Fixed wing type cross-domain aircraft capable of self-adaptive load replacement

Abstract

The invention discloses a fixed wing type cross-domain aircraft capable of realizing self-adaptive load replacement, belongs to the technical field of cross-domain aircrafts, and is used for a water-air double-domain operation cross-domain aircraft. Comprising an aircraft body, a main wing, an aileron, a tail assembly, a vertical take-off and landing support, a vertical take-off and landing rotor wing, a fixed wing propeller, an underwater propeller, a load replacement device and a control module. The control module comprises a decision making system, a telemetering communication system, a state sensing system, an underwater water surface load replacement system, a water surface four-rotor vertical take-off and landing control system, an air fixed-wing cruise control system and an underwater vehicle control system. According to the fixed wing type cross-domain aircraft, through collaborative innovation of a multi-mode power system and self-adaptive buoyancy control, the dynamic characteristic adaptation problem in cross-domain navigation is solved, and the fixed wing type cross-domain aircraft has the vertical take-off and landing capacity, the air cruising capacity and the underwater maneuvering capacity.

Description

Technical Field

[0001] This invention discloses a fixed-wing trans-domain vehicle with adaptive load displacement, belonging to the field of trans-domain vehicle technology. Background Technology

[0002] In recent years, the demand for cross-domain vehicles with seamless switching capabilities between water and air has become increasingly urgent in the fields of marine environmental monitoring, resource exploration, and special operations. Traditional operational modes rely on the coordinated formation of UAVs and unmanned underwater vehicles, which suffers from problems such as high system redundancy, cross-domain response delays, and complex collaborative control logic, making it difficult to meet the real-time and autonomous requirements of sudden missions.

[0003] Current cross-domain vehicle technology mainly revolves around three major directions: structural compatibility design, media conversion dynamics adaptation, and multi-mode energy propulsion, but it still faces systemic technical bottlenecks.

[0004] Most existing solutions rely on folding wings or biomimetic flapping wing structures to adapt to different media. While folding mechanisms can reduce underwater drag, repeated movements can easily lead to seal failure and wing damage, while also encroaching on fuselage space and limiting equipment loading capacity. During cross-domain operations, the huge density difference at the water-air interface will cause severe fluid disturbances, making pre-programmed solutions unable to cope with wind and wave interference. Although adaptive solutions introduce environmental feedback, the buoyancy adjustment unit is mostly an integral design, which cannot finely distribute buoyancy in different areas, resulting in insufficient precision in underwater turning, pitching, and other maneuvers. In addition, the energy consumption during cross-media operations is too high, limiting the ability to perform repeated operations. The mainstream coaxial twin-propeller design reduces underwater drag through folding rotors, but the stopped blades still generate additional drag; high-energy propulsion systems, on the other hand, reduce payload space due to excessive weight. More importantly, there is a response delay in power mode switching, and sensor data fusion takes a long time, which can easily lead to thrust interruption during cross-domain operations, causing a high risk of loss of control.

[0005] It is evident that existing technologies have not effectively resolved the contradiction between lightweight structures and reliability, the need for precise buoyancy control, and the problem of efficient energy utilization. An innovative solution integrating rigid structures, zoned buoyancy control, and intelligent power coordination is urgently needed to enhance the cross-domain performance of vehicles in complex sea conditions. Summary of the Invention

[0006] The purpose of this invention is to provide a fixed-wing cross-domain vehicle with adaptive load displacement, so as to solve the limitations of existing cross-domain vehicles in terms of structural reliability, buoyancy control accuracy and energy efficiency.

[0007] An adaptive load-displacement fixed-wing trans-domain vehicle, comprising: The main fuselage, main wing, ailerons, tail assembly, vertical takeoff and landing (VTOL) support, vertical takeoff and landing (VTOL) rotor, fixed-wing propulsion unit, underwater propulsion unit, load replacement device, and control module of the aircraft; The tail assembly includes a horizontal tail fin, a vertical tail fin, an elevator, and a rudder; The load replacement device includes a water-air chamber, a solenoid valve, a high-pressure gas cylinder, and a water pump.

[0008] The main wings are symmetrically fixed on both sides of the middle of the main fuselage of the aircraft. There are three sets of water and air chambers installed symmetrically along the direction of the main wings inside the main wings. Ailerons are provided in the middle of the rear end of both main wings. The fixed-wing propulsion unit is installed at the tail of the main fuselage of the aircraft; Two underwater thrusters are parallel to the fuselage centerline and symmetrically installed on both sides of the belly at the rear of the main fuselage of the aircraft. The main fuselage of the aircraft is a cavity, with equipment compartments at the front and rear ends of the cavity, and the remaining space is a payload compartment; the equipment compartment at the front end of the cavity has a control module along the central axis, and the equipment compartment at the rear end of the cavity has a high-pressure gas cylinder along the central axis.

[0009] The tail assembly has vertical tail fins at both ends and is connected by a horizontal tail fin in the middle. There is a mounting hole in the middle of the front end of the vertical tail fin, an elevator in the middle of the rear end of the horizontal tail fin, and a rudder in the middle of the rear end of the vertical tail fin. The tail assembly is connected to the main fuselage of the aircraft via two vertical take-off and landing (VTOL) brackets. The front top of the VTOL brackets is fixed to the main wing, and the rear end extends rearward and is embedded in the mounting hole of the vertical tail fin.

[0010] Vertical take-off and landing (VTOL) rotors are mounted on the top of the front and rear ends of the vertical take-off and landing (VTOL) support, with the rear VTOL rotor located in front of the vertical tail fin.

[0011] The water-air compartment is installed in the main wing water-air compartment mounting cavity; The outlet of the high-pressure gas cylinder is equipped with a main gas supply pipeline. The main gas supply pipeline extends forward along the central axis of the main fuselage of the aircraft and branches to both sides at the connection between the main wing and the main fuselage of the aircraft. Three sets of solenoid valve groups are symmetrically installed on both sides. The outlet of the solenoid valve group is connected to the inner end of the water and gas compartment through a pipe. A water pump is installed at the outer end of the water-air chamber.

[0012] The high-pressure gas cylinder is a compressed carbon dioxide cylinder, and the main wing is a high-strength, lightweight composite material.

[0013] The control module includes a decision-making system, a telemetry and communication system, a state perception system, an underwater and surface load replacement system, a water surface quadcopter vertical take-off and landing control system, an airborne fixed-wing cruise control system, and an underwater vehicle control system.

[0014] The decision-making system includes the flight control system and the onboard computer; The telemetry and communication system includes an air-to-ground telemetry and communication system and a ground-to-ground telemetry and communication system. The air-to-ground telemetry and communication system is integrated into the communication module, which includes a 2.4G receiver, a 433MHz data transmission air-to-ground terminal, and a 5.8G image transmission air-to-ground terminal. The state awareness system is integrated into the sensor module, which includes a GPS module, depth gauge, barometer, airspeed gauge, pressure sensor, and water immersion sensor.

[0015] The underwater surface load replacement system is the control terminal of the load replacement device. It adjusts the water-air ratio in each water-air chamber by controlling the high-pressure gas cylinder, water pump and solenoid valve. The water surface quadcopter vertical take-off and landing control system is the control end of the vertical take-off and landing rotor, and is connected to the motors of the four vertical take-off and landing rotors through four electronic speed controllers. The fixed-wing cruise control system is the control terminal for the fixed-wing propeller, aileron, elevator and rudder. It is connected to the motor of the fixed-wing propeller through one ESC and to two ailerons, elevator and rudder through four servos.

[0016] The underwater vehicle control system is the control terminal for the elevator, rudder, and underwater thrusters. The underwater vehicle control system includes an underwater attitude control system and an underwater propulsion system. The underwater attitude control system includes a water vapor load replacement system. The underwater attitude control system is connected to the elevator and rudder respectively through two servo motors. The water vapor load replacement system receives parameters from the underwater surface load replacement system and adjusts the elevator and rudder accordingly. The underwater propulsion system is connected to the two underwater thrusters through two electronic speed controllers.

[0017] Compared with existing technologies, this invention has the following advantages: The rigid fixed wing and non-folding structure avoid sealing failure and mechanical fatigue, improving reliability and load space utilization; the use of multiple independent replacement chambers enables precise buoyancy control, solving the problem of insufficient underwater maneuverability in integral buoyancy systems; combined with differential drive of the underwater thruster and joint control of the rudder surfaces, it significantly enhances diving depth and attitude stability; the power system achieves uninterrupted mode switching through a collaborative algorithm, overcoming the thrust vacuum problem during medium conversion, while the efficient energy distribution strategy supports repeated cross-domain operations; this vehicle can quickly respond to sudden mission requirements in marine exploration, achieving fully autonomous operation from wide-area aerial reconnaissance to precise underwater detection, and also has broad application potential in cross-domain communication and special operations. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the fixed-wing trans-domain vehicle structure of the present invention; Figure 2 This is a top view of the fixed-wing trans-domain vehicle structure of the present invention; Figure 3 This is a schematic diagram of the bottom structure of the fixed-wing trans-domain vehicle of the present invention; Figure 4 This is a top view of the load replacement device of the present invention; Figure 5 This is a front view of the load replacement device of the present invention; Figure 6 This is a flowchart of the workflow for a fixed-wing trans-domain aircraft. Figure 7 This is a structural diagram of a fixed-wing trans-domain aircraft system; In the diagram, 1-main fuselage of the aircraft; 2-main wing; 3-horizontal tail; 4-vertical tail; 5-vertical takeoff and landing (VTOL) support; 6-aileron; 7-elevator; 8-rudder; 9-VTOL rotor; 10-fixed-wing propulsion unit; 11-underwater propulsion unit; 12-water-air chamber; 13-water pump; 14-solenoid valve; 15-high-pressure gas cylinder; 16-control module. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention are described clearly and completely below. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0020] An adaptive load-displacement fixed-wing trans-domain vehicle, comprising: The main fuselage, main wing, ailerons, tail assembly, vertical takeoff and landing (VTOL) support, vertical takeoff and landing (VTOL) rotor, fixed-wing propulsion unit, underwater propulsion unit, load replacement device, and control module of the aircraft; The tail assembly includes a horizontal tail fin, a vertical tail fin, an elevator, and a rudder; The load replacement device includes a water-air chamber, a solenoid valve, a high-pressure gas cylinder, and a water pump.

[0021] The main wings are symmetrically fixed on both sides of the middle of the main fuselage of the aircraft. There are three sets of water and air chambers installed symmetrically along the direction of the main wings inside the main wings. Ailerons are provided in the middle of the rear end of both main wings. The fixed-wing propulsion unit is installed at the tail of the main fuselage of the aircraft; Two underwater thrusters are parallel to the fuselage centerline and symmetrically installed on both sides of the belly at the rear of the main fuselage of the aircraft. The main fuselage of the aircraft is a cavity, with equipment compartments at the front and rear ends of the cavity, and the remaining space is a payload compartment; the equipment compartment at the front end of the cavity has a control module along the central axis, and the equipment compartment at the rear end of the cavity has a high-pressure gas cylinder along the central axis.

[0022] The tail assembly has vertical tail fins at both ends and is connected by a horizontal tail fin in the middle. There is a mounting hole in the middle of the front end of the vertical tail fin, an elevator in the middle of the rear end of the horizontal tail fin, and a rudder in the middle of the rear end of the vertical tail fin. The tail assembly is connected to the main fuselage of the aircraft via two vertical take-off and landing (VTOL) brackets. The front top of the VTOL brackets is fixed to the main wing, and the rear end extends rearward and is embedded in the mounting hole of the vertical tail fin.

[0023] Vertical take-off and landing (VTOL) rotors are mounted on the top of the front and rear ends of the vertical take-off and landing (VTOL) support, with the rear VTOL rotor located in front of the vertical tail fin.

[0024] The water-air compartment is installed in the main wing water-air compartment mounting cavity; The outlet of the high-pressure gas cylinder is equipped with a main gas supply pipeline. The main gas supply pipeline extends forward along the central axis of the main fuselage of the aircraft and branches to both sides at the connection between the main wing and the main fuselage of the aircraft. Three sets of solenoid valve groups are symmetrically installed on both sides. The outlet of the solenoid valve group is connected to the inner end of the water and gas compartment through a pipe. A water pump is installed at the outer end of the water-air chamber.

[0025] The high-pressure gas cylinder is a compressed carbon dioxide cylinder, and the main wing is a high-strength, lightweight composite material.

[0026] The control module includes a decision-making system, a telemetry and communication system, a state perception system, an underwater and surface load replacement system, a water surface quadcopter vertical take-off and landing control system, an airborne fixed-wing cruise control system, and an underwater vehicle control system.

[0027] The decision-making system includes the flight control system and the onboard computer; The telemetry and communication system includes an air-to-ground telemetry and communication system and a ground-to-ground telemetry and communication system. The air-to-ground telemetry and communication system is integrated into the communication module, which includes a 2.4G receiver, a 433MHz data transmission air-to-ground terminal, and a 5.8G image transmission air-to-ground terminal. The state awareness system is integrated into the sensor module, which includes a GPS module, depth gauge, barometer, airspeed gauge, pressure sensor, and water immersion sensor.

[0028] The underwater surface load replacement system is the control terminal of the load replacement device. It adjusts the water-air ratio in each water-air chamber by controlling the high-pressure gas cylinder, water pump and solenoid valve. The water surface quadcopter vertical take-off and landing control system is the control end of the vertical take-off and landing rotor, and is connected to the motors of the four vertical take-off and landing rotors through four electronic speed controllers. The fixed-wing cruise control system is the control terminal for the fixed-wing propeller, aileron, elevator and rudder. It is connected to the motor of the fixed-wing propeller through one ESC and to two ailerons, elevator and rudder through four servos.

[0029] The underwater vehicle control system is the control terminal for the elevator, rudder, and underwater thrusters. The underwater vehicle control system includes an underwater attitude control system and an underwater propulsion system. The underwater attitude control system includes a water vapor load replacement system. The underwater attitude control system is connected to the elevator and rudder respectively through two servo motors. The water vapor load replacement system receives parameters from the underwater surface load replacement system and adjusts the elevator and rudder accordingly. The underwater propulsion system is connected to the two underwater thrusters through two electronic speed controllers.

[0030] The following explanation, in conjunction with the accompanying drawings, will provide further details. Figure 1 , Figure 2 and Figure 3 As shown, the fixed-wing trans-domain vehicle of the present invention includes a main fuselage 1, a main wing 2, a tail assembly, a vertical take-off and landing support 5, an aileron 6, a vertical take-off and landing rotor 9, a fixed-wing thruster 10, an underwater thruster 11, a load replacement device, and a control module 16. The tail assembly includes a horizontal tail fin 3, a vertical tail fin 4, an elevator 7, and a rudder 8; Load replacement device such as Figure 4 , Figure 5 As shown, it includes a water-air chamber 12, a water pump 13, a solenoid valve 14, and a high-pressure gas cylinder 15.

[0031] The main fuselage 1 of the aircraft adopts a streamlined design and houses an equipment bay and a payload bay. The equipment bay houses the control module 16 and the high-pressure gas cylinder 15, while the payload bay contains mission equipment and batteries. The main wings 2 are fixedly connected to both sides of the middle section of the main fuselage 1 and are made of high-strength lightweight composite materials. They contain six independent replacement chambers, with the cavity wall thickness integrated with the airfoil aerodynamic profile, ensuring both structural strength and aerodynamic performance.

[0032] The vertical takeoff and landing (VTOL) support 5 is symmetrically and rigidly fixed to the middle of the main wing 2. It is made of carbon fiber composite material, which is lightweight and high-strength. Four VTOL rotors 9 are respectively installed on the four ends of the VTOL support 5, providing the lift required for vertical takeoff and landing.

[0033] The fixed-wing thruster 10 is located at the tail of the fuselage and provides the thrust required for horizontal flight. The underwater thrusters 11 are symmetrically arranged on both sides of the fuselage, driven by waterproof motors, and the thrust can be independently controlled.

[0034] The load replacement device consists of six independent replacement chambers and high-pressure gas cylinders 15. Each replacement chamber includes a water-air compartment 12, a water pump 13, and a solenoid valve 14. The water-air compartment 12 is located inside the main wing 2, and the water pump 13 and solenoid valve 14 are installed at the compartment entrance and exit. The high-pressure gas cylinder 15 is installed inside the main fuselage 1 of the aircraft and is connected to each replacement chamber through pipelines. The working pressure of the high-pressure gas cylinder 15 is not less than 20 MPa.

[0035] The control module 16 is located inside the main fuselage 1 of the vehicle and includes a decision-making system, a telemetry and communication system, a status awareness system, an underwater and surface load replacement system, a water surface quadcopter vertical take-off and landing control system, an airborne fixed-wing cruise control system, and an underwater vehicle control system. It monitors the vehicle's status and environmental parameters in real time and sends commands to control the vehicle.

[0036] The control surfaces include a pair of ailerons 6 at the wingtip of the main wing 2, a pair of rudders 8 on the trailing edge of the vertical tail 4, and elevators 7 on the trailing edge of the horizontal tail 3. These control surfaces provide aerodynamic control functions during air navigation and form a joint control link with the differential thrust of the underwater propulsion unit and the buoyancy distribution of the displacement chamber during underwater navigation.

[0037] The working process of each component of the fixed-wing trans-domain vehicle of the present invention is as follows: During the vertical takeoff phase, the control module 16 shuts down the fixed-wing propeller 10 and the underwater propeller 11, and starts the vertical takeoff and landing rotor 9 to achieve vertical takeoff and landing on the water surface.

[0038] During the transition from vertical takeoff to horizontal cruise, the control module 16 activates the fixed-wing thruster 10 to accelerate the aircraft to the set cruise speed, while gradually reducing the rotational speed of the vertical takeoff and landing rotor 9 to achieve a smooth transition from vertical flight to horizontal flight.

[0039] During the horizontal cruise phase, control module 16 shuts down the vertical takeoff and landing rotor 9 while keeping the fixed-wing propeller 10 continuously operational to provide cruise thrust. At this time, the ailerons 6, elevators 7, and rudders 8 provide aerodynamic control surface functions to maintain the stable flight of the aircraft.

[0040] During the underwater navigation phase, control module 16 shuts down the fixed-wing thrusters 10 and the vertical takeoff and landing rotors 9, and activates the underwater thrusters 11. By independently controlling the thrust of the left and right underwater thrusters 11, underwater differential steering and control are achieved, with the differential drive range of the two underwater thrusters 11 being ±50% thrust deviation. Simultaneously, control module 16 adjusts the water-air ratio in each water-air chamber 12 via water pump 13 and solenoid valve 14 to achieve overall buoyancy control and local buoyancy distribution, assisting in underwater attitude stabilization and maneuver control.

[0041] The local buoyancy distribution specifically involves generating differentiated buoyancy moments in the longitudinal, lateral, and vertical directions of the vehicle by independently controlling the water-air injection ratio of the six replacement chambers, thus assisting underwater pitch, roll, and yaw maneuvers. The control module 16 optimizes power output and buoyancy distribution in real time to ensure the stability and maneuverability of the vehicle under various operating conditions.

[0042] like Figure 6 As shown, the specific workflow of the fixed-wing trans-domain vehicle of the present invention is as follows: The aircraft's surface power system is activated; then it begins to check whether the pistons in the load displacement chambers of the wings are in their initial positions. If they are not in their initial positions, the solenoid valves and water pumps are activated to purge the residual water in the air chambers, and then the aircraft initializes itself and waits for flight control commands. If the aircraft is in its initial positions, it directly initializes itself and waits for flight control commands.

[0043] The system determines whether a dive command has been sent. If so, the solenoid valve opens to expel gas from the cabin, and the water pump injects water into the cabin to control the vehicle to enter the dive operation state. At this time, the depth gauge begins to record depth information to determine whether the set target depth has been reached. If not, the dive state is maintained. If the target depth is reached, the load replacement device stops working. Then, it determines whether to execute an underwater cruise mission. If no execution command has been sent, the underwater vehicle remains submerged at a fixed depth. If an execution command has been sent, the underwater propulsion motor, elevator, rudder, and load replacement device are activated to coordinate underwater navigation. The underwater attitude control strategy is to use gyroscope angle information to perform underwater heading control and underwater pitch control. Underwater heading control includes the servo motor controlling the left and right deflection angle of the rudder, the underwater propulsion motor differential drive, and the solenoid valve-water pump dynamically adjusting the buoyancy on both sides to control the vehicle's roll angle. Underwater pitch control includes the servo motor controlling the up and down deflection angle of the elevator, and the solenoid valve-water pump dynamically adjusting the water injection volume in the front and rear cabins to change the vehicle's center of gravity position.

[0044] If no dive command is sent, determine whether a takeoff command should be sent. If not, remain on the surface. If a takeoff command is sent, activate the quadcopter motors to enter vertical takeoff mode, automatically adjust power output, and fly off the water, continuously ascending. At this time, the barometer begins recording altitude information to determine if the designated target altitude has been reached. If not, continue climbing to the top in quadcopter mode until the target altitude is reached. If the target altitude is reached, determine whether to conduct a fixed-wing cruise mission. If not, hover in the air. If a cruise mission is conducted, the VTOL motors continue to output power, and the thrust motors are activated. At this time, the airspeed meter records speed information to determine whether the set minimum level flight speed has been reached. If not, continuously decelerate until the minimum level flight speed is reached. After reaching the minimum level flight speed, deactivate the VTOL motors and enter fixed-wing flight mode.

[0045] like Figure 7As shown, the system structure of the fixed-wing cross-domain navigation vehicle of the present invention includes a decision-making system, a telemetry and communication system, a state awareness system, an underwater and surface load replacement system, a water-based quadcopter vertical takeoff and landing control system, an airborne fixed-wing cruise control system, and an underwater vehicle control system. The decision-making system includes a flight control system and an onboard computer. The telemetry and communication system is integrated into the communication module, including a 2.4G receiver, a radio remote controller, a 433MHz data transmitter, a ground control computer running mission planning and flight control software, a 5.8G image transmission sky terminal, and a ground image transmission receiver. The radio remote controller, the 433MHz data transmission ground terminal, the ground image transmission receiver, and the ground control computer running mission planning and flight control software constitute the ground terminal, used by the operator to operate the vehicle. The state awareness system is integrated into the sensor module, including… The system includes a global positioning system module, depth gauge, barometer, airspeed gauge, pressure sensor, and water immersion sensor; a load replacement device constitutes an underwater surface load replacement system; the surface quadcopter vertical takeoff and landing control system includes ESC S1, ESC S2, ESC S3, ESC S4, VTOL motors M1, M2, M3, and M4; the airborne fixed-wing cruise control system includes ESC S5, first servo, second servo, third servo, fourth servo, motor M5, left aileron, right aileron, elevator, and rudder; the underwater vehicle control system includes an underwater attitude control system and an underwater propulsion system. The underwater attitude control system includes a water-air load replacement system, third servo, fourth servo, elevator, and rudder. The underwater propulsion system includes ESC S6, ESC S7, water propulsion motor M6, and water propulsion motor M7. The decision-making system receives information from the telemetry and communication system and the state perception system to obtain the vehicle's state. Based on the vehicle's state, it sends command signals to the underwater surface load replacement system, the water surface quadcopter vertical take-off and landing control system, the airborne fixed-wing cruise control system, and the underwater vehicle control system.

[0046] This invention effectively solves the problem of dynamic characteristic adaptation in cross-domain navigation by working in synergy between a multi-mode power system and adaptive buoyancy control. It has the combined capabilities of vertical take-off and landing, aerial cruise and underwater maneuvering, and has wide application value in fields such as marine exploration, cross-domain communication and special operations.

[0047] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A fixed-wing trans-domain vehicle with adaptive load displacement, characterized in that, include: The main fuselage, main wing, ailerons, tail assembly, vertical takeoff and landing (VTOL) support, vertical takeoff and landing (VTOL) rotor, fixed-wing propulsion unit, underwater propulsion unit, load replacement device, and control module of the aircraft; The tail assembly includes a horizontal tail fin, a vertical tail fin, an elevator, and a rudder; The load replacement device includes a water-air chamber, a solenoid valve, a high-pressure gas cylinder, and a water pump.

2. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 1, characterized in that, The main wings are symmetrically fixed on both sides of the middle of the main fuselage of the aircraft. There are three sets of water and air chambers installed symmetrically along the direction of the main wings inside the main wings. Ailerons are provided in the middle of the rear end of both main wings. The fixed-wing propulsion unit is installed at the tail of the main fuselage of the aircraft; Two underwater thrusters are parallel to the fuselage centerline and symmetrically installed on both sides of the belly at the rear of the main fuselage of the aircraft. The main fuselage of the aircraft is a cavity, with equipment compartments at the front and rear ends of the cavity, and the remaining space is a payload compartment; the equipment compartment at the front end of the cavity has a control module along the central axis, and the equipment compartment at the rear end of the cavity has a high-pressure gas cylinder along the central axis.

3. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 1, characterized in that, The tail assembly has vertical tail fins at both ends and is connected by a horizontal tail fin in the middle. There is a mounting hole in the middle of the front end of the vertical tail fin, an elevator in the middle of the rear end of the horizontal tail fin, and a rudder in the middle of the rear end of the vertical tail fin. The tail assembly is connected to the main fuselage of the aircraft via two vertical take-off and landing (VTOL) brackets. The front top of the VTOL brackets is fixed to the main wing, and the rear end extends rearward and is embedded in the mounting hole of the vertical tail fin.

4. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 1, characterized in that, Vertical take-off and landing (VTOL) rotors are mounted on the top of the front and rear ends of the vertical take-off and landing (VTOL) support, with the rear VTOL rotor located in front of the vertical tail fin.

5. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 1, characterized in that, The water-air compartment is installed in the main wing water-air compartment mounting cavity; The outlet of the high-pressure gas cylinder is equipped with a main gas supply pipeline. The main gas supply pipeline extends forward along the central axis of the main fuselage of the aircraft and branches to both sides at the connection between the main wing and the main fuselage of the aircraft. Three sets of solenoid valve groups are symmetrically installed on both sides. The outlet of the solenoid valve group is connected to the inner end of the water and gas compartment through a pipe. A water pump is installed at the outer end of the water-air chamber.

6. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 1, characterized in that, The high-pressure gas cylinder is a compressed carbon dioxide cylinder, and the main wing is a high-strength, lightweight composite material.

7. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 1, characterized in that, The control module includes a decision-making system, a telemetry and communication system, a state perception system, an underwater and surface load replacement system, a water surface quadcopter vertical take-off and landing control system, an airborne fixed-wing cruise control system, and an underwater vehicle control system.

8. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 7, characterized in that, The decision-making system includes the flight control system and the onboard computer; The telemetry and communication system includes an air-to-ground telemetry and communication system and a ground-to-ground telemetry and communication system. The air-to-ground telemetry and communication system is integrated into the communication module, which includes a 2.4G receiver, a 433MHz data transmission air-to-ground terminal, and a 5.8G image transmission air-to-ground terminal. The state awareness system is integrated into the sensor module, which includes a GPS module, depth gauge, barometer, airspeed gauge, pressure sensor, and water immersion sensor.

9. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 7, characterized in that, The underwater surface load replacement system is the control terminal of the load replacement device. It adjusts the water-air ratio in each water-air chamber by controlling the high-pressure gas cylinder, water pump and solenoid valve. The water surface quadcopter vertical take-off and landing control system is the control end of the vertical take-off and landing rotor, and is connected to the motors of the four vertical take-off and landing rotors through four electronic speed controllers. The fixed-wing cruise control system is the control terminal for the fixed-wing propeller, aileron, elevator and rudder. It is connected to the motor of the fixed-wing propeller through one ESC and to two ailerons, elevator and rudder through four servos.

10. A fixed-wing trans-domain vehicle with adaptive load displacement as described in claim 7, characterized in that, The underwater vehicle control system is the control terminal for the elevator, rudder, and underwater thrusters. The underwater vehicle control system includes an underwater attitude control system and an underwater propulsion system. The underwater attitude control system includes a water vapor load replacement system. The underwater attitude control system is connected to the elevator and rudder respectively through two servo motors. The water vapor load replacement system receives parameters from the underwater surface load replacement system and adjusts the elevator and rudder accordingly. The underwater propulsion system is connected to the two underwater thrusters through two electronic speed controllers.

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