An amphibious heavy load transport vehicle based on hydrofoil lift and a method for operating the same

Abstract

The application discloses a water land dual-purpose heavy load transport vehicle based on water wing lift and a running control method thereof, relates to the technical field of heavy load transport vehicles, and comprises a vehicle body and a propeller, a propeller is arranged at the frame of the vehicle body, a flow guide mechanism is fixedly connected to the front end of the vehicle body, an adjusting mechanism is arranged at the frame of the vehicle body, and a water wing is fixedly connected to one end of the adjusting mechanism; the adjusting mechanism is used for stably and reliably folding and unfolding the water wing; the special adjusting mechanism is arranged, the mechanism can realize folding and unfolding operation of the water wing, when the vehicle needs to sail in water, the water wing can be stably unfolded from the bottom of the vehicle compartment to provide sufficient lift.

Description

Technical Field

[0001] This invention relates to the field of heavy-duty transport vehicle technology, and in particular to an amphibious heavy-duty transport vehicle based on hydrofoil lift and its operation control method. Background Technology

[0002] Existing amphibious vehicles are mainly divided into two categories: one is the traditional amphibious vehicle, which has both land-based and water-floating capabilities. Its water-based movement usually relies on tires to propel it or on a propeller, resulting in a low speed (generally not exceeding 10 km / h). Furthermore, its load-bearing capacity is limited by the volume of its buoyancy chamber, making it difficult to meet the needs of heavy equipment for rapid river crossing. The other category is heavy vehicles that achieve river crossing through external support equipment such as pontoon bridges and ferries. Their combat and transport operations are highly dependent on the time and geographical conditions for bridging or ferrying, making it impossible to achieve independent, rapid, and covert river crossing. Therefore, this paper proposes an amphibious heavy-duty transport vehicle based on hydrofoil lift and its operation control method to address the above problems. Summary of the Invention

[0003] The purpose of this invention is to provide an amphibious heavy-duty transport vehicle based on hydrofoil lift and its operation control method, so as to solve the problems in the background art.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: An amphibious heavy-duty transport vehicle based on hydrofoil lift includes a vehicle body and a propeller. The propeller is installed at the frame of the vehicle body, a flow guiding mechanism is fixedly connected to the front end of the vehicle body, and an adjustment mechanism is installed at the frame of the vehicle body. One end of the adjustment mechanism is fixedly connected to a hydrofoil. The adjustment mechanism is used to perform stable and reliable extension and retraction operations on the hydrofoil; at the same time, during the deployment and use of the hydrofoil, it can precisely and flexibly adjust and control its angle of attack or operating angle.

[0005] The flow guiding mechanism is used to reduce the impact of water entry and reduce navigation resistance when the vehicle body begins to enter the water or sail, thereby optimizing the dynamic performance and handling stability of the vehicle body in water.

[0006] Preferably, the hydrofoil includes a skin, a frame, wing edges, I-beams, and filler.

[0007] Preferably, the adjustment mechanism includes a base plate fixedly connected to the vehicle frame, a support seat fixedly connected to the top of the base plate, a first hydraulic rod fixedly connected to the top of the support seat, racks fixedly connected to the ends of the two telescopic shafts of the first hydraulic rod, a guide shell slidably connected to the outer side of the rack and fixedly connected to the base plate, a gear meshing at one end of the rack, an angle fine-tuning component fixedly connected to the top of the gear and fixedly connected to the hydrofoil.

[0008] Preferably, the angle fine-tuning component includes an outer cylinder fixedly connected to a gear, a first inner cylinder rotatably connected to the inner side of the outer cylinder, a first fixed shaft fixedly connected to the inner side of the first inner cylinder, a first side plate fixedly connected to one end of the outer cylinder, a second hydraulic rod rotatably connected to one end of the first side plate, a second side plate rotatably connected to the outer side of the telescopic shaft of the second hydraulic rod, and the second side plate fixedly connected to the first fixed shaft.

[0009] Preferably, a second inner cylinder is rotatably connected to the inner side of the first inner cylinder, a second fixed shaft is fixedly connected to the inner side of the second inner cylinder, a third side plate is fixedly connected to one end of the outer cylinder, a third hydraulic rod is rotatably connected to one end of the third side plate, a fourth side plate is rotatably connected to the outer side of the telescopic shaft of the third hydraulic rod, and the fourth side plate is fixedly connected to the second fixed shaft, and one end of the second fixed shaft is fixedly connected to the hydrofoil.

[0010] Preferably, the flow guiding mechanism includes two fixed housings fixedly connected to the front of the vehicle body, symmetrically arranged on both sides of the vertical center line of gravity of the vehicle body. A motor is fixedly connected to the inner side of each of the two fixed housings. A flow guide plate is fixedly connected to the end of the main shaft of the motor, and the flow guide plate is rotatably connected to the fixed housing. A limit shell is fixedly connected to one end of the flow guide plate, and a sealing plate is slidably connected to the inner side of the limit shell, and the sealing plate is slidably connected to the flow guide plate.

[0011] Preferably, one end of one of the guide plates is fixedly connected to a guide frame.

[0012] Preferably, a fixing frame is fixedly connected to one end of the sealing plate, a guide roller is rotatably connected to the inner side of the fixing frame, a cam is provided at one end of the guide roller and the cam is fixedly connected to the fixing shell, and a spring is fixedly connected to one end of the sealing plate and the spring is fixedly connected to the guide plate.

[0013] Preferably, guide shafts are fixedly connected to the inner sides of the top and bottom of the two guide plates, and sliders are slidably connected to the outer sides of the guide shafts. A support rod is rotatably connected to one end of the slider, and a waterproof cloth is fixedly connected to one end of both the guide plate and the support rod.

[0014] The preferred operation control method is as follows: Step 1: When the vehicle needs to enter the water driving state, first use the adjustment mechanism at the bottom of the vehicle to smoothly unfold the folded hydrofoil to the working position; Step 2: During this process, the key component inside the flow guiding mechanism—the flow guiding plate—also needs to be deployed synchronously through a linkage mechanism to form a complete flow guiding surface; Step 3: After completing the above preparations, the vehicle should enter the water at an initial speed of no less than 50 km / h. At the same time, the thrusters installed at the rear of the vehicle should be activated immediately to provide forward propulsion.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. An amphibious heavy-duty transport vehicle based on hydrofoil lift, equipped with a dedicated adjustment mechanism, which performs two main functions: First, it enables the deployment and retraction of the hydrofoils—when the vehicle needs to navigate in water, the hydrofoils can be smoothly deployed from the bottom of the vehicle body to provide sufficient lift; when driving or parking on land, the hydrofoils can be completely retracted under the vehicle to avoid affecting passability and safety. Second, the adjustment mechanism can also finely adjust the working angle of the hydrofoils according to actual driving conditions. In this way, regardless of changes in load, shifts in the vehicle's center of gravity, encounters with waves, or the need for steering maneuvers, the vehicle's stable attitude and navigation performance in water can be maintained by adjusting the hydrofoil angle in real time, thereby significantly improving the adaptability and practicality of this device under different working conditions and environments.

[0016] 2. An amphibious heavy-duty transport vehicle based on hydrofoil lift and its operation control method. The transport vehicle is equipped with an openable flow-guiding mechanism to meet operational needs in different environments. When the vehicle needs to travel in water, the flow-guiding mechanism opens rapidly, forming a smooth fluid channel that guides water flow smoothly through the vehicle body, significantly reducing water resistance during underwater navigation and improving water maneuverability and efficiency. When the vehicle is driving or operating normally on land, the flow-guiding mechanism retracts tightly at the front of the vehicle body, maintaining the integrity of the vehicle's shape. Furthermore, the flow-guiding mechanism does not obstruct or interfere with the air intake and cooling devices at the front of the vehicle body, ensuring the normal operation of the ventilation and cooling system in land mode. Attached Figure Description

[0017] 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.

[0018] Figure 1 This is a schematic diagram of the overall structure of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0019] Figure 2 This is a schematic diagram of the installation structure of the propulsion device for an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0020] Figure 3 This is a schematic diagram of the hydrofoil installation structure of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0021] Figure 4 This is a schematic diagram of the installation structure of the outer cylinder of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0022] Figure 5 This is a partial exploded installation diagram of the adjustment mechanism of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0023] Figure 6 This is a schematic diagram of the installation structure of the first hydraulic rod of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0024] Figure 7 This is a schematic diagram of the hydrofoil installation structure of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0025] Figure 8 This is a schematic diagram of the installation structure of the guide mechanism for an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0026] Figure 9 This is a schematic diagram of the installation structure of the support rod of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0027] Figure 10 This is a schematic diagram of the installation structure of the guide frame for an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0028] Figure 11 This is a schematic diagram of the motor installation structure of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0029] Figure 12 This is a partial exploded installation diagram of the guide mechanism of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0030] Figure 13 This is a top view of the internal structure of the fixed shell of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to the present invention.

[0031] In the diagram: 1. Adjustment mechanism; 101. Base plate; 102. Support seat; 103. First hydraulic rod; 104. Rack; 105. Guide shell; 106. Gear; 107. Outer cylinder; 108. First inner cylinder; 109. First fixed shaft; 110. First side plate; 111. Second side plate; 112. Second hydraulic rod; 113. Third side plate; 114. Third hydraulic rod; 115. Fourth side plate; 116. Second inner cylinder; 117. Second fixed shaft; 2. Flow guiding mechanism; 201. Fixed shell; 202. Motor; 203. Flow guide plate; 204. Limiting shell; 205. Sealing plate; 206. Fixed frame; 207. Guide roller; 208. Spring; 209. Cam; 210. Guide shaft; 211. Slider; 212. Support rod; 213. Waterproof cloth; 214. Flow guide frame; 3. Hydrofoil; 301. Skin; 302. Frame; 303. Flange; 304. I-beam; 305. Filler; 4. Propeller; 5. Body. Detailed Implementation

[0032] The present invention will be further described below with reference to specific embodiments. The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the present invention. To better illustrate the specific embodiments of the present invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product size. At the same time, all precision instruments such as lead screws, screws, gears, racks, etc. are provided with protective structures such as protective covers. As these are common knowledge, they are not described in detail in the specification. It is understandable for those skilled in the art that some common structures and their descriptions may be omitted in the drawings. Based on the specific embodiments of the present invention, all other specific embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] To make the technical means, creative features, objectives, and effects of this invention easier to understand, it should be noted in the description of this invention that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The invention will be further described below in conjunction with specific embodiments. Example

[0034] like Figures 1-13As shown, an amphibious heavy-duty transport vehicle based on hydrofoil lift and its operation control method include a vehicle body 5 and propellers 4. The propellers 4 are mounted on the frame of the vehicle body 5. A flow guide mechanism 2 is fixedly connected to the front end of the vehicle body 5. An adjustment mechanism 1 is mounted on the frame of the vehicle body 5, and a hydrofoil 3 is fixedly connected to one end of the adjustment mechanism 1. The propellers 4 are water-jet type. The vehicle body 5 is equipped with three propellers 4, two of which are symmetrically mounted on the left and right sides of the frame, and the third is located at the rear of the frame. There are four hydrofoils 3, symmetrically distributed on both sides of the frame. The two hydrofoils 3 closest to the front of the vehicle serve as main hydrofoils, and the two furthest from the front serve as auxiliary hydrofoils. The length of the main hydrofoils is significantly greater than that of the auxiliary hydrofoils.

[0035] Road surface conditions for initial velocity entry into water: It is necessary to ensure that the road surface at the entry point is flat and has a gentle slope (slope ≤ 10°) to avoid the vehicle body losing control of its attitude upon entering the water due to road bumps, which would affect the initial velocity and hydrofoil takeoff.

[0036] When vehicle hull 5 is about to enter the water, its speed must reach at least 50 km / h. Since cars typically enter water with their front wheels first, and the hydrofoil 3 is positioned above the highest point of the tires, the propeller 4 is installed above the wheels and below the hydrofoil 3, within a safe range between the two. This ensures both equipment safety and maximizes its propulsive efficiency. The vehicle's entry into the water is relatively gentle, not a jump, allowing it to maintain a certain initial velocity. An initial velocity of 50 km / h means that the vehicle's speed immediately exceeds the hydrofoil 3's takeoff speed, eliminating the need for additional acceleration. At this point, the propeller 4 immediately engages, creating a "superimposed thrust" with the initial velocity. The hydrofoil 3 instantly generates sufficient lift to quickly raise vehicle hull 5, avoiding the sudden increase in drag caused by prolonged partial immersion and preventing the hydrofoil 3 from failing due to insufficient speed. Upon reaching the opposite bank, the wheels again make contact with the ground first, ensuring no damage to the hydrofoil 3 or propeller 4 throughout the process.

[0037] This design concept is very rigorous and fully meets the core requirement of "seamless connection between land and water" for amphibious vehicles. In particular, the details of entering the water at an initial speed of 50km / h, the smooth water entry attitude, and the wheels entering the water first / landing first not only solve the power connection problem of the hydrofoil 3 "take-off", but also avoid the risk of land damage to the hydrofoil 3 and the propeller 4.

[0038] Furthermore, due to their high center of gravity, heavy-duty trucks are prone to tipping over when navigating underwater. The coordinated design of the adjustment mechanism 1 and the left and right main hydrofoils is equivalent to adding "underwater wings" to the vehicle body. During high-speed navigation, the lift generated by the hydrofoils 3 not only lifts the vehicle body but also automatically maintains balance through the pressure difference between the two wing surfaces—when the vehicle tilts, the lift of the hydrofoil 3 on the side with increased immersion depth increases, while the lift on the other side decreases accordingly, thus automatically correcting the attitude. Combined with the vector control of the propeller 4, the vehicle can achieve stable and high-speed navigation on water.

[0039] The adjustment mechanism 1 is used to perform stable and reliable deployment and retraction operations on the hydrofoil 3; at the same time, during the deployment and use of the hydrofoil 3, it can precisely and flexibly adjust and control its angle of attack or operating angle.

[0040] The flow guiding mechanism 2 is used to reduce the impact of water entry and reduce the resistance of navigation when the vehicle body 5 begins to enter the water or sail, thereby optimizing the dynamic performance and handling stability of the vehicle body 5 in the water.

[0041] It mainly includes the following driving stages: Land travel phase: The hydrofoil 3 is retracted through the adjustment mechanism 1 and hidden in the reserved space between the carriage and the frame. The vehicle body 5 relies on the wheels to achieve normal land travel. The wired power supply system is stored in the power mother car. Water entry preparation stage: Before the vehicle body 5 moves to the water entry point, it accelerates to an initial water entry speed of 50km / h (the slope of the road surface at the water entry point is ≤10°), the control module starts the hydrofoil 3 deployment program, and the adjustment mechanism 1 pushes the hydrofoil 3 to fully deploy; During the underwater navigation phase: The vehicle body 5 enters the water with a gentle attitude and the wheels first. The propeller 4 is immediately activated and switches to a continuous navigation speed of 40 km / h. The main hydrofoil generates lift by utilizing the Bernoulli effect and the reaction force of the water, with a total lift of 26-30 tons, which can lift a 20-ton heavy load. The auxiliary hydrofoil works with the vector control of the propeller 4 to maintain the vehicle body balance. The catamaran follows behind, and the cable reel adjusts the cable tension in real time. Landing phase: Vehicle 5 maintains a speed of 40km / h as it approaches the opposite bank. The wheels touch the ground first, the propeller 4 gradually stops, the adjustment mechanism 1 drives the hydrofoil 3 to retract, and vehicle 5 switches to land driving mode.

[0042] To address the underwater propulsion issue after vehicle hull 5 is launched, it can be additionally equipped with a military-grade 20-ton generator carrier, a hydraulically driven cable reel, and an inflatable catamaran (these three devices are existing technologies, and their specific working principles will not be elaborated upon). Since this design serves the entire transport convoy, underwater propulsion is provided by the generator carrier accompanying the convoy. After vehicle hull 5 is launched, it is powered by thruster 4, adapted to a high-speed water jet propulsion mode, enabling rapid traversal of water areas. This propulsion method has a higher cavitation critical velocity and good compatibility with the electric power system, providing continuous and stable thrust. The inflatable electric unmanned remote-controlled catamaran serves as a carrier for the charging cable and power connector. Its core function is to prevent the power cable from becoming entangled in underwater sediment such as weeds, rocks, and branches after sinking underwater, thus preventing it from being retrieved or even broken. The catamaran traverses the water with vehicle hull 5, and after the vehicle hull is brought ashore, it returns the charging cable and power connector to the power carrier. The hydraulically driven cable reel is synchronized with the catamaran to prevent the cable from sinking. After returning to the generator car, it can continue to supply power to the next car.

[0043] When the vehicle body 5 enters the water and the hydrofoils 3 rise, the relative height between the vehicle body and the power mother car will change. Therefore, the cable winding and unwinding mechanism must have height self-adaptation capability to prevent the cable from breaking due to excessive tension caused by vehicle body bumps or speed changes. The power mother car can use a hydraulically driven cable reel, combined with a tension sensor, to achieve real-time adjustment of cable tension.

[0044] As a further improvement to the present invention, such as Figure 7 As shown, the hydrofoil 3 includes a skin 301, a frame 302, a flange 303, an I-beam 304, and a filler 305; the skin 301 is made of carbon fiber, the frame 302 and the flange 303 are made of steel, and the filler 305 is lightweight anti-corrosion foam.

[0045] The hydrofoil 3 employs a composite structure design with a steel core skeleton and carbon fiber 301 skin. This design will be far superior to pure steel or pure aerospace aluminum structures, perfectly balancing the three core requirements of rigidity, wear resistance, and lightweight construction. It can even further enhance the hydrodynamic performance of the hydrofoil 3. A detailed analysis follows: I. Core Advantages of Composite Structures (Compared to Pure Steel / Pure Aluminum Structures) 1. Rigidity and Deformation Resistance: The steel framework ensures core load-bearing capacity with no significant deformation. The elastic modulus of high-end, high-strength steel (such as maraging steel, Q460) (200-210GPa) is much higher than that of carbon fiber (about 230GPa in the longitudinal direction and only 5-10GPa in the transverse direction) and aerospace aluminum (68-72GPa).

[0046] As the main load-bearing structure of the hydrofoil 3, the steel core skeleton bears the main loads such as bending and shearing. Based on the previous calculations, the actual bending stress is only 11.7MPa, which is far lower than the allowable stress of steel. This ensures that the hydrofoil 3 has no plastic deformation at a speed of 35km / h and has sufficient rigidity.

[0047] The carbon fiber skin 301 serves as an auxiliary load-bearing layer to wrap around the steel skeleton, which not only limits its local deformation but also enhances the overall torsional resistance of the hydrofoil 3 by leveraging the high tensile strength of carbon fiber, thus preventing attitude instability caused by water flow disturbance during high-speed gliding.

[0048] 2. Lightweight: More than 40% lighter than pure steel structures, approaching the weight of aerospace aluminum structures. Taking a single main hydrofoil as an example: Pure steel structure (steel skeleton + steel skin): approximately 800 kg; Steel core skeleton + carbon fiber skin 301: The steel skeleton weighs about 470kg, and the carbon fiber skin 301 weighs about 50kg (the carbon fiber density is only 1.6g / cm³, the skin thickness is 0.01-0.02m, and the volume is small), with a total weight of about 520kg, which is more than 35% lighter. If the steel skeleton is optimized into a "hollow I-beam" (retaining the core load-bearing part and hollowing out non-critical areas), the weight of the steel skeleton can be reduced to 300kg, with a total weight of about 350kg, a weight reduction of 56%, which is close to the weight of a pure aerospace aluminum structure (379kg).

[0049] The advantages of lightweight design are: reducing the lift consumption of the hydrofoil itself, making it easier for a 20-ton vehicle to lift at a speed of 35 km / h; and reducing drag and improving fuel economy.

[0050] 3. Wear and corrosion resistance: The carbon fiber skin made of 301 stainless steel is resistant to water abrasion, and the steel skeleton is protected against internal corrosion. Wear resistance: The carbon fiber skin 301 has a hardness of about HB300, which is much higher than that of aerospace aluminum (HB150). It also has a smooth surface and a friction coefficient of only 0.05-0.08 with water flow when gliding at high speed (the friction coefficient of steel is about 0.15). It can effectively resist the wear of mud and gravel in the water flow and avoid scratches or dents on the surface of the hydrofoil.

[0051] Corrosion resistance: Carbon fiber itself is non-conductive and does not rust. Skin 301 can completely wrap the steel skeleton, isolate water and air, and prevent the steel from electrochemical corrosion. Even if skin 301 is slightly damaged, protection can be restored through local repair, which is simpler than the anti-corrosion treatment of pure steel structures.

[0052] 4. Hydrodynamic performance: The carbon fiber skin 301 improves gliding efficiency. Carbon fiber skin 301 can be precisely manufactured into streamlined airfoils (such as the NACA4412 underwater-specific airfoil). Its surface smoothness is much higher than that of steel or aluminum, which can reduce water flow separation and eddies, increase the lift coefficient (by 0.1-0.2), and reduce the drag coefficient (by 0.05-0.1).

[0053] This means that at the same speed, the composite hydrofoil 3 has greater lift and less drag, enabling cars to lift at lower speeds and obtain greater lift redundancy at 35km / h, thus improving navigation stability.

[0054] II. Key Design Considerations for Composite Structures Structural optimization of steel skeleton It is recommended to replace the solid steel frame with hollow I-beams or box girders, retaining the load-bearing parts of the upper and lower flanges 303 and the web, and hollowing out the non-critical areas in the middle, which can reduce weight and increase the section modulus of bending (hollow structure is 2-3 times higher than solid structure).

[0055] The connection between the steel skeleton and the carbon fiber skin 301 needs to be reinforced, such as by installing pre-embedded bolts or welding connecting plates, to avoid stress concentration that could lead to connection failure.

[0056] The 301 carbon fiber skin features a layered design. The 301 skin ply needs to adopt a multi-directional ply of "0° / ±45° / 90°": the 0° layer bears the longitudinal tensile force, the ±45° layer improves the torsional resistance, and the 90° layer bears the lateral compressive force, ensuring that the 301 skin has balanced performance in all directions.

[0057] The thickness of the 301 skin needs to be adjusted according to the stress distribution: the thickness of the leading and trailing edges of the hydrofoil 3 (which are easily impacted by water flow) is 0.02m, and the thickness of the middle area (which provides auxiliary load-bearing) is 0.01m, which ensures strength while reducing weight.

[0058] Corrosion resistance and wear resistance enhancement The surface of the carbon fiber skin 301 can be coated with a polytetrafluoroethylene (PTFE) coating to further reduce the coefficient of friction and improve wear resistance. The steel skeleton can be filled with anti-corrosion foam to prevent water accumulation inside the hollow structure from causing corrosion.

[0059] III. Conclusions based on the 20-ton automotive hydrofoil scenario In terms of lift: the composite structure hydrofoil 3 has a smoother surface and a more precise airfoil, which can increase the lift coefficient to 0.7-0.9; at a speed of 35 km / h, the total lift can reach 26-30 tons, which is more than enough to lift a 20-ton car, and the lift redundancy is greater, making the flight more stable.

[0060] In terms of strength: the H-shaped steel frame bears the main load, and the 301 carbon fiber skin provides auxiliary support. The actual stress is far lower than the allowable stress of the material, making the structure safe and reliable.

[0061] In terms of weight: the weight of a single main hydrofoil can be controlled between 350-520 kg, and the total weight of two main hydrofoils and two tail hydrofoils is about 1.2-2.0 tons, which is much lower than the 3.2-4.0 tons of pure steel structure, and has a smaller impact on the vehicle's load.

[0062] For the core steel skeleton of Hydrofoil 3, the core principle of designing the hollow I-beams is to retain the upper and lower 303 flanges that bear the main bending stress and the web that transmits shear stress, while hollowing out the non-critical areas in the middle, thereby reducing weight and increasing the section modulus of bending (more efficient than a solid structure). Based on the previous parameters of Hydrofoil 3 (main hydrofoil length 2.0m, original solid steel skeleton width 0.3m, thickness 0.13m), the specific design scheme, dimensional parameters, and key details are as follows: I. Core Design Logic of Hollow I-Beams As a bending member, the hydrofoil 3 experiences bending stress primarily concentrated on the upper and lower flanges 303 of the I-beam (the upper flange is under tension, and the lower flange is under compression). The intermediate web only transmits shear stress, which is minimal in the middle of the web. Therefore, the key to the hollow design lies in: Retain sufficiently thick 303 on the upper and lower flanges to ensure bending resistance; Retain a certain thickness of web to ensure shear resistance; Hollowing out the central area of ​​the abdominal plate maximizes weight loss; The overall width and height of the I-beam must match the internal space of the hydrofoil 3 (the main hydrofoil is 1.0m wide and 0.12m thick at its thickest point, so the height of the I-beam must be ≤0.12m and the width must be ≤0.3m to avoid exceeding the skin 301).

[0063] The following calculations are performed on the data for key design components: The total width (B) of the I-beam is 0.3m (the original width of the solid steel), ensuring the connection area with the skin 301; The upper flange thickness (t1) is 0.025m (25mm), which bears tensile stress and ensures bending resistance; The lower flange has a thickness (t2) of 0.025m (25mm), bears compressive stress, and is symmetrical with the upper flange to ensure structural balance; The web thickness (tw) is 0.015m (15mm), which transmits shear stress and ensures shear resistance. The height (h) of the hollow region is H-t1-t2 = 0.07m (70mm). The middle region is hollowed out to form the core for weight reduction. The width of the hollow region is (b)B-2×tw = 0.27m (270mm), and a certain thickness is retained on both sides of the web to avoid stress concentration; The I-beam is 2.0m long (L) (main hydrofoil length), runs through the main hydrofoil, and ensures overall load-bearing capacity.

[0064] 2. Structural diagram: Upper flange (25mm thick) | Hollow area (70mm×270mm) | Web (15mm thick) | Hollow area (70mm×270mm) | Lower flange (25mm thick), total height 120mm, total width 300mm.

[0065] 3. Hollow I-beam dimensions for the tail hydrofoil (compatible with a tail hydrofoil length of 1.6m, width of 0.3m, and thickness of 0.12m) The tail hydrofoil's load is only 30% of that of the main hydrofoil, allowing for a reduction in the thickness of the wing edges and webs, further reducing weight. Component dimensions: The total height (H) of the I-beam is 0.12m. The total width (B) of the I-beam is 0.3m; Upper flange thickness (t1) 0.02m (20mm); Lower flange thickness (t2) 0.02m (20mm); Web thickness (tw) 0.012m (12mm); The height (h) of the hollow area is 0.08m (80mm). The width of the hollow area (b) is 0.276m (276mm); The length (L) of the I-beam is 1.6m.

[0066] III. Key Performance Verification (Taking the Main Hydrofoil as an Example) 1. Comparison of weight loss effects (compared to the original solid steel skeleton) Original solid steel skeleton volume: 2.0 × 0.3 × 0.13 = 0.078 m³, weight: 0.078 × 7850 = 612.3 kg; Volume of hollow I-beam: Volume of upper and lower flanges + Volume of web = (2.0 × 0.3 × 0.025 × 2) + (2.0 × 0.12 × 0.015 × 2 - 2.0 × 0.07 × 0.27) = 0.03 + 0.0021 = 0.0321 m³; Weight of hollow I-beams: 0.0321 × 7850 ≈ 252 kg; Weight reduction ratio: (612.3 - 252) / 612.3 ≈ 59%, close to half the weight of the original solid steel, lightweight efficiency 2. Bending capacity verification (core load-bearing performance) The section modulus of hollow I-beams (Wz): For symmetrical I-beams, Wz=(B×H³-b×h³) / (6×H)=(0.3×0.12³-0.27×0.07³) / (6×0.12)≈0.00068m³; The section modulus of the original solid steel skeleton (Wzsolid): For a rectangular section, Wzsolid = (0.3 × 0.13³) / 6 ≈ 0.00011 m³; The bending resistance is increased by approximately 6.2 times (0.00068 / 0.00011), demonstrating that the bending resistance efficiency of hollow structures is far superior to that of solid structures! Actual bending stress: Based on previous calculations, the maximum bending moment of a single main hydrofoil is M = 17.5 kN·m, and the actual stress is σ = M / Wz = 17.5 / 0.00068 ≈ 25.7 MPa, which is far lower than the allowable bending stress of Q355 steel (210 MPa), indicating that the structure is safe and reliable.

[0067] 3. Shear strength verification The shear area of ​​the web of a hollow I-beam is: Aw = 2×(H-t1-t2)×tw = 2×0.07×0.015 =0.0021m²; Actual shear stress: τ = V / Aw (where V is the shear force, V≈35kN for a single main hydrofoil). Calculation shows that τ = 35 / 0.0021≈16.7MPa, which is far lower than the allowable shear stress of Q355 steel (120MPa), indicating sufficient shear resistance.

[0068] IV. Design Details and Optimization Suggestions 1. Treatment of hollow areas A rectangular hollow design is recommended (as described above), as its processing technology is simple and it is suitable for welding or forging. If a greater weight reduction effect is desired, a honeycomb hollow structure (i.e., honeycomb holes are set in the middle of the web) can be used, but this process has a higher processing cost and is more suitable for high-precision scenarios. The hollow areas need to be treated with anti-corrosion measures (such as spraying anti-rust paint) to prevent water accumulation and corrosion.

[0069] 2. Connection between flange 3 and web The connection between the upper and lower flanges 3 and the web plate should be rounded (rounded radius ≥ 10 mm) to avoid stress concentration. It is recommended to use a combination of welding and bolting: welding can ensure the connection strength, while bolting facilitates later maintenance and fixation to the carbon fiber skin 301.

[0070] 3. Connection with carbon fiber skin 301 The surfaces of the upper and lower flanges 303 of the I-beam need to be roughened (such as by sandblasting) to increase the bonding strength with the carbon fiber skin 301. Connection holes (10mm in diameter, 200mm in spacing) can be pre-drilled on the flange 303, and the I-beam can be connected to the embedded part of the skin 301 by bolts to prevent the skin 301 from separating from the skeleton.

[0071] 4. Material Selection It is recommended to use Q355 high-strength steel for the main hydrofoil, as it has a lower cost and meets the strength requirements.

[0072] V. Conclusion The hollow I-beam design achieves a 59% weight reduction and a 6.2-fold increase in bending resistance, fully meeting the load-bearing requirements of the main hydrofoil, and its dimensions are well-suited to the internal space of Hydrofoil 3. Combined with the carbon fiber skin 301, it achieves the goals of "high rigidity, light weight, and good wear resistance." The tail hydrofoil design follows the same principle; due to its smaller load, the weight reduction effect will be even more significant.

[0073] Next, we will calculate the total weight of the hollow I-beams of the two main hydrofoils and two tail hydrofoils, and supplement the total weight and key performance summary of the composite structure (hollow steel skeleton + carbon fiber skin 301) in order to assess its impact on the load capacity of a 20-ton vehicle.

[0074] I. Weight Calculation of Hollow I-Beams for Each Component 1. Weight of a single hollow I-beam main hydrofoil (verified) Weight: ≈252kg Total weight of the two main hydrofoils: 252 × 2 = 504 kg 2. Weight calculation of a single hollow I-beam tail hydrofoil Hollow I-beam dimensions for the tail hydrofoil (fitting for lengths of 1.6m, widths of 0.3m, and thicknesses of 0.12m): Upper and lower flange thickness: 20 mm (0.02 m), web thickness: 12 mm (0.012 m) Hollow area height: 0.08m, width: 0.276m Volume calculation: Volume of upper and lower flanges = 2 × (1.6 × 0.3 × 0.02) = 0.0192 m³ Web volume = 2 × (1.6 × 0.12 × 0.012) - (1.6 × 0.08 × 0.276) = 0.00128 m³ 3 (Simplified calculation; the actual volume is the effective load-bearing volume of the web.) Total volume = 0.0192 + 0.00128 = 0.02048 m³ Weight of a single tail hydrofoil: 0.02048 × 7850 ≈ 160.8 kg Total weight of the two tail hydrofoils: 160.8 × 2 = 321.6 kg 3. Total weight of hollow I-beams (four hydrofoils) Total weight = weight of two main hydrofoils + weight of two tail hydrofoils = 504 + 321.6 = 825.6 kg (Compared to the original solid steel skeleton total weight: main hydrofoils 612.3 × 2 + tail hydrofoils ≈ 400 × 2 = 2024.6 kg, weight reduction ratio ≈ (2024.6 - 825.6) / 2024.6 ≈ 59%, the lightweighting effect is significant) II. Total weight of the composite structure (hollow steel skeleton + carbon fiber skin 301) The weight of the carbon fiber skin 301 is calculated based on the preliminary design parameters (thickness 0.01-0.02m, density 1600kg / m³): approximately 50kg for a single main hydrofoil skin and approximately 30kg for a single tail hydrofoil skin.

[0075] Total weight of the two main hydrofoil skins: 50 × 2 = 100 kg Total weight of the two tail hydrofoil skins: 30 × 2 = 60 kg Total weight of the skin: 100 + 60 = 160 kg The total weight of the composite structure of the four hydrofoils is 825.6 + 160 = 985.6 kg (approximately 1 ton). III. Summary of Key Performance (Composite Structure vs. Original Pure Steel Structure) Performance Indicators: Composite Structure (Hollow Steel + Carbon Fiber Skin 301) vs. Original Pure Steel Structure (Solid Steel) - Comparative Advantages With a total weight of approximately 1 ton to approximately 2.02 tons, a weight reduction of 51% significantly reduces lift consumption. Bending resistance: Hollow steel has a 6.2-fold increase in bending efficiency and a stress of about 25.7 MPa. Solid steel has a stress of about 11.7 MPa, but its bending efficiency is lower. However, it is more rigid and has better resistance to deformation. Wear resistance: Carbon fiber skin 301 has high hardness and low coefficient of friction. Steel surfaces are easily worn and require anti-corrosion treatment. It is resistant to water flow abrasion and does not require complex anti-corrosion treatment. Hydrodynamic performance: The carbon fiber skin 301 has a smooth surface and high airfoil accuracy, while the steel surface has a rough surface and low airfoil accuracy, resulting in a lift coefficient increase of 0.1-0.2 and lower drag. Structural safety: The steel skeleton provides load-bearing capacity, while the skin resists torsion. The stress is far below the allowable value. The stress is low but the weight is large, ensuring safety and reliability while achieving lightweight design.

[0076] IV. Impact Assessment on 20-ton Automobile Hydrofoils Lift redundancy: The total weight of the composite structure is about 1 ton, accounting for only 5% of the total weight of the car; the hydrofoil 3 can generate a total lift of 26-30 tons at a speed of 35km / h, and after deducting its own weight, it still has 25-29 tons of lift, which is more than enough to lift a 20-ton car, and the lift redundancy is sufficient, making the flight more stable.

[0077] Navigation efficiency: Lightweight design reduces the inertia and water resistance of the hydrofoil 3, allowing the car to accelerate faster in water and improving fuel economy.

[0078] Maintenance costs: The 301 carbon fiber skin is corrosion-resistant and wear-resistant. The steel skeleton is wrapped in the skin, eliminating the need for frequent anti-corrosion treatments and reducing maintenance costs.

[0079] V. Final Optimization Recommendations The hollow areas of hollow I-beams can be filled with lightweight anti-corrosion foam, which not only prevents water accumulation and corrosion, but also increases the bonding area with the carbon fiber skin 301.

[0080] The carbon fiber skin 301 uses a 0° / ±45° / 90° multi-directional layup to improve torsional resistance; in particular, the layup thickness of the hydrofoil leading edge (the part that is easily impacted by water flow) needs to be strengthened.

[0081] As a further improvement to the present invention, such as Figure 4 , Figure 5 and Figure 6 As shown, the adjustment mechanism 1 includes a base plate 101 fixedly connected to the frame of the vehicle body 5. A support seat 102 is fixedly connected to the top of the base plate 101. A first hydraulic rod 103 is fixedly connected to the top of the support seat 102. A rack 104 is fixedly connected to the ends of the two telescopic shafts of the first hydraulic rod 103. A guide shell 105 is slidably connected to the outer side of the rack 104, and the guide shell 105 is fixedly connected to the base plate 101. A gear 106 meshes with one end of the rack 104. An angle fine-tuning component is fixedly connected to the top of the gear 106, and the angle fine-tuning component is fixedly connected to the hydrofoil 3. The first hydraulic rod 103, the second hydraulic rod 112, and the third hydraulic rod 114 are all directly connected to the hydraulic system carried by the vehicle body 5. When the hydrofoil 3 needs to be deployed from under the carriage, the hydraulic system drives the first hydraulic rod 103, which drives the rack 104 connected to it to move smoothly in a direction close to the vertical center line of the vehicle body 5. The linear motion of the rack 104 is then converted into the rotational motion of the gear 106. During the rotation, the gear 106, through the precisely matched angle adjustment component, accurately guides and drives the hydrofoil 3, so that it can rotate stably from its original state of being folded up at the bottom of the car body 5 and unfold to the sides of the car body 5.

[0082] As a further improvement to the present invention, such as Figure 5 and Figure 6As shown, the angle fine-tuning assembly includes an outer cylinder 107 fixedly connected to a gear 106. A first inner cylinder 108 is rotatably connected to the inner side of the outer cylinder 107. A first fixed shaft 109 is fixedly connected to the inner side of the first inner cylinder 108. A first side plate 110 is fixedly connected to one end of the outer cylinder 107. A second hydraulic rod 112 is rotatably connected to one end of the first side plate 110. A second side plate 111 is rotatably connected to the outer side of the telescopic shaft of the second hydraulic rod 112, and the second side plate 111 is fixedly connected to the first fixed shaft 109. When it is necessary to adjust the vertical swing angle of the hydrofoil 3 in real time according to navigation conditions, the operator can drive the second hydraulic rod 112 to perform the telescopic action through the control system. The power output end of the second hydraulic rod 112 acts sequentially on the second side plate 111 and transmits power to the first inner cylinder 108 via the first fixed shaft 109. The first inner cylinder 108 and the second inner cylinder 116 are linked, thereby driving the second fixed shaft 117 to produce a corresponding rotational movement. This series of actions ultimately drives the entire hydrofoil assembly to swing smoothly up and down around its hinge axis until the sensor feedback or the operator's judgment confirms that the hydrofoil 3 has reached the most suitable water-facing angle under the current operating conditions.

[0083] Based on this angle fine-tuning mechanism, to further improve the response speed and control accuracy of the hydrofoil 3 angle adjustment, it is recommended to optimize the hydraulic circuit design of the second hydraulic rod 112. Specifically, a closed-loop hydraulic system controlled by a proportional valve can be used to replace the traditional open-loop system, allowing the extension and retraction speed of the second hydraulic rod 112 to be steplessly adjusted according to the control signal, thereby avoiding impact vibrations during the angle switching process of the hydrofoil 3. Simultaneously, an angular displacement sensor is added at the rotating mating surface between the first inner cylinder 108 and the outer cylinder 107 to monitor the actual swing angle of the hydrofoil 3 in real time, and the feedback signal and the drive command of the second hydraulic rod 112 form a closed-loop control, ensuring that the water-facing angle adjustment error of the hydrofoil 3 is controlled within ±0.5 degrees.

[0084] Furthermore, considering that amphibious heavy-duty transport vehicles may be subjected to irregular load impacts from waves when operating in complex aquatic environments, it is recommended to add an elastic buffer element between the second side plate 111 and the first side plate 110. This buffer element can be in the form of high-damping rubber or a hydraulic damper, forming a flexible link in the power transmission path of the second hydraulic rod 112, effectively absorbing instantaneous overload energy, protecting the mechanical structure of the angle fine-tuning assembly from damage, and maintaining the smoothness of the angle adjustment of the hydrofoil 3.

[0085] For the rotating connection between the outer cylinder 107 and the first inner cylinder 108, it is recommended to use self-lubricating bearings or solid lubrication coating technology to reduce friction and wear in long-term underwater operation. This part is subjected to cyclical alternating loads during frequent switching between amphibious and land modes, and good lubrication is crucial to ensuring the service life of the angle fine-tuning components. Meanwhile, high-strength stainless steel or corrosion-resistant alloy steel materials are selected for key load-bearing components such as the outer cylinder 107, the first inner cylinder 108, and the first fixed shaft 109 to ensure that their corrosion resistance in seawater or freshwater environments meets the design life requirements.

[0086] As a further improvement to the present invention, such as Figure 5 As shown, a second inner cylinder 116 is rotatably connected to the inner side of the first inner cylinder 108, and a second fixed shaft 117 is fixedly connected to the inner side of the second inner cylinder 116. A third side plate 113 is fixedly connected to one end of the outer cylinder 107, and a third hydraulic rod 114 is rotatably connected to one end of the third side plate 113. A fourth side plate 115 is rotatably connected to the outer side of the telescopic shaft of the third hydraulic rod 114, and the fourth side plate 115 is fixedly connected to the second fixed shaft 117. One end of the second fixed shaft 117 is fixedly connected to the hydrofoil 3. When it is necessary to adjust the angle of attack of the hydrofoil 3, the system will drive the third hydraulic rod 114 to perform telescopic movement. The end of the third hydraulic rod 114 is firmly connected to the main structure of the hydrofoil 3 through the fourth side plate 115, the second fixed shaft 117, and the second inner cylinder 116. Therefore, the movement of the third hydraulic rod 114 will be accurately transmitted to the hydrofoil 3, enabling it to rotate stably around its own axis, thereby achieving an effective change in the angle of attack. This allows it to adapt to different lift requirements under varying sailing speeds, load conditions, and water conditions. This closed-loop control mechanism ensures that the hydrofoil 3 is always in its optimal operating attitude, providing sufficient lift to reduce vehicle drag during high-speed taxiing and maintaining stable hydrodynamic characteristics under low-speed or heavy-load conditions, thus avoiding problems such as cavitation, stall, or structural vibration caused by angle-of-attack mismatch.

[0087] From a structural reliability perspective, this articulation system employs a multi-redundancy design. The rotating mating surfaces between the second inner cylinder 116 and the first inner cylinder 108 are precision-machined, with the mating clearance controlled within 0.05 mm, ensuring both rotational flexibility and effectively suppressing the transmission of high-frequency vibrations to the vehicle frame. The connection between the second fixed shaft 117 and the fourth side plate 115 uses a dual fixing method of spline fit and end face locking, ensuring that no relative slippage or fretting wear occurs when subjected to cyclic hydrodynamic loads. The hinge points of the third hydraulic rod 114 are all equipped with self-lubricating copper alloy bushings, significantly reducing the risk of corrosion and maintenance frequency in the high-salt spray environment at sea.

[0088] To address the specific needs of 20-ton heavy-duty transportation, the articulated system can be optimized in the following ways: First, a torque sensor is added inside the second fixed shaft 117 to monitor the hydrodynamic torque on the hydrofoil 3 in real time, providing a feedforward compensation signal for the control system and further improving the response speed and accuracy of angle of attack adjustment; Second, the servo valve group of the third hydraulic rod 114 is integrated into the sealed chamber of the outer cylinder 107, using aviation-grade hydraulic oil and equipped with an online oil contamination monitoring module to ensure operational reliability under extreme conditions; Third, a strain relief groove is designed at the connection interface between the fourth side plate 115 and the second fixed shaft 117 to alleviate the interface stress concentration problem caused by the difference in thermal expansion coefficients between the carbon fiber skin 301 and the steel skeleton.

[0089] At the control strategy level, it is recommended to link the angle adjustment function of the hydrofoil 3 with the vehicle's speed and attitude sensors. When the vehicle's initial speed is low upon entering the water, the control system automatically adjusts the hydrofoil 3 to a larger angle of attack to generate sufficient lift; as the speed increases, the angle of attack is gradually reduced to optimize the lift-to-drag ratio and reduce propulsion energy consumption. This condition-based adaptive angle adjustment strategy can fully leverage the hydrodynamic performance advantages of the composite structure hydrofoil 3 and improve the overall navigation economy of the 20-ton amphibious vehicle.

[0090] Through the above structural design and optimization measures, the hydrofoil articulated system achieves a balance between lightweight and high reliability while ensuring high torque transmission capability, providing solid technical support for the long-term stable operation of amphibious heavy-duty transport vehicles.

[0091] As a further improvement to the present invention, such as Figures 8-13As shown, the flow guiding mechanism 2 includes two fixed housings 201 fixedly connected to the front of the vehicle body 5. These fixed housings 201 are symmetrically arranged on both sides of the vertical center line of gravity of the vehicle body 5. A motor 202 is fixedly connected to the inner side of each fixed housing 201. A flow guiding plate 203 is fixedly connected to the end of the main shaft of the motor 202, and the flow guiding plate 203 is rotatably connected to the fixed housing 201. A limiting shell 204 is fixedly connected to one end of the flow guiding plate 203. A sealing plate 205 is slidably connected to the inner side of the limiting shell 204, and the sealing plate 205 is positioned between the flow guiding plate 203 and the flow guiding plate 203. The system features a sliding connection, with one end of a guide plate 203 fixedly connected to a guide frame 214; one end of a blocking plate 205 is fixedly connected to a fixing frame 206, and a guide roller 207 is rotatably connected to the inner side of the fixing frame 206. A cam 209 is provided at one end of the guide roller 207, and the cam 209 is fixedly connected to the fixing shell 201. A spring 208 is fixedly connected to one end of the blocking plate 205, and the spring 208 is fixedly connected to the guide plate 203. Both the guide plate 203 and the blocking plate 205 have several ventilation holes to meet different functional requirements. When the vehicle needs to enter the water, the control system first starts the motor 202, driving the guide plate 203, with the guide frame 214 fixed at one end, to rotate away from the front of the vehicle. Simultaneously, the other guide plate 203 rotates synchronously under the action of the corresponding motor 202. Finally, the two guide plates 203 are precisely engaged together through the guide frame 214, forming a continuous guiding surface. During the rotation of the guide plate 203, it drives the guide roller 207 to rotate together through the linkage structure of the limiting shell 204, the sealing plate 205, and the fixing frame 206. At the same time, the guide roller 207 moves along the preset trajectory of the cam 209. During this process, the squeezing force of the cam 209 on the guide roller 207 gradually decreases. Under the continuous elastic tension of the spring 208, the sealing plate 205 also slides smoothly along the surface of the guide plate 203. When the guide plate 203 rotates to a preset appropriate angle, the vent holes on its surface are completely misaligned with the vent holes on the surface of the sealing plate 205. This misalignment design effectively blocks the water flow channel, thereby ensuring that when the vehicle body 5 is driving in water, external water cannot enter the vehicle body through the gap between the guide plate 203 and the sealing plate 205. When the vehicle is driving normally on land, the deflector 203 and the sealing plate 205 are retracted and placed in a designated position at the front of the vehicle. At this time, under the interaction of the cam 209 and the guide roller 207, the two maintain a specific relative position, so that the vents on the surface of the deflector 203 and the vents on the surface of the sealing plate 205 are completely aligned and interconnected. This alignment ensures that during vehicle operation, external air can smoothly enter the inside of the front of the vehicle through these vents, effectively circulating the air and ensuring that the internal components of the front of the vehicle receive the necessary cooling and maintain normal heat dissipation performance.

[0092] As a further improvement to the present invention, such as Figure 12 As shown, guide shafts 210 are fixedly connected to the inner sides of the top and bottom ends of the two guide plates 203. A slider 211 is slidably connected to the outer side of the guide shaft 210. A support rod 212 is rotatably connected to one end of the slider 211. Under the action of the slider 211, the support rod 212 is prevented from affecting the normal rotation of the guide plate 203. A waterproof cloth 213 is fixedly connected to one end of both the guide plate 203 and the support rod 212. Multiple robust support rods 212 are installed at the top and bottom ends of the guide plate 203. The length of these support rods 212 is not uniform but is carefully differentiated according to their specific installation location to ensure optimal support. Meanwhile, the waterproof cloth 213 covering the support structure is made of high-strength nylon, a material that not only has excellent waterproof performance but also excellent toughness and wear resistance. The edge of the waterproof cloth 213 is firmly fixed to the front part of the vehicle body 5, while the support rod 212 plays a key skeletal role, which steadily supports and fixes the waterproof cloth 213, forming a stable protective structure.

[0093] When the vehicle body 5 travels in water, this entire system plays a crucial role. The waterproof tarpaulin 213, supported by the support rod 212, works closely with the front of the vehicle, the deflector 203, and the sealing plate 205 to form a continuous, nearly enclosed protective space. This space effectively blocks water flow, preventing it from entering the gap between the deflector 203 and the front of the vehicle. In this way, not only is turbulence or accumulation of water in this gap avoided, but the forward resistance of the water flow to the front of the vehicle is also significantly reduced, thereby improving the vehicle's driving efficiency and stability in water.

[0094] Its operation control method mainly includes the following three steps: Step 1: When the vehicle needs to enter the water driving state, firstly, the folded and stored hydrofoil 3 should be smoothly unfolded to the working position through the special adjustment mechanism 1 at the bottom of the vehicle. Step 2: During this process, the key component inside the flow guiding mechanism 2—the flow guiding plate 203—also needs to be deployed synchronously through the linkage mechanism to form a complete flow guiding surface; Step 3: After completing the above preparations, the vehicle body 5 should cut into the water surface at an initial speed of not less than 50 km / h. At the same time, the thruster 4 installed at the rear of the vehicle body 5 should be activated immediately to provide forward propulsion.

[0095] Amphibious heavy-duty transport vehicles employ multiple waterproof designs to prevent water from entering the engine and interior. The following are the core protective measures: 1) Body sealing design High-strength sealing structure: The vehicle body adopts an overall sealing design, especially the bottom and hatch are reinforced, which can withstand a certain water pressure and effectively prevent water from seeping into the engine compartment and the interior of the vehicle.

[0096] Sealing strips: The doors, windows and engine hood are equipped with high-elasticity rubber sealing strips that fit tightly when closed, reliably preventing rainwater from entering.

[0097] 2) Intake system protection High-position air intake: The air intake is designed at a height of 70-90 cm above the ground, which is higher than the depth of ordinary water accumulation, greatly reducing the risk of splashing water.

[0098] Curved intake pipe: The intake pipe has multiple 90-degree bends inside, forming a "water trap" structure, which can retain and backflow a small amount of water, preventing it from entering the cylinder.

[0099] 3) Drainage and power system protection Drainage hole design: Drainage holes and drainage channels are provided in the doors, trunk and other parts of the vehicle to ensure that rainwater that seeps in is drained in time.

[0100] Waterproof exhaust pipe: The exhaust pipe is positioned high to prevent water backflow; some models use an electric drive system, further reducing the risk of water entering the internal combustion engine.

[0101] 4) Optimization of conversion devices and materials Water-land conversion mechanism: Some models are equipped with a propeller propulsion device, which can switch power modes when driving in water, avoiding water from entering the traditional wheels.

[0102] Waterproof tires: The tires are made of special materials and have a texture design that combines buoyancy and anti-slip properties, reducing water resistance.

[0103] The waterproofing methods mentioned above are all existing technologies and will not be elaborated upon here.

[0104] The above are preferred embodiments of the present invention. The basic principles, main features and advantages of the present invention have been shown and described above. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are only illustrative of the principles of the present invention. Various changes and modifications can be made to the present invention without departing from the scope of protection of the present invention. All such changes and modifications fall within the scope of protection of the present invention as defined by the appended claims and their equivalents.

Claims

1. An amphibious heavy-duty transport vehicle based on hydrofoil lift, comprising a vehicle body (5) and a propeller (4), characterized in that: A thruster (4) is provided at the frame of the vehicle body (5), a flow guide mechanism (2) is fixedly connected to the front end of the vehicle body (5), an adjustment mechanism (1) is provided at the frame of the vehicle body (5), and a hydrofoil (3) is fixedly connected to one end of the adjustment mechanism (1). The adjustment mechanism (1) is used to perform stable and reliable extension and retraction operations on the hydrofoil (3); at the same time, during the deployment and use of the hydrofoil (3), it can precisely and flexibly adjust and control its angle of attack or operating angle. The flow guiding mechanism (2) is used to reduce the impact of water entry and reduce the resistance of navigation when the vehicle body (5) begins to enter the water or sail, thereby optimizing the dynamic performance and handling stability of the vehicle body (5) in the water.

2. The amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 1, characterized in that: The hydrofoil (3) includes a skin (301), a frame (302), a wing edge (303), an I-beam (304), and filler (305).

3. The amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 1, characterized in that: The adjustment mechanism (1) includes a base plate (101) fixedly connected to the frame of the vehicle body (5). A support seat (102) is fixedly connected to the top of the base plate (101). A first hydraulic rod (103) is fixedly connected to the top of the support seat (102). A rack (104) is fixedly connected to the ends of the two telescopic shafts of the first hydraulic rod (103). A guide shell (105) is slidably connected to the outside of the rack (104). The guide shell (105) is fixedly connected to the base plate (101). A gear (106) meshes with one end of the rack (104). An angle fine-tuning component is fixedly connected to the top of the gear (106). The angle fine-tuning component is fixedly connected to the hydrofoil (3).

4. The amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 3, characterized in that: The angle fine-tuning component includes an outer cylinder (107) fixedly connected to a gear (106), a first inner cylinder (108) rotatably connected to the inner side of the outer cylinder (107), a first fixed shaft (109) fixedly connected to the inner side of the first inner cylinder (108), a first side plate (110) fixedly connected to one end of the outer cylinder (107), a second hydraulic rod (112) rotatably connected to one end of the first side plate (110), a second side plate (111) rotatably connected to the outer side of the telescopic shaft of the second hydraulic rod (112), and the second side plate (111) fixedly connected to the first fixed shaft (109).

5. The amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 4, characterized in that: The inner side of the first inner cylinder (108) is rotatably connected to the second inner cylinder (116), and the inner side of the second inner cylinder (116) is fixedly connected to the second fixed shaft (117). One end of the outer cylinder (107) is fixedly connected to the third side plate (113), and one end of the third side plate (113) is rotatably connected to the third hydraulic rod (114). The outer side of the telescopic shaft of the third hydraulic rod (114) is rotatably connected to the fourth side plate (115), and the fourth side plate (115) is fixedly connected to the second fixed shaft (117). One end of the second fixed shaft (117) is fixedly connected to the hydrofoil (3).

6. The amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 1, characterized in that: The flow guiding mechanism (2) includes a fixed shell (201) fixedly connected to the front of the vehicle body (5). There are two fixed shells (201) and they are symmetrically arranged on both sides of the vertical center line of gravity of the vehicle body (5). A motor (202) is fixedly connected to the inner side of each of the two fixed shells (201). A flow guide plate (203) is fixedly connected to the end of the main shaft of the motor (202). The flow guide plate (203) is rotatably connected to the fixed shell (201). A limiting shell (204) is fixedly connected to one end of the flow guide plate (203). A sealing plate (205) is slidably connected to the inner side of the limiting shell (204). The sealing plate (205) is slidably connected to the flow guide plate (203).

7. The amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 6, characterized in that: One end of one of the guide vanes (203) is fixedly connected to a guide frame (214).

8. The amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 6, characterized in that: One end of the sealing plate (205) is fixedly connected to a fixing frame (206), and a guide roller (207) is rotatably connected to the inner side of the fixing frame (206). One end of the guide roller (207) is provided with a cam (209), and the cam (209) is fixedly connected to the fixing shell (201). One end of the sealing plate (205) is fixedly connected to a spring (208), and the spring (208) is fixedly connected to the guide plate (203).

9. An amphibious heavy-duty transport vehicle based on hydrofoil lift according to claim 6, characterized in that: The top and bottom inner sides of the two guide plates (203) are fixedly connected to guide shafts (210), and the outer side of the guide shafts (210) is slidably connected to sliders (211). One end of the sliders (211) is rotatably connected to a support rod (212), and one end of the guide plates (203) and the support rods (212) is fixedly connected to a waterproof cloth (213).

10. A method for operating control of an amphibious heavy-duty transport vehicle based on hydrofoil lift according to any one of claims 1-9, characterized in that: Step 1: When the vehicle needs to enter the water driving state, firstly, through the adjustment mechanism (1) at the bottom of the vehicle, the folded hydrofoil (3) should be smoothly unfolded to the working position; Step 2: During this process, the key component inside the flow guiding mechanism (2) – the flow guiding plate (203) – also needs to be deployed synchronously through the linkage mechanism to form a complete flow guiding surface; Step 3: After completing the above preparations, the vehicle body (5) should cut into the water surface at an initial speed of not less than 50 km / h. At the same time, the thruster (4) installed at the rear of the vehicle body (5) will start immediately to provide forward power.

Images