An integrated propeller wheel for an amphibious vehicle

Abstract

This invention provides an integrated propeller wheel for amphibious transport vehicles, belonging to the technical field of amphibious transport vehicle technology. The invention designs an integrated propeller wheel structure comprising a hub base, spoke supports, blade bending bodies, and an annular outer ring. It configures an angle adjustment mechanism consisting of an adjustment ring and push-pull rods, and combines this with a spoke adjustment module within a control chip. A seven-step closed-loop control algorithm based on a state matrix, adjustment command matrix, resistance correction matrix, and interference compensation matrix is ​​established to achieve real-time adaptive adjustment of the angles of the eight spoke supports. By sensing changes in operating conditions through speed sensors and environmental detection sensors, the optimal geometric parameters are automatically calculated based on a preset optimization model, and precise adjustments are executed. This eliminates fluid interference between adjacent spokes, solving the technical problem of existing technologies that struggle to adaptively adjust propeller wheel geometric parameters to achieve optimal propulsion efficiency during the operation of amphibious transport vehicles.

Description

Technical Field

[0001] This invention belongs to the technical field of amphibious transport equipment, and more specifically, relates to an integrated propeller wheel for amphibious transport equipment. Background Technology

[0002] As special-purpose transportation vehicles, amphibious vehicles require propulsion systems that can adapt to both land and water operating environments. Traditional propeller propulsion systems typically employ fixed geometric parameters, meaning key parameters such as spoke angles and blade curvature angles cannot be adjusted after manufacturing. This design only achieves relatively good propulsion efficiency under a single operating condition (different speeds on land and in water), lacking adaptability to changes in the operating environment. In current amphibious vehicle propulsion technology, the propeller system's inability to automatically adjust to real-time operating parameters such as speed variations, medium density differences, and drag coefficient fluctuations leads to a significant decrease in propulsion efficiency in complex and variable operating environments. This is particularly true under dynamic conditions such as switching between land and water, variable speed operation, and load changes, where the fixed-parameter propeller cannot quickly respond and adjust to its optimal operating state. In other words, existing technologies suffer from a lack of adaptive adjustment capabilities in the propeller system, resulting in an inability to maintain optimal propulsion efficiency under varying operating conditions. Summary of the Invention

[0003] In view of this, the present invention provides an integrated propeller for amphibious transport vehicles, which can solve the technical problem that the prior art is unable to achieve adaptive adjustment of propeller geometry parameters to achieve optimal propulsion efficiency during the operation of amphibious transport vehicles.

[0004] This invention is implemented as follows:

[0005] This invention provides an integrated propeller hub base for amphibious transport equipment, made of high-strength aluminum alloy, in a circular disc shape with eight rectangular mounting slots evenly distributed on its outer circumference. The spoke support is made of carbon fiber composite material, in a twisted spiral shape, with the ratio of the spiral twist angle to its length maintained between 0.21 and 0.23 degrees per millimeter. The blade bending body is made of polyurethane elastic material, in a curved fan-shaped sheet structure, with the ratio of the bending angle to its radial length controlled within the range of 0.19 to 0.21 degrees per millimeter. The annular outer ring is made of rubber material, with the thickness to outer diameter ratio constrained between 0.02 and 0.025. The angle adjustment mechanism includes an adjustment ring and a push-pull rod, adjusting the angle of the spoke support by controlling the rotation of the adjustment ring. A spoke adjustment module is included in the control chip to optimize the angle configuration of the spoke support at different speeds. Based on the above technical solution, the integrated propeller for amphibious transport equipment of this invention can be further improved as follows:

[0006] The hub base has a circular mounting hole in the center, and the center angle between two adjacent mounting slots is 45 degrees. Each mounting slot has a threaded hole for fixing the spoke support.

[0007] Furthermore, the spoke support has an elliptical cross-section and a helical twist angle along its length. The inner end of the spoke support is fixed in the mounting groove of the hub base by bolts, and the outer end is connected to the inner edge of the blade bending body. The helical twist direction of the spoke support is consistent with the predetermined rotation direction of the propeller wheel.

[0008] Furthermore, there is an optimized proportional relationship between the helical torsion angle of the spoke support and its length. When the length of the spoke support varies from 160 mm to 200 mm, its reference helical torsion angle is controlled within the range of 35 degrees to 45 degrees.

[0009] Furthermore, the blade bending body has a radial bending angle, the inner edge of the blade bending body is firmly connected to the outer end of the spoke support body by adhesive, and the outer edge is connected to the inner circumferential surface of the annular outer ring.

[0010] Furthermore, the dimensional constraint between the bending angle of the blade bending body and its radial length is that the ratio of the bending angle to the radial length is controlled within the range of 0.19 to 0.21 degrees per millimeter, and when the radial length of the blade bending body is between 120 mm and 160 mm, the bending angle is maintained between 23 degrees and 33 degrees.

[0011] Furthermore, the spoke adjustment module performs the following steps: It acquires the current propeller speed and operating environment parameters, inputs the acquired speed values ​​and water / land operating status indicators into a preset spoke angle optimization model for calculation; based on the calculation results of the spoke angle optimization model, it determines the target adjustment angle for each spoke support, and establishes a first state matrix to record the current real-time angle position of all spoke supports; it calculates the difference between the target adjustment angle and the first state matrix to obtain the angle increment required for adjustment of each spoke support, forming a second adjustment command matrix as the basic adjustment scheme; it analyzes the water flow force on each spoke support at the current propeller speed based on the water flow resistance calculation model, and establishes a third resistance correction matrix to optimize and correct the second adjustment command matrix; it calculates the water flow disturbance effect generated by the rotation of the spoke supports, and establishes a fourth disturbance compensation matrix to further optimize the adjustment command after correction by the third resistance correction matrix; it controls the angle adjustment mechanism to execute the adjustment action according to the final adjustment command, monitors the angle change during the adjustment process in real time and performs feedback correction; and it verifies whether the actual angle has reached the target adjustment angle.

[0012] Furthermore, the steps for establishing the first state matrix specifically include: detecting the angular offset of each spoke support relative to the radial baseline in real time using an angle sensor; arranging the detected angular offset data in the order of the spoke support numbers to form an 8×1 dimensional state vector; converting the state vector into a matrix form as the first state matrix; and recording the detection timestamp for data synchronization.

[0013] Furthermore, the steps for establishing the second adjustment command matrix specifically include querying the pre-stored optimal angle database based on the current speed level. The optimal angle database contains optimal angle configuration data of the spoke support under different speed levels and operating environment parameters. The angle configuration data that matches the current working condition is extracted and arranged according to the spoke support number to form a target state vector. The target state vector is then compared with the first state matrix to obtain an 8×1 dimensional second adjustment command matrix.

[0014] Furthermore, the steps for establishing the third resistance correction matrix specifically involve analyzing the magnitude and direction of the water flow resistance experienced by each spoke support and blade bending body under the current angular offset based on the fluid dynamics calculation model. The water flow resistance data is decomposed into radial and tangential components. Based on the water flow resistance analysis results, the required resistance compensation angle for each spoke support is calculated. The resistance compensation angles are then arranged according to the spoke support numbers to form an 8×1 dimensional third resistance correction matrix. In the steps for establishing the fourth disturbance compensation matrix, the analysis process specifically involves using an eddy current calculation algorithm to numerically analyze the water flow disturbance generated by each spoke support, calculating the flow field interaction intensity between adjacent spoke supports, determining the required disturbance compensation angle for each spoke support based on the flow field interaction analysis results, and arranging the disturbance compensation angle data according to the spoke support numbers to form an 8×1 dimensional fourth disturbance compensation matrix to eliminate the negative effects of fluid coupling between spoke supports.

[0015] Furthermore, before obtaining the current propeller speed and operating environment parameters, the process includes calibrating and self-testing the speed sensor and environmental detection sensor. The preset spoke angle optimization model is established based on a large amount of experimental data and fluid simulation results, covering all working conditions from 0 to 3000 revolutions per minute. The response time of the angle adjustment mechanism is less than 0.5 seconds, and the adjustment accuracy reaches within ±1 degree.

[0016] Optionally, the outer diameter of the annular outer ring is 520 mm, the inner diameter is 480 mm, and the thickness is 12 mm. The outer circumference of the annular outer ring is provided with a tread pattern with a depth of 4 mm. The pattern is arranged in a herringbone pattern. The inner circumference of the annular outer ring is connected to the outer edge of the eight blade curved bodies to form a complete tire shape. The ratio of the thickness to the outer diameter of the annular outer ring constrains and balances the structural strength and weight requirements.

[0017] Optionally, the adjusting ring is made of stainless steel and has a circular structure. The outer diameter of the adjusting ring is 280 mm, the inner diameter is 250 mm, and the thickness is 8 mm. The adjusting ring is fitted onto the outer circumference of the wheel hub base by sliding fit. The inner circumference of the adjusting ring is provided with eight radial grooves, each of which is 6 mm wide, 4 mm deep, and 12 mm long.

[0018] Optionally, the push-pull rod is made of stainless steel bar with a diameter of 5 mm and a length of 30 mm. One end of the push-pull rod is fixed in the middle of the spoke support body, and the other end is inserted into the radial groove of the adjusting ring. When the adjusting ring rotates axially around the hub base, the push-pull rod slides in the radial groove, causing the spoke support body to rotate around its own axis, thereby adjusting the angle of the blade bending body relative to the radial direction.

[0019] Optionally, a set of optimization equations for spoke geometry parameters can be used to optimize the angle configuration of the spoke supports at different speeds. Specifically, this includes the spoke angle calculation equation and the adjacent spoke coordination equation. The spoke angle calculation equation is used to calculate the optimal angle of a single spoke support based on the current impeller speed and water flow resistance. The adjacent spoke coordination equation is used to determine the angle difference between adjacent spoke supports to avoid water flow interference. The number of spoke supports is a fixed value of 8, and the distance between adjacent spoke supports is a fixed value of 45 degrees.

[0020] This invention solves the technical problem of the lack of adaptive adjustment capability in propeller systems by constructing an adaptive propeller system incorporating an intelligent angle adjustment mechanism and a control chip, and employing a multi-matrix coordinated control algorithm. The angle adjustment mechanism, consisting of an adjustment ring and a push-pull rod, combined with the spoke adjustment module built into the control chip, can sense changes in operating environment parameters in real time and automatically execute corresponding geometric parameter adjustments. By establishing a closed-loop control system comprising a state matrix, adjustment command matrix, drag correction matrix, and disturbance compensation matrix, intelligent optimization of the propeller system under different operating conditions is achieved, eliminating the limitations of traditional fixed-parameter designs. In summary, this invention solves the technical problem mentioned in the background art where the lack of adaptive adjustment capability in propeller systems prevents them from maintaining optimal propulsion efficiency under varying operating conditions. Attached Figure Description

[0021] Figure 1 A schematic diagram of an integrated propeller wheel for amphibious transport equipment;

[0022] Figure 2 A side view of the blade curvature of an integrated propeller wheel for amphibious transport equipment;

[0023] Figure 3 A front view of an integrated propeller wheel angle adjustment mechanism for amphibious transport equipment;

[0024] Figure 4 This is the execution flowchart for the spoke adjustment module;

[0025] Figure 5 A schematic diagram illustrating the changes in the marine state of an amphibious transport vehicle.

[0026] Figure 6 A cross-sectional view of the amphibious transport vehicle in its marine state;

[0027] Figure 7 A schematic diagram of the amphibious transport vehicle in its land-based configuration;

[0028] The attached diagram lists the components represented by each number as follows:

[0029] 10. Hub base; 20. Spoke support; 30. Blade bending body; 40. Outer ring; 50. Angle adjustment mechanism; 51. Adjustment ring; 52. Push-pull rod; 60. Control chip. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0031] like Figure 1-3 The diagram shown is a schematic representation of the overall structure of an integrated propeller wheel for an amphibious transport vehicle provided by the present invention. The method includes the following steps:

[0032] An integrated propeller wheel for amphibious transport equipment includes a hub base 10, a spoke support 20, a blade bending body 30, an annular outer ring 40, an angle adjustment mechanism 50, and a control chip 60.

[0033] The wheel hub base is made of high-strength aluminum alloy and has a circular disc-shaped structure.

[0034] The hub has a circular mounting hole with a diameter of 120 mm. The outer diameter of the hub base is 300 mm and the thickness is 25 mm. Eight rectangular mounting slots are evenly distributed on the outer circumference of the hub base. Each mounting slot is 40 mm long, 15 mm wide and 8 mm deep. The included angle between the centers of two adjacent mounting slots is 45 degrees. Each mounting slot has a threaded hole for fixing the spoke support.

[0035] The spoke supports are made of carbon fiber composite material and have a twisted spiral structure. Each spoke support is 180 mm long and has an elliptical cross-section with a major axis of 18 mm and a minor axis of 10 mm. The spoke supports have a spiral twist angle of 40 degrees along their length. The inner end of the spoke support is fixed to the mounting groove of the hub base by bolts, and the outer end is connected to the inner edge of the blade bending body. The spiral twist direction of the spoke support is consistent with the predetermined rotation direction of the propeller, so as to form an effective water flow propulsion angle during rotation.

[0036] The blade bending body is made of polyurethane elastic material and presents a curved fan-shaped thin sheet structure. Each blade bending body has a radial length of 140 mm, a circumferential width of 25 mm on the inner edge and 40 mm on the outer edge, and a thickness of 2 mm. The blade bending body has a radial bending angle of 28 degrees, which enables the blade bending body to effectively push the water flow and generate propulsion when rotating in water. The inner edge of the blade bending body is firmly connected to the outer end of the spoke support body by adhesive, and the outer edge is connected to the inner circumferential surface of the annular outer ring.

[0037] The outer ring is made of rubber and has a circular structure. The outer diameter of the outer ring is 520 mm, the inner diameter is 480 mm, and the thickness is 12 mm. The outer circumference of the outer ring is decorated with tread patterns, the depth of which is 4 mm. The patterns are arranged in a herringbone pattern. The inner circumference of the outer ring is connected to the outer edges of the eight curved blades to form a complete tire shape. The outer ring provides friction with the ground when driving on land, and the tread structure on its outer circumference helps to increase the contact area with water when driving in water.

[0038] The angle adjustment mechanism includes an adjustment ring 51 and a push-pull rod 52. The adjustment ring is made of stainless steel and has a circular structure. The outer diameter of the adjustment ring is 280 mm, the inner diameter is 250 mm, and the thickness is 8 mm. The adjustment ring is fitted onto the outer circumference of the hub base by a sliding fit. The inner circumference of the adjustment ring is provided with eight radial grooves, each with a width of 6 mm, a depth of 4 mm, and a length of 12 mm. The push-pull rod is made of stainless steel bar with a diameter of 5 mm and a length of 30 mm. One end of the push-pull rod is fixed to the middle of the spoke support body, and the other end is inserted into the radial groove of the adjustment ring. When the adjustment ring rotates axially around the hub base, the push-pull rod slides in the radial groove, causing the spoke support body to rotate around its own axis, thereby adjusting the angle of the blade bending body relative to the radial direction.

[0039] In the geometric design of the spoke support, there is an optimized proportional relationship between the helical torsion angle and its length. When the length of the spoke support varies from 160 mm to 200 mm, its reference helical torsion angle should be controlled within the range of 35 degrees to 45 degrees. The ratio of the helical torsion angle to the length should be maintained between 0.21 and 0.23 degrees per millimeter. This helical torsion angle ratio ensures that the spoke support can produce good hydrodynamic effects at different sizes. When the length of the spoke support increases, the helical torsion angle increases accordingly to maintain effective water flow guidance and avoid a decrease in propulsion efficiency due to disproportion. The dimensional constraint between the bending angle and radial length of the blade's curved body is that the ratio of bending angle to radial length is controlled within the range of 0.19 to 0.21 degrees per millimeter. When the radial length of the blade's curved body is between 120 and 160 millimeters, the bending angle should be maintained between 23 and 33 degrees. This bending angle ratio constraint ensures that the blade's curved body generates the optimal lift-to-drag ratio in water. Too small a bending angle will reduce propulsion efficiency, while too large a bending angle will cause unnecessary turbulent drag. By precisely controlling the bending angle ratio, the propeller can maintain stable propulsion performance at various speeds. The thickness-to-outer diameter ratio of the annular outer ring is constrained between 0.02 and 0.025. When the outer diameter is 520 millimeters, the thickness should be maintained within the range of 10 to 13 millimeters. This thickness-to-outer diameter ratio constraint balances structural strength and weight requirements. An excessively thin annular outer ring is prone to deformation at high speeds, while an excessively thick ring increases rotational inertia and affects acceleration performance. A reasonable thickness-to-outer diameter ratio ensures that the propeller has good durability and dynamic response characteristics both on land and in water.

[0040] The control chip is equipped with a spoke adjustment module, which is used to control and adjust the angle of the spoke support and the blade bending body according to the current speed and operating environment. In water, the angle of the spoke support increases the contact area with water and the propulsion efficiency by adjusting the angle of the spoke support. The spoke adjustment module achieves precise adjustment of the angle of each spoke support by controlling the rotation angle of the adjustment ring in the angle adjustment mechanism, while coordinating the intersection angle of the main plane between adjacent spoke supports to optimize the guidance and propulsion effect of the water flow.

[0041] In another specific embodiment of the present invention, a set of spoke geometry parameter optimization equations can be used to optimize the angle configuration of the spoke supports at different rotational speeds. The set of spoke geometry parameter optimization equations specifically includes a spoke angle calculation equation and an adjacent spoke coordination equation. The spoke angle calculation equation is used to calculate the optimal angle of a single spoke support based on the current impeller speed and water flow resistance. The inputs include impeller speed, water flow density, effective area of ​​the blade bending body, propulsion drag coefficient, and target thrust. The output is the adjustment angle of a single spoke support. The adjacent spoke coordination equation is used to determine the angle difference between adjacent spoke supports to avoid water flow interference. The inputs include the number of spoke supports, water flow disturbance coefficient, rotational speed level, propulsion efficiency requirement, and distance between adjacent spoke supports. The output is the angle adjustment difference between adjacent spoke supports.

[0042] like Figure 4 As shown, the spoke adjustment module is used to perform the following steps:

[0043] S01. Obtain the current propeller speed and operating environment parameters, including the speed value and the water and land operation status indicator. Input the obtained speed value and water and land operation status indicator into the preset spoke angle optimization model for calculation.

[0044] S02. Based on the calculation results of the spoke angle optimization model, determine the target adjustment angle of each spoke support and establish a first state matrix to record the current real-time angle position of all spoke supports.

[0045] S03. Calculate the difference between the target adjustment angle and the first state matrix to obtain the angle increment that each spoke support needs to be adjusted, and form the second adjustment command matrix as the basic adjustment scheme.

[0046] S04. Based on the water flow resistance calculation model, analyze the water flow force on each spoke support at the current propeller speed, and establish a third resistance correction matrix to optimize and correct the second adjustment command matrix.

[0047] S05. Calculate the water flow disturbance effect caused by the rotation of the spoke support, establish a fourth disturbance compensation matrix to further optimize the adjustment command after the correction by the third resistance correction matrix, and avoid negative interference effects between adjacent spoke supports.

[0048] S06. Control the angle adjustment mechanism to perform adjustment actions according to the final adjustment command optimized by the third resistance correction matrix and the fourth interference compensation matrix, and monitor the angle change during the adjustment process in real time and make feedback corrections.

[0049] S07. After completing the angle adjustment, verify whether the actual angle has reached the target adjustment angle, update the first state matrix and record the adjustment effect data for the next optimization calculation.

[0050] The steps for establishing the first state matrix specifically include: detecting the angular offset of each spoke support relative to the radial baseline in real time using an angle sensor; arranging the detected angular offset data in the order of the spoke support numbers to form an 8×1 dimensional state vector; converting the state vector into a matrix form as the first state matrix; and recording the detection timestamp for data synchronization.

[0051] The step of establishing the second adjustment command matrix specifically includes querying the pre-stored optimal angle database according to the current speed level. The optimal angle database contains the optimal angle configuration data of the spoke support under different speed levels and operating environment parameters. The angle configuration data that matches the current working condition is extracted and arranged according to the spoke support number to form a target state vector. The target state vector is then compared with the first state matrix to obtain an 8×1 dimensional second adjustment command matrix.

[0052] The specific steps for establishing the third resistance correction matrix are as follows: based on the fluid dynamics calculation model, analyze the magnitude and direction of the water flow resistance experienced by each spoke support and blade bending body under the current angular offset; decompose the water flow resistance data into two directions, radial and tangential components; calculate the resistance compensation angle required for each spoke support based on the water flow resistance analysis results; and arrange the resistance compensation angles according to the spoke support number to form an 8×1 dimensional third resistance correction matrix.

[0053] The specific steps in establishing the fourth interference compensation matrix include: using an eddy current calculation algorithm to numerically analyze the water flow disturbance generated by each spoke support; calculating the flow field interaction intensity between adjacent spoke supports; determining the required interference compensation angle for each spoke support based on the flow field interaction analysis results; and arranging the interference compensation angle data according to the spoke support number to form an 8×1 dimensional fourth interference compensation matrix to eliminate the negative effects of fluid coupling between spoke supports. Furthermore, step S01 also includes calibrating and self-checking the speed sensor and environmental detection sensor before obtaining the speed value.

[0054] The preset spoke angle optimization model is based on a large amount of experimental data and fluid simulation results, covering all operating conditions from 0 to 3000 revolutions per minute.

[0055] The angle adjustment mechanism has a response time of less than 0.5 seconds and an adjustment accuracy of within ±1 degree, ensuring that the angle of the spoke support can quickly and accurately follow the changes in control commands.

[0056] The propeller rotational speed is acquired by a speed sensor and transmitted to the control chip. The water flow density is the standard density of water, 1000 kg / m³. The effective area of ​​the blade curvature is calculated based on the radial length and circumferential width of the blade curvature. The propulsion drag coefficient is experimentally determined and stored in the control chip. The target thrust is determined by the power requirements of the launch vehicle. The adjustment angle of a single spoke support is used to control the angle adjustment mechanism to perform corresponding adjustment actions. The number of spoke supports is fixed at 8. The water flow disturbance coefficient is determined through fluid simulation calculations. The rotational speed is divided into three levels: low, medium, and high, based on the propeller rotational speed. The propulsion efficiency requirement is determined by the performance indicators of the launch vehicle. The spacing between adjacent spoke supports is fixed at 45 degrees. The angle adjustment difference between adjacent spoke supports is used to coordinate the angle configuration of adjacent spoke supports to avoid mutual interference.

[0057] like Figure 5-7 The diagram shows the amphibious transport equipment in its sea and land states.

[0058] The specific implementation methods of the above steps are described in detail below.

[0059] The specific implementation of step S01 involves achieving accurate acquisition of rotational speed and environmental parameters through an integrated multi-sensor data acquisition system. First, the rotational speed sensor self-test program is initiated. This program detects the response characteristics of the sensor's magnetic element based on the Hall effect principle. The self-test threshold is set within the range of 95% to 105% of the standard response value. If the detection result exceeds this range, the sensor calibration process is triggered. Next, the environmental detection sensor undergoes calibration verification. A preset benchmark comparison method is used to verify the accuracy of the water-land state identification sensor, with the calibration error threshold controlled within 2%. Subsequently, the current propeller rotational speed is acquired using high-frequency sampling technology. The sampling frequency is set to 1000Hz to ensure the real-time performance and accuracy of the rotational speed data. Simultaneously, a digital filtering algorithm is used to eliminate high-frequency noise interference in the rotational speed signal, with the filter cutoff frequency set to 100Hz. Environmental state identification is achieved through comprehensive multi-parameter judgment, including the water level detected by the immersion depth sensor, the static pressure measured by the pressure sensor, and the medium temperature monitored by the temperature sensor. When the immersion depth exceeds 50 mm and the static pressure is greater than the standard atmospheric pressure of 105 Pa, it is determined to be in underwater operation. Finally, the acquired rotational speed values ​​and water / land operation status indicators are packaged into a data structure and transmitted to the spoke angle optimization model via the control bus for subsequent calculation and processing.

[0060] The specific implementation of step S02 is based on optimization algorithms and matrix operations to determine the target angle and establish the state matrix. First, the rotational speed value and operating status identifier obtained in step S01 are input into a pre-trained spoke angle optimization model. This model is constructed using a neural network algorithm, containing an input layer, two hidden layers, and an output layer. The number of neurons in the hidden layers are 16 and 8, respectively, and the activation function uses the hyperbolic tangent function to achieve nonlinear mapping. The model training data covers the full rotational speed range from 0 to 3000 rpm. Supervised learning is performed using a large amount of experimental data and computational fluid dynamics simulation results, achieving a training accuracy of over 98.5%. During the angle optimization calculation, the model calculates the optimal adjustment angle for each spoke support under the current operating conditions based on the input rotational speed and environmental parameters, combined with the built-in fluid dynamics knowledge base, with the calculation error controlled within 0.5 degrees. Simultaneously, the first state matrix establishment process is executed. A high-precision angle sensor installed on each spoke support detects the current angle position in real time. The sensor uses the photoelectric encoder principle, achieving a resolution of 0.1 degrees and a response time of less than 10 milliseconds. The angle data of the eight spoke supports are arranged in clockwise order to form an 8×1 dimensional state vector. The matrix elements represent the angular offset of each spoke support relative to the radial baseline. At the same time, the data acquisition timestamp is recorded to ensure data synchronization.

[0061] The specific implementation of step S03 involves constructing the adjustment command matrix through matrix interpolation and command generation algorithms. First, angle configuration data matching the current speed level and operating environment parameters is queried from a pre-stored optimal angle database. The database employs a hierarchical index structure. The first layer is divided by speed level into low-speed range (0-1000 rpm), medium-speed range (1000-2000 rpm), and high-speed range (2000-3000 rpm). The second layer categorizes by land / water operation status. The query algorithm uses the nearest neighbor matching principle. When the input speed value lies at the boundary between two speed levels, the intermediate angle configuration is calculated using linear interpolation, with interpolation accuracy controlled within 0.2 degrees. After extracting the matching angle configuration data, it is arranged in the order of the spoke support numbers to form an 8×1 dimensional target state vector. Each element in the vector corresponds to the target angle value of a spoke support. Next, matrix interpolation is performed, subtracting the target state vector element-wise from the first state matrix established in step S02 to obtain an 8×1 dimensional angle difference matrix. This matrix represents the angle increment that each spoke support needs to be adjusted. To ensure the smoothness of the adjustment process, the angle increment is limited, with each adjustment increment capped at 5 degrees. If this limit is exceeded, a segmented adjustment strategy is employed to achieve the target angle. The resulting second adjustment command matrix serves as the basic adjustment scheme and is passed to subsequent optimization and correction stages.

[0062] The specific implementation of step S04 is to establish a resistance correction matrix based on computational fluid dynamics principles to optimize the control command. First, the simplified form of the Navier-Stokes equations is used to analyze the water flow resistance experienced by each spoke support and blade bending body under the current angular offset. The calculation process considers the viscous and inertial effects of the fluid, with the fluid density taken as the standard water density of 1000 kg / m³, and the dynamic viscosity coefficient taken as 1.0 × 10⁻⁶. Pascal-second. The drag calculation employs the finite element method, discretizing each blade bending body into 20 triangular mesh elements. The pressure and shear stress distributions on the surface of each element are solved through numerical integration. A Reynolds number criterion is introduced during the flow field analysis: when the Reynolds number exceeds 2300, it is considered a turbulent state, and a turbulent model is used for drag calculation; otherwise, a laminar model is used, with calculation accuracy controlled within 5%. The drag vector decomposition process decomposes the total drag experienced by each spoke support into radial and tangential components. The radial component affects the radial stability of the spoke support, while the tangential component affects propulsion efficiency. Based on the drag analysis results, the torque balance principle is used to calculate the required drag compensation angle for each spoke support. The compensation angle calculation considers the elastic deformation and material properties of the spoke support; the elastic modulus of the carbon fiber composite material is taken as 230 GPa. The eight calculated drag compensation angles are arranged according to the spoke support number, forming an 8×1 dimensional third drag correction matrix. This matrix is ​​used to correct the angle settings in the second adjustment command matrix that did not consider the influence of fluid resistance.

[0063] The specific implementation of step S05 involves establishing an interference compensation matrix using an eddy current analysis algorithm to eliminate the negative effects of fluid coupling between spokes. First, the vorticity-stream function method is used to numerically analyze the flow disturbance generated by each spoke support. The calculation process is based on the vorticity transport equation, considering the convection, diffusion, and generation mechanisms of vorticity. A structured grid is used for the eddy current calculation, with 1000×800 nodes and a grid quality coefficient controlled above 0.8 to ensure calculation accuracy. The numerical solution uses the finite difference method, with a time step of 0.001 seconds and a spatial step of 2 millimeters, solving the unsteady flow field using the time-progression method. The flow field interaction analysis between adjacent spoke supports uses the potential flow superposition principle, treating each spoke support as a disturbance source and calculating its velocity potential function and stream function. The composite flow field distribution is obtained through linear superposition. The flow field interference intensity is assessed using the turbulent kinetic energy criterion. When the turbulent kinetic energy generated by adjacent spoke supports superimposed to cause the local turbulent kinetic energy to exceed 1.2 times that of the individual effects, a significant interference effect is determined. The interference compensation angle calculation is based on the principle of flow field homogenization. By adjusting the angle of the spoke supports, the velocity distribution in adjacent regions is made more uniform. The optimization objective of the compensation angle is to minimize the velocity gradient between adjacent spoke supports. The calculation process uses the gradient descent algorithm, and the iterative convergence criterion is that the angle change between two consecutive iterations is less than 0.1 degrees. Finally, the eight interference compensation angles are arranged according to the spoke support numbers to form an 8×1 dimensional fourth interference compensation matrix. This matrix is ​​used to further optimize the adjustment command after drag correction.

[0064] The specific implementation of step S06 involves executing the angle adjustment action through a precision control system and achieving real-time feedback correction. First, the final adjustment command, optimized by the third resistance correction matrix and the fourth interference compensation matrix, undergoes digital signal processing. Pulse width modulation (PWM) technology is used to convert the angle command into a control voltage signal, with the PWM frequency set to 20 kHz to reduce electromagnetic interference. The control signal drives the stepper motor in the angle adjustment mechanism through a power amplifier to execute the adjustment action. The stepper motor employs microstepping technology, with a microstepping number set to 256, achieving a single-step angle accuracy of 0.0014 degrees. The adjustment process uses a position closed-loop control strategy. An angle sensor monitors the angle change of the spoke support in real time, and the feedback signal is compared with the target angle to generate an error signal. Error signal processing uses a proportional-integral-derivative (PID) control algorithm, with the proportional coefficient set to 0.8, the integral time constant set to 0.2 seconds, and the derivative time constant set to 0.05 seconds. The controller output is limited to 90% of the motor's rated torque to prevent overload. The speed adjustment control employs an S-shaped acceleration / deceleration curve, with an initial acceleration set at 50 degrees per second squared and a maximum adjustment speed limited to 30 degrees per second, ensuring a smooth and shock-free adjustment process. The synchronous monitoring function is implemented using multi-threaded processing technology. The main thread executes angle adjustment control, while the monitoring thread samples the angle feedback signal at a frequency of 100Hz. When an angle deviation exceeding 1 degree is detected, a correction action is triggered. The correction algorithm uses an adaptive control strategy, dynamically adjusting control parameters based on historical deviation data to improve the system's robustness and adaptability.

[0065] The specific implementation of step S07 involves completing the closed-loop control of the adjustment process through angle verification and data update mechanisms. First, an angle arrival verification procedure is executed, employing a multi-point averaging measurement method to improve verification accuracy. Fifty angle data points are continuously collected within a 0.5-second time window, and the actual angle is calculated using the arithmetic mean. Simultaneously, the standard deviation is calculated to assess angle stability, with the standard deviation threshold set to within 0.2 degrees. Angle error analysis uses a residual statistical method to calculate the difference between the actual and target angles. Adjustment is considered successful when the angle error of all spoke supports is less than 1 degree; otherwise, a secondary adjustment process is triggered. The secondary adjustment employs an incremental adjustment strategy, with the adjustment amount being 80% of the initial error to avoid over-adjustment. The first state matrix update process uses atomic operations to ensure data consistency and a memory lock mechanism to prevent concurrent access conflicts. The updated matrix data is immediately written to non-volatile memory for persistent storage. Adjustment effect data records include key parameters such as angle values ​​before and after adjustment, adjustment time, control error, and power consumption data. The data format uses structured storage to support subsequent statistical analysis and optimization calculations. The performance evaluation algorithm is based on a multi-index comprehensive evaluation system, including four dimensions: adjustment accuracy, response time, energy efficiency, and stability. A weighted average method is used to calculate the comprehensive performance index. Historical data analysis employs a moving window statistical method, maintaining data records for the most recent 100 adjustment operations. Trend analysis identifies patterns in system performance changes, providing a reference for future optimization calculations. Data transmission utilizes a checksum mechanism to ensure data integrity, and the transmission error rate is controlled within a specified range. the following.

[0066] Analysis of key technical approaches reveals that this invention employs several innovative technologies to enhance the overall performance of amphibious transport equipment. Firstly, there is the multi-matrix collaborative optimization technology. This technology establishes four core matrices—a state matrix, an adjustment command matrix, a resistance correction matrix, and a disturbance compensation matrix—to achieve multi-dimensional optimized control of the spoke support angle adjustment. Compared to traditional single-parameter adjustment methods, this multi-matrix collaborative optimization technology can simultaneously consider multiple factors such as rotational speed changes, fluid resistance, and interference between adjacent spokes. Through matrix operations, it achieves coupled analysis and comprehensive compensation of these factors, significantly improving the propeller's propulsion efficiency and operational stability under complex operating conditions. Secondly, there is the real-time fluid dynamics modeling technology. This technology constructs a complete flow field analysis model based on the Navier-Stokes equations and the vortex transport equations, enabling real-time calculation of the water flow forces acting on each spoke support and the resulting flow field disturbances. Traditional methods typically use empirical formulas or simplified models for approximate calculations, while the fluid dynamics modeling technology of this invention achieves accurate prediction and dynamic tracking of flow field characteristics through numerical solution of partial differential equations, providing a scientifically accurate theoretical basis for angle adjustment. The third key technology is adaptive feedback control, which uses a high-precision angle sensor and closed-loop control algorithm to achieve precise adjustment and real-time correction of the spoke support angle. Compared to open-loop control, adaptive feedback control can automatically adjust control parameters according to the actual angle deviation, effectively suppressing the influence of external interference and system nonlinear factors, ensuring high precision and high stability of angle adjustment.

[0067] The synergistic effect of these key technologies has yielded significant comprehensive technical results. Multi-matrix collaborative optimization technology provides a mathematical framework and computational platform for fluid dynamics modeling, enabling the effective transformation of complex flow field analysis results into specific angle adjustment commands. Fluid dynamics modeling technology provides accurate physical parameters and constraints for multi-matrix optimization, ensuring that the optimization results conform to actual fluid dynamics laws. Adaptive feedback control technology guarantees the accurate realization of theoretical calculation results in actual execution, eliminating deviations between theory and practice through real-time monitoring and dynamic correction. These three technologies support and promote each other, forming a complete intelligent angle adjustment system. This system allows the propeller to automatically optimize the spoke support configuration according to operating conditions, achieving smooth switching between land-based and water-based propulsion modes. Compared to traditional fixed-angle propellers, it offers significant advantages in propulsion efficiency, adaptability, and reliability.

[0068] It should be noted that this invention also solves the following technical problem: the technical problem of propulsion efficiency loss caused by fluid interference between adjacent spokes in existing amphibious propeller systems. Traditional propeller designs typically only consider the hydrodynamic performance of a single spoke, neglecting the eddy current interactions generated by the rotation of adjacent spokes in multi-spoke systems. This fluid interference generates turbulent drag and thrust loss when the propeller rotates at high speeds. This invention establishes a fourth interference compensation matrix and uses an eddy current calculation algorithm to numerically analyze the water flow disturbance generated by each spoke support, calculates the flow field interaction intensity between adjacent spoke supports, and determines the required interference compensation angle for each spoke support based on the analysis results. By fine-tuning the angle in real time, the negative effects of fluid coupling between spokes are eliminated, effectively solving the fluid interference problem in multi-spoke systems. Furthermore, this invention also solves the technical problem of the lack of precise control capability in amphibious propellers under complex operating conditions. Traditional propeller control systems typically employ a simple open-loop control method, which cannot monitor and precisely correct the adjustment process in real time, resulting in insufficient adjustment accuracy under dynamic conditions and affecting the stability of propulsion efficiency. This invention uses angle sensors to detect the angular position of each spoke support in real time, establishes a first state matrix to record real-time angle data, and performs feedback correction during the adjustment process. The adjustment accuracy is within ±1 degree, and the response time is less than 0.5 seconds. At the same time, multi-matrix coordinated calculation ensures that the angle coordination between adjacent spokes is accurate and reasonable, realizing high-precision closed-loop control of the propeller system and ensuring the accuracy and stability of adaptive adjustment.

[0069] Specifically, the principle of this invention is as follows: This invention solves the technical problem of the lack of adaptive capability in propeller systems by establishing an adaptive adjustment mechanism based on real-time perception and intelligent decision-making. Its technical principle is embodied in a coordinated working mechanism across three levels: perception, decision-making, and execution. At the perception level, the control chip acquires key parameters such as propeller speed and water / land operation status in real time through speed sensors and environmental detection sensors. This data is then input into a preset spoke angle optimization model for analysis. This optimization model is based on extensive experimental data and fluid simulation results, covering all operating conditions from 0 to 3000 revolutions per minute, and can accurately identify the current operating state and predict the optimal geometric parameter configuration. At the decision-making level, the spoke adjustment module executes a seven-step intelligent optimization algorithm. It establishes a first state matrix to record the current spoke angle, establishes a second adjustment command matrix to determine the target adjustment scheme, and then optimizes the adjustment scheme using a third resistance correction matrix and a fourth disturbance compensation matrix, ensuring the scientific rationality of the adjustment decision. At the execution level, the angle adjustment mechanism drives the push-pull rod to drive the spoke support body through the axial rotation of the adjustment ring to achieve precise angle adjustment. The adjustment accuracy is within ±1 degree and the response time is less than 0.5 seconds. At the same time, the angle sensor provides real-time feedback correction, forming a complete closed-loop control system. This integrated mechanism of perception-decision-execution enables the propeller system to automatically optimize geometric parameters according to the operating environment and maintain the best propulsion efficiency under various complex working conditions.

[0070] The following provides a specific embodiment 1 of the present invention, and the specific implementation of each step in this embodiment 1 is described in detail below.

[0071] The specific implementation of the wheel hub base utilizes precision machining and optimized structural design to achieve high-strength load-bearing capacity and precise installation. Firstly, 7075-T6 high-strength aluminum alloy is selected as the base material. This alloy possesses excellent mechanical properties, including a tensile strength greater than 570 MPa, a yield strength greater than 505 MPa, and a density of 2.81 g / cm³, providing sufficient structural strength while ensuring lightweight construction. The material pretreatment process includes solution treatment and artificial aging. The solution treatment temperature is controlled at 480℃, with a holding time of 2 hours, followed by water quenching at a rate controlled above 200℃ / s. The artificial aging treatment temperature is set at 120℃, with an aging time of 24 hours, ensuring the material reaches the optimal mechanical properties of the T6 state. The circular disc structure is formed using precision forging technology, with the forging temperature controlled at 450℃ and the forging pressure set at 800 MPa. The desired geometry is gradually obtained through multiple forming passes. The central circular mounting hole is precision-machined using a CNC boring machine at a speed of 1200 rpm and a feed rate of 0.15 mm / rpm, achieving a surface roughness of Ra 0.8 micrometers or less. The hole diameter tolerance is controlled within ±0.02 mm, and the roundness error is less than 0.01 mm, ensuring precise fit with the drive shaft. The eight rectangular mounting slots on the outer circumference are machined using CNC milling technology with carbide end mills. The cutting speed is set to 180 m / min, with radial depth of cut controlled at 0.5 mm per stroke and axial depth of cut set at 2 mm per stroke. The positional accuracy of the mounting slots is ensured by an indexing fixture, with an indexing error controlled within ±30 arcseconds, ensuring the center angle between adjacent mounting slots is precisely 45 degrees. The threaded hole is machined using thread milling, with a thread specification of M8×1.25, a thread accuracy grade of 6H, a thread depth of 12 mm, and a threaded bottom hole diameter of 6.75 mm. The surface treatment adopts anodizing process, with the oxide film thickness controlled within the range of 15 to 20 micrometers and the oxide film hardness reaching HV400 or above, effectively improving the surface wear resistance and corrosion resistance.

[0072] The specific implementation of the spoke support is based on composite material molding technology and helical geometry optimization design to achieve a balance between lightweight, high strength, and hydrodynamic performance. The carbon fiber composite material is prepared using a prepreg compression molding process, selecting T700 grade high-strength carbon fiber as the reinforcing material. The fiber tensile strength reaches 4900 MPa, the elastic modulus is 230 GPa, and the fiber volume fraction is controlled within the range of 60% to 65%. The matrix resin uses an epoxy resin system, with a curing temperature set at 135℃, a curing pressure controlled at 0.6 MPa, and a curing time of 8 hours. After curing, the glass transition temperature of the matrix exceeds 180℃. The fiber layup design adopts a quasi-isotropic layup method, with layup angles of 0 degrees, 45 degrees, 90 degrees, and -45 degrees, and layup ratios of 25%, 25%, 25%, 25%, with the total thickness controlled within 2 mm. The helical torsion angle is achieved using a molding die. The die cavity is machined according to the helical curve trajectory, and the helical lead is calculated based on the Archimedes helix equation to ensure a linear change in the torsion angle along the length direction. During the molding process, the carbon fiber prepreg is constrained by the mold to align along a predetermined trajectory, forming a continuous helical torsion structure. The elliptical cross-section is formed using a custom-shaped mold, with the dimensional accuracy of the major and minor axes controlled within ±0.1 mm and the cross-sectional shape error less than 0.05 mm. After curing, the spoke support undergoes surface treatment. First, surface burrs are removed using sandpaper with a 400-grit finish, followed by ultrasonic cleaning to remove surface oil and particles. The connecting end is machined using CNC milling technology to ensure precise fit with the hub base mounting groove, with a tolerance grade of H7 / f6. The helical torsion angle is measured using a coordinate measuring machine with an accuracy of 0.01 degrees, ensuring the torsion angle meets design requirements.

[0073] The specific implementation of the curved blade body combines efficient propulsion and good adaptability based on elastic material molding and fluid dynamics optimization design. The polyurethane elastic material is chosen for its excellent elastic deformation capacity and wear resistance; the material hardness is selected as Shore A 80, tensile strength greater than 25 MPa, elongation at break exceeding 400%, and tear strength greater than 80 kN / m. Material preparation employs reaction injection molding, with the ratio of isocyanate and polyol components strictly controlled within the stoichiometric range. The reaction temperature is set at 60℃, the injection pressure is controlled at 8 MPa, and the mold temperature is maintained at 40℃. The curved fan-shaped sheet structure is formed using compression molding technology. The mold is designed as a split upper and lower structure, and the cavity surface is mirror-polished, achieving a surface roughness of less than Ra 0.2 micrometers. The radial bending angle is achieved by controlling the curvature of the mold cavity; the radius of curvature is determined based on fluid dynamics calculations to ensure maximum propulsion efficiency when the blade rotates in water. During the molding process, the cavity pressure is monitored in real time using a pressure sensor, with pressure fluctuations controlled within ±0.2 MPa to ensure blade thickness uniformity. The cured blade bends underwent dimensional inspection, with radial length and circumferential width measurements accurate to ±0.5 mm and thickness uniformity controlled within ±0.1 mm. Bending angles were measured using an angle measuring instrument, achieving an accuracy of ±0.5 degrees. The connection between the inner edge and the spoke support was achieved using structural adhesive bonding technology. A polyurethane structural adhesive was selected, with a shear strength greater than 15 MPa and a peel strength greater than 50 N per 25 mm width. The adhesive layer thickness was controlled within the range of 0.2 mm to 0.5 mm, cured at room temperature for 24 hours. The connection strength was verified through tensile testing, with the tensile strength exceeding 80% of the material's intrinsic strength.

[0074] The specific implementation of the annular outer ring achieves the dual functions of land grip and underwater propulsion efficiency based on rubber vulcanization technology and tread design. The rubber material is a composite formula of natural and synthetic rubber, with 60% natural rubber and 40% styrene-butadiene rubber (SBR). The required physical properties are adjusted using compounding agents. The vulcanization system uses sulfur-phosphorus compounds as vulcanizing agents, with the dosage controlled at 2.5 parts per 100 parts of rubber. A sulfenamide-based vulcanization accelerator is used, with a dosage of 1.2 parts per 100 parts of rubber. The reinforcement system uses carbon black, specifically N330, at a dosage of 50 parts per 100 parts of rubber. The dispersibility of the carbon black is ensured through high-speed mixing, with the mixing temperature controlled below 150℃. Vulcanization molding is performed using a flat vulcanizing machine, with the vulcanization temperature set at 165℃ and the vulcanization pressure controlled at 15 MPa. The vulcanization time is calculated based on the rubber thickness, with a baseline vulcanization time of 2 minutes per millimeter of thickness. The herringbone tread pattern is designed with both grip and drainage performance in mind. The grooves are 8 mm wide, 12 mm apart, and 35 degrees at the tread angle. The pattern is formed using a vulcanization mold, with the mold cavity precisely machined to the pattern shape, achieving a surface roughness below Ra 1.6 micrometers. The vulcanized outer ring undergoes dynamic balancing, with the imbalance controlled to within 5 grams to ensure stability during high-speed rotation. The connection to the blade bending body uses a combination of mechanical and adhesive bonding. The connection strength is verified through a peel test, with a peel strength greater than 20 kN / m.

[0075] The angle adjustment mechanism is specifically implemented based on precision mechanical transmission and servo control technology to achieve precise adjustment of the spoke support angle. The adjustment ring is manufactured using precision forging of stainless steel, with 316L stainless steel selected for its excellent corrosion resistance and mechanical strength, tensile strength greater than 520 MPa, and yield strength greater than 205 MPa. The forging temperature is controlled at 1150℃, and the forging pressure is set at 600 MPa, achieving the desired geometry through multi-pass deformation. Machining employs a combination of CNC turning and milling. Turning is used for finishing the outer diameter and inner hole, achieving a surface roughness of Ra 0.8 micrometers or less, with dimensional tolerances controlled within ±0.02 mm. The radial grooves are machined using CNC milling technology, with carbide keyway cutters selected. The cutting speed is controlled at 80 m / min, and the feed rate is 0.1 mm / rpm, ensuring groove shape accuracy and surface quality. The sliding mating surfaces require high machining precision, with a tolerance grade of H7 / f6, ensuring smooth sliding of the adjustment ring on the hub base. The push-pull rod is manufactured from cold-drawn stainless steel bars, with a mirror-like finish achieved through grinding, resulting in a surface roughness of less than Ra 0.4 micrometers. The push-pull rod is connected to the spoke support via a threaded connection with an M5×0.8 thread specification and a thread length of 8 mm. The connection strength has been verified through torque testing. The drive system employs a stepper motor paired with a reducer. The stepper motor is a hybrid type with a step angle of 1.8 degrees and a holding torque greater than 2 Nm. The reducer is a planetary gear reducer with a reduction ratio of 20:1, a transmission accuracy class of 5, and a transmission efficiency greater than 95%. The control system uses closed-loop position control, achieving precise positioning through encoder feedback. The encoder resolution is 1000 lines per revolution, and the positioning accuracy reaches ±0.1 degrees.

[0076] The control chip is implemented using an embedded system architecture and intelligent algorithms to achieve real-time monitoring and optimized control of the propeller's operating status. The chip uses a 32-bit ARM architecture microcontroller with a main frequency of 168 MHz, 512 kilobytes of flash memory and 128 kilobytes of random access memory, and features rich peripheral interfaces including an analog-to-digital converter, pulse-width modulation output, and serial communication interface. The operating system is a real-time operating system that supports multi-task concurrent processing with task scheduling accuracy at the microsecond level. The sensor interface circuit uses multi-channel analog-to-digital conversion technology with a conversion accuracy of 12 bits, a sampling rate of up to 1 megasamples per second, and an input voltage range of 0 to 3.3 volts. The signal conditioning circuit includes an amplifier, a filter, and a voltage reference. The amplifier is a precision operational amplifier with an offset voltage of less than 50 microvolts and a temperature drift of less than 0.5 microvolts per degree Celsius. The digital filter uses a finite impulse response filter with a 64th order, a passband ripple of less than 0.1 dB, and a stopband attenuation greater than 60 dB. The communication interface adopts the Controller Area Network (CAN) protocol, with a transmission rate of up to 1 megabit per second, supporting multi-node network communication. The storage system includes internal flash memory and external memory. The external memory uses serial flash memory with a capacity of 16 megabytes and a read / write speed of 100 MHz. The algorithm library contains digital signal processing algorithms, control algorithms, and optimization algorithms, employing fixed-point arithmetic to improve computational efficiency, ensuring an accuracy of at least 16 bits. Power management utilizes dynamic voltage and frequency regulation technology, automatically adjusting the operating frequency according to the computational load. Idle power consumption is less than 100 milliwatts, and operating power consumption is less than 2 watts.

[0077] In this embodiment, the proportional constraint relationship between the helical torsion angle and the length of the spoke support is expressed as follows:

[0078] ;

[0079] In the formula, The angle of helical twist of the spoke support body is expressed in degrees. The length of the spoke support is in mm. This is the proportionality coefficient between the helical twist angle and the length, with a value ranging from 0.21 to 0.23 degrees per mm; The unit for adjusting the offset is degrees.

[0080] The constraint relationship between the bending angle and radial length of the blade bending body is expressed as follows:

[0081] ;

[0082] In the formula, The bending angle of the blade is expressed in degrees. This refers to the radial length of the curved blade, in mm. This is the proportionality coefficient between the bending angle and the radial length, with a value ranging from 0.19 to 0.21 degrees per mm; This is the offset for bending correction, in degrees.

[0083] The constraint relationship between the thickness and outer diameter of the annular outer ring is expressed as follows:

[0084] ;

[0085] In the formula, The thickness of the outer ring is in mm; The outer diameter of the annular ring is expressed in mm. It is the thickness-to-outer-diameter ratio coefficient, with a value ranging from 0.02 to 0.025.

[0086] It should be noted that the equation relating the spiral torsion angle of the spoke support to its length ratio is... Based on the principles of fluid dynamics optimization, by establishing linear constraints between geometric parameters, optimal hydrodynamic effects are ensured when spokes of different sizes rotate in water. Compared to traditional fixed-angle designs, this constraint improves the propeller's propulsion efficiency by 15% to 20% under various operating conditions. The equation relating the bending angle and radial length of the blade's curved body is also presented. By adopting the lift-to-drag ratio optimization principle and controlling the ratio of bending angle to length, the blade can generate the best lift-to-drag ratio in water, avoiding the problems of turbulent drag caused by excessive bending angle and insufficient water propulsion efficiency caused by excessive bending angle. Compared with conventional blade design, the propulsion efficiency is improved by 12% to 18%.

[0087] The spoke adjustment module in this embodiment is described in detail below.

[0088] In the specific implementation of step S01, the digital filtering algorithm for acquiring rotational speed data is expressed as follows:

[0089] ;

[0090] In the formula, This is the filtered rotational speed signal, in rpm. This is the original rotational speed signal, in rpm; These are the digital filter coefficients, dimensionless. This is the filter order, with a value of 100. Here, is the sampling point number, dimensionless. The comprehensive evaluation function for determining the environmental state is expressed as:

[0091] ;

[0092] In the formula, This is a dimensionless environmental status assessment value. This refers to the immersion depth, in mm. This is the static pressure value, in Pa. The temperature of the medium is expressed in °C. These are weighting coefficients, dimensionless, and take values ​​of 0.4, 0.4, and 0.2 respectively.

[0093] In a specific implementation of step S02, the establishment of the first state matrix is ​​represented as follows:

[0094] ;

[0095] In the formula, This is the first state matrix; Let be the angular offset of the i-th spoke support relative to the radial reference line, in degrees. The output of the neural network model is calculated as follows:

[0096] ;

[0097] In the formula, The target angle vector; The input vector contains rotational speed and environmental parameters; These are the weight matrices from the input layer to the first hidden layer, from the first hidden layer to the second hidden layer, and from the second hidden layer to the output layer, respectively. This is the corresponding bias vector; The activation function for the output layer; It is the hyperbolic tangent activation function.

[0098] In a specific implementation of step S03, the calculation of the second adjustment command matrix is ​​expressed as follows:

[0099] ;

[0100] In the formula, This is the second adjustment instruction matrix; The target state vector; Let be the first state matrix. Linear interpolation calculation is expressed as:

[0101] ;

[0102] In the formula, The angle is the interpolation result; These are the angles corresponding to low and high speeds, respectively. The current rotational speed; These are the boundary values ​​for the low-speed and high-speed levels, respectively.

[0103] In the specific implementation of step S04, the Reynolds number determination criterion is expressed as follows:

[0104] ;

[0105] In the formula, The Reynolds number is dimensionless. The density of water is taken as 1000 kg / m³. The velocity is relative, expressed in m / s. The characteristic length is expressed in meters (m). The dynamic viscosity coefficient is given by a value of [value missing]. Pa·s. The flow resistance is calculated using a simplified form of the Navier-Stokes equations:

[0106] ;

[0107] In the formula, Resistance is measured in N. The drag coefficient is dimensionless. The effective force-bearing area is expressed in m². The drag vector decomposition is as follows:

[0108] , ;

[0109] In the formula, This represents the radial drag component, in N (N). This is the tangential drag component, expressed in N. The angle between the drag and the radial direction is expressed in radians. The third drag correction matrix is ​​represented as:

[0110] ;

[0111] In the formula, This is the third resistance correction matrix; The resistance compensation angle for the i-th spoke support is expressed in degrees.

[0112] In the specific implementation of step S05, the eddy current transport equation is expressed as:

[0113] ;

[0114] In the formula, Vorticity, unit: ; Time, in seconds; This is a velocity vector, with units of m / s; This is the kinematic viscosity coefficient, in units of... ; Pressure, unit is Pa; For gradient operators; This is the Laplace operator. The turbulent kinetic energy criterion is expressed as:

[0115] ;

[0116] In the formula, Total turbulent kinetic energy, in units of ; The turbulent kinetic energy generated by the i-th spoke support, in units of ; The turbulent kinetic energy of a single spoke support acting independently, in units of The fourth interference compensation matrix is ​​expressed as:

[0117] ;

[0118] In the formula, This is the fourth interference compensation matrix; The interference compensation angle for the i-th spoke support is expressed in degrees.

[0119] In the specific implementation of step S06, the proportional-integral-derivative control algorithm is expressed as follows:

[0120] ;

[0121] In the formula, For control output, the unit is V; This refers to angular error, expressed in degrees. To control time, the unit is seconds; This is a proportionality coefficient, with a value of 0.8, and the unit is V / degree. The integral coefficient is calculated using the following formula: The unit is V / (degree·s); The differential coefficient is calculated using the following formula: The unit is V·s / degree; The integration time constant is 0.2s. The differential time constant has a value of 0.05 s; Let be the integral variable, with units of seconds (s). The final adjustment command calculation is expressed as:

[0122] ;

[0123] In the formula, The final adjustment instruction matrix is ​​in degrees.

[0124] In a specific implementation of step S07, the multi-point average measurement calculation is expressed as follows:

[0125] ;

[0126] In the formula, The average angle of the i-th spoke support is expressed in degrees. Let be the angle value measured in degrees for the j-th measurement. The number of measurements is taken, with a value of 50. The standard deviation of angular stability is calculated as follows:

[0127] ;

[0128] In the formula, Let be the standard deviation of the angle of the i-th spoke support, in degrees, with a threshold set to within 0.2 degrees. The angle error assessment is expressed as:

[0129] ;

[0130] In the formula, This represents the total angular error, expressed in degrees. Let be the target angle of the i-th spoke support, in degrees. The specific calculations for each performance indicator are expressed as follows:

[0131] ; ; ; ;

[0132] In the formula, The maximum permissible error is set at 5 degrees. The actual response time is expressed in seconds. To limit the response time, a value of 1 second is used; Standard energy consumption, in J; Actual energy consumption, in J; The average standard deviation is expressed in degrees. The maximum permissible standard deviation is taken as 1 degree. The comprehensive performance index is calculated as follows:

[0133] ;

[0134] In the formula, This is a comprehensive performance indicator, dimensionless. Dimensionless for adjusting accuracy indicators; The response time metric is dimensionless. This is an energy efficiency indicator, dimensionless. As a stability indicator, it is dimensionless; These are weighting coefficients, dimensionless, and take values ​​of 0.3, 0.25, 0.25, and 0.2, respectively.

[0135] It should be noted that the neural network angle optimization model Employing the principle of a multilayer perceptron, and using the hyperbolic tangent activation function... This model achieves nonlinear mapping, enabling intelligent prediction of optimal angle configuration based on rotational speed and environmental parameters. Compared to traditional lookup table methods, it can handle continuously changing operating parameters, improving angle prediction accuracy to over 98.5% and response speed by three times. (Matrix interpolation method) Based on the principles of linear algebra, the required angle adjustment for each spoke is directly obtained by subtracting the target state vector from the current state matrix element by element. Compared with the method of calculating one by one, this matrix operation improves the computational efficiency by more than 5 times.

[0136] Reynolds number judgment criterion Based on fluid similarity theory, the flow state is determined by the ratio of inertial force to viscous force. A turbulent flow model is used when necessary, and a laminar flow model is used otherwise. This criterion improves the accuracy of flow analysis to over 95%. The Navier-Stokes simplified drag calculation equation is used. Based on fundamental principles of fluid mechanics, the influence of fluid viscosity and inertia on the forces acting on the spokes is considered, and the stress is decomposed using radial and tangential components. and It can accurately calculate the impact of resistance in each direction on angle adjustment. Compared with the simple resistance formula, the calculation accuracy of this equation is improved to more than 95%.

[0137] Proportional-integral-derivative control algorithm Based on modern control theory, through the proportional term Eliminating steady-state error and integral terms Improve system stability, differential terms This improves dynamic response and achieves high-precision closed-loop control for angle adjustment. Compared to open-loop control, this closed-loop control increases angle adjustment accuracy to within ±1 degree and reduces response time to less than 0.5 seconds. (Multi-point averaging measurement algorithm) and standard deviation calculation Based on statistical principles, random measurement errors are eliminated by using the arithmetic mean of 50 consecutive samples. Compared with the single-point measurement method, this algorithm improves the accuracy of angle measurement by more than 2 times.

[0138] The following is another embodiment 2 of the present invention. The difference from embodiment 1 is that this embodiment 2 uses a set of spoke geometry parameter optimization equations to optimize the angle configuration of the spoke support at different speeds. The set of spoke geometry parameter optimization equations specifically includes a spoke angle calculation equation and an adjacent spoke coordination equation. The spoke angle calculation equation is used to calculate the optimal angle of a single spoke support based on the current impeller speed and water flow resistance. The inputs include impeller speed, water flow density, effective area of ​​the blade bending body, propulsion resistance coefficient, and target thrust. The output is the adjustment angle of a single spoke support. The adjacent spoke coordination equation is used to determine the angle difference between adjacent spoke supports to avoid water flow interference. The inputs include the number of spoke supports, water flow disturbance coefficient, speed level, propulsion efficiency requirement, and distance between adjacent spoke supports. The output is the angle adjustment difference between adjacent spoke supports.

[0139] The equation for calculating the spoke angle is expressed as:

[0140] ;

[0141] In the formula, The optimal angle for a single spoke support, in radians; The target thrust is expressed in Newtons (N). This refers to the water flow density, expressed in kg / m³. This represents the effective area of ​​the curved blade, in m². The blade tip linear velocity corresponding to the propeller rotational speed, in m / s, is calculated using the following formula: ,in The outer diameter of the annular ring. The rotational speed of the propeller wheel; The drag coefficient is dimensionless. This is the resistance correction angle, in radians.

[0142] The coordination equation for adjacent spokes is expressed as:

[0143] ;

[0144] In the formula, The angle adjustment difference between adjacent spoke supports, in radians; is the water flow disturbance coefficient, which is dimensionless; This is a dimensionless number representing the speed rating. The phase time variable is expressed in seconds (s). The number of spoke supports is fixed at 8; To promote the efficiency requirement coefficient, it is dimensionless and ranges from 0.8 to 0.95.

[0145] Spoke Angle Calculation Equation Based on the thrust balance principle, through the arctangent function Establish a nonlinear relationship between angle and thrust requirement, and consider the drag correction term. The equation, which addresses the influence of thrust requirements, allows for precise calculation of the optimal angle based on actual thrust needs. Compared to empirical formulas, this equation improves the angle calculation accuracy to within 0.5 degrees. Adjacent spoke coordination equation. Based on the theory of periodic disturbances, through the sine function Describe the interaction between adjacent spokes, and combine this with efficiency requirements. By making corrections, the negative interference effects between spokes can be effectively eliminated. Compared with the independent adjustment method, this coordination mechanism improves the overall propulsion efficiency by 8% to 12%.

[0146] Eddy transport equation Based on fluid eddy theory, by solving the spatiotemporal evolution law of vorticity, the flow field interference effect between adjacent spokes can be accurately predicted, and the turbulent kinetic energy judgment criterion can be established. By identifying significant interferences using the principle of energy superposition, this dynamic analysis improves the interference prediction accuracy to over 90% compared to static analysis methods.

[0147] To better understand and implement this invention, the following is a specific application scenario example 2: The technical team received a task to develop an integrated propeller system for an amphibious rescue vehicle that needs to perform rescue missions in complex terrain and aquatic environments. Traditional separate propulsion systems suffer from efficiency losses and response delays during transitions, failing to meet the rapid response requirements of emergency rescues. The technical team decided to adopt the integrated propeller technology solution of this invention to design an intelligent propulsion system capable of seamless switching between land and sea.

[0148] The technical team first designed the structure. The hub base is made of 7075 aluminum alloy, with an outer diameter of 300mm, a thickness of 25mm, and a central mounting hole diameter of 120mm. Eight rectangular mounting slots are evenly distributed on the outer circumference of the hub base. Each slot is 40mm long, 15mm wide, and 8mm deep, with an included angle of 45 degrees between the centers of adjacent slots. The spoke support is made of T700 carbon fiber composite material, 180mm long, with an elliptical cross-section, a major axis of 18mm, a minor axis of 10mm, and a helical twist angle of 40 degrees. The blade bending body is made of polyurethane elastic material, with a radial length of 140mm, an inner edge width of 25mm, an outer edge width of 40mm, a thickness of 2mm, and a bending angle of 28 degrees. The annular outer ring is made of nitrile rubber, with an outer diameter of 520mm, an inner diameter of 480mm, and a thickness of 12mm. A herringbone tread pattern with a depth of 4mm is set on the outer circumference.

[0149] The design of the angle adjustment mechanism is a key technology of the entire system. The adjustment ring is made of 316 stainless steel, with an outer diameter of 280mm, an inner diameter of 250mm, and a thickness of 8mm. Its inner circumference has eight radial grooves, each 6mm wide, 4mm deep, and 12mm long. The push-pull rod is made of 5mm diameter stainless steel bar, 30mm long, with one end fixed to the middle of the spoke support and the other end inserted into the radial groove of the adjustment ring. When the adjustment ring rotates axially around the hub base, the push-pull rod slides within the radial groove, causing the spoke support to rotate around its own axis, thus achieving precise adjustment of the blade angle.

[0150] The control chip is a 32-bit microcontroller based on the ARM Cortex-M7 architecture, with a main frequency of 200MHz and built-in 512KB flash memory and 128KB random access memory. The chip integrates a spoke adjustment module, which includes a speed detection unit, an environment recognition unit, an angle calculation unit, and an execution control unit. The speed sensor uses a Hall effect magnetic sensor with a response frequency of 1000Hz and a detection accuracy of ±0.5rpm. The environment detection sensor combination includes a piezoresistive pressure sensor, a capacitive water level sensor, and a thermistor temperature sensor. The angle sensor uses an optical encoder with a resolution of 0.1 degrees and a response time of 10ms.

[0151] The spoke adjustment module operates according to a pre-set seven-step process. Upon system startup, it first performs self-tests on the speed sensor and environmental monitoring sensor, with the self-test threshold set between 95% and 105% of the standard response value. Speed ​​data acquisition uses 1000Hz high-frequency sampling, and high-frequency noise is eliminated through a digital filtering algorithm with a filter cutoff frequency of 100Hz. Environmental condition identification is based on a comprehensive multi-parameter judgment; when the immersion depth exceeds 50mm and the static pressure is greater than the standard atmospheric pressure of 105Pa, it is determined to be operating in underwater conditions.

[0152] The technical team established a complete angle optimization database, covering the entire speed range from 0 to 3000 rpm. The database employs a hierarchical index structure: the first layer is divided into low-speed, medium-speed, and high-speed ranges based on speed level; the second layer categorizes operations based on land / water movement. The neural network model uses a three-layer structure: the input layer receives speed and environmental parameters, the two hidden layers contain 16 and 8 neurons respectively, and the output layer generates the target angles for the eight spoke supports. Model training utilized 10,000 sets of experimental data and computational fluid dynamics simulation results, achieving a training accuracy of 98.7%.

[0153] In actual testing, the technical team recorded system performance data under different operating conditions, as shown in Table 1:

[0154] Table 1. Angle configuration data for different speed levels

[0155]

[0156] The drag correction calculation module is based on a simplified form of the Navier-Stokes equations, considering a water density of 1000 kg / m³. and dynamic viscosity coefficient The standard parameters are Pa·s. The system determines the flow state by the Reynolds number, with a critical value set at 2300. Beyond this value, a turbulence model is used to calculate drag. Each blade bending body is discretized into 20 triangular mesh elements, and the surface pressure and shear stress distributions are solved by numerical integration. The drag vector is decomposed into radial and tangential components; the radial component affects spoke stability, while the tangential component affects propulsion efficiency.

[0157] The interference compensation calculation employs the vorticity-stream function method to analyze the flow field interaction between adjacent spoke supports. A structured grid of 1000×800 nodes is used with a grid quality factor of 0.85, a time step of 0.001 seconds, and a spatial step of 2 mm. When the superimposed turbulent kinetic energy generated by adjacent spokes exceeds 1.2 times that of their individual effects, the system determines a significant interference effect and initiates the compensation mechanism.

[0158] A proportional-integral-derivative (PID) controller performs precise angle adjustment control. The proportional gain is set to 0.8, the integral time constant to 0.2 seconds, and the derivative time constant to 0.05 seconds. The control signal is converted using pulse width modulation (PWM) technology with a modulation frequency of 20kHz, driving a stepper motor to perform angle adjustment. The stepper motor uses 256 microsteps for driving, achieving a single-step angle accuracy of 0.0014 degrees. The system employs an S-shaped acceleration / deceleration curve, with an initial acceleration of 50 degrees / second. The maximum adjustment speed is 30 degrees / s, ensuring a smooth and shock-free adjustment process.

[0159] The technical team conducted comprehensive performance testing on the system, and the test results are shown in Table 2:

[0160] Table 2 System Performance Test Results

[0161]

[0162] In the land-sea transition test, as the vehicle transitioned from land to water, the system was able to complete environmental condition recognition and angle adjustment within 0.5 seconds, resulting in a smooth and shock-free transition in propulsion mode. While driving in water, the eight spoke supports adjusted their angles in real time according to engine speed and load to maintain optimal propulsion efficiency. Upon returning to land from the water, the system automatically adjusted the blade angle to land driving mode, with the annular tread pattern providing ample ground friction.

[0163] Long-term operation tests show that after 100 hours of continuous operation, the angle adjustment accuracy remains within ±0.9 degrees, all sensors function normally, and the control algorithm responds stably. The carbon fiber spoke support did not exhibit fatigue cracks during repeated bending and deformation, the polyurethane blade material maintained good elastic properties, and the stainless steel angle adjustment mechanism operated smoothly without jamming.

[0164] This invention represents a significant technological advancement over traditional land-sea separation propulsion systems. Traditional systems require mechanical deployment and retraction mechanisms to switch propulsion modes, resulting in complexity, slow response, and poor reliability. This invention, through its integrated design, eliminates the mechanical switching mechanism, achieving seamless transitions between land and sea propulsion modes. Traditional fixed-angle blades cannot adapt to different operating conditions, limiting propulsion efficiency. This invention employs real-time angle adjustment technology, dynamically optimizing blade angles based on rotational speed and environmental parameters, significantly improving propulsion efficiency and adaptability. Traditional control systems often use open-loop control or simple feedback control, struggling to handle complex fluid disturbances. This invention introduces an intelligent control algorithm based on fluid mechanics principles, achieving high-precision closed-loop control through drag correction and disturbance compensation mechanisms, greatly improving system control accuracy and stability.

[0165] It should be noted that the variables involved in this invention are explained in detail in Table 3 below.

[0166] Table 3 Variable Explanation Table 1

[0167]

[0168] Table 4 Variable Explanation Table 2

[0169]

[0170] Alternatively, the integrated propeller for the amphibious transport vehicle can also use the following solutions:

[0171] The deformable blade propeller system utilizes a deformable blade structure made of smart materials to achieve power switching between sea and land modes. In water, the blades provide propulsion in a propeller shape, while on land, they retract into a tire shape for rolling support. The blades employ a shape-memory alloy frame and flexible skin, with an electronic control system adjusting their shape to ensure optimal performance in each mode. Smart sensors monitor environmental changes in real time, automatically triggering the shape transformation.

[0172] The dual-layer coaxial propeller mechanism achieves independent power control for both land and sea operation through its structural design. The outer layer is an inflatable tire structure for land travel, while the inner layer consists of propeller blades for underwater propulsion. Both layers can rotate independently, with the operating status of each layer controlled by a differential and clutch system. When in water, the outer tire locks, and the inner propeller operates; when on land, the inner layer stops, and the outer tire rolls.

[0173] The folding telescopic propeller utilizes a multi-segment folding and telescopic mechanism to achieve a compact amphibious propulsion system. The propeller features a telescopic design, fully retracting into a solid wheel in land mode and unfolding into a multi-bladed propeller in water mode. The telescopic movement is controlled by a hydraulic or pneumatic drive system, while lightweight carbon fiber materials ensure structural strength, and a magnetic locking mechanism guarantees structural stability and reliability in all modes.

[0174] The modular quick-release propeller wheel utilizes a modular, quick-release mechanism to enable flexible configuration of multi-functional propeller wheels. The basic module is a circular core power unit, from which different functional modules can be quickly installed: an inflatable tire module for land rolling and a propeller blade module for water propulsion. Employing a quick-locking interface and an automatic identification system, module replacement can be completed within 60 seconds, and each module has an independent control chip.

[0175] The gas-liquid hybrid drive propeller utilizes a hybrid pneumatic and hydraulic design to achieve rapid and reliable mode switching. The propeller employs a hollow multi-chamber structure, with compressed gas and functional liquid filling the interiors. In land mode, it inflates to form a rigid tire; in water mode, it adjusts the liquid distribution to change the center of gravity and blade angle. This dual-drive system provides redundant protection, ensuring basic functionality is maintained even if a single system fails, guaranteeing equipment safety.

[0176] The electromagnetic induction propeller achieves contactless amphibious power transmission through a structural design that combines electromagnetic induction and wireless control. The propeller utilizes the principle of electromagnetic induction, controlling the blade's motion via a variable-frequency electromagnetic field. Different frequencies correspond to different motion modes: low-frequency stable rotation for rolling on land, and high-frequency variable-speed rotation for propulsion in water. The contactless electromagnetic drive design improves system reliability, reduces maintenance costs, and supports remote, precise wireless control.

[0177] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. An integrated propeller wheel for an amphibious vehicle, comprising a hub base, a spoke support, a blade bend, an annular outer ring, an angle adjustment mechanism, and a control chip, characterized in that, The hub base is a circular disc structure with eight rectangular mounting slots evenly distributed on its outer circumference. The spoke support is a twisted spiral strip structure with the ratio of the spiral twist angle to its length maintained between 0.21 and 0.23 degrees per millimeter. The blade bending body is a curved fan-shaped thin sheet structure with the ratio of the bending angle to its radial length controlled within the range of 0.19 to 0.21 degrees per millimeter. The ratio of the outer ring thickness to its outer diameter is constrained between 0.02 and 0.

025. The angle adjustment mechanism includes an adjustment ring and a push-pull rod, which adjusts the angle of the spoke support by controlling the rotation of the adjustment ring. The control chip contains a spoke adjustment module to optimize the angle configuration of the spoke support at different speeds.

2. An integrated propeller wheel for an amphibious vehicle as defined in claim 1, wherein, A circular mounting hole is provided in the center of the hub base, and the included angle between the centers of two adjacent mounting slots is 45 degrees. Each mounting slot is provided with a threaded hole for fixing the spoke support.

3. An integrated propeller wheel for an amphibious vehicle as defined in claim 2, wherein, The spoke support has an elliptical cross-section and a helical twist angle along its length. The inner end of the spoke support is fixed in the mounting groove of the hub base by bolts, and the outer end is connected to the inner edge of the blade bending body. The helical twist direction of the spoke support is consistent with the predetermined rotation direction of the propeller wheel.

4. An integrated propeller wheel for an amphibious vehicle as defined in claim 3, wherein, There is an optimized proportional relationship between the helical torsion angle of the spoke support and its length. When the length of the spoke support varies from 160 mm to 200 mm, its reference helical torsion angle is controlled within the range of 35 degrees to 45 degrees.

5. An integrated propeller wheel for an amphibious vehicle as defined in claim 4, wherein, The blade bending body has a radial bending angle. The inner edge of the blade bending body is firmly connected to the outer end of the spoke support body by adhesive, and the outer edge is connected to the inner circumferential surface of the annular outer ring.

6. An integrated propeller wheel for an amphibious vehicle as defined in claim 5, wherein, The dimensional constraint between the bending angle of the blade bending body and its radial length is that the ratio of the bending angle to the radial length is controlled within the range of 0.19 to 0.21 degrees per millimeter. When the radial length of the blade bending body is between 120 mm and 160 mm, the bending angle is maintained between 23 degrees and 33 degrees.

7. An integrated propeller wheel for amphibious vehicles as defined in claim 6 wherein, The spoke adjustment module performs the following steps: obtains the current propeller speed and operating environment parameters, inputs the obtained speed value and water and land operation status identifier into the preset spoke angle optimization model for calculation; based on the calculation results of the spoke angle optimization model, determines the target adjustment angle of each spoke support, and establishes a first state matrix to record the current real-time angle position of all spoke supports; Calculate the difference between the target adjustment angle and the first state matrix to obtain the angle increment that each spoke support needs to be adjusted, and form a second adjustment command matrix as the basic adjustment scheme; Based on the water flow resistance calculation model, the water flow force on each spoke support body at the current propeller speed is analyzed, and a third resistance correction matrix is ​​established to optimize and correct the second adjustment command matrix. The water flow disturbance effect generated by the rotation of the spoke support is calculated, and a fourth disturbance compensation matrix is ​​established to further optimize the adjustment command after correction by the third resistance correction matrix. The angle adjustment mechanism is controlled to perform adjustment actions according to the final adjustment command, and the angle change during the adjustment process is monitored in real time and feedback correction is performed. The actual angle is verified to reach the target adjustment angle.

8. An integrated propeller wheel for an amphibious vehicle as defined in claim 7, wherein, The steps for establishing the first state matrix specifically include: detecting the angular offset of each spoke support relative to the radial baseline in real time using an angle sensor; arranging the detected angular offset data in the order of the spoke support numbers to form an 8×1 dimensional state vector; converting the state vector into a matrix form as the first state matrix; and recording the detection timestamp for data synchronization.

9. An integrated propeller wheel for an amphibious vehicle as defined in claim 8, wherein, The steps for establishing the second adjustment command matrix specifically include querying the pre-stored optimal angle database based on the current speed level. The optimal angle database contains optimal angle configuration data of the spoke support under different speed levels and operating environment parameters. The angle configuration data that matches the current working condition is extracted and arranged according to the spoke support number to form a target state vector. The target state vector is then compared with the first state matrix to obtain an 8×1 dimensional second adjustment command matrix.

10. An integrated propeller wheel for an amphibious vehicle as defined in claim 9, wherein, The steps for establishing the third resistance correction matrix are as follows: First, analyze the magnitude and direction of the water flow resistance experienced by each spoke support and blade bend under the current angular offset using a fluid dynamics calculation model. Decompose the water flow resistance data into radial and tangential components. Calculate the required resistance compensation angle for each spoke support based on the water flow resistance analysis results. Arrange the resistance compensation angles according to the spoke support numbers to form an 8×1 dimensional third resistance correction matrix. Second, the steps for establishing the fourth disturbance compensation matrix involve using an eddy current calculation algorithm to numerically analyze the water flow disturbance generated by each spoke support. Calculate the flow field interaction intensity between adjacent spoke supports. Determine the required disturbance compensation angle for each spoke support based on the flow field interaction analysis results. Arrange the disturbance compensation angle data according to the spoke support numbers to form an 8×1 dimensional fourth disturbance compensation matrix to eliminate the negative effects of fluid coupling between spoke supports.

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