Water-air cross-medium amphibious aircraft with anti-Zimeman wings

Abstract

The invention discloses a water-air cross-medium amphibious aircraft with anti-Zimeman wings, which relates to the technical field of aircrafts and comprises an aircraft body, an air power device and an underwater power device. The fuselage comprises an anti-Zimeman wing and an empennage, and the air power device and the underwater power device are both mounted on the anti-Zimeman wing; the anti-Zimeman wing is provided with a front tip end and a rear blunt end which are oppositely arranged, and the empennage is connected to the rear blunt end of the anti-Zimeman wing. The water-air cross-medium amphibious aircraft with the anti-Zimeman wing is adopted to solve the problems that a traditional rectangular wing cross-medium aircraft in the prior art is large in drainage volume, insufficient in lift margin and low in cross-medium conversion efficiency, and the working efficiency of the water-air cross-medium amphibious aircraft is higher.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an anti-Zimmermann wing amphibious aircraft that can be transported across water and air. Background Technology

[0002] Amphibious aircraft capable of both air and water transport are specialized equipment with broad application prospects in fields such as marine resource exploration, search and rescue, and coastal defense patrol. Traditional fixed-wing amphibious aircraft mostly adopt conventional rectangular wing layout designs, which have the following irreconcilable technical drawbacks in the complex working environment of air-water amphibious operations.

[0003] First, the excessive displacement volume leads to insufficient overall payload capacity. Traditional rectangular-wing transmedium aircraft, designed to meet buoyancy balance requirements for underwater navigation, often employ thick airfoils, with wing thickness typically ranging from 0.1 to 0.14 times the chord length. This excessive displacement volume directly results in excessive weight, significantly reducing payload capacity and potentially causing wing loading to exceed safe limits, impacting flight safety. Second, insufficient lift margin in low Reynolds number environments leads to poor maneuverability and safety. The large weight of traditional rectangular-wing transmedium aircraft means that in low-altitude, low-speed, low Reynolds number flight environments, the required angle of attack for cruise is close to the critical stall angle, resulting in a high risk of stall and limited maneuverability, making it difficult to handle complex conditions. Third, low transmedium conversion efficiency leads to high energy consumption and slow response. The density difference between water and air is nearly 800 times, which leads to an irreconcilable contradiction in wing loading in traditional design: air flight requires a smaller wing loading to reduce drag and increase endurance, while underwater submersion requires a larger wing loading to balance buoyancy and improve resistance to current interference. This contradiction directly results in the long time and high energy consumption of the aircraft's water-air medium conversion process, which seriously restricts its continuous operation efficiency. Summary of the Invention

[0004] The purpose of this invention is to provide an anti-Zimmerman wing amphibious aircraft that allows for higher operational efficiency.

[0005] This invention provides an anti-Zimmerman wing amphibious aircraft that can operate across water and air, including a fuselage, an airborne power plant, and an underwater power plant. The fuselage includes an anti-Zimmerman wing and a tail fin, and both the airborne and underwater power plants are mounted on the anti-Zimmerman wing. The anti-Zimmerman wing has a forward tip and a rear blunt end that are arranged opposite to each other, and the tail fin is connected to the rear blunt end of the anti-Zimmerman wing.

[0006] Preferably, a waterproof equipment compartment is provided at the leading tip of the anti-Zimmerman wing, and the waterproof equipment compartment is fixedly connected to the anti-Zimmerman wing.

[0007] Preferably, the anti-Zimmerman wing is composed of two coaxial ellipses spliced ​​together and is a flat plate structure of equal thickness. The root chord length of the anti-Zimmerman wing is the sum of the minor and major semi-axes of the two ellipses.

[0008] Preferably, the rear blunt end of the anti-Zimmerman wing is provided with a first servo, a first aileron, and a second aileron; the first servo is fixedly connected to the top surface of the anti-Zimmerman wing via a fixed base, the first aileron and the second aileron are symmetrically arranged along the centerline of the anti-Zimmerman wing 1 and are rotatably connected to the anti-Zimmerman wing via connecting edges; a first rudder angle is fixedly connected to both the first aileron and the second aileron, and each of the two first rudder angles is hinged to the rocker arm of the first servo via a first servo rod.

[0009] Preferably, a second servo and a movable hydrofoil are provided at the leading tip of the anti-Zimmerman wing; the second servo is fixed to the top surface of the anti-Zimmerman wing via a fixed base, the movable hydrofoil is rotatably connected to the front of the anti-Zimmerman wing via a bracket, a second rudder angle is fixed to the movable hydrofoil, and the second rudder angle is hinged to the rocker arm of the second servo via a second servo rod.

[0010] Preferably, the tail fin includes a vertical tail fin, which is vertically fixed to the rear blunt end of the anti-Zimmerman wing. The vertical tail fin includes a first connecting part and a first rotating part. The first connecting part is fixed to the anti-Zimmerman wing, and the first rotating part is rotatably connected to the rear end of the first connecting part. A third servo is fixed to the bottom surface of the anti-Zimmerman wing, and a third rudder angle is fixed to the first rotating part. The third rudder angle is hinged to the rocker arm of the third servo through a third servo stick.

[0011] Preferably, the tail fin further includes a horizontal tail fin, which is arranged parallel to the anti-Zimmerman wing and is vertically fixed to the vertical tail fin; the horizontal tail fin includes a second connecting part and a second rotating part, the second connecting part is fixed to the vertical tail fin, and the second rotating part is rotatably connected to the rear end of the second connecting part; a fourth servo is fixedly connected to the bottom surface of the anti-Zimmerman wing, and a fourth rudder angle is fixedly connected to the second rotating part, and the fourth rudder angle is hinged to the rocker arm of the fourth servo through a fourth servo stick.

[0012] Preferably, wing fences are fixed to both sides of the horizontal tail fin. The wing fences are perpendicular to the horizontal tail fin and extend toward the leading tip of the anti-Zimmerman wing and are fixed to the top surface of the anti-Zimmerman wing.

[0013] Preferably, the air power unit includes an air power motor and a propeller, with the air power motor fixed to the top surface of the anti-Zimmerman wing and the propeller fixed to the output shaft of the air power motor.

[0014] Preferably, the underwater propulsion device is an underwater power jet pump, which is fixed to the bottom surface of the anti-Zimmerman wing.

[0015] Therefore, the present invention employs the aforementioned anti-Zimmerman wing amphibious aircraft, which makes the amphibious aircraft more efficient.

[0016] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of an anti-Zimmermann wing water-air trans-medium amphibious aircraft according to the present invention. Figure 2 This is a structural schematic diagram of an anti-Zimmermann wing water-air trans-medium amphibious aircraft according to the present invention from another angle. Figure 3 This is a top view of an anti-Zimmermann wing water-air trans-medium amphibious vehicle according to the present invention; Figure 4 This is a side view of an anti-Zimmermann wing water-air trans-medium amphibious vehicle according to the present invention; Figure 5 This invention relates to an anti-Zimmerman wing water-air transmedium amphibious vehicle. Figure 1 A magnified view of a section at point A in the middle; Figure 6 This invention relates to an anti-Zimmerman wing water-air transmedium amphibious vehicle. Figure 2 A magnified view of a section at point B in the middle; Figure 7 This invention relates to an anti-Zimmerman wing water-air transmedium amphibious vehicle. Figure 2 A magnified view of a section at point C; Figure 8 Line graphs showing the aspect ratio λ and transmedium maneuverability factor of several types of rectangular wing transmedium aircraft in the anti-Zimmerman wing transmedium amphibious aircraft of the present invention. Figure 9 Line graphs showing the major-minor axis ratios and transmedium maneuverability factors of several uniformly thick anti-Zimmermann wing transmedium aircraft in the present invention. Figure 10 Line graphs showing the aspect ratio λ and transmedium efficiency factor of several types of rectangular wing transmedium aircraft in the anti-Zimmerman wing transmedium amphibious aircraft of the present invention. Figure 11 Line graphs showing the major-minor axis ratio and transmedium efficiency factor of several uniformly thick anti-Zimmerman wing transmedium aircraft in the present invention. Figure 12 The maximum angle of attack α in an anti-Zimmermann wing water-to-air amphibious vehicle of the present invention max The following are the lift F values ​​for rectangular wings and anti-Zimmerman wings. liftmax A scatter plot showing the relationship between the volume V of the wing and the volume V of the wing. Figure 13 The highest lift-to-drag ratio corresponding angle of attack α in an anti-Zimmermann wing water-to-air transmedium amphibious vehicle of the present invention. me The following are the lift F values ​​for rectangular wings and anti-Zimmerman wings. liftme A scatter plot showing the relationship between the volume V of the wing and the volume V of the wing.

[0018] Figure Labels 1. Anti-Zimmerman wing; 2. Waterproof equipment compartment; 3. Propeller; 4. Aerial power motor; 5. Forward tip; 6. Rear blunt end; 7. First servo; 8. First servo stick; 9. First aileron; 10. Second aileron; 11. Wing fence; 12. First rudder angle; 13. Movable hydrofoil; 14. Second servo; 15. Second servo stick; 16. Second rudder angle; 17. Vertical tail; 18. Third rudder angle; 19. Third servo stick; 20. Third servo; 21. First connecting part; 22. First rotating part; 23. Horizontal tail; 24. Fourth rudder angle; 25. Fourth servo stick; 26. Fourth servo; 27. Second connecting part; 28. Second rotating part; 29. ​​Underwater propulsion system. Detailed Implementation

[0019] The technical solution of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0020] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains.

[0021] The terms "first," "second," and similar words used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0022] Example 1 like Figures 1-13 As shown, the present invention discloses an anti-Zimmerman wing amphibious aircraft, comprising a fuselage, an airborne power unit, and an underwater power unit 29. The fuselage includes an anti-Zimmerman wing 1 and a tail fin, with both the airborne and underwater power units 29 mounted on the anti-Zimmerman wing 1. The anti-Zimmerman wing 1 has a forward tip 5 and a rear blunt end 6 oppositely arranged, and the tail fin is connected to the rear blunt end 6 of the anti-Zimmerman wing 1. The airborne power unit provides airborne propulsion for the aircraft, and the underwater power unit 29 provides underwater propulsion for the aircraft.

[0023] The anti-Zimmerman wing 1 is composed of two coaxial ellipses joined together, forming a flat plate structure of equal thickness. The root chord length of the anti-Zimmerman wing 1 is... The sum of the minor and major semi-axes of the two ellipses, with a thickness D not greater than 0.02. Thinner wings can reduce the weight of the airfoil, thereby improving the efficiency of the aircraft in cross-medium operations.

[0024] A waterproof equipment compartment 2 is provided at the leading tip 5 of the anti-Zimmermann wing 1, and the waterproof equipment compartment 2 is fixedly connected to the anti-Zimmermann wing 1. A battery and a receiver are connected inside the waterproof equipment compartment 2. The battery can provide power to the receiver, and the receiver can receive wireless control signals from the remote controller. The wireless control signals from the remote controller can be transmitted to the receiver through the water and the compartment 2. The receiver is communicatively connected to the air power unit, the underwater power unit 29, the servo motor, and the movable hydrofoil 13, and can send control commands to adjust the operating status of these devices.

[0025] The blunt rear end 6 of the anti-Zimmerman wing 1 is equipped with a first servo 7, a first aileron 9, and a second aileron 10. The first servo 7 is fixedly connected to the top surface of the anti-Zimmerman wing 1 via a fixed base. The first aileron 9 and the second aileron 10 are symmetrically arranged along the centerline of the anti-Zimmerman wing 1 and are rotatably connected to the anti-Zimmerman wing 1 via connecting edges. A first rudder angle 12 is fixedly connected to both the first aileron 9 and the second aileron 10. Each of the two first rudder angles 12 is hinged to the rocker arm of the first servo 7 via a first servo stick 8. The first servo 7 is used to drive the first aileron 9 and the second aileron 10 to deflect synchronously in order to control the roll attitude of the aircraft.

[0026] A second servo motor 14 and a movable hydrofoil 13 are provided at the leading tip 5 of the anti-Zimmerman wing 1. The second servo motor 14 is fixed to the top surface of the anti-Zimmerman wing 1 via a fixed base. The movable hydrofoil 13 is rotatably connected to the front of the anti-Zimmerman wing 1 via a bracket. A second rudder angle 16 is fixed to the movable hydrofoil 13. The second rudder angle 16 is hinged to the rocker arm of the second servo motor 14 via a second servo motor rod 15. The second servo motor 14 is used to drive the movable hydrofoil 13 to deflect in order to control the underwater pitch attitude of the aircraft. This allows the anti-Zimmerman wing amphibious aircraft to adjust its underwater pitch angle, thereby achieving climb and dive.

[0027] The tail section includes a vertical tail 17, which is vertically fixed to the blunt rear end 6 of the anti-Zimmerman wing 1. The vertical tail 17 includes a first connecting part 21 and a first rotating part 22. The first connecting part 21 is fixed to the anti-Zimmerman wing 1, and the first rotating part 22 is rotatably connected to the rear end of the first connecting part 21. A third servo 20 is fixedly connected to the bottom surface of the anti-Zimmerman wing 1, and a third rudder angle 18 is fixedly connected to the first rotating part 22. The third rudder angle 18 is hinged to the rocker arm of the third servo 20 via a third servo stick 19. The third servo 20 is used to drive the first rotating part 22 to deflect in order to control the heading of the aircraft, allowing the end of the first rotating part 22 away from the first connecting part 21 to swing left and right. By setting the end of the first rotating part 22 of the vertical tail 17 away from the first connecting part 21 to swing, the angle of the anti-Zimmerman wing amphibious aircraft in the heading direction can be adjusted.

[0028] The tail section also includes a horizontal tail 23, which is parallel to the anti-Zimmerman wing 1 and vertically fixed to the vertical tail 17. The horizontal tail 23 includes a second connecting part 27 and a second rotating part 28. The second connecting part 27 is fixed to the vertical tail 17, and the second rotating part 28 is rotatably connected to the rear end of the second connecting part 27. A fourth servo 26 is fixedly connected to the bottom surface of the anti-Zimmerman wing 1, and a fourth rudder angle 24 is fixedly connected to the second rotating part 28. The fourth rudder angle 24 is hinged to the rocker arm of the fourth servo 26 via a fourth servo stick 25. The fourth servo 26 is used to drive the second rotating part 28 to deflect in order to control the pitch attitude of the aircraft.

[0029] Both sides of the horizontal tail 23 are fixedly connected to wing fences 11. The wing fences 11 are perpendicular to the horizontal tail 23 and extend toward the leading tip 5 of the anti-Zimmerman wing 1 and are fixedly connected to the top surface of the anti-Zimmerman wing 1. The two wing fences 11 can obstruct the airflow along the wingspan direction of the wing, which helps to improve the airflow distribution on the wing surface and improve directional stability.

[0030] The aerial propulsion system includes an aerial motor 4 and a propeller 3. The aerial motor 4 is fixed to the top surface of the anti-Zimmermann wing 1, and the propeller 3 is fixed to the output shaft of the aerial motor 4. The aerial motor 4 provides kinetic energy for the rotation of the propeller 3. When the anti-Zimmermann wing amphibious aircraft is in flight, the underwater propulsion system 29 ceases operation. The aerial motor 4 and the propeller 3 provide the aerial propulsion for the anti-Zimmermann wing amphibious aircraft. The propeller 3 has a simple structure and does not require a complex mechanical transmission system, reducing the overall weight and manufacturing cost.

[0031] The underwater propulsion unit 29 is an underwater power jet pump, which is fixed to the bottom surface of the anti-Zimmermann wing 1. When the anti-Zimmermann wing amphibious aircraft is navigating underwater, the air-mounted power motor 4 and propeller 3 cease operation. The underwater power jet pump provides underwater propulsion for the anti-Zimmermann wing amphibious aircraft. The power jet pump adopts a closed propulsion structure, which improves the reliability of the equipment in complex waters, reduces cavitation effects and water flow disturbances, increases navigation speed, and has a simple structure.

[0032] Operating Procedure: When the anti-Zimmermann wing amphibious assault vehicle is navigating on water, the airborne power unit and movable hydrofoil 13 cease operation, and the underwater power unit 29 provides the vehicle with propulsion for surface navigation. When the anti-Zimmermann wing amphibious assault vehicle is performing cross-medium operations, the movable hydrofoil 13 provides the vehicle with descent propulsion from above water to below water and ascent propulsion from below water to above water. When the anti-Zimmermann wing amphibious assault vehicle is navigating underwater, the airborne power unit ceases operation, and the underwater power unit 29 provides the vehicle with propulsion for underwater navigation.

[0033] Aerial cruise: The underwater power unit 29 stops working, and the aerial power motor 4 drives the propeller 3 to rotate to provide propulsion power. Roll control is achieved by controlling the first aileron 9 and the second aileron 10 to deflect through the first servo motor 7. Heading control is achieved by controlling the first rotating part 22 of the vertical tail 17 to deflect through the third servo motor 20. Pitch control is achieved by controlling the second rotating part 28 of the horizontal tail 23 to deflect through the fourth servo motor 26.

[0034] Transmedia entry into water: The air-powered motor 4 stops working, the second servo motor 14 controls the movable hydrofoil 13 to deflect downwards, and with the help of the aircraft's own gravity, it can quickly dive down. After entering the water, the underwater power unit 29 is activated to provide propulsion power, completing the medium conversion from air to water.

[0035] Underwater navigation: The airborne power unit remains stationary, and the underwater power unit 29 provides propulsion power. The second servo motor 14 controls the deflection of the movable hydrofoil 13 to achieve underwater pitch and heave control, and the third servo motor 20 controls the deflection of the first rotating part 22 of the vertical tail 17 to achieve underwater heading control.

[0036] Transmedia exit from water: The second servo motor 14 controls the movable hydrofoil 13 to deflect upwards, which, together with the thrust of the underwater power unit 29, enables the aircraft to rise rapidly. After exiting the water, the air power motor 4 is activated to drive the propeller 3 to work, completing the medium conversion from underwater to air.

[0037] The aspect ratio of the anti-Zimmermann wing 1 is As shown in the following formula: .

[0038] in, The span of the anti-Zimmermann wing 1 is the length of the common axis of the two semi-ellipses that make up the wing. The wing area is the anti-Zimmermann wing 1.

[0039] The length-to-short axis ratio of the anti-Zimmermann wing is shown in the following formula: : ; in, The length of the minor semi-axis of the smaller ellipse in the anti-Zimmermann wing 1, Let be the length of the major semi-axis of the larger ellipse forming the anti-Zimmerman wing 1. The thickness of the anti-Zimmerman wing 1 is D, where D is no greater than 0.02. ;in, The root chord length of the anti-Zimmermann wing.

[0040] The root chord length of the anti-Zimmerman wing 1 is shown in the following formula: = + .

[0041] like Figure 8 As shown, the aspect ratio of the rectangular wing transmedium robot and cross-medium mobility factor The (Cross-Medium-max-lift) line graph shows that the cross-medium maneuverability factor of most samples is less than 0. Only the rectangular wing sample set of NACA0002 airfoil has a cross-medium maneuverability factor greater than 0. This indicates that using the traditional rectangular wing configuration, the maximum lift is difficult to counteract gravity at low speeds, and an additional multi-rotor system is required for assistance.

[0042] like Figure 9 As shown, the major and minor axis ratios of the anti-Zimmermann wing 1 under several uniform thickness conditions are... The line graph of the cross-medium maneuverability factor shows that the cross-medium maneuverability factor of the uniform thickness anti-Zimmerman wing 1 is greater than that of the traditional rectangular wing, and both are greater than 0. This indicates that the maximum lift of the uniform thickness anti-Zimmerman wing 1 is much greater than its own weight, resulting in stronger maneuverability and load capacity. It can complete cross-medium work without the assistance of a multi-rotor system, demonstrating that the anti-Zimmerman wing amphibious robot with cross-medium design has higher work efficiency in cross-medium situations.

[0043] like Figure 10 The figure shows the aspect ratios of several models of rectangular-winged transmedium robots. and cross-medium efficiency factor (Cross-Medium-most-efficient) line graph All values ​​are less than 0, indicating that almost all conventional rectangular wing designs are unable to achieve a balance between lift and gravity at the maximum lift-to-drag ratio, and the difference between the two is significant.

[0044] like Figure 11 As shown, the major and minor axis ratios of the anti-Zimmerman wing 1 under several uniform thickness conditions are... The line graphs of the cross-medium efficiency factor show that, with the anti-Zimmerman wing 1, the wing design may produce more lift than gravity at the maximum lift-to-drag ratio. Even if it's less than 0, it's still basically greater than the traditional rectangular wing design. This indicates that using the anti-Zimmermann wing design 1, the anti-Zimmermann wing amphibious aircraft has higher efficiency in cross-medium operation, as shown in the following formula: .

[0045] .

[0046] Compared to traditional rectangular wings, the inverse Zimmerman wing 1 features a smaller aspect ratio and a thinner airfoil. Since the lift coefficient of the inverse Zimmerman wing 1 is not strongly dependent on the airfoil thickness, under sufficient structural strength, the airfoil thickness of a small fixed-wing inverse Zimmerman wing 1 configuration is often smaller, and the entire wing is a single flat plate of uniform thickness, which greatly reduces the difficulty of aircraft manufacturing. At the same time, the smaller aspect ratio also improves the maneuverability for underwater operations and reduces drag during underwater navigation.

[0047] like Figure 12 As shown, this is the maximum angle of attack. The lift of the conventional rectangular wing and the anti-Zimmerman wing 1 is independent. Linear graph of wing volume V distribution, maximum angle of attack The maximum lift of the anti-Zimmermann wing 1 can be obtained by determining the critical angle of attack before stall for each wing. All are larger than those of a conventional rectangular wing, and when comparing the control wing volume V, the lift of the anti-Zimmerman wing 1 is... Significantly larger than traditional rectangular wings, the use of an anti-Zimmerman wing 1 as the wing design can better resolve the design contradictions of cross-medium aircraft caused by the different densities of water and air media, and improve the working efficiency of water-air cross-medium amphibious aircraft when crossing media.

[0048] like Figure 13 As shown, the lift of a conventional rectangular wing and an anti-Zimmerman wing at the highest lift-to-drag ratio is respectively... Line graph showing the distribution of wing volume V. This refers to the lift generated by each wing when it reaches its maximum lift-to-drag ratio. Therefore, the anti-Zimmermann wing... When compared with wings of the same volume, it is generally larger than a traditional rectangular wing, indicating that using an anti-Zimmerman wing 1 as the wing design can better solve the design contradiction caused by the different densities of water and air media, and improve the working efficiency of the water-air cross-medium amphibious aircraft when crossing media.

[0049] Therefore, the present invention adopts the above-mentioned anti-Zimmermann wing water-air cross-medium amphibious aircraft to solve the problems of large displacement volume, insufficient lift margin and low cross-medium conversion efficiency of traditional rectangular wing cross-medium aircraft in the prior art, so as to make the water-air cross-medium amphibious aircraft more efficient.

[0050] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solutions of the present invention, and these modifications or equivalent substitutions cannot cause the modified technical solutions to deviate from the spirit and scope of the technical solutions of the present invention.

Claims

1. An anti-Zimmermann wing amphibious aircraft, characterized in that, It includes a fuselage, an airborne power plant, and an underwater power plant; the fuselage includes an anti-Zimmerman wing and a tail, and the airborne power plant and underwater power plant are both mounted on the anti-Zimmerman wing; the anti-Zimmerman wing has a forward tip and a backward blunt end that are arranged opposite each other, and the tail is connected to the backward blunt end of the anti-Zimmerman wing.

2. The anti-Zimmermann wing amphibious aircraft according to claim 1, characterized in that, A waterproof equipment compartment is located at the leading tip of the anti-Zimmerman wing, and the waterproof equipment compartment is fixedly connected to the anti-Zimmerman wing.

3. The anti-Zimmermann wing amphibious aircraft according to claim 1, characterized in that, The anti-Zimmerman wing is composed of two coaxial ellipses spliced ​​together and is a flat plate structure of equal thickness. The root chord of the anti-Zimmerman wing is the sum of the minor and major semi-axes of the two ellipses.

4. The anti-Zimmermann wing amphibious aircraft according to claim 1, characterized in that, The rear blunt end of the anti-Zimmerman wing is provided with a first servo, a first aileron, and a second aileron. The first servo is fixed to the top surface of the anti-Zimmerman wing via a fixed base. The first aileron and the second aileron are symmetrically arranged along the centerline of the anti-Zimmerman wing 1 and are rotatably connected to the anti-Zimmerman wing via connecting edges. A first rudder angle is fixedly connected to both the first aileron and the second aileron. Each of the two first rudder angles is hinged to the rocker arm of the first servo via a first servo rod.

5. The anti-Zimmermann wing amphibious aircraft according to claim 1, characterized in that, The leading tip of the anti-Zimmerman wing is equipped with a second servo and a movable hydrofoil. The second servo is fixed to the top surface of the anti-Zimmerman wing via a fixed base. The movable hydrofoil is rotatably connected to the front of the anti-Zimmerman wing via a bracket. A second rudder is fixed to the movable hydrofoil. The second rudder is hinged to the rocker arm of the second servo via a second servo rod.

6. The anti-Zimmermann wing amphibious aircraft according to claim 1, characterized in that, The tail fin includes a vertical tail fin, which is vertically fixed to the rear blunt end of the anti-Zimmerman wing. The vertical tail fin includes a first connecting part and a first rotating part. The first connecting part is fixed to the anti-Zimmerman wing, and the first rotating part is rotatably connected to the rear end of the first connecting part. A third servo is fixed to the bottom surface of the anti-Zimmerman wing, and a third rudder angle is fixed to the first rotating part. The third rudder angle is hinged to the rocker arm of the third servo through a third servo stick.

7. The anti-Zimmermann wing amphibious aircraft according to claim 1, characterized in that, The tail fin also includes a horizontal tail fin, which is arranged parallel to the anti-Zimmerman wing and is vertically fixed to the vertical tail fin; the horizontal tail fin includes a second connecting part and a second rotating part, the second connecting part is fixed to the vertical tail fin, and the second rotating part is rotatably connected to the rear end of the second connecting part; a fourth servo is fixedly connected to the bottom surface of the anti-Zimmerman wing, and a fourth rudder angle is fixedly connected to the second rotating part, and the fourth rudder angle is hinged to the rocker arm of the fourth servo through a fourth servo stick.

8. The anti-Zimmerman wing amphibious aircraft according to claim 7, characterized in that, Both sides of the horizontal tail are fixed with wing fences, which are perpendicular to the horizontal tail and extend toward the leading tip of the anti-Zimmerman wing and are fixed to the top surface of the anti-Zimmerman wing.

9. The anti-Zimmermann wing amphibious aircraft according to claim 1, characterized in that, The airborne power unit includes an airborne motor and a propeller. The airborne motor is fixed to the top surface of the anti-Zimmerman wing, and the propeller is fixed to the output shaft of the airborne motor.

10. An anti-Zimmerman wing amphibious aircraft for water and air transport according to claim 1, characterized in that, The underwater propulsion system is an underwater power jet pump, which is fixed to the bottom surface of the inverted Zimmerman wing.

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