Water-air amphibious yacht and modal control method

Abstract

The invention discloses a water-air amphibious yacht and a modal control method, the water-air amphibious yacht comprises a yacht body, a power unit, a buoyancy unit and a sensor unit, the yacht body comprises a yacht body and a superstructure which are in sealed connection; the power unit comprises a propelling device and a plurality of rotor wing devices; the buoyancy unit comprises an air bag and an air supply assembly communicating with the air bag. The sensor unit comprises a first density sensor, a second density sensor and a third density sensor which are respectively arranged at the bottom of the hull, the waterline of the hull and the top of the superstructure. The modal control method of the water-air amphibious yacht comprises a modal judgment method and a modal switching method. Compared with the prior art, the water-air amphibious yacht has the advantages that the water-air amphibious yacht can meet the overall underwater resistance requirement while meeting the design of a streamline high-speed ship on the water surface; a plurality of rotor wing devices are arranged, so that the yacht obtains the low-altitude flight capability; the device is combined with the principle of a high-speed hovercraft, and superspeed water surface propulsion of the yacht is achieved through cooperation of a rotor wing device and an air bag.

Description

Technical Field

[0001] This invention relates to the field of marine technology, specifically to an amphibious yacht and a modal control method. Background Technology

[0002] With national development and social progress, yacht technology is constantly iterating and upgrading. Yachts are developing in many aspects such as new energy, comfort and multifunctionality. They are no longer simply focused on enriching the interior decoration of ships and improving the level of luxury as the development direction of yachts. More playability and more functionality have become important development directions for the new generation of cruise yachts.

[0003] Currently, there are no manned vessels that can simultaneously handle high-speed surface navigation and underwater sightseeing, making it impossible for ocean tourism to offer a complete sightseeing experience using the same vehicle. There is also a lack of a design that combines a small manned yacht with a small manned aircraft, enabling the yacht to have manned flight capabilities and expanding its recreational and functional aspects. Summary of the Invention

[0004] The purpose of this invention is to overcome the above-mentioned technical deficiencies and propose an amphibious yacht and modal control method to solve the technical problem of the lack of sightseeing vehicles with simultaneous flight, surface navigation and submersible capabilities in the prior art.

[0005] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution: In a first aspect, the present invention provides an amphibious yacht, comprising: a hull, a power unit, a buoyancy unit, and a sensor unit. The hull comprises a sealed hull and a superstructure, the hull having ballast tanks, and the superstructure having an upward-arched streamlined design on the bow side. The power unit includes a propulsion device located at the bottom of the hull and multiple rotor devices located at the upper part of the hull. Each rotor device includes an adjustment component and a rotor. The adjustment component is drivenly connected to the rotor to adjust the orientation of the rotor. The buoyancy unit includes an airbag disposed at the bottom of the hull and an air supply component communicating with the airbag, the air supply component being able to inflate or deflate the airbag; The sensor unit includes a first density sensor disposed at the bottom of the hull, a second density sensor disposed at the waterline of the hull, and a third density sensor disposed at the top of the superstructure.

[0006] In some embodiments, the propulsion device is a waterjet propulsion device with a vector nozzle.

[0007] In some embodiments, the air supply assembly includes a high-pressure gas tank in communication with the airbag and an air pump in communication with both the high-pressure gas tank and the airbag. The high-pressure gas tank is disposed inside the hull, and the other end of the air pump is connected to the surface of the superstructure.

[0008] In some embodiments, the top of the superstructure is further provided with a dorsal fin, which is rotatable relative to the superstructure in a horizontal plane.

[0009] Secondly, the present invention also provides a modal control method for an amphibious yacht, applied to an amphibious yacht, including a modal judgment method, wherein the modal judgment method is as follows: When the measurement data of the first density sensor, the second density sensor, and the third density sensor are all less than the preset value, the amphibious yacht is in the air flight mode. When the measurement data of the first density sensor is greater than the preset value, and the measurement data of the second density sensor and the third density sensor are less than the preset value, the amphibious yacht is in the surface navigation mode. When the measurement data from the first density sensor, the second density sensor, and the third density sensor are all greater than the preset value, the amphibious yacht is in underwater navigation mode.

[0010] In some embodiments, when the amphibious yacht is in air flight mode, the rotor faces downward; when the amphibious yacht is in surface navigation mode, the rotor faces towards the stern; and when the amphibious yacht is in underwater navigation mode, the rotor faces laterally towards the hull.

[0011] In some embodiments, a mode switching method is also included, the mode switching method comprising a diving method for switching the amphibious yacht from a surface navigation mode to an underwater navigation mode, the diving method comprising: The airbag is emptied, and ballast water is injected into the ballast water tank to make the amphibious yacht submerge until the measurement data of the third density sensor is greater than the preset value. Then, the amount of ballast water in the ballast water tank is adjusted so that the amphibious yacht is in a zero buoyancy state.

[0012] In some embodiments, the mode switching method further includes a surfacing method for switching the amphibious yacht from an underwater navigation mode to a surface navigation mode, the surfacing method comprising: All ballast water in the ballast tank is drained, and air is injected into the airbag to make the amphibious yacht float until the measurement data of the second density sensor and the third density sensor are less than the preset value.

[0013] In some embodiments, the mode switching method further includes a takeoff method for switching the amphibious yacht from a surface navigation mode to an air flight mode, the takeoff method comprising: Inflate the airbag, and the rotor device outputs downwards, causing the amphibious yacht to take off and leave the water. Then deflate the airbag.

[0014] In some embodiments, the mode switching method further includes a landing method for switching the amphibious yacht from an air flight mode to a surface navigation mode, the landing method comprising: Inflate the airbag to reduce the downward output power of the rotor device, causing the amphibious yacht to descend until it lands on the water.

[0015] Compared with existing technologies, the amphibious yacht provided by this invention adopts an upward-arched streamlined design for the superstructure based on the existing sightseeing yacht hull shape. This design not only meets the requirements of high-speed streamlined ships on the water surface but also takes into account the overall underwater resistance requirements. Furthermore, based on the design theory of low-altitude manned aircraft, the yacht gains low-altitude flight capability by setting up multiple rotor devices. The invention also integrates the principle of high-speed hovercraft, using rotor devices and airbags in combination to achieve ultra-high-speed water surface propulsion for the yacht. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the amphibious yacht provided in this embodiment of the invention when it is navigating on the water. Figure 2 This is a side view of the amphibious yacht provided in an embodiment of the present invention; Figure 3 This is a top view of the amphibious yacht provided in an embodiment of the present invention; Figure 4 This is a partial structural diagram of a waterjet propulsion system; Figure 5 This is a top view of a waterjet propulsion system; Figure 6 This is a side view of a waterjet propulsion system; Figure 7 This is a schematic diagram of the structure of the amphibious yacht provided in this embodiment of the invention when it is flying in the air; Figure 8 This is a flowchart of the modal determination method for amphibious yachts provided in an embodiment of the present invention; Figure 9 This is a flowchart of the diving method; Figure 10 This is a diagram showing the changes in the yacht's attitude as it submerges; Figure 11 This is a schematic diagram of the amphibious yacht when it surfaces; Figure 12This is a diagram of the amphibious yacht's attitude as it flies forward; Figure 13 This is a diagram of the yacht's attitude during landing. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0018] To address the current technical problem of lacking sightseeing vehicles that simultaneously possess flight, surface navigation, and submersible capabilities, this invention provides an amphibious yacht and a modal control method, which enables the amphibious yacht to have flight, surface navigation, and submersible capabilities.

[0019] Please see Figures 1 to 3 , Figure 1 This is a schematic diagram of the structure of the amphibious yacht provided in an embodiment of the present invention; Figure 2 This is a side view of the amphibious yacht provided in an embodiment of the present invention; Figure 3 This is a top view of the amphibious yacht provided in an embodiment of the present invention.

[0020] The amphibious yacht consists of a hull (1), a power unit (2), a buoyancy unit, and a sensor unit.

[0021] The hull 1 comprises a sealed hull 11 and a superstructure 12. The hull 11 adopts a conventional yacht design and has good navigation performance on the water. The hull 11 has ballast water tanks, which are dedicated compartments in a ship for loading ballast water. By adjusting the water volume, the ship's stability, buoyancy, and draft are maintained, which can solve the problem of center of gravity shift caused by changes in load.

[0022] Inspired by biomimicry and the streamlined shape of the swordtail, the superstructure 12 features a main structure that resembles a swordtail in cross-section. While the hull below the original bow deck retains its original design for surface navigation, significant modifications have been made to the portion above the original deck. The side of the superstructure 12 facing the bow features an upward-arched streamlined design, creating a smoother transition. This maximizes underwater dynamic performance while providing excellent visibility from the passenger cabin windows, meeting the needs of passengers for observing and exploring the external environment. The superstructure 12's smooth transition, referencing the swordtail's shape, minimizes underwater drag, extending the yacht's underwater range. The streamlined side observation windows complement the overall streamlined design while meeting structural strength requirements, seamlessly blending engineering and aesthetics.

[0023] The power unit 2 includes a propulsion device 21 located at the bottom of the hull 11 and multiple rotor devices 22 located on the upper part of the hull 11. The propulsion device 21 is used to propel the yacht underwater. The rotor device 22 includes an adjustment assembly 221 and rotors 222. The adjustment assembly 221 is mounted on the hull 11 and is connected to the rotors 222 to adjust the orientation of the rotors 222, thereby driving the yacht to fly or travel at high speed on the water surface.

[0024] The buoyancy unit includes an airbag located at the bottom of the hull 11 and an air supply component connected to the airbag, which can inflate or deflate the airbag.

[0025] The sensor unit includes a first density sensor located at the bottom of the hull 11, a second density sensor located at the waterline of the hull 11, and a third density sensor located at the top of the superstructure 12. The density sensors are used to measure the density of the surrounding material, and by utilizing the significant difference in density between air and water, they determine whether the vessel is in the air, on the water surface, or underwater.

[0026] Please see Figures 4 to 6 , Figure 4 This is a partial structural diagram of a waterjet propulsion system; Figure 5 This is a top view of a waterjet propulsion system; Figure 6 This is a side view of a waterjet propulsion system.

[0027] In some embodiments, the propulsion device 21 is a waterjet propulsion device with a vectoring nozzle. A waterjet propulsion device is a type of propulsion device in which the jetting part of the propulsion mechanism is immersed in water, using the reaction force generated by the jetting water flow to propel the ship forward. It consists of a water pump, pipes, suction inlet, and nozzle, and can change the direction of the water jet through the nozzle to achieve ship maneuvering, offering the advantage of good maneuverability.

[0028] The waterjet propulsion unit uses a vector nozzle, meaning the nozzle's orientation can rotate, thus changing the propulsion direction. Figure 5 and Figure 6 As shown, the nozzle can rotate in both the vertical and horizontal directions to propel the yacht in different directions while it is submerged.

[0029] The rotor device 22 adopts a mature rotor module from existing UAVs, and the orientation of the rotor 222 is changed by adjusting the component 221. When flying in the air, the rotor 222 points downward; when sailing on water, the rotor 222 points towards the stern.

[0030] In some embodiments, the air supply assembly includes a high-pressure gas tank connected to the airbag and an air pump connected to both the high-pressure gas tank and the airbag. The high-pressure gas tank is located inside the hull 11, and the other end of the air pump is connected to the surface of the superstructure 12. The air pump can both supply air to the airbag and replenish gas to the high-pressure gas tank. When on the surface and in the air, the air pump is preferentially used to supply air to the airbag. When submerged, the air pump cannot supply air, so the high-pressure gas tank supplies air to the airbag instead.

[0031] Traditional yachts use medium-speed diesel engines to drive propellers or water jet propulsion for surface navigation. This yacht, however, changes this traditional propulsion method in pursuit of high-speed performance. Because this new yacht design incorporates multi-rotor aircraft design and proposes an adjustable rotor system, it floats on the water's surface with the aid of airbags, allowing for a shallow draft. By generating a high-speed rearward airflow through high-powered air rotors, it propels forward under air thrust, similar to a hovercraft. Due to its shallow draft and high thrust, while simultaneously meeting the requirements of low drag and high power, it achieves rapid surface navigation.

[0032] Please see Figure 7 , Figure 7 This is a schematic diagram of the structure of the amphibious yacht provided in this embodiment of the invention during flight. In some embodiments, a dorsal fin 13 is also provided on the top of the superstructure 12, and the dorsal fin 13 can rotate in the horizontal plane relative to the superstructure 12. It acts similarly to the vertical tail control surface of an aircraft, adjusting the turning. When the yacht is in flight, the airflow acts on the angled dorsal fin 13, generating a positive pressure perpendicular to the dorsal fin 13. This pressure provides a rotational torque for turning, achieving turning in the horizontal plane.

[0033] This invention also provides a modal control method for amphibious yachts, applicable to amphibious yachts. The modal control method includes a modal judgment method; please refer to [link to relevant documentation]. Figure 8 , Figure 8 This is a flowchart of the modal determination method for an amphibious yacht provided in an embodiment of the present invention. The modal determination method is as follows: When the measurement data from the first, second, and third density sensors are all lower than the preset values, the amphibious yacht is in flight mode. The preset values ​​can be slightly higher than the air density, such as 1.5 kg / m³. 3 When the values ​​of all three density sensors are less than the preset value, it indicates that all three density sensors are in the air, i.e., in the airborne flight mode.

[0034] When the measurement data of the first density sensor is greater than the preset value, and the measurement data of the second density sensor and the third density sensor are less than the preset value, it indicates that the bottom of the ship is in the water, and the middle part of the hull 11 and the superstructure 12 are in the air, that is, the amphibious yacht is in the water surface navigation mode.

[0035] When the measurement data of the first density sensor, the second density sensor, and the third density sensor are all greater than the preset value, it indicates that all three density sensors are in the water, that is, the amphibious yacht is in underwater navigation mode.

[0036] When the amphibious yacht is in flight mode, rotor 222 points downwards, as... Figure 7 As shown. Rotor 222 generates downward thrust. When the amphibious yacht is in surface navigation mode, rotor 222 faces the stern, as shown. Figure 1 As shown. Rotor 222 generates thrust backward. When the amphibious yacht is in underwater navigation mode, rotor 222 is not in operation and is oriented laterally towards the hull to reduce drag during forward movement.

[0037] In some embodiments, the speed is 0–5 knots in underwater navigation mode, 0–50 knots in surface navigation mode, and 0–30 m / s in aerial flight mode. The speed control device uses a rotary encoder to adjust the speed. The rotation range of the speed encoder is 0–120°, and the reading of the rotary encoder is b. Therefore, the speed correspondence is as follows: Underwater speed setpoint calculation: v1 = b / 120 × 5 (knots) Surface speed setpoint calculation: v2 = b / 120 × 50 (knots) Calculation of air speed setpoint: v3 = b / 120 × 30 (m / s) The system can calculate the driver's desired speed and control the speed by adjusting the power system. However, due to the possibility of improper operation by yacht operators compared to experienced crew members, this application incorporates an acceleration limit design based on the power curve. When the driver quickly pushes the speed control device, the maximum acceleration for three modes is set as a1, a2, and a3 respectively. If the maximum acceleration is exceeded, the acceleration will be carried out at the maximum acceleration of the current working mode.

[0038] The heading control system is also set to a 120-degree sector, but the 0 position of this 120-degree sector is located at the center of the sector's scale, controlling the rotation within ±60 degrees (for ease of operation; ±60 degrees is a comfortable rotation range for the operator gripping the control equipment's handle grooves). This application employs incremental control, controlling the left and right rudder angles. The left rudder range is set to 0–10 degrees, and the right rudder range is also set to 0–10 degrees. The rotary encoder reading is set to 'b', where 'b' is a value between -60 and 60 degrees. The corresponding left rudder angle value is negative, ranging from -10 to 0. The rudder angle relationship is: b / 60 × 10. Negative values ​​represent left rudder, and positive values ​​represent right rudder; the rudder angle magnitude is an absolute value.

[0039] In some embodiments, the modal control method for amphibious yachts further includes a mode switching method, which includes a diving method to switch the amphibious yacht from surface navigation mode to underwater navigation mode. See [link to relevant documentation]. Figure 9 and Figure 10 , Figure 9 This is a flowchart of the diving method. Figure 10 This is a diagram showing the attitude changes of a yacht during submersion. Submersion methods include: Rotor 222 is rotated from the direction towards the stern to the direction towards the side of the hull to reduce drag during underwater navigation. The airbags are deflated; sensors can be installed inside the airbags to detect whether they are completely emptied. Ballast water is injected into the ballast tanks to submerge the amphibious yacht until the measurement data from the third density sensor exceeds a preset value. The amount of ballast water in the ballast tanks is then adjusted to bring the amphibious yacht to a zero-buoyancy state. This amphibious yacht also features pressure sensors commonly used on submarines, measuring water pressure to obtain depth data.

[0040] As is easily understood, during submersion, sufficient ballast water is injected into the ballast tanks to make the yacht's weight greater than its buoyancy, causing it to submerge. Upon reaching the desired depth, some ballast water is expelled, making the yacht's weight equal to its buoyancy, thus placing the yacht in a state of zero buoyancy and suspending it at a certain depth. In other words, when the yacht is in a suspended state, neither surfacing nor submerging, it is in a state of zero buoyancy. At this point, the overall underwater motion of the vessel is adjusted solely by the water jet propulsion vectoring nozzles.

[0041] This yacht has at least two ballast water tanks. The first ballast water tank is the primary tank, and the second ballast water tank is the backup tank. Theoretically, when the first ballast water tank is full, the yacht can be in a state of zero buoyancy. However, due to marine organisms or silt entering the ballast tank, zero buoyancy cannot be achieved. The second ballast water tank can be used for manual adjustment.

[0042] In some embodiments, the mode switching method further includes a surfacing method for switching the amphibious yacht from an underwater navigation mode to a surface navigation mode, the surfacing method including: All ballast water in the ballast tank is drained, and air is injected into the airbag to make the amphibious yacht float until the measurement data of the second and third density sensors are less than the preset value.

[0043] In a preferred embodiment, to improve comfort, the waterjet propulsion nozzles can be initially directed downwards, causing the vessel to tilt upwards. This involves a slow ascent and surfacing process based on comfort considerations. The most crucial aspects are controlling the tilt angle during the ascent and maintaining the stability of the navigation trajectory. In this application, the stability of the trajectory and attitude adjustment during the ascent process are primarily achieved through airbags and rotors 222. Deploying rotors 222 increases the overall rotational inertia of the vessel, preventing roll caused by instability during surfacing, thus providing stability and reducing roll. The ascent process is as follows... Figure 11 As shown.

[0044] In addition to deploying rotors 222 to increase the overall moment of inertia and reduce swaying and rolling, this process also requires trajectory stabilization control. Stabilization control requires fine-tuning the body trajectory without requiring large forces. This application argues that although air rotors are less efficient underwater, they can still meet the requirements for small-range fine-tuning to achieve stable tail-heel navigation. In this case, if the tail-heel angle increases, the bow tends to rise. The two front rotors 222 then provide downward pressure to maintain the bow's upward angle. Similarly, if the tail-heel angle decreases, the bow drops, and the bow rotor provides upward torque to meet the fine-tuning requirements for stabilization.

[0045] In some embodiments, the mode switching method further includes a takeoff method for switching the amphibious yacht from a surface navigation mode to an air flight mode, the takeoff method including: Inflate the airbag to bring the entire amphibious vessel to its shallowest draft, at which point the rotor 222 is furthest from the water surface, allowing it to achieve higher efficiency. The downward output of the rotor device 22 lifts the amphibious yacht off the water, and then the airbag is deflated.

[0046] This yacht's flight mode exhibits characteristics similar to modern multi-rotor drones. However, unlike other yachts, it does not achieve forward movement by adjusting the propeller speeds at different positions to maintain a tilted position. Considering comfort, some passengers without professional training may experience dizziness during small-angle rolls, climbs, and dives, leading to a complete loss of comfort. Therefore, this yacht is designed to ensure that passengers do not tilt with the aircraft during horizontal and turning movements. This is achieved by directly adjusting the angle between the rotor 222 and the hull using the adjustment component 221. Figure 12 As shown, this enables movement in different directions.

[0047] For horizontal turns, the dorsal fin section 13 rotates, similar to the effect of a vertical tail control surface on an aircraft, to adjust the turn. Figure 7As shown in the figure, when the aircraft moves forward, the airflow acts on the dorsal fin 13, which has been angled. For example, as shown in the figure below, when the dorsal fin is adjusted to the angle shown in the figure, a positive pressure perpendicular to the dorsal fin 13 is generated. This pressure provides a rotational torque for turning, thus achieving turning in the horizontal plane.

[0048] Please see Figure 13 , Figure 13 This is a diagram of the yacht's attitude during landing. In some embodiments, the mode-switching method further includes a landing method for transitioning the amphibious yacht from an air flight mode to a surface navigation mode, the landing method comprising: Inflate the airbag to reduce the downward output power of the rotor, causing the amphibious yacht to descend until it lands on the water. Then rotor 222 rotates to face the stern.

[0049] Considering passenger comfort, the mode-switching control scheme designed in this scheme primarily meets the requirement of a smooth, impact-free descent. To achieve this, precise control of altitude and the air rotors is necessary. Rotor 222 must not stop providing lift until the hull is completely supported by the water. Furthermore, since rotor 222 cannot be too close to the water surface, airbags are still required to assist in the descent. Therefore, the airbags are first inflated to reduce the hull's draft, causing the air rotors 222 to move away from the water surface. Once fully landed on the water, all four rotors 222 are shut down and retracted.

[0050] This amphibious yacht is designed with stability and comfort in mind across multiple modes. Its unique structural design and modal control methods allow it to switch freely between air, surface, and underwater modes, maintaining excellent navigation performance in each. In flight mode, the yacht achieves stable horizontal turning and flexible vertical ascent and descent by adjusting the angle between the rotor and hull, as well as the angle of the dorsal fin, providing passengers with a smooth and comfortable flight experience. In surface navigation mode, the yacht uses high-powered air rotors to generate high-speed rearward airflow, combined with a shallow draft and large thrust, achieving rapid navigation with low drag and high power. In underwater navigation mode, the yacht adjusts its buoyancy by deflating airbags and injecting ballast water to achieve zero-buoyancy hovering, while using the vector nozzles of the waterjet propulsion system to adjust its underwater direction. Furthermore, the yacht is equipped with an advanced sensor system and modal judgment methods, capable of sensing changes in ambient density in real time and accurately determining the current mode, providing reliable data for mode switching and navigation control. These innovative designs and the application of advanced technologies have enabled this amphibious yacht to achieve a high level in terms of navigation performance, comfort, and safety.

[0051] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A hydrofoil amphibious boat, characterized in that, The application relates to a water-air amphibious yacht, which comprises the following parts: a hull, which comprises a hull body and a superstructure connected in a sealed mode, wherein the hull body is provided with a ballast water tank, and the superstructure is provided with an upper-arched streamlined design towards one side of a bow; a power unit, which comprises a propelling device arranged at the bottom of the hull body and a plurality of rotor devices arranged at the upper part of the hull body, wherein the rotor device comprises an adjusting assembly and a rotor, and the adjusting assembly is in transmission connection with the rotor to adjust the orientation of the rotor; a buoyancy unit, which comprises an air bag arranged at the bottom of the hull body and a gas supply assembly in communication with the air bag, wherein the gas supply assembly can inflate or exhaust the air bag; a sensor unit, which comprises a first density sensor arranged at the bottom of the hull body, a second density sensor arranged at the waterline of the hull body and a third density sensor arranged at the top of the superstructure.

2. The water amphibious boat according to claim 1, characterized in that, The propelling device is a water jet propeller with a vector jet.

3. The water air amphibious yacht according to claim 1, characterized in that, The gas supply assembly comprises a high-pressure gas tank in communication with the air bag and a gas pump in communication with the high-pressure gas tank and the air bag respectively, the high-pressure gas tank is arranged in the hull body, and the other end of the gas pump is in communication with the surface of the superstructure.

4. The hydroplane amphibious boat according to claim 1, characterized in that, The top of the superstructure is further provided with a dorsal fin, and the dorsal fin can rotate in a horizontal plane relative to the superstructure.

5. A method of modal control of a hydroair amphibious boat, characterized in that, The water-air amphibious yacht is applied to the mode judgment method, and the mode judgment method is as follows: when the measured data of the first density sensor, the second density sensor and the third density sensor are all less than a preset value, the water-air amphibious yacht is in an air flight mode; when the measured data of the first density sensor is all greater than the preset value, and the measured data of the second density sensor and the third density sensor is less than the preset value, the water-air amphibious yacht is in a water surface navigation mode; when the measured data of the first density sensor, the second density sensor and the third density sensor are all greater than the preset value, the water-air amphibious yacht is in an underwater navigation mode.

6. The modal control method of the water amphibious yacht according to claim 5, characterized in that, When the water-air amphibious yacht is in the air flight mode, the rotor is downward; when the water-air amphibious yacht is in the water surface navigation mode, the rotor is oriented towards the stern direction; and when the water-air amphibious yacht is in the underwater navigation mode, the rotor is oriented towards the lateral direction of the hull body.

7. The modal control method of the water amphibious yacht according to claim 5, characterized in that, The mode switching method further comprises a diving method for converting the water-air amphibious yacht from the water surface navigation mode to the underwater navigation mode, and the diving method comprises the following steps: emptying the air bag, injecting ballast water into the ballast water tank, making the water-air amphibious yacht dive until the measured data of the third density sensor is greater than the preset value, and then adjusting the amount of ballast water in the ballast water tank so that the water-air amphibious yacht is in a zero buoyancy state.

8. The modal control method of the water amphibious yacht according to claim 7, characterized in that, The mode switching method further comprises a floating method for converting the water-air amphibious yacht from the underwater navigation mode to the water surface navigation mode, and the floating method comprises the following steps: discharging all the ballast water in the ballast water tank, inflating the air bag, and making the water-air amphibious yacht float until the measured data of the second density sensor and the third density sensor is less than the preset value.

9. The mode control method of the water amphibious yacht according to claim 7, characterized in that, The mode switching method further comprises a take-off method for switching the water-air amphibious yacht from the water surface navigation mode to the air flight mode, the take-off method comprising: inflating the air bag, the downward output of the rotor device, making the water-air amphibious yacht fly up and separate from the water surface, and then emptying the air bag.

10. The mode control method of the water amphibious yacht according to claim 7, wherein, The mode switching method further comprises a landing method for switching the water-air amphibious yacht from the air flight mode to the water surface navigation mode, the landing method comprising: inflating the air bag, reducing the downward output power of the rotor device, making the water-air amphibious yacht descend until landing on the water surface.

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