Split type cross-medium aircraft

Abstract

The invention discloses a split type cross-medium aircraft, and relates to the technical field of cross-medium aircrafts, the split type cross-medium aircraft comprises an air-based unit, a water-based unit, a docking system and a controller, the air-based unit comprises a fuselage, a horizontal vertical fin, two telescopic wings and two tilt rotor systems, the tilting rotor system comprises a tilting driving part, a first nacelle shell, a rotor driving part and a foldable rotor mechanism, the tilting driving part is fixed to the end, away from the fuselage, of the telescopic wing and used for driving the first nacelle shell to tilt relative to the telescopic wing, and the rotor driving part is fixed in the first nacelle shell and used for driving the first nacelle shell to tilt relative to the telescopic wing; the driving mechanism is used for driving the foldable rotor wing mechanism to rotate; the water-based unit comprises a boat body, a thrust paddle system and a buoyancy adjusting system. The split type cross-medium aircraft solves the problems of large instantaneous load, high power demand and limited appearance of a fixed wing layout, overcomes the defects of high energy consumption, short voyage and low load of a multi-rotor layout, and meets diversified operation requirements.

Description

Technical Field

[0001] This invention relates to the field of cross-medium aircraft technology, and in particular to a split-type cross-medium aircraft. Background Technology

[0002] Transmedium-based aircraft combine the concepts of submersibles and aircraft, possessing the functions of both and the ability to freely traverse the water-air interface. This characteristic gives them significant application value. A complete mission typically involves four motion states: aerial cruising, underwater navigation, water entry, and water exit. There are various overall layout options for transmedium-based aircraft, broadly categorized into multi-rotor and fixed-wing types.

[0003] For multi-rotor transmedium aircraft, low-speed, high-torque water propellers are typically used for propulsion in water, while air propellers are used in the air. The aircraft's buoyancy is slightly greater than its weight; when all motors are off, the aircraft can float on the water surface, serving as an intermediate state for medium transition. When the water propellers are operating, the aircraft can be pulled underwater for submersible navigation; when the air propellers are operating, the aircraft performs conventional water takeoff and flight. Due to the lack of fixed wings, the aircraft has high energy consumption, short range, and low payload.

[0004] For fixed-wing transmedium aircraft, a variable-sweep configuration is typically used, with a dive-bombing approach employed during the transition between media. This presents numerous challenges: the retraction and extension of the swept wings require complex and precise mechanical structures, which contradicts the dive-bombing process; the extremely high instantaneous loads result in a very high failure rate for all systems, placing extremely high demands on structural strength and skin materials; and the need to achieve high speeds instantaneously upon exiting the water places extremely high demands on power and severely limits the aircraft's cross-sectional shape.

[0005] Meanwhile, existing cross-medium aircraft adopt an integrated structure, with all functional modules related to air flight and underwater navigation integrated into one unit. This makes it impossible to independently separate and operate each functional module, reducing the flexibility of use and making it difficult to adapt to diverse operational needs. Summary of the Invention

[0006] To address the above technical problems, this invention provides a split-type cross-medium aircraft, which solves the problems of large instantaneous load, high power demand, and limited shape of fixed-wing layouts, and overcomes the defects of high energy consumption, short range, and low load of multi-rotor layouts, thus adapting to diverse operational needs.

[0007] To achieve the above objectives, the present invention provides the following solution: This invention provides a split-type cross-medium aircraft, comprising an air-based unit, a water-based unit, a docking system, and a controller. The air-based unit includes a fuselage, a horizontal and vertical stabilizer, two retractable wings, and two tiltrotor systems. The two retractable wings are symmetrically fixed to both sides of the fuselage. Each retractable wing has a tiltrotor system mounted at its end away from the fuselage. Each tiltrotor system includes a tilt drive component, a first nacelle shell, a rotor drive component, and a foldable rotor mechanism. The tilt drive component is fixed to the end of each retractable wing away from the fuselage and drives the first nacelle shell to tilt relative to the retractable wings. The rotor drive component is fixed in the first nacelle shell and is used to drive the foldable rotor mechanism to rotate. The horizontal and vertical tail is fixed to the upper part of the tail end of the fuselage. The water-based unit includes a hull, a thrust propeller system, and a buoyancy adjustment system. The fuselage is detachably installed on the upper part of the hull through the docking system. The buoyancy adjustment system is located on the hull and is used to realize the buoyancy control of the hull. The thrust propeller system is located at the tail of the hull. The retractable wing, the tilt drive component, the rotor drive component, the foldable rotor mechanism, the docking system, the thrust propeller system, and the buoyancy adjustment system are all connected to the controller.

[0008] Preferably, the tilt drive component is a tilt drive motor, a connecting block is fixed to one side of the first nacelle shell, the connecting block is fixedly sleeved on the power output shaft of the tilt drive motor, the axial direction of the power output shaft of the tilt drive motor is consistent with the length direction of the retractable wing, and the axial direction of the first nacelle shell is perpendicular to the axial direction of the power output shaft of the tilt drive motor.

[0009] Preferably, the foldable rotor mechanism includes a first rotor hub and a plurality of foldable rotor assemblies arranged sequentially along the circumference of the first rotor hub. The rotor drive component is used to drive the first rotor hub to rotate. The first rotor hub is located outside one end of the first nacelle shell. The foldable rotor assembly is connected to the controller.

[0010] Preferably, the rotor drive component is a rotor drive motor, and the first rotor hub is fixedly sleeved on the power output shaft of the rotor drive motor, the axial direction of the power output shaft of the rotor drive motor being consistent with the axial direction of the first nacelle shell.

[0011] Preferably, the foldable rotor assembly includes a foldable drive motor and rotor blades. The foldable drive motor is fixed to the outer wall of the first rotor hub and connected to the controller. One end of the rotor blade is fixedly sleeved on the power output shaft of the foldable drive motor. The axial direction of the power output shaft of the foldable drive motor is perpendicular to the axial direction of the first rotor hub, and the length direction of the rotor blade is perpendicular to the axial direction of the power output shaft of the foldable drive motor.

[0012] Preferably, the thruster system includes two thruster mechanisms symmetrically arranged on both sides of the stern of the hull. Each thruster mechanism includes a second nacelle, a thruster drive component, a second hub, and multiple variable-diameter blades. The second nacelle is fixed to one side of the stern of the hull, and the axial direction of the second nacelle is consistent with the length direction of the hull. The thruster drive component is fixed to the rear end of the second nacelle. The second hub is fixedly sleeved on the power output shaft of the thruster drive component, and the second hub is located outside the rear end of the second nacelle. The axial direction of the power output shaft of the thruster drive component is consistent with the axial direction of the second nacelle. The multiple variable-diameter blades are sequentially fixed circumferentially to the outer wall of the second hub. The thruster drive component and each variable-diameter blade are connected to the controller, which can adjust the length of each variable-diameter blade.

[0013] Preferably, the buoyancy adjustment system includes two buoyancy adjustment mechanisms symmetrically arranged on both sides of the middle of the hull. Each buoyancy adjustment mechanism includes an airbag, a high-pressure air storage component, a first pipeline, a second pipeline, and an air extraction component. The airbag is fixed to one side of the middle of the hull. The high-pressure air storage component and the air extraction component are both fixed to the hull. The high-pressure air storage component is connected to the first opening of the airbag through the first pipeline. A first valve is provided on the first pipeline. The air extraction component is connected to the second opening of the airbag through the second pipeline. A second valve is provided on the second pipeline. The first valve, the second valve, and the air extraction component are all connected to the controller.

[0014] Preferably, the water-based unit further includes two horizontal tail fins and two vertical tail fins, with the two horizontal tail fins symmetrically fixed to both sides of the stern end of the hull, and the two vertical tail fins symmetrically fixed to both sides of the upper surface of the stern end of the hull.

[0015] Preferably, the docking system includes a first docking mechanism and a second docking mechanism. The front part of the upper surface of the hull is provided with a first groove that matches the front structure of the fuselage, and the rear part of the upper surface of the hull is provided with a second groove that matches the rear structure of the fuselage. The front part of the fuselage is detachably installed in the first groove of the hull via the first docking mechanism, and the rear part of the fuselage is detachably installed in the second groove of the hull via the second docking mechanism. Both the first docking mechanism and the second docking mechanism are connected to the controller.

[0016] Preferably, the first docking mechanism includes a first upper docking assembly and a first lower docking assembly. The first upper docking assembly includes a plurality of parallel and sequentially spaced first upper guide rails, which are fixed to the lower surface of the front of the fuselage, and the length direction of the first upper guide rails is consistent with the length direction of the fuselage. The first lower docking assembly includes a plurality of parallel and sequentially spaced first lower guide rails, which are fixed in the first groove, and the length direction of the first lower guide rails is consistent with the length direction of the hull. A first lower docking joint is formed between any two adjacent first lower guide rails. Each of the first upper guide rails can be inserted into a first lower guide rail. A first strip-shaped slot is provided on one side of the first upper guide rail. The first strip-shaped slot does not penetrate through both ends of the first upper guide rail. A first strip-shaped mounting slot is provided on the side of the first lower guide rail near the first strip-shaped slot. Multiple first linear telescopic drive components are fixed sequentially along the length of the first strip-shaped mounting slot. One end of each first linear telescopic drive component is fixedly connected to a first strip-shaped block. The first strip-shaped block can be engaged in the first strip-shaped slot. Each first linear telescopic drive component is connected to the controller. The second docking mechanism includes a second upper docking assembly and a second lower docking assembly. The second upper docking assembly includes multiple parallel and sequentially spaced second upper guide rails, which are fixed to the lower surface of the rear of the fuselage. The length direction of the second upper guide rails is consistent with the length direction of the fuselage. The second lower docking assembly includes multiple parallel and sequentially spaced second lower guide rails, which are fixed in the second groove. The length direction of the second lower guide rails is consistent with the length direction of the hull. A second lower guide groove is formed between any two adjacent second lower guide rails. Each second upper guide rail can be inserted into a second lower guide groove. A second strip-shaped slot is provided on one side of the second upper guide rail. The second strip-shaped slot does not penetrate both ends of the second upper guide rail. A second strip-shaped mounting groove is provided on the side of the second lower guide rail near the second strip-shaped slot. Multiple second linear telescopic drive components are sequentially fixed in the second strip-shaped mounting groove along its length. One end of each second linear telescopic drive component is fixedly connected to a second strip-shaped locking block. The second strip-shaped locking block can be engaged in the second strip-shaped slot. Each second linear telescopic drive component is connected to the controller.

[0017] The present invention achieves the following technical effects compared to the prior art: In this invention, the split-type cross-medium aircraft's air-based unit and water-based unit are detachably connected through a docking system, breaking the limitations of existing integrated structures where each module is bound together. This allows for independent disassembly and separate operation, significantly improving flexibility and adapting to diverse operational needs. The two retractable wings of the airborne unit are symmetrically fixed to both sides of the fuselage. The tilt rotor system at the end furthest from the fuselage can switch modes. The tilt drive component drives the first nacelle shell to tilt, and in conjunction with the rotor drive component, the foldable rotor mechanism allows the cross-medium aircraft to flexibly switch between helicopter mode and fixed-wing mode. When transitioning between water and air, there is no need to use the diving scheme of the existing fixed-wing layout. Instead, the hovering capability of the helicopter mode is used to keep the split cross-medium aircraft stable above the water surface, and the water-air interface transition can be completed smoothly without diving. When emerging from the water, the foldable rotor mechanism is activated in helicopter mode to generate vertical lift and lift the split cross-medium aircraft smoothly off the water surface. Then, it can switch to fixed-wing mode for cruising as needed. The attitude is stable throughout the entire process, which solves the problems of large instantaneous load, high power demand and limited shape of the fixed-wing layout. When the retractable wing is deployed, it can provide fixed-wing aerodynamic lift for the aircraft, overcoming the shortcomings of high energy consumption, short range and low load of multi-rotor layout. When the retractable wing is retracted, it can reduce underwater navigation resistance and adapt to the needs of cross-media operations. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A schematic diagram of the structure of the split-type transmedium aircraft provided by the present invention when the tilt rotor system is in fixed-wing mode and the variable-diameter blades are in the deployed state. Figure 2 A first three-dimensional structural diagram of the airborne unit in the split-type transmedium aircraft provided by the present invention when the tilt rotor system is in fixed-wing mode; Figure 3 A second three-dimensional structural diagram of the airborne unit in the split-type transmedium aircraft provided by the present invention when the tilt rotor system is in fixed-wing mode; Figure 4 A first three-dimensional structural diagram of the water-based unit in the split-type transmedium aircraft provided by the present invention when the variable diameter propeller blades are in the deployed state. Figure 5 A second three-dimensional structural diagram of the water-based unit in the split-type transmedium aircraft provided by the present invention when the variable diameter propeller blades are in the deployed state. Figure 6 A schematic diagram of the structure of the split-type transmedium aircraft provided by the present invention when the tilt rotor system is in a transition state and the variable diameter blades are in an deployed state. Figure 7 A schematic diagram of the tilt rotor system in helicopter mode in the split-type transmedium aircraft provided by the present invention; Figure 8 A first three-dimensional structural diagram of the split-type transmedium aircraft provided by the present invention when operating in water; Figure 9 A second three-dimensional structural diagram of the split-type transmedium aircraft provided by the present invention when operating in water; Figure 10 A schematic diagram of the structure of the airbag of the water-based unit in the split-type transmedium aircraft provided by the present invention when it is in an uninflated state. Figure 11 A schematic diagram of the structure of the airbag of the water-based unit in the split-type transmedium aircraft provided by the present invention when it is inflated. Figure 12 This is a schematic diagram of the front structure of the docking system when the hollow-based unit and the water-based unit of the split-type transmedium aircraft provided by the present invention have been docked but not snapped together. Figure 13This is a schematic diagram of the front structure of the docking system after the hollow-based unit and water-based unit of the split-type transmedium aircraft provided by the present invention are docked and snapped together.

[0020] Explanation of reference numerals in the attached drawings: 1. Fuselage; 2. Retractable wing; 3. First nacelle hull; 4. First rotor hub; 5. Rotor blade; 6. Horizontal tail; 7. Vertical tail; 8. First upper guide rail; 9. Second upper guide rail; 10. Hull; 11. Second nacelle hull; 12. Second rotor hub; 13. Variable diameter rotor blade; 14. Horizontal tail fin; 15. Vertical tail fin; 16. High-pressure gas storage component; 17. First pipeline; 18. Airbag; 19. First groove; 20. Second groove; 21. First lower guide rail; 22. Second lower guide rail; 23. First lower guide groove; 24. First strip mounting groove; 25. First linear telescopic drive component; 26. First strip locking block; 27. First strip locking slot. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] The purpose of this invention is to provide a split-type cross-medium aircraft that solves the problems of large instantaneous load, high power demand, and limited shape of fixed-wing layouts, and overcomes the defects of high energy consumption, short range, and low load of multi-rotor layouts, thus adapting to diverse operational needs.

[0023] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] like Figures 1-13As shown, this embodiment provides a split-type cross-medium aircraft, including an air-based unit, a water-based unit, a docking system, and a controller. The air-based unit includes a fuselage 1, a horizontal and vertical tail, two retractable wings 2, and two tiltrotor systems. The two retractable wings 2 are symmetrically fixed on both sides of the fuselage 1. Each retractable wing 2 has a tiltrotor system installed at the end away from the fuselage 1. It should be noted that the retractable wings 2 in this embodiment use components from the prior art, so their specific structure will not be described in detail. When submerged underwater, the retractable wings 2 shorten, reducing the wingspan, thereby reducing underwater drag. The extension range can be adjusted according to specific mission requirements, thereby improving the efficiency of underwater navigation. The tilt rotor system includes a tilt drive component, a first nacelle shell 3, a rotor drive component, and a foldable rotor mechanism. The tilt drive component is fixed to the end of the retractable wing 2 away from the fuselage 1 and is used to drive the first nacelle shell 3 to tilt relative to the retractable wing 2. The rotor drive component is fixed in the first nacelle shell 3 and is used to drive the foldable rotor mechanism to rotate. The horizontal and vertical stabilizers are fixed to the upper part of the tail end of the fuselage 1. The water-based unit includes a hull 10, a thrust propeller system, and a buoyancy adjustment system. The fuselage 1 is detachably mounted on the upper part of the hull 10 via a docking system. The buoyancy adjustment system is located on the hull 10 and is used to achieve the buoyancy control of the hull 10. The thrust propeller system is located at the tail end of the hull 10. The retractable wing 2, tilt drive component, rotor drive component, foldable rotor mechanism, docking system, thrust propeller system, and buoyancy adjustment system are all connected to the controller.

[0025] In this embodiment, the air-based unit and water-based unit of the split-type cross-medium aircraft are detachably connected through a docking system, breaking the limitations of the existing integrated structure where each module is bound together. This allows for independent disassembly and separate operation, significantly improving flexibility and adapting to diverse operational needs. The air-based unit and water-based unit can operate independently in split mode (split mode) or be combined into a single unit to carry out missions (combined mode).

[0026] The airborne unit is the main flight component of the split-type cross-medium aircraft, designed for efficient operation within the atmosphere. It can operate independently or in combination with the water-based unit. Equipped with high-performance rotors, the airborne unit enables high-speed cruise and long-range flight. It also has payload capacity, carrying reconnaissance equipment, communication relay devices, or other mission modules.

[0027] The water-based unit is the underwater component of the split-type cross-medium aircraft, designed for efficient operation in underwater environments. It can operate independently or in combination with the air-based unit for underwater navigation. In this embodiment, the water-based unit is equipped with an energy regeneration system, which is a solar power generation system capable of replenishing energy by surfacing. The water-based unit can provide the air-based unit with diverse payloads, facilitating adaptation to different mission requirements. Furthermore, the water-based unit possesses excellent sealing and pressure resistance, ensuring reliable operation in water.

[0028] The two retractable wings 2 of the airborne unit are symmetrically fixed on both sides of the fuselage 1. The tilt rotor system at the end away from the fuselage 1 can switch modes. The tilt drive component drives the first nacelle shell 3 to tilt. In conjunction with the foldable rotor mechanism driven by the rotor drive component, the cross-medium aircraft can flexibly switch between helicopter mode and fixed-wing mode. When the water-air interface transition occurs, there is no need to adopt the diving scheme of the existing fixed-wing layout. Instead, the hovering capability of the helicopter mode is used to keep the split cross-medium aircraft stable above the water surface. The water-air interface transition can be completed smoothly without diving. When exiting the water, the foldable rotor mechanism is activated in helicopter mode to generate vertical lift and lift the split cross-medium aircraft smoothly off the water surface. Then, it can switch to fixed-wing mode for cruising as needed. The attitude is stable throughout the process, which solves the problems of large instantaneous load, high power demand and limited shape of the fixed-wing layout. When the retractable wing 2 is deployed, it can provide fixed-wing aerodynamic lift for the aircraft, overcoming the shortcomings of high energy consumption, short range and low load of multi-rotor layout. When the retractable wing 2 is retracted, it can reduce underwater navigation resistance and adapt to the needs of cross-media operations.

[0029] In this embodiment, the buoyancy adjustment system works in conjunction with the tiltrotor system. During water entry, the tiltrotor system switches to helicopter mode, providing the aircraft with a vertically downward control force, allowing it to slowly and smoothly approach and contact the water surface. If the aircraft needs to temporarily float on the water, the buoyancy adjustment system inflates before contact, causing the aircraft to float. Then, the buoyancy adjustment system deflates, allowing the aircraft to smoothly enter the water under gravity, completing the water entry transition. If the aircraft does not need to float temporarily, the buoyancy adjustment system remains deflated. After contact with the water, the tiltrotor system gradually stops operating, and the aircraft slowly enters the water under gravity. During the surfacing process, the buoyancy adjustment system inflates to adjust buoyancy, smoothly lifting the entire aircraft to the water surface, exposing the airborne base unit. Then, the tiltrotor system operates in helicopter mode, generating upward lift to smoothly raise the entire aircraft off the water, achieving a safe surfacing. Afterwards, the buoyancy adjustment system deflates, returning it to its deflated state as it was in the air. The buoyancy adjustment system, in conjunction with the tiltrotor system, achieves stable buoyancy and submersion without relying on a power unit forcibly pulling the aircraft downwards.

[0030] Specifically, the tilt drive component is a tilt drive motor. A connecting block is fixed on one side of the first nacelle shell 3. The connecting block is fixedly sleeved on the power output shaft of the tilt drive motor. The axial direction of the power output shaft of the tilt drive motor is consistent with the length direction of the retractable wing 2. The axial direction of the first nacelle shell 3 is perpendicular to the axial direction of the power output shaft of the tilt drive motor.

[0031] During operation, the tilt drive motor causes the connecting block and the first nacelle shell 3 to tilt relative to the retractable wing 2. When the axis of the first nacelle shell 3 is aligned with the length of the fuselage 1, the tilt rotor system operates in fixed-wing mode, providing high-speed cruise and long-distance flight capabilities. When the axis of the first nacelle shell 3 is perpendicular to the length of the fuselage 1, the tilt rotor system operates in helicopter mode, providing vertical takeoff and landing and hovering capabilities.

[0032] The foldable rotor mechanism includes a first rotor hub 4 and a plurality of foldable rotor assemblies arranged sequentially along the circumference of the first rotor hub 4. The rotor drive component is used to drive the first rotor hub 4 to rotate. The first rotor hub 4 is located outside one end of the first nacelle shell 3. The foldable rotor assemblies are connected to the controller.

[0033] In this specific embodiment, the foldable rotor mechanism includes four foldable rotor components that are arranged evenly in sequence along the circumference of the first rotor hub 4.

[0034] The rotor drive component is a rotor drive motor. The first rotor hub 4 is fixedly mounted on the power output shaft of the rotor drive motor, and the axial direction of the power output shaft of the rotor drive motor is consistent with the axial direction of the first nacelle shell 3. During operation, the rotor drive motor drives the first rotor hub 4 and the foldable rotor assembly on the first rotor hub 4 to rotate.

[0035] The foldable rotor assembly includes a folding drive motor and a rotor blade 5. The folding drive motor is fixed to the outer wall of the first rotor hub 4 and connected to the controller. One end of the rotor blade 5 is fixedly sleeved on the power output shaft of the folding drive motor. The axial direction of the power output shaft of the folding drive motor is perpendicular to the axial direction of the first rotor hub 4, and the length direction of the rotor blade 5 is perpendicular to the axial direction of the power output shaft of the folding drive motor.

[0036] The rotor blades 5 can switch between deployed and folded states via a folding drive motor. Specifically, when the foldable rotor assembly needs to rotate to provide lift, the folding drive motor deploys the rotor blades 5, ensuring that the length direction of the rotor blades 5 is perpendicular to the axis of the first hub 4. When the airborne unit enters the water, to reduce drag, the folding drive motor folds the rotor blades 5, ensuring that the length direction of the rotor blades 5 is aligned with the axis of the first hub 4. Folding the rotor blades 5 significantly reduces underwater drag and improves underwater navigation efficiency. It should be noted that the rotor blades 5 can also be deployed and rotate underwater, providing some power for underwater navigation.

[0037] In this specific embodiment, the horizontal and vertical stabilizers include a vertical stabilizer 7 and a horizontal stabilizer 6 fixed to the top of the vertical stabilizer 7. The horizontal and vertical stabilizers, the retractable wing 2, and the control surfaces on the tail provide stability and controllability for the aircraft. The horizontal stabilizer 6 provides longitudinal stability, ensuring stability both in the air and underwater. The vertical stabilizer 7 provides lateral stability, preventing the aircraft from yawing. The control surfaces are mounted on the retractable wing 2 and the tail for precisely controlling the attitude and direction of the aircraft, ensuring handling performance in different modes.

[0038] The hull 10 forms the main body of the water-based unit. Its overall design fully considers the layout requirements of each system and enhances its reliability through high sealing and high pressure resistance. The stern of the hull 10 features rudder surfaces to provide stability and ensure precise control during underwater navigation. This design not only improves the maneuverability of the water-based unit but also enhances its adaptability to complex underwater environments.

[0039] The thruster system includes two thruster mechanisms symmetrically arranged on both sides of the stern of the hull 10. Each thruster mechanism includes a second nacelle hull 11, a thruster drive component, a second hub 12, and multiple variable diameter blades 13. The second nacelle hull 11 is fixed to one side of the stern of the hull 10, and the axial direction of the second nacelle hull 11 is consistent with the length direction of the hull 10. The thruster drive component is fixed to the rear end of the second nacelle hull 11. The second hub 12 is fixedly sleeved on the power output shaft of the thruster drive component. The second hub 12 is located outside the rear end of the second nacelle hull 11, and the axial direction of the power output shaft of the thruster drive component is consistent with the axial direction of the second nacelle hull 11. Multiple variable diameter blades 13 are sequentially fixed circumferentially on the outer wall of the second hub 12. The thruster drive component and each variable diameter blade 13 are connected to a controller, which can adjust the length of each variable diameter blade 13.

[0040] It should be noted that the variable diameter blade 13 in this embodiment is a component in the prior art. Specifically, the variable diameter blade 13 can be a type of variable diameter blade 13 suitable for transmedium aircraft as disclosed in patent CN117262204A. Therefore, the specific structure of the variable diameter blade 13 in this embodiment will not be described in detail.

[0041] In this embodiment, the variable diameter blade 13 changes its length through extension and retraction, thus switching between an deployed state and a retracted state. Specifically, during underwater navigation, the variable diameter blade 13 is in the retracted state. During aerial flight, the variable diameter blade 13 can be deployed and rotate to provide propulsion for flight.

[0042] The thrust propeller system in this embodiment employs variable-diameter blades 13, enabling it to provide propulsion for the entire aircraft both in water and in the air. This allows the water-based unit to maintain efficient power output when switching between different media, improving the overall flexibility and reliability of mission execution. The thrust propeller system provides powerful thrust underwater, ensuring the maneuverability of the water-based unit and enabling it to respond quickly to various mission requirements. Furthermore, when the water-based unit is used in combination with the air-based unit, the thrust propeller system can also serve as an auxiliary power source, helping the entire aircraft achieve more efficient movement.

[0043] like Figure 10 and Figure 11As shown, the buoyancy adjustment system includes two buoyancy adjustment mechanisms symmetrically arranged on both sides of the middle of the hull 10. Each buoyancy adjustment mechanism includes an airbag 18, a high-pressure air storage component 16, a first pipeline 17, a second pipeline, and an extraction component. The airbag 18 is fixed to one side of the middle of the hull 10. The high-pressure air storage component 16 and the extraction component are both fixed to the hull 10. The high-pressure air storage component 16 is connected to the first opening of the airbag 18 through the first pipeline 17, which is equipped with a first valve. The extraction component is connected to the second opening of the airbag 18 through the second pipeline, which is equipped with a second valve. The first valve, the second valve, and the extraction component are all connected to a controller. In this embodiment, the extraction component is an air pump, and the high-pressure air storage component 16 is a high-pressure air cylinder.

[0044] When the buoyancy adjustment system needs to inflate, the second valve and the air extraction component are closed. The controller opens the first valve for a preset time and automatically closes it after the set time. This allows the buoyancy adjustment system to inflate and adjust buoyancy during the water discharge process, smoothly lifting the entire unit to the water surface and exposing the hollow base unit. The buoyancy adjustment system enables the water-based unit to quickly and accurately switch between the surface and underwater, improving the flexibility and efficiency of task execution.

[0045] When the buoyancy adjustment system needs to deflate, the first valve is closed, and the controller controls the second valve and the air extraction component to open. The controller opens the second valve and the air extraction component for a preset time, and automatically closes the second valve and the air extraction component after the set time is reached, thereby realizing the deflation of the airbag 18.

[0046] The water-based unit also includes two horizontal tail fins 14 and two vertical tail fins 15. The two horizontal tail fins 14 are symmetrically fixed to both sides of the stern end of the hull 10, and the two vertical tail fins 15 are symmetrically fixed to both sides of the upper surface of the stern end of the hull 10. In this embodiment, each second nacelle hull 11 is fixed to the rear end of a horizontal tail fin 14 near the side of the hull 10.

[0047] The docking system includes a first docking mechanism and a second docking mechanism. The front part of the upper surface of the hull 10 is provided with a first groove 19 that matches the front structure of the fuselage 1, and the rear part of the upper surface of the hull 10 is provided with a second groove 20 that matches the rear structure of the fuselage 1. The front part of the fuselage 1 can be detachably installed in the first groove 19 of the hull 10 through the first docking mechanism, and the rear part of the fuselage 1 can be detachably installed in the second groove 20 of the hull 10 through the second docking mechanism. Both the first docking mechanism and the second docking mechanism are connected to the controller.

[0048] like Figure 12 and Figure 13As shown, the first docking mechanism in this embodiment includes a first upper docking assembly and a first lower docking assembly. The first upper docking assembly includes a plurality of parallel and spaced-apart first upper guide rails 8, which are fixed to the lower surface of the front of the fuselage 1. The length direction of the first upper guide rails 8 is consistent with the length direction of the fuselage 1. The first lower docking assembly includes a plurality of parallel and spaced-apart first lower guide rails 21, which are fixed in the first groove 19. The length direction of the first lower guide rails 21 is consistent with the length direction of the hull 10. A first lower guide groove is formed between any two adjacent first lower guide rails 21. 23. Each of the first upper guide rails 8 can be inserted into a first lower guide groove 23. A first strip-shaped slot 27 is provided on one side of the first upper guide rail 8. The first strip-shaped slot 27 does not penetrate through both ends of the first upper guide rail 8. A first strip-shaped mounting groove 24 is provided on the side of the first lower guide rail 21 near the first strip-shaped slot 27. Multiple first linear telescopic drive components 25 are fixed in the first strip-shaped mounting groove 24 along its length direction. One end of each first linear telescopic drive component 25 is fixedly connected to a first strip-shaped block 26. The first strip-shaped block 26 can be engaged in the first strip-shaped slot 27. Each first linear telescopic drive component 25 is connected to the controller.

[0049] In this embodiment, the second docking mechanism includes a second upper docking assembly and a second lower docking assembly. The second upper docking assembly includes a plurality of parallel and sequentially spaced second upper guide rails 9, which are fixed to the lower surface of the rear of the fuselage 1. The length direction of the second upper guide rails 9 is consistent with the length direction of the fuselage 1. The second lower docking assembly includes a plurality of parallel and sequentially spaced second lower guide rails 22, which are fixed in the second groove 20. The length direction of the second lower guide rails 22 is consistent with the length direction of the hull 10. Any two adjacent second lower guide rails 22 are spaced apart. Each of the two guide rails forms a second lower guide groove, and each of the second upper guide rails 9 can be inserted into a second lower guide groove. A second strip-shaped slot is provided on one side of the second upper guide rail 9. The second strip-shaped slot does not penetrate through both ends of the second upper guide rail 9. A second strip-shaped mounting groove is provided on the side of the second lower guide rail 22 near the second strip-shaped slot. Multiple second linear telescopic drive components are fixed in the second strip-shaped mounting groove along its length. One end of each second linear telescopic drive component is fixedly connected to a second strip-shaped block. The second strip-shaped block can be engaged in the second strip-shaped slot. Each second linear telescopic drive component is connected to the controller.

[0050] When the air-based unit and the water-based unit need to dock, the air-based unit is controlled to descend to the upper part of the hull 10, and the front of the fuselage 1 is inserted into the first groove 19 provided at the front of the upper surface of the hull 10, and the rear of the fuselage 1 is inserted into the second groove 20 provided at the rear of the upper surface of the hull 10, thereby achieving the positioning of the fuselage 1 and the hull 10. At this time, each of the first upper guide rails 8 is inserted into a first lower guide groove 23, each of the first strip-shaped locking blocks 26 is corresponding to a first strip-shaped locking groove 27, and each of the second upper guide rails 9 is inserted into a second lower guide groove, and each of the second strip-shaped locking blocks is corresponding to a second strip-shaped locking groove. Subsequently, the controller controls multiple first linear telescopic drive components 25 to extend, so that each first strip-shaped block 26 is engaged in a first strip-shaped slot 27. The controller also controls multiple second linear telescopic drive components to extend, so that each second strip-shaped block is engaged in a second strip-shaped slot. This achieves a fixed connection between the fuselage 1 and the hull 10, ensuring a tight connection and stable operation in the combined mode.

[0051] When the air-based unit and the water-based unit need to be separated, the controller controls multiple first linear telescopic drive components 25 to retract, so that each first strip-shaped locking block 26 is dislodged from a first strip-shaped locking slot 27. The controller also controls multiple second linear telescopic drive components to retract, so that each second strip-shaped locking block is dislodged from a second strip-shaped locking slot. The controller adjusts the tilt rotor system to helicopter mode and controls the tilt rotor system to work, so that the air-based unit rises and separates from the water-based unit.

[0052] In this specific embodiment, the first linear telescopic drive component 25 is a first linear motor, the housing of which is fixed in the first strip-shaped mounting groove 24, and the mover of which is fixedly connected to the first strip-shaped locking block 26. The second linear telescopic drive component is a second linear motor, the housing of which is fixed in the second strip-shaped mounting groove, and the mover of which is fixedly connected to the second strip-shaped locking block.

[0053] In split-unit mode, the air-based unit and the water-based unit can operate independently. For example, in environmental monitoring missions, the air-based unit can conduct upper-altitude atmospheric monitoring, while the water-based unit can replenish solar energy on the water surface. In emergency rescue missions, the air-based unit can conduct aerial searches, while the water-based unit can conduct underwater rescues. Independent operation in split-unit mode improves mission flexibility and efficiency.

[0054] During combined flight, the power primarily comes from the tiltrotor system of the air-based unit. Specifically, under extreme conditions, it can be launched via a water taxiway. When the load is too high, the thrust propeller system of the water-based unit can be switched to air mode, requiring the variable-diameter blades 13 to deploy and provide the main thrust. Meanwhile, the tiltrotor system of the air-based unit adjusts to a transitional state or helicopter mode depending on the specific situation to provide additional lift, working in conjunction with the wings to ensure a safe and stable takeoff. The transitional state of the tiltrotor system refers to the intermediate attitude between helicopter mode and fixed-wing mode.

[0055] When switching to underwater operation mode, the buoyancy adjustment system and thrust propeller system come into play. By precisely controlling the inflation and deflation of the airbag 18 in the water-based unit, the aircraft can quickly and smoothly descend to the target depth. During this process, the retractable wing 2 of the air-based unit automatically retracts, driving the tiltrotor system closer to the fuselage 1, significantly reducing underwater drag. At the same time, the tilt drive motor drives the first nacelle shell 3 to rotate, positioning the first rotor hub 4 at the rear, and the folding drive motor drives the rotor blades 5 to fold backward as well, further optimizing the underwater configuration and ensuring high efficiency and stealth in underwater navigation. The thrust propeller system of the water-based unit switches to underwater mode, i.e., the variable diameter blades 13 switch to the retracted state, ensuring flexibility and maneuverability in underwater missions.

[0056] This specification uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A split-type transmedium aircraft, characterized in that, The system includes an air-based unit, a water-based unit, a docking system, and a controller. The air-based unit comprises a fuselage, a horizontal and vertical stabilizer, two retractable wings, and two tiltrotor systems. The two retractable wings are symmetrically fixed to both sides of the fuselage. Each retractable wing has a tiltrotor system mounted at its end furthest from the fuselage. Each tiltrotor system includes a tilt drive component, a first nacelle shell, a rotor drive component, and a folding rotor mechanism. The tilt drive component is fixed to the end of each retractable wing furthest from the fuselage and drives the first nacelle shell to tilt relative to the retractable wing. The rotor drive component is fixed... The first nacelle hull houses the foldable rotor mechanism and is used to drive its rotation. The horizontal vertical tail is fixed to the upper part of the tail end of the fuselage. The water-based unit includes a hull, a thrust propeller system, and a buoyancy adjustment system. The fuselage is detachably mounted on the upper part of the hull via the docking system. The buoyancy adjustment system is located on the hull and is used to control the hull's buoyancy. The thrust propeller system is located at the tail end of the hull. The retractable wing, the tilt drive component, the rotor drive component, the foldable rotor mechanism, the docking system, the thrust propeller system, and the buoyancy adjustment system are all connected to the controller.

2. The split-type transmedium aircraft according to claim 1, characterized in that, The tilt drive component is a tilt drive motor. A connecting block is fixed to one side of the first nacelle shell. The connecting block is fixedly sleeved on the power output shaft of the tilt drive motor. The axial direction of the power output shaft of the tilt drive motor is consistent with the length direction of the retractable wing. The axial direction of the first nacelle shell is perpendicular to the axial direction of the power output shaft of the tilt drive motor.

3. The split-type transmedium aircraft according to claim 1, characterized in that, The foldable rotor mechanism includes a first rotor hub and a plurality of foldable rotor assemblies arranged sequentially along the circumference of the first rotor hub. The rotor drive component is used to drive the first rotor hub to rotate. The first rotor hub is located outside one end of the first nacelle shell. The foldable rotor assembly is connected to the controller.

4. The split-type transmedium aircraft according to claim 3, characterized in that, The rotor drive component is a rotor drive motor. The first rotor hub is fixedly sleeved on the power output shaft of the rotor drive motor. The axial direction of the power output shaft of the rotor drive motor is consistent with the axial direction of the first nacelle shell.

5. The split-type transmedium aircraft according to claim 3, characterized in that, The foldable rotor assembly includes a foldable drive motor and rotor blades. The foldable drive motor is fixed to the outer wall of the first rotor hub and connected to the controller. One end of the rotor blade is fixedly sleeved on the power output shaft of the foldable drive motor. The axial direction of the power output shaft of the foldable drive motor is perpendicular to the axial direction of the first rotor hub, and the length direction of the rotor blade is perpendicular to the axial direction of the power output shaft of the foldable drive motor.

6. The split-type transmedium aircraft according to claim 1, characterized in that, The thruster system includes two thruster mechanisms symmetrically arranged on both sides of the stern of the hull. Each thruster mechanism includes a second nacelle, a thruster drive component, a second rotor hub, and multiple variable-diameter blades. The second nacelle is fixed to one side of the stern of the hull, and the axial direction of the second nacelle is consistent with the length direction of the hull. The thruster drive component is fixed to the rear end of the second nacelle. The second rotor hub is fixedly sleeved on the power output shaft of the thruster drive component, and the second rotor hub is located outside the rear end of the second nacelle. The axial direction of the power output shaft of the thruster drive component is consistent with the axial direction of the second nacelle. The multiple variable-diameter blades are sequentially fixed circumferentially to the outer wall of the second rotor hub. The thruster drive component and each variable-diameter blade are connected to the controller, which can adjust the length of each variable-diameter blade.

7. The split-type transmedium aircraft according to claim 1, characterized in that, The buoyancy adjustment system includes two buoyancy adjustment mechanisms symmetrically arranged on both sides of the midsection of the hull. Each buoyancy adjustment mechanism includes an airbag, a high-pressure air storage component, a first pipeline, a second pipeline, and an air extraction component. The airbag is fixed to one side of the midsection of the hull. The high-pressure air storage component and the air extraction component are both fixed to the hull. The high-pressure air storage component is connected to the first opening of the airbag through the first pipeline, and a first valve is provided on the first pipeline. The air extraction component is connected to the second opening of the airbag through the second pipeline, and a second valve is provided on the second pipeline. The first valve, the second valve, and the air extraction component are all connected to the controller.

8. The split-type transmedium aircraft according to claim 1, characterized in that, The water-based unit also includes two horizontal tail fins and two vertical tail fins. The two horizontal tail fins are symmetrically fixed to both sides of the stern end of the hull, and the two vertical tail fins are symmetrically fixed to both sides of the upper surface of the stern end of the hull.

9. The split-type transmedium aircraft according to claim 1, characterized in that, The docking system includes a first docking mechanism and a second docking mechanism. The front part of the upper surface of the hull is provided with a first groove that matches the front structure of the fuselage, and the rear part of the upper surface of the hull is provided with a second groove that matches the rear structure of the fuselage. The front part of the fuselage is detachably installed in the first groove of the hull via the first docking mechanism, and the rear part of the fuselage is detachably installed in the second groove of the hull via the second docking mechanism. Both the first docking mechanism and the second docking mechanism are connected to the controller.

10. The split-type transmedium aircraft according to claim 9, characterized in that, The first docking mechanism includes a first upper docking assembly and a first lower docking assembly. The first upper docking assembly includes a plurality of parallel and spaced-apart first upper guide rails, which are fixed to the lower surface of the front of the fuselage, and the length direction of the first upper guide rails is consistent with the length direction of the fuselage. The first lower docking assembly includes a plurality of parallel and spaced-apart first lower guide rails, which are fixed in the first groove, and the length direction of the first lower guide rails is consistent with the length direction of the hull. A first lower guide rail is formed between any two adjacent first lower guide rails. Each of the first upper guide rails can be inserted into a first lower guide groove. A first strip-shaped slot is provided on one side of the first upper guide rail. The first strip-shaped slot does not penetrate both ends of the first upper guide rail. A first strip-shaped mounting groove is provided on the side of the first lower guide rail near the first strip-shaped slot. Multiple first linear telescopic drive components are fixed sequentially in the first strip-shaped mounting groove along its length. One end of each first linear telescopic drive component is fixedly connected to a first strip-shaped block. The first strip-shaped block can be engaged in the first strip-shaped slot. Each first linear telescopic drive component is connected to the controller. The second docking mechanism includes a second upper docking assembly and a second lower docking assembly. The second upper docking assembly includes multiple parallel and sequentially spaced second upper guide rails, which are fixed to the lower surface of the rear of the fuselage. The length direction of the second upper guide rails is consistent with the length direction of the fuselage. The second lower docking assembly includes multiple parallel and sequentially spaced second lower guide rails, which are fixed in the second groove. The length direction of the second lower guide rails is consistent with the length direction of the hull. A second lower guide groove is formed between any two adjacent second lower guide rails. Each second upper guide rail can be inserted into a second lower guide groove. A second strip-shaped slot is provided on one side of the second upper guide rail. The second strip-shaped slot does not penetrate both ends of the second upper guide rail. A second strip-shaped mounting groove is provided on the side of the second lower guide rail near the second strip-shaped slot. Multiple second linear telescopic drive components are sequentially fixed in the second strip-shaped mounting groove along its length. One end of each second linear telescopic drive component is fixedly connected to a second strip-shaped locking block. The second strip-shaped locking block can be engaged in the second strip-shaped slot. Each second linear telescopic drive component is connected to the controller.

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