An amphibious vehicle for water and air

Abstract

The present application discloses an amphibious water-air vehicle, which relates to the field of vehicles and comprises: an airframe; an independent air propulsion mechanism, which is arranged on the airframe and located on the central axis of the airframe; a pitch and roll attitude adjustment mechanism, which is arranged at the bottom of the airframe and distributed along the horizontal and vertical axes of the airframe to adjust the pitch and roll attitude of the airframe; an integrated water-air propulsion mechanism, which is arranged between the independent air propulsion mechanism and the pitch and roll attitude adjustment mechanism and located on the central axis of the airframe; a power mechanism, which is arranged between the integrated water-air propulsion mechanism and the independent air propulsion mechanism and located on the central axis of the airframe; the power mechanism is respectively connected to the independent air propulsion mechanism and the integrated water-air propulsion mechanism to drive the independent air propulsion mechanism and the integrated water-air propulsion mechanism to rotate, thereby achieving the same power mechanism and pitch and roll attitude adjustment mechanism serving underwater navigation and air flight, without the need to deploy and control two sets of power and attitude adjustment systems, and saving space.

Description

Technical Field

[0001] The present application relates to the field of aircraft technology, and in particular to an amphibious aircraft. Background Art

[0002] Amphibious water-air vehicles combine aircraft and underwater vehicles, demonstrating broad application prospects. Compared to traditional aircraft, amphibious water-air vehicles can enhance their stealth through underwater navigation, effectively avoiding aerial and coastal radar detection, significantly improving their stealth performance. Compared to traditional underwater vehicles, amphibious water-air vehicles not only expand their combat radius and maneuverability by flying in the air, but also integrate sensor information from underwater and air, providing richer environmental perception capabilities.

[0003] At present, in order to adapt to the two completely different operating environments in the air and underwater, amphibious vehicles are mostly equipped with two different power systems and two attitude adjustment systems at different heights of the machine, one set is designed for underwater navigation and the other is designed for air flight. Although this design meets the needs of the vehicle to navigate in different media, it also leads to the large size of the overall power system and attitude adjustment system.

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

[0005] The technical problem to be solved by this application is to provide an amphibious water-air vehicle in response to the above-mentioned defects of the prior art, aiming to solve the problem of large size of the two power systems and attitude adjustment systems of the vehicle in the prior art.

[0006] The technical solutions adopted by this application to solve the technical problems are as follows:

[0007] An amphibious vehicle comprising:

[0008] frame;

[0009] An independent aerial propulsion mechanism is provided on the frame and is located on the central axis of the frame;

[0010] A pitch and roll attitude adjustment mechanism is provided at the bottom of the frame and is used to adjust the pitch and roll attitude of the frame;

[0011] an integrated water-air propulsion mechanism, disposed between the independent air propulsion mechanism and the pitch-and-roll attitude adjustment mechanism, and located on the central axis of the frame;

[0012] A power mechanism is arranged between the water-air integrated propulsion mechanism and the independent aerial propulsion mechanism, and is located on the central axis of the frame; the power mechanism is respectively connected to the independent aerial propulsion mechanism and the water-air integrated propulsion mechanism to drive the independent aerial propulsion mechanism and the water-air integrated propulsion mechanism to rotate.

[0013] The water-air amphibious vehicle, wherein the independent aerial propulsion mechanism comprises:

[0014] A first blade unit; the first blade unit includes a first blade clamp and a plurality of blades, the first blade clamp is rotatably arranged on the central axis of the frame and is connected to the power mechanism; the plurality of blades are arranged on the first blade clamp along the circumference of the first blade clamp.

[0015] The water-air amphibious vehicle, wherein the water-air integrated propulsion mechanism comprises:

[0016] a second blade unit, arranged axially on a side of the first blade unit close to the pitch and roll attitude adjustment mechanism;

[0017] an underwater propeller, axially arranged between the second blade unit and the pitch and roll attitude adjustment mechanism, and connected to the power mechanism;

[0018] An amphibious control unit is arranged at the center of the second blade unit and is connected to the power mechanism; the amphibious control unit is used to drive the second blade unit and the underwater paddle to rotate synchronously under the drive of the power mechanism when in the air flight mode; and when in the underwater navigation mode, only the underwater paddle is driven to rotate under the drive of the power mechanism.

[0019] The water-air amphibious vehicle, wherein the power mechanism includes:

[0020] a first driver, located between the first blade unit and the second blade unit and connected to the first blade unit to drive the first blade unit to rotate;

[0021] The second driver is located between the first driver and the second blade unit; the driving shaft of the second driver passes through the amphibious control unit and is connected to the underwater paddle.

[0022] The water-air amphibious vehicle, wherein the amphibious control unit includes:

[0023] a one-way bearing, an outer side surface of which is in contact with the second blade unit;

[0024] An adapter connector has one end inserted into the one-way bearing and the other end extending outside the one-way bearing and connected to the underwater paddle; a mounting hole is axially provided at the center of the adapter connector, and the mounting hole cooperates with the drive shaft of the second driver.

[0025] The water-air amphibious vehicle, wherein the pitch and roll attitude adjustment mechanism includes:

[0026] a pitch rudder assembly, parallel to the transverse axis of the frame and rotatably connected to the frame;

[0027] a pitch power assembly, disposed on the frame and connected to the pitch rudder assembly, to drive the pitch rudder assembly to rotate about a rotation axis parallel to the transverse axis of the frame to adjust the pitch attitude;

[0028] A roll rudder assembly is parallel to the longitudinal axis of the frame; the roll rudder assembly is rotatably connected to the frame;

[0029] The roll power assembly is arranged on the frame and connected to the roll rudder assembly to drive the roll rudder assembly to rotate around a rotation axis parallel to the longitudinal axis of the frame to adjust the roll attitude.

[0030] The water-air amphibious vehicle, wherein the pitch rudder assembly includes:

[0031] Two pitching rudders, mirror-image arrangement;

[0032] The frame is also provided with a rudder bracket, which is arranged along the central axis of the frame; the rudder bracket is located between the two pitch rudders and is rotationally connected to the two pitch rudders respectively; one end of the pitch rudder facing away from the rudder bracket is connected to the pitch power assembly so as to rotate relative to the rudder bracket under the drive of the pitch power assembly.

[0033] The water-air amphibious vehicle further comprises:

[0034] The buoyancy center adjustment mechanism is arranged on the frame and is used to switch the frame between a horizontal state and a vertical state.

[0035] The water-air amphibious vehicle, wherein the buoyancy center adjustment mechanism includes:

[0036] a balloon, arranged on the frame and close to the outer circumference of the frame;

[0037] An inflation and deflation unit is arranged on the frame and connected to the balloon to inflate and deflate the balloon.

[0038] The water-air amphibious vehicle, wherein the inflation and deflation unit comprises:

[0039] A three-way solenoid valve, wherein a first interface of the three-way solenoid valve is connected to the balloon;

[0040] an inflation component connected to the second interface of the three-way solenoid valve, so as to inflate the balloon through the second interface and the first interface in sequence when the three-way solenoid valve is powered on;

[0041] A two-way solenoid valve, wherein the first interface of the two-way solenoid valve is connected to the third interface of the three-way solenoid valve, and the second interface thereof is connected to the outside; when the two-way solenoid valve is powered on, the first interface of the two-way solenoid valve is connected to the second interface to deflate the balloon.

[0042] Beneficial effects: The independent aerial propulsion mechanism and the integrated water-air propulsion mechanism described in the present application are both driven by the power mechanism, and regardless of whether the vehicle is flying in the air or sailing underwater, the pitch and roll attitude adjustment mechanism can adjust the pitch attitude and roll attitude by controlling the rotation of the entire frame around the transverse axis or the longitudinal axis. Therefore, the water-air amphibious vehicle described in the present application uses the same power mechanism and the same pitch and roll attitude adjustment mechanism to serve both underwater navigation and air flight, eliminating the need to deploy and control two sets of power systems and attitude adjustment systems, thereby saving space, reducing volume, reducing weight, and saving energy consumption.

[0043] The present application adjusts the position of the center of buoyancy through the center of buoyancy adjustment mechanism, thereby achieving the conversion of the aircraft from underwater navigation to aerial flight posture through the change of the relative position between the center of buoyancy and the center of gravity. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 This is a first view of the overall assembly structure of the water-air amphibious vehicle described in this application;

[0045] Figure 2 This is a second view of the overall assembly structure of the water-air amphibious vehicle described in this application;

[0046] Figure 3 It is a schematic diagram of a partially exploded structure of the rack described in this application;

[0047] Figure 4 is a schematic diagram of the decomposed structure of the second driver and the amphibious control unit in this application;

[0048] Figure 5 9 is a schematic diagram of the exploded structure of the amphibious control unit and the water-air integrated propulsion mechanism in this application;

[0049] Figure 6 This is a reference diagram of the use state of the amphibious vehicle in the underwater navigation mode of the present application, when the pitch rudder is deflected downward;

[0050] Figure 7 This is a reference diagram of the use state of the amphibious vehicle in the underwater navigation mode of the present application, when the pitch rudder is deflected upward;

[0051] Figure 8 This is a reference diagram of the use state of the amphibious vehicle in the underwater navigation mode of the present application, when the roll rudder is deflected to the left;

[0052] Figure 9 This is a reference diagram of the use state of the amphibious vehicle in the underwater navigation mode of the present application, when the roll rudder is deflected to the right;

[0053] Figure 10 This is a reference diagram of the use state of the amphibious vehicle when the roll rudder is deflected to the left in the aerial flight mode of the present application;

[0054] Figure 11 This is a reference diagram of the use state of the amphibious vehicle when the roll rudder is deflected to the right in the aerial flight mode of the present application;

[0055] Figure 12 This is a reference diagram of the use state of the amphibious vehicle in the aerial flight mode of the present application, when the pitch rudder is deflected backward;

[0056] Figure 13 This is a reference diagram of the use state of the amphibious vehicle in the aerial flight mode of the present application, when the pitch rudder is deflected forward;

[0057] Figure 14 This is a reference diagram of the underwater navigation mode in the present application, in which the amphibious vehicle is in a counterclockwise rolling state;

[0058] Figure 15 This is a reference diagram of the underwater navigation mode in this application, in which the amphibious vehicle rolls clockwise;

[0059] Figure 16 This is a functional block diagram of the water-air amphibious vehicle described in this application;

[0060] Figure 17 This is a reference diagram of the underwater navigation mode of the present application, and the use state of the water-air amphibious vehicle when the balloon is in a deflated state;

[0061] Figure 18 This is a reference diagram of the amphibious vehicle in use when the balloon is inflated to transition from an underwater navigation mode to an aerial flight mode;

[0062] Figure 19 It is a schematic diagram of the distribution of the transverse axis, longitudinal axis, rotation axis of the pitch rudder and rotation axis of the roll rudder in this application. DETAILED DESCRIPTION

[0063] The following will describe the embodiments of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for the purpose of illustrating the present application and are not intended to limit the scope of protection of the present application.

[0064] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. Therefore, the illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0065] The present application provides an amphibious vehicle, such as Figure 1 and Figure 2 As shown, the water-air amphibious vehicle includes: a frame 1, an independent air propulsion mechanism 2, a pitch and roll attitude adjustment mechanism 3, a water-air integrated propulsion mechanism 4 and a power mechanism 5; the independent air propulsion mechanism 2 is arranged on the frame 1 and is located on the central axis of the frame 1; the pitch and roll attitude adjustment mechanism 3 is arranged at the bottom of the frame 1 and is used to adjust the pitch and roll attitude of the frame 1; the water-air integrated propulsion mechanism 4 is arranged between the independent air propulsion mechanism 2 and the pitch and roll attitude adjustment mechanism 3 and is located on the central axis of the frame 1; the power mechanism 5 is arranged between the water-air integrated propulsion mechanism 4 and the independent air propulsion mechanism 2 and is located on the central axis of the frame 1; the power mechanism 5 is connected to the independent air propulsion mechanism 2 and the water-air integrated propulsion mechanism 4 respectively to drive the independent air propulsion mechanism 2 and the water-air integrated propulsion mechanism 4 to rotate.

[0066] Specifically, the frame 1 is used to carry and position the independent aerial propulsion mechanism 2, the integrated water-air propulsion mechanism 4, the pitch and roll attitude adjustment mechanism 3, and the power mechanism 5. The independent aerial propulsion mechanism 2 and the integrated water-air propulsion mechanism 4 are both located on the central axis of the frame 1 and are both driven by the power mechanism 5. The power mechanism 5 is arranged along the central axis of the frame 1 between the independent aerial propulsion mechanism 2 and the integrated water-air propulsion mechanism 4 and is connected to the independent aerial propulsion mechanism 2 and the integrated water-air propulsion mechanism 4, respectively, so that a single set of power mechanisms 5 can output power to the independent aerial propulsion mechanism 2 and the integrated water-air propulsion mechanism 4.

[0067] The transverse axis B and the longitudinal axis C intersect crosswise at the center of gravity of the frame 1; the pitch and roll attitude adjustment mechanism 3 drives the frame 1 to rotate around the transverse axis B to adjust the pitch attitude of the entire aircraft, and can also drive the frame 1 to rotate around the longitudinal axis C to adjust the roll attitude of the entire aircraft. Regardless of whether the aircraft is flying in the air or sailing underwater, the pitch and roll attitude adjustment mechanism 3 adjusts the entire frame 1 around a direction parallel to the transverse axis B or the longitudinal axis C (such as Figure 19 The pitch and roll attitudes can be adjusted by rotating the control panel (as shown).

[0068] It can be seen that the independent aerial propulsion mechanism 2 and the water-air integrated propulsion mechanism 4 described in the present application are both driven by the power mechanism 5, and no matter whether the aircraft is flying in the air or sailing underwater, the pitch and roll attitude adjustment mechanism 3 can achieve the adjustment of the pitch attitude and roll attitude by controlling the rotation of the frame 1 as a whole; therefore, the water-air amphibious aircraft described in the present application realizes the same power mechanism 5 and the same pitch and roll attitude adjustment mechanism 3 to serve underwater navigation and air flight, without the need to deploy two sets of power systems and attitude adjustment systems, saving space, reducing volume, reducing weight, and saving energy consumption.

[0069] In one embodiment of the present application, the aerial independent propulsion mechanism 2 includes a first blade unit 21 , and the first blade unit 21 is rotatable around the central axis of the frame 1 .

[0070] Specifically, the first paddle unit 21 includes a plurality of first paddles 211 and a first paddle clamp 212. The first paddle clamp 212 is rotatably disposed on the central axis of the frame 1. The plurality of first paddles 211 are evenly distributed along the circumference of the first paddle clamp 212 and connected to the first paddle clamp 212. The first paddle clamp 212 is connected to the power mechanism, thereby driving the first paddles 211 to rotate under the drive of the power mechanism.

[0071] The water-air integrated propulsion mechanism includes: a second blade unit 41, an underwater paddle 42 and an amphibious control unit 43; the second blade unit 41 is axially arranged on the side of the first blade unit 21 close to the pitch and roll attitude adjustment mechanism 3; the underwater paddle 42 is axially arranged between the second blade unit 41 and the pitch and roll attitude adjustment mechanism 3, and is connected to the power mechanism 5; the amphibious control unit 43 is arranged at the center of the second blade unit 41 and is connected to the power mechanism 5; the amphibious control unit 43 is used to drive the second blade unit 41 and the underwater paddle 42 to rotate synchronously under the drive of the power mechanism 5 when in the air flight mode; and when in the underwater navigation mode, only the underwater paddle 42 is driven to rotate under the drive of the power mechanism 5.

[0072] Specifically, the second blade unit 41 can rotate around the central axis of the frame 1, and the second blade unit 41 is located between the first blade unit 21 and the pitch and roll attitude adjustment mechanism 3. The first blade unit 21, the second blade unit 41 and the underwater paddle 42 are arranged along the central axis of the frame 1, and the three are coaxially arranged; the first blade unit 21, the second blade unit 41 and the underwater paddle 42 are arranged in sequence from top to bottom; the power mechanism 5 is located between the air independent propulsion mechanism 2 and the second blade unit 41, and drives and controls the water-air integrated propulsion mechanism 4 and the air independent propulsion mechanism 2 respectively. The first blade unit 21 and the second blade unit 41 have the same structure; as Figure 4 As shown, the second blade unit 41 includes three second blades 411 and a second paddle clamp 412, and the three second blades 411 are in the same installation plane; the three second blades 411 are detachably connected to the second paddle clamp 412 through threaded parts such as screws or bolts, and the three second blades 411 are evenly distributed along the circumferential direction of the second paddle clamp 412.

[0073] like Figure 2 and Figure 4 As shown, the power mechanism 5 includes: a first driver 51 and a second driver 52; the first driver 51 is located between the first blade unit 21 and the second blade unit 41, and is connected to the first blade unit 21 to drive the first blade unit 21 to rotate; the second driver 52 is located between the first driver 51 and the second blade unit 41; the driving shaft of the second driver 52 passes through the amphibious control unit 43 and is connected to the underwater paddle 42; the amphibious control unit 43 is used to drive the second blade unit 41 and the underwater paddle 42 to rotate synchronously under the drive of the second driver 52 when in the air flight mode; and when in the underwater navigation mode, only the underwater paddle 42 is driven to rotate under the drive of the second driver 52.

[0074] Specifically, the first driver 51, the second driver 52, and the amphibious control unit 43 are all arranged along the central axis of the frame 1 and are coaxially disposed. The first driver 51 is connected to the first blade unit 21 from below and independently drives the start and stop of the first blade unit 21. The second driver 52 is connected to the second blade unit 41 and the underwater paddle 42 from above through the amphibious control unit 43. When the amphibious vehicle is in the airborne flight mode, the second driver 52 can drive the second blade unit 41 and the underwater paddle 42 to rotate synchronously, thereby achieving synchronous drive of the second blade unit 41 and the underwater paddle 42 by the second driver 52. When the amphibious vehicle is in the underwater navigation mode, under the control of the amphibious control unit 43, the second blade unit 41 no longer rotates, and only the underwater paddle 42 rotates, achieving independent control of the underwater paddle 42 by the second driver 52.

[0075] It is understood that because the first paddle clamp 212 only needs to be connected to the drive shaft of the first driver 51, the diameter of the assembly hole in the first paddle clamp 212 that mates with the first driver 51 is relatively small. In one embodiment of the present application, the diameter of the assembly hole in the first paddle clamp 212 is 5 mm. Because the second paddle clamp 412 needs to be connected to the drive shaft of the second driver 52 and the amphibious control unit 43, the diameter of the assembly hole in the second paddle clamp 412 is relatively large. In one embodiment of the present application, the diameter of the assembly hole in the second paddle clamp 412 is 14 mm, which matches the outer diameter of the amphibious control unit 43.

[0076] In the present application, the driving shaft of the first driver 51 extends upward to connect the first blade unit 21, and the driving shaft of the second driver 52 extends downward to connect the second blade unit 41 and the underwater paddle 42 through the amphibious control unit 43, so that the first driver 51 and the second driver 52 are arranged back to back, which not only ensures the coaxiality of the first driver 51 and the second driver 52, but also ensures that there is a suitable blade spacing between the first blade unit 21 and the second blade unit 41, and can also ensure that when sailing underwater, the backward water flow generated by the rotation of the underwater paddle 42 will not be interfered with by the first blade unit 21, the second blade unit 41, the first driver 51 and the second driver 52.

[0077] The distance between the first blade unit 21 and the second blade unit 41 affects the thrust and output efficiency provided by the power mechanism 5; in one embodiment of the present application, the arrangement of the first driver 51 and the second driver 52 between the first blade unit 21 and the second blade unit 41 can make the distance between the first blade unit 21 and the second blade unit 41 reach 110 mm, which is exactly within the optimal spacing range of 100 mm to 120 mm.

[0078] It should be noted that in the present application, the first blade unit 21 and the second blade unit 41 adopt a coaxial counter-propeller configuration, which is specifically reflected in that the first blade unit 21 and the second blade unit 41 are coaxially arranged, but the rotation directions are opposite, so that the torque generated by the rotation of the first blade unit 21 can be offset by the torque generated by the rotation of the second blade unit 41, so that the water-air amphibious vehicle will not experience net torque, thereby improving flight efficiency, increasing load capacity and reducing energy consumption.

[0079] When the amphibious vehicle is in airborne flight mode, both the first driver 51 and the second driver 52 are activated, causing both the first blade unit 21 and the second blade unit 41 to generate rotational motion. In one embodiment of the present application, in airborne flight mode, the first blade unit 21 rotates clockwise and the second blade unit 41 rotates counterclockwise, thereby providing power for airborne flight in a coaxial dual-propeller and counter-rotating manner.

[0080] When the amphibious vehicle is in the airborne flight mode, the underwater paddle 42 rotates under the drive of the second driver 52. In one embodiment of the present application, the diameter of the underwater paddle 42 is less than 1 / 5 of the diameter of the second blade unit 41. That is, the diameter of the underwater paddle 42 is very small compared to the diameters of the first blade unit 21 and the second blade unit 41, and is only suitable for underwater use. Therefore, even in the airborne flight mode, the underwater paddle 42 is in operation, and its impact on the thrust of the vehicle is very small, even negligible.

[0081] When the amphibious vehicle is in underwater navigation mode, the first driver 51 stops, while the second driver 52 remains activated and rotates in the opposite direction (i.e., the drive shaft of the second driver 52 rotates clockwise). The first blade unit 21 stops rotating, and the second blade unit 41 stops rotating under the control of the amphibious control unit 43. Only the underwater paddle 42 operates and provides power for underwater navigation. Thus, compared to conventional two independent power systems, the present invention utilizes the amphibious control unit 43 and the forward and reverse switching of the first and second drivers 51 and 52 to drive the first and second blade units 21 and 41 during aerial flight (the rotational power of the underwater paddle 42 being negligible), and only the underwater paddle 42 during underwater navigation. This allows for flexible selection of the optimal blade drive for the two different media, air and water, without requiring separate power systems for the independent aerial propulsion mechanism 2 and the underwater paddle 42, thereby reducing both volume and overall weight.

[0082] The first driver 51 and the second driver 52 both include motors (such as brushless motors); the outer sides of the motors are covered with motor drag reduction covers 6 (such as Figure 4 As shown in the figure, the motor drag reduction cover 6 is cylindrical with a hollow structure; the motor drag reduction cover 6 fits tightly against the outer wall of the motor, thereby covering the motor. When sailing underwater, the irregular surface of the motor is no longer in direct contact with the water, but the motor drag reduction cover 6 with a smooth cylindrical surface is in contact with the water, thereby minimizing the friction resistance encountered by the motor during rotation, guiding the water flow to smoothly bypass the motor, and reducing the formation of turbulence and eddies.

[0083] like Figure 4 As shown, the amphibious control unit 43 includes a one-way bearing 431 and an adapter connector 432; the outer side surface of the one-way bearing 431 fits with the second blade unit 41; one end of the adapter connector 432 is inserted into the one-way bearing 431, and the other end of the adapter connector 432 extends to the outside of the one-way bearing 431 and is connected to the underwater paddle 42; a mounting hole is axially arranged at the center of the adapter connector 432, and the mounting hole cooperates with the drive shaft of the second driver 52.

[0084] Specifically, the one-way bearing 431 is inserted into the assembly hole of the second paddle clamp 412 and fits against the inner side surface of the assembly hole of the second paddle clamp 412, preventing relative sliding between the one-way bearing 431 and the second paddle clamp 412. The two ends of the adapter connector 432 are respectively connected to the one-way bearing 431 and the underwater paddle 42. One end of the adapter connector 432 is inserted into the one-way bearing 431 and is in close contact with the roller of the one-way bearing 431, so that the adapter connector 432 does not slide relative to the roller of the one-way bearing 431, but only rolls along the roller of the one-way bearing 431. The center of the adapter connector 432 is provided with a mounting hole, which extends axially through the adapter connector 432. The drive shaft of the second driver 52 passes through the mounting hole and connects to the underwater paddle 42, thereby driving the underwater paddle 42 to rotate.

[0085] When the water-air amphibious vehicle is in the underwater navigation mode, the first driver 51 stops rotating and the drive shaft of the second driver 52 reverses (rotates clockwise). Due to the presence of the one-way bearing 431, the second blade unit 41 only slides relative to the second driver 52 but does not rotate, so that the second driver 52 can only drive the underwater paddle 42 to rotate, providing power for underwater navigation.

[0086] like Figure 5 As shown, the underwater paddle 42 is also provided with a plurality of grooves 421, and the adapter connector 432 is provided with a plurality of latching protrusions 7, and the latching protrusions 7 are plugged into and matched with the grooves 421 one by one to ensure that the adapter connector 432 and the underwater paddle 42 can rotate synchronously without causing relative slippage.

[0087] The pitch and roll attitude adjustment mechanism 3 includes: a pitch rudder assembly 31, a pitch power assembly 32, a roll rudder assembly 33 and a roll power assembly 34; the pitch rudder assembly 31 is parallel to the transverse axis B of the frame 1 and is rotatably connected to the frame 1; the pitch power assembly 32 is arranged on the frame 1 and connected to the pitch rudder assembly 31 to drive the pitch rudder assembly 31 to rotate around a rotation axis D parallel to the transverse axis B of the frame 1 to perform pitch attitude adjustment; the roll rudder assembly 33 is parallel to the longitudinal axis C of the frame 1; the roll rudder assembly 33 is rotatably connected to the frame 1; the roll power assembly 34 is arranged on the frame 1 and connected to the roll rudder assembly 33 to drive the roll rudder assembly 33 to rotate around a rotation axis E parallel to the longitudinal axis C of the frame 1 to perform roll attitude adjustment.

[0088] Specifically, the pitch rudder assembly 31 is distributed along a direction parallel to the transverse axis B of the frame 1. When the pitch power assembly 32 is activated, the pitch rudder assembly 31 rotates about a rotation axis D parallel to the transverse axis B of the frame 1, causing the frame 1 to produce a pitch attitude. Adjustment of the pitch power assembly 32 thereby adjusts the pitch attitude of the amphibious vehicle. Similarly, the roll rudder assembly 33 is distributed along a direction parallel to the longitudinal axis C of the frame 1. When the roll power assembly 34 is activated, the roll rudder assembly 33 rotates about a rotation axis E parallel to the longitudinal axis C of the frame 1, causing the frame 1 to produce a roll attitude. Adjustment of the roll power assembly 34 thereby adjusts the roll attitude of the amphibious vehicle.

[0089] It should be noted that, regardless of whether the amphibious vehicle is in underwater navigation mode or aerial flight mode, as long as the pitch power assembly 32 is activated, the backward airflow or water flow acts on the pitch rudder assembly 31, providing a yawing torque, thereby adjusting the pitch attitude of the vehicle. Similarly, as long as the roll power assembly 34 is activated, the backward airflow or water flow acts on the roll rudder assembly 33, providing a yawing torque, thereby adjusting the roll attitude of the vehicle. Thus, in this application, a single independent pitch and roll attitude adjustment mechanism 3 is used to achieve both pitch and roll attitude adjustment in both modes (underwater navigation mode and aerial flight mode).

[0090] In this application, when in the air flight mode, the water-air amphibious vehicle is in a vertical state (such as Figure 1 As shown), that is, the first blade unit 21 and the second blade unit 41 are distributed up and down; when in the underwater navigation mode, the water-air amphibious vehicle is in a horizontal state (as shown Figure 17 (as shown), that is, the front-to-back distribution of the first blade unit 21 and the second blade unit 41. The center of buoyancy and center of gravity of the amphibious vehicle are designed to ensure that when the frame 1 falls into the water, the frame 1 automatically changes from a vertical state to a horizontal state under the action of the buoyancy of the water and its own gravity.

[0091] The pitch rudder assembly 31 includes two pitch rudders 311 arranged in mirror-image configuration. A rudder bracket 8 is also provided on the frame 1, arranged along the central axis of the frame 1. The rudder bracket 8 is located between the two pitch rudders 311 and is rotationally connected to each of the two pitch rudders 311. The ends of the pitch rudders 311 facing away from the rudder bracket 8 are connected to the pitch power assembly 32, allowing them to rotate relative to the rudder bracket 8 under the drive of the pitch power assembly 32. The pitch power assembly 32 includes two servos, each with a rocker arm independently mounted on one of the pitch rudders 311. Driven by the rocker arms of the servos, the pitch rudders 311 can rotate.

[0092] Similarly, the roll rudder assembly 33 includes two roll rudders 331, arranged in mirror-image configuration. Both roll rudders 331 are also rotatably connected to the rudder bracket 8. One end of each roll rudder 331 is rotatably connected to the rudder bracket 8, and the other end is connected to the roll power assembly 34, allowing rotation relative to the rudder bracket 8 under the drive of the roll power assembly 34. The roll power assembly 34 also includes two servos, each with a rocker arm independently mounted on one of the roll rudders 331. Driven by the rocker arm of each servo, the roll rudder 331 can rotate. Both the pitch rudder 311 and the roll rudder 331 are trapezoidal in shape.

[0093] When in aerial flight mode, the frame 1 is in a vertical position, and the first and second blade units 21 and 41 generate a very strong downward airflow. When the pitch rudder 311 and / or the roll rudder 331 deflect in one direction by a certain angle, the airflow exerts a force on the deflected control surfaces. The greater the deflection angle of the control surfaces, the larger the force-bearing area of the control surfaces, and the greater the force exerted by the airflow on the control surfaces. Because the direction of this force does not pass through the center of gravity of the amphibious vehicle, it generates a torque that causes the frame 1 to rotate about its center of gravity, thereby rotating the frame 1 in the direction of the deflected control surfaces, thereby controlling the motion of the frame 1. When in underwater navigation mode, the underwater paddles 42 generate a backward water flow (away from the first and second blade units 21 and 41). Similar to the airflow principle, the pitch rudder 311 and the roll rudder 331 can be used to control the underwater heading attitude.

[0094] In one embodiment of the present application, when in underwater navigation mode:

[0095] like Figure 6 As shown, the two pitching rudders 311 are deflected downward, the head of the frame 1 will tilt downward, and the water-air amphibious vehicle will dive; Figure 7As shown, the two pitching rudders 311 are deflected upward, the head of the frame 1 will tilt upward, and the water-air amphibious vehicle will float. Figure 8 As shown, the two roll rudders 331 are deflected to the left, the head of the frame 1 will tilt to the left, and the water-air amphibious vehicle will turn left; Figure 9 As shown, the two roll rudders 331 are both deflected to the right, the head of the frame 1 will tilt to the right, and the amphibious vehicle will turn right.

[0096] In one embodiment of the present application, when in air flight mode:

[0097] like Figure 10 As shown (the two roll rudders 331 are both deflected to the left, the top of the frame 1 will tilt to the left, and the water-air amphibious vehicle will fly to the left (i.e., rotate counterclockwise around the X-axis); as shown Figure 11 As shown, if both of the roll rudders 331 are deflected to the right, the top of the frame 1 will tilt to the right, and the amphibious vehicle will fly to the right (i.e., rotate clockwise around the X-axis). Figure 12 As shown, the two pitch rudders 311 are deflected backward, the top of the frame 1 will tilt backward, and the amphibious vehicle will fly backward (i.e., rotate clockwise around the Y axis); Figure 13 As shown, when both of the pitch rudders 311 are deflected forward, the top of the frame 1 will tilt forward, and the amphibious vehicle will fly forward (ie, rotate counterclockwise around the Y axis).

[0098] It can be understood that the pitch and roll attitude adjustment mechanism 3 can only control the pitch and roll attitude of the amphibious vehicle; the yaw attitude of the amphibious vehicle is achieved by adjusting the speed difference between the first driver 51 and the second driver 52, and the torque brought by the speed difference (for example, when the blades of the first blade unit 21 rotate counterclockwise, the blades of the second blade unit 41 rotate clockwise, and the speed of the first blade unit 21 is greater than the speed of the second blade unit 41, the frame 1 rotates clockwise; when the speed of the first blade unit 21 is less than the speed of the second blade unit 41, the frame 1 rotates counterclockwise). Since each of the pitch rudders 311 and each of the roll rudders 331 has a corresponding independent servo drive, the two pitch rudders 311 can be deflected in opposite directions synchronously, and the two roll rudders 331 can also be deflected in opposite directions synchronously (for example, when the pitch rudder 311 and the roll rudder 331 are both deflected as shown in FIG. Figure 14 When the direction shown is the same, the amphibious vehicle rolls counterclockwise; when the pitch rudder 311 and the roll rudder 331 are both biased as shown Figure 15 When in the direction shown, the amphibious vehicle rolls clockwise).

[0099] like Figure 1 and Figure 2 As shown, the frame 1 includes: a first rotating body 11, a second rotating body 12, a third rotating body 13, a plurality of support rods 14 and a plurality of support legs 15; the first rotating body 11, the second rotating body 12 and the third rotating body 13 are arranged in sequence from top to bottom along the axial direction; the support rods 14 are evenly distributed along the circumferential direction and are respectively connected to the first rotating body 11, the second rotating body 12 and the third rotating body 13; the support legs 15 are connected to the support rods 14 in a one-to-one correspondence to provide support when the aircraft lands. The first blade unit 21 is located between the first rotating body 11 and the second rotating body 12, and the second blade unit 41 and the underwater paddle 42 are both located between the second rotating body 12 and the third rotating body 13; the pitch and roll attitude adjustment mechanism 3 is located on the side of the third rotating body 13 away from the second rotating body 12. One end of the pitch rudder 311 is rotatably connected to the rudder bracket 8, and the other end is connected to the steering gear provided on the support rod 14, and rotates relative to the rudder bracket 8 under the drive of the steering gear; similarly, one end of the roll rudder 331 is rotatably connected to the rudder bracket 8, and the other end is connected to the steering gear provided on the support rod 14, and rotates relative to the rudder bracket 8 under the drive of the steering gear.

[0100] like Figure 3 As shown, the second rotating body 12 includes an annular hollow plate 121, and the interior of the annular hollow plate 121 retains a cross-shaped second supporting structure 122; the cross intersection of the second supporting structure 122 is used to connect with the first driver 51 and the second driver 52 respectively. The annular hollow plate 121 and the second supporting structure 122 are an integrally molded structure; the annular hollow plate 121 is cut by CNC and uses a 4mm thick FR4 glass fiber board; the support rod 14 is a 3K carbon fiber tube with an inner diameter of 4mm and an outer diameter of 8mm. Instant glue and modified acrylic adhesive are also used to bond the annular hollow plate 121 and the support rod 14 to ensure the bonding strength and toughness between the two. The structure of the first rotating body 11 and the third rotating body 13 is the same as that of the second rotating body 12; the first rotating body 11 is used to position the first driver 51, and the third rotating body 13 is used to position the pitch and roll attitude adjustment mechanism 3; as shown Figure 3 As shown, the central cross-intersection A of the first support structure 132 in the third rotating body 13 is connected to the rudder bracket 8, and the area of the cross-intersection A is smaller than the area of the cross-intersection of the support structure in the first rotating body 11, and is also smaller than the area of the cross-intersection of the second support structure 122 in the second rotating body 12, thereby minimizing the interference of the third rotating body 13 on the downdraft during flight in the air and the backward water flow during underwater navigation.

[0101] The water-air amphibious vehicle further includes a buoyancy center adjustment mechanism 9 , which is provided on the frame 1 and is used to switch the frame 1 between a horizontal state and a vertical state.

[0102] Specifically, when in aerial flight mode, the amphibious vehicle is in an upright position, that is, the frame 1 is in an upright position. When the amphibious vehicle needs to transition to underwater navigation mode and the amphibious vehicle touches water, the frame 1 automatically transitions from an upright position to a lying horizontal position under the action of the buoyancy of the water and the vehicle's own weight. When underwater navigation ends and the vehicle needs to transition to aerial flight mode, the buoyancy center adjustment mechanism 9 is activated to adjust the buoyancy center of the amphibious vehicle, changing the relative positional relationship between the buoyancy center and the center of gravity of the amphibious vehicle, thereby causing the frame 1 to stand upright for the aerial flight mode.

[0103] like Figure 1 and Figure 16 As shown, the buoyancy center adjustment mechanism 9 includes a balloon 91 and an inflation and deflation unit 92; the balloon 91 is arranged on the frame 1 and is close to the outer circumferential surface of the frame 1; the inflation and deflation unit 92 is arranged on the frame 1 and is connected to the balloon 91 to inflate and deflate the balloon 91.

[0104] Specifically, when in the air flight mode, the balloon 91 is in a deflated state (eg Figure 1 As shown), no buoyancy will be generated on the frame 1. Figure 17 As shown, when the amphibious vehicle touches water, under the action of the buoyancy of water, the frame 1 automatically changes from a vertical state to a lying horizontal state (at this time, the center of buoyancy of the amphibious vehicle is above the center of gravity) and executes the subsequent underwater navigation mode.

[0105] During the medium conversion process of the water-air amphibious vehicle from the air to the water, before contacting the water surface, the frame 1 is in a vertical drive state, and at this time the first blade unit 21 rotates clockwise, and the second blade unit 41 rotates counterclockwise and gradually reduces the rotation speed. After being close enough to the water surface, the speed of the water-air amphibious vehicle is reduced to a safe level, and then the water-air amphibious vehicle freely falls into the water. At this time, the water-air amphibious vehicle floats on the water in a horizontal posture due to its unique buoyancy design. Afterwards, the first drive 51 stops, and the second drive 52 switches to reverse (i.e., clockwise rotation) to provide power for the water-air amphibious vehicle, thereby completing the cross-medium process of entering the water from the air.

[0106] During the medium conversion process from water to air, the water-air amphibious vehicle first decelerates the second driver 52, so that the underwater propeller 42 gradually slows down its rotation speed and ensures that the attitude of the frame 1 is in a relatively horizontal state; when there is still a certain distance from the water surface, the inflation and deflation unit 92 starts to inflate the balloon 91 (such as Figure 18 As shown), under the buoyancy of the balloon 91, the center of buoyancy of the water-air amphibious vehicle moves forward and downward relative to the center of gravity until the frame 1 is transformed into a vertical state, and the buoyancy of the balloon 91 drives the water-air amphibious vehicle to approach the water surface in a vertical posture. When the buoyancy and the underwater paddle 42 push the frame 1 upward to the surface of the water, once the first blade unit 21 leaves the water surface, the first blade unit 21 is started by the first driver 51, and the driving frequency of the first driver 51 is quickly increased to 60%; after the sensor provided on the frame 1 detects that the second blade unit 41 has left the water surface, the second driver 52 is started at the same driving frequency, thereby driving the second blade unit 41 to perform a cross-medium process from water to air. After the water-air amphibious vehicle leaves the water surface, the inflation and deflation unit 92 is started again and deflates the balloon 91 (as shown Figure 1 shown).

[0107] The top of the rack 1 is also provided with a waterproof electronic compartment 10, that is, the waterproof electronic compartment 10 is provided on the side of the first rotating body 11 away from the second rotating body 12. The waterproof electronic compartment 10 is provided with a controller 100 (such as Figure 16 The controller 100 is connected to the wireless signal transmission device and transmits signals to an external terminal (such as a remote control). The controller 100 is also electrically connected to the power mechanism 5, the pitch and roll attitude adjustment mechanism 3, and the center of buoyancy adjustment mechanism 9 to control the start and stop of the power mechanism 5, the pitch and roll attitude adjustment mechanism 3, and the center of buoyancy adjustment mechanism 9.

[0108] like Figure 16 As shown, the inflation and deflation unit 92 includes a three-way solenoid valve 921, an inflation component 922 and a two-way solenoid valve 923; the first interface of the three-way solenoid valve 921 is connected to the balloon 91; the inflation component 922 is connected to the second interface of the three-way solenoid valve 921, so that when the three-way solenoid valve 921 is powered on, the balloon 91 is inflated through the second interface and the first interface in sequence; the first interface of the two-way solenoid valve 923 is connected to the third interface of the three-way solenoid valve 921, and its second interface is connected to the outside; when the two-way solenoid valve 923 is powered on, the first interface of the two-way solenoid valve 923 is connected to the second interface to deflate the balloon 91.

[0109] Specifically, if Figure 1 and Figure 16 As shown, the inflation assembly 922 includes a compressed gas cylinder 9221 and a pressure reducing valve 9222. The compressed gas cylinder 9221 is connected to the three-way solenoid valve 921 via the pressure reducing valve 9222. The gas after being decompressed by the pressure reducing valve 9222 is connected to the three-way solenoid valve 921, thereby supplying gas to the balloon 91. The three-way solenoid valve 921 has three interfaces, and the two-way solenoid valve 923 has two interfaces. The three interfaces of the three-way solenoid valve 921 are respectively connected to the pressure reducing valve 9222, the balloon 91, and the two-way solenoid valve 923. Of the two interfaces of the two-way solenoid valve 923, one interface is connected to the three-way solenoid valve 921, and the other interface is in communication with the outside.

[0110] The three-way solenoid valve 921 is also connected to the first relay 101, and the two-way solenoid valve 923 is also connected to the second relay 102. The first relay 101 and the second relay 102 (both PWM relays) are electrically connected to the controller 100. When the controller 100 transmits a PWM signal with a duration greater than 1750 μs to the first relay 101, the three-way solenoid valve 921 is energized, the first interface of the three-way solenoid valve 921 is connected to the second interface, and the compressed gas cylinder 9221 inflates the balloon 91 through the pressure reducing valve 9222, adjusting the buoyancy of the amphibious vehicle. When the controller 100 transmits a PWM signal with a duration less than 1750 μs to the first relay 101, the three-way solenoid valve 921 is de-energized, the first interface and the second interface of the three-way solenoid valve 921 are disconnected, and the second interface of the three-way solenoid valve 921 is connected to the third interface, thereby connecting the balloon 91 to the first interface of the two-way solenoid valve 923 and maintaining the balloon 91 at its current inflation level. When the controller 100 transmits a PWM signal greater than 1750us to the second relay 102, the two-way solenoid valve 923 is powered on, the first interface of the two-way solenoid valve 923 is connected to the second interface, and the balloon 91 is deflated through the second interface of the two-way solenoid valve 923; when the controller 100 transmits a PWM signal less than 1750us to the second relay 102, the two-way solenoid valve 923 is powered off, the first interface and the second interface of the two-way solenoid valve 923 are disconnected, and the balloon 91 stops deflation.

[0111] The frame 1 is also equipped with a battery to power various electronic devices (such as the controller 100, the power mechanism 5, the charging and discharging unit 92, and the pitch and roll attitude adjustment mechanism 3). The frame 1 is also equipped with multiple mounting brackets for respectively mounting and positioning the compressed gas cylinder 9221, the pressure reducing valve 9222, and the battery.

[0112] The common terminal of the first relay 101 is connected to the positive electrode of the three-way solenoid valve 921, and the common terminal of the second relay 102 is connected to the positive electrode of the two-way solenoid valve 923. The negative electrode of the three-way solenoid valve 921 is connected to the negative electrode of the battery, and the negative electrode of the two-way solenoid valve 923 is connected to the negative electrode of the battery. The controller 100 has a PWM output port, which is connected to the control signal terminal of the first relay 101 and the control signal terminal of the second relay 102 respectively through the PWM output port.

[0113] The first relay 101 and the second relay 102 are both located within the waterproof electronics compartment 10. An IMU (inertial measurement unit) is also housed within the compartment, electrically connected to the controller 100 and used to detect the vehicle's attitude. The controller 100 controls the inflation and deflation of the balloon 91 based on the vehicle's attitude. The waterproof electronics compartment 10 not only provides waterproofing for the electronic devices but also provides 0.6 kg of buoyancy for the amphibious vehicle.

[0114] In summary, the present application provides a water-air amphibious vehicle, which includes: a frame; an independent air propulsion mechanism, which is arranged on the frame and located on the central axis of the frame; a pitch and roll attitude adjustment mechanism, which is arranged at the bottom of the frame and is parallel to the horizontal axis and vertical axis of the frame, respectively, to adjust the pitch and roll attitude of the frame; a water-air integrated propulsion mechanism, which is arranged between the independent air propulsion mechanism and the pitch and roll attitude adjustment mechanism, and is located on the central axis of the frame; a power mechanism, which is arranged between the water-air integrated propulsion mechanism and the independent air propulsion mechanism, and is located on the central axis of the frame; the power mechanism is respectively connected to the independent air propulsion mechanism and the water-air integrated propulsion mechanism to drive the independent air propulsion mechanism and the water-air integrated propulsion mechanism to rotate. The independent air propulsion mechanism and the water-air integrated propulsion mechanism are both driven by the power mechanism, and no matter whether the aircraft is flying in the air or sailing underwater, the pitch and roll attitude adjustment mechanism can achieve adjustment of the pitch attitude and roll attitude by controlling the rotation of the entire frame around the horizontal axis or the vertical axis; therefore, the water-air amphibious aircraft described in the present application realizes the same power mechanism and the same pitch and roll attitude adjustment mechanism to serve underwater navigation and air flight, without the need to deploy two sets of power systems and attitude adjustment systems, saving space, reducing volume, reducing weight, and saving energy consumption.

[0115] It should be understood that the application of this application is not limited to the above examples. For ordinary technicians in this field, they can make improvements or changes based on the above description. All these improvements and changes should fall within the scope of protection of the claims attached to this application.

Claims

1. A water-air amphibious vehicle, characterized in that: It includes: frame; An independent aerial propulsion mechanism is provided on the frame and is located on the central axis of the frame; A pitch and roll attitude adjustment mechanism is provided at the bottom of the frame and is used to adjust the pitch and roll attitude of the frame; an integrated water-air propulsion mechanism, disposed between the independent air propulsion mechanism and the pitch-and-roll attitude adjustment mechanism, and located on the central axis of the frame; a power mechanism, disposed between the water-air integrated propulsion mechanism and the independent aerial propulsion mechanism, and located on the central axis of the frame; the power mechanism is connected to the independent aerial propulsion mechanism and the water-air integrated propulsion mechanism, respectively, to drive the independent aerial propulsion mechanism and the water-air integrated propulsion mechanism to rotate; The independent aerial propulsion mechanism comprises: a first blade unit; The water-air integrated propulsion mechanism comprises: a second blade unit, arranged axially on a side of the first blade unit close to the pitch and roll attitude adjustment mechanism; an underwater propeller, axially arranged between the second blade unit and the pitch and roll attitude adjustment mechanism, and connected to the power mechanism; an amphibious control unit, disposed at the center of the second blade unit and connected to the power mechanism; the amphibious control unit is configured to drive the second blade unit and the underwater paddle to rotate synchronously under the drive of the power mechanism when in an aerial flight mode; and to drive only the underwater paddle to rotate under the drive of the power mechanism when in an underwater sailing mode; The amphibious control unit includes: a one-way bearing, an outer side surface of which is in contact with the second blade unit; An adapter connector, one end of which is inserted into the one-way bearing and the other end of which extends outside the one-way bearing and is connected to the underwater paddle; a mounting hole is axially provided at the center of the adapter connector, and the mounting hole cooperates with the power mechanism; When the water-air amphibious vehicle is in an air flight mode, the first blade unit rotates clockwise and the second blade unit rotates counterclockwise, thereby providing power for air flight in a coaxial double-propeller and counter-propeller manner.

2. The amphibious vehicle according to claim 1, characterized in that: The first blade unit includes a first blade clamp and a plurality of blades. The first blade clamp is rotatably arranged on the central axis of the frame and is connected to the power mechanism. The plurality of blades are arranged on the first blade clamp along the circumference of the first blade clamp.

3. The amphibious vehicle according to claim 1, characterized in that: The power mechanism comprises: a first driver, located between the first blade unit and the second blade unit and connected to the first blade unit to drive the first blade unit to rotate; The second driver is located between the first driver and the second blade unit; the driving shaft of the second driver passes through the amphibious control unit and is connected to the underwater paddle.

4. The amphibious vehicle according to claim 1, characterized in that: The pitch and roll attitude adjustment mechanism comprises: a pitch rudder assembly, parallel to the transverse axis of the frame and rotatably connected to the frame; a pitch power assembly, disposed on the frame and connected to the pitch rudder assembly, to drive the pitch rudder assembly to rotate about a rotation axis parallel to the transverse axis of the frame to adjust the pitch attitude; A roll rudder assembly is parallel to the longitudinal axis of the frame; the roll rudder assembly is rotatably connected to the frame; The roll power assembly is arranged on the frame and connected to the roll rudder assembly to drive the roll rudder assembly to rotate around a rotation axis parallel to the longitudinal axis of the frame to adjust the roll attitude.

5. The amphibious vehicle according to claim 4, characterized in that: The pitch rudder assembly comprises: Two pitching rudders, mirror-image arrangement; The frame is also provided with a rudder bracket, which is arranged along the central axis of the frame; the rudder bracket is located between the two pitch rudders and is rotationally connected to the two pitch rudders respectively; one end of the pitch rudder facing away from the rudder bracket is connected to the pitch power assembly so as to rotate relative to the rudder bracket under the drive of the pitch power assembly.

6. The amphibious vehicle according to claim 1, characterized in that: It also includes: The buoyancy center adjustment mechanism is arranged on the frame and is used to switch the frame between a horizontal state and a vertical state.

7. The amphibious vehicle according to claim 6, characterized in that: The buoyancy center adjustment mechanism includes: a balloon, arranged on the frame and close to the outer circumference of the frame; An inflation and deflation unit is arranged on the frame and connected to the balloon to inflate and deflate the balloon.

8. The amphibious vehicle according to claim 7, characterized in that: The inflation and deflation unit comprises: A three-way solenoid valve, wherein a first interface of the three-way solenoid valve is connected to the balloon; an inflation component connected to the second interface of the three-way solenoid valve, so as to inflate the balloon through the second interface and the first interface in sequence when the three-way solenoid valve is powered on; A two-way solenoid valve, wherein the first interface of the two-way solenoid valve is connected to the third interface of the three-way solenoid valve, and the second interface thereof is connected to the outside; when the two-way solenoid valve is powered on, the first interface of the two-way solenoid valve is connected to the second interface to deflate the balloon.

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