate around the x-axis. The buoyancy and the thrust of the auxiliary lift system in the vertical direction balance the gravity

[0093] F B +4F Laz =G

[0094] The horizontal component of the force causes the aircraft to accelerate to the side.

[0095] 4F Lay -f=ma y

[0096] Similarly, when the rotational speed of auxiliary propulsion devices B and D increases, the aircraft moves to the other side.

[0097] Cross-media mode

[0098] The cross-medium mode is mainly divided into water entry mode and water exit mode. In order to avoid the influence of the medium interface on the propulsion device, all rotors stop rotating when entering the water, and the main rotor and auxiliary lift system work alternately during the water exit process.

[0099] Water Entry Mode: The aircraft gradually approaches the water surface from its airborne state. When the bottom of the auxiliary lift system touches the water, the main rotor and auxiliary lift system stop rotating, and the aircraft enters the water under its own weight. At this time, one side of the main rotor blades simultaneously begins to rotate. Once the auxiliary lift system is fully submerged, it immediately begins to operate to maintain the aircraft's attitude stability. After the main rotor has switched to underwater propulsion and the aircraft is fully submerged, it enters underwater navigation mode.

[0100] Emerging from Water Mode: As the aircraft gradually approaches the water surface from its underwater state, the auxiliary lift system's rotation speed increases, boosting thrust and causing part of the aircraft to emerge from the water, with the main rotor protruding above the surface. At this point, the thrust of the auxiliary lift system balances the buoyancy and gravity generated by the submerged portion of the aircraft.

[0101] F′ B +4F La =G

[0102] The main rotor switches back to flight mode and begins generating lift, further lifting the aircraft above the water. When the auxiliary lift system reaches the water surface and stops, the lift generated by the main rotor, combined with the buoyancy of the submerged portion of the aircraft, causes it to rise further.

[0103] F″ B +F Lj >G

[0104] Subsequently, once the auxiliary lift system was fully out of the water, it immediately began to operate, and the aircraft completed its exit from the water and entered flight mode.

[0105] Finally, it should be noted that the above descriptions are merely preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A novel cross-medium aircraft based on a tip-jet rotor configuration, characterized in that, The aircraft, which has an air flight mode, an underwater navigation mode, and a cross-medium mode, includes: body; The main rotor system includes an electric centrifugal compressor mounted on top of the fuselage and a blade tip jet main rotor blade connected to the compressor's air passage, wherein the compressor has compressed air ejection and compressed water ejection modes. The auxiliary lift system includes lift units distributed throughout the fuselage, each of which can be controlled independently. In the aforementioned flight mode, the main rotor rotates at the tip of the propeller and the auxiliary lift system operates to achieve flight. In the underwater navigation mode, the tip jet main rotor stops rotating, and the blades on one side rotate around a fixed axis so that the blade nozzles face the rear of the vehicle, serving as an underwater water jet propulsion device. In the aforementioned cross-medium mode, as the aircraft is about to enter the water, the auxiliary lift system rotor and main rotor stop rotating, and the aircraft enters the water by its own weight; at the same time, one side of the main rotor blades flips, switching to an underwater water jet propulsion device; as the aircraft is about to emerge from the water, the auxiliary lift system drives the aircraft partially out of the water, while the main rotor blades flip, switching back to the air state and driving the aircraft out of the water. At this time, the auxiliary lift system stops rotating at the water-air interface, and immediately starts working after it has completely emerged from the water, and the aircraft enters the air flight mode.

2. The novel cross-medium aircraft based on a tip-jet rotor according to claim 1, characterized in that, The compressor is an electric single-stage centrifugal compressor with multiple centrally symmetrical exhaust channels, each corresponding to a different blade of the tip-jet main rotor.

3. The novel cross-medium aircraft based on a tip-jet rotor according to claim 1, characterized in that, The main rotor system is mounted on an axis that passes through the fuselage's center of mass. The tip jet main rotor blades are mounted on a multi-outlet electric centrifugal compressor via a rotating mechanism and gas flow channels, providing the main lift for the aircraft.

4. The novel cross-medium aircraft based on a tip-jet rotor according to claim 3, characterized in that, The main rotor system has at least two main rotor blades.

5. The novel cross-medium aircraft based on a tip-jet rotor according to claim 4, characterized in that, When operating underwater, the blades of the main rotor can be rotated around a fixed axis so that the nozzles all face backward, and the blade chords can always be parallel to the direction of the incoming flow.

6. The novel cross-medium aircraft based on a tip-jet rotor according to claim 1, characterized in that, The lift unit of the auxiliary lift system is an electric rotor, which is directly driven by a motor and installed on the same plane below the main rotor plane.

7. The novel cross-medium aircraft based on a tip-jet rotor according to claim 6, characterized in that, The number of electric rotors is four, which are distributed and installed at the four opposite corners of the fuselage.

8. The novel cross-medium aircraft based on a tip-jet rotor according to claim 1, characterized in that, The auxiliary lift system is equipped with sensors at its bottom.

9. A method for operating a novel configuration of a tip-jet rotor transmedium aircraft, characterized in that, Based on the aircraft as described in any one of claims 1-8, it has air flight, underwater navigation, and cross-media modes. The aerial flight mode is based on vertical takeoff using a propeller-driven main rotor and an auxiliary lift system, with each auxiliary lift unit controlled separately to achieve aircraft attitude control. The cross-medium mode is as follows: when preparing to enter the water, the main rotor and the auxiliary lift system rotor stop rotating, and the aircraft enters the water by its own weight; when preparing to exit the water, the main rotor and the auxiliary lift system rotor operate to generate lift to drive the aircraft out of the water. In the underwater navigation mode, the main rotor blades flip to switch to underwater propulsion mode, and the chord line of the main rotor blades is always parallel to the direction of the incoming flow; underwater attitude control of the aircraft is achieved based on each lift unit.

10. The method of operating a novel cross-medium aircraft with a blade-tip jet rotor configuration according to claim 9, characterized in that, The attitude control includes pitch maneuvers, heading changes, and roll maneuvers. The lift units are divided into front and rear lift units according to the direction of travel, and left and right lift units according to the left and right sides of the direction of travel. Specifically, pitch maneuvers involve controlling and changing the rotational speed of the rear or front lift unit to generate torque that changes the aircraft's pitch attitude; heading changes involve increasing the rotational speed of one diagonal lift unit while decreasing the rotational speed of the other diagonal lift unit, generating an unbalanced torque that changes the aircraft's heading; and roll maneuvers involve controlling and changing the rotational speed of the left or right lift unit to generate torque that changes the aircraft's roll attitude.

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