An integrated wheel-wing for an amphibious vehicle

Abstract

This invention provides an integrated wheel wing for amphibious transport vehicles, belonging to the technical field of amphibious transport vehicles. The invention designs an elastic spoke unit with a propeller blade shape and airfoil cross-section, which is fixedly connected to a carbon fiber reinforced polymer support ring structure. The spoke curve equation controls the radial torsional angle distribution, and the airfoil parameter equation determines the cross-sectional geometry. Combined with an angle adjustment mechanism, precise control of the wheel wing assembly's working angle is achieved. Through the state constraints of the load deformation equation and aerodynamic lift equation, as well as the coordinated action of three sets of dimensional constraints, a single wheel wing assembly can provide structural support and buffering functions when traveling on the ground, and generate lift propulsion when flying in the air. This achieves the organic integration of wheel and propeller functions, solving the problem of lacking a structure capable of effectively switching between land and air operating modes.

Description

Technical Field

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

[0002] As an emerging mode of transportation, amphibious vehicles need to possess both ground-based driving and air-based flight capabilities. Traditional solutions typically employ a separate wheel and propeller system, with independent wheel assemblies for ground movement and separate propeller assemblies for flight. This separate design has been used in some experimental flying cars and gyroplanes. However, the separate wheel-propeller system suffers from structural complexity, weight redundancy, and large space occupation. As two completely independent systems, the wheels and propeller not only increase the overall mechanical complexity of the device but also result in unnecessary weight burden. Furthermore, the lack of coordination and optimization between the two systems makes it difficult to achieve efficient performance switching between the two operating modes. In current amphibious vehicle designs, because the wheel and propeller functions are completely separated, additional mechanical devices are needed to start and stop the different propulsion systems during mode switching. This design not only reduces system reliability but also increases maintenance costs and the risk of failure. In other words, existing technologies lack an integrated wheel-propeller system capable of effectively switching between land-based driving and air-based flight modes. Summary of the Invention

[0003] In view of this, the present invention provides an integrated wheel wing for amphibious transport equipment, which can solve the problem of the lack of an integrated wheel wing in the prior art that can effectively switch between the two working modes of land driving and air flight.

[0004] This invention is implemented as follows:

[0005] This invention provides an integrated wheel wing for a land-air amphibious transport vehicle, comprising a hub body and a drive shaft system, which are connected and fixed by a keyway. The outer circumference of the hub body is evenly distributed with blade-shaped spoke mounting slots. One end of the drive shaft system extends to the geometric center of the hub body and is connected by a spline. The blade-shaped spoke assembly includes multiple elastic spoke units shaped like propeller blades. The inner end of each elastic spoke unit is hinged to the blade-shaped spoke mounting slot of the hub body via a cylindrical pin, and the outer end is fixedly connected to a support ring structure. The elastic spoke units are made of high-strength polyurethane elastic material and have an airfoil cross-section. The support ring structure is... The ring-shaped structure is made of carbon fiber reinforced polymer composite material. The support ring structure is fixed to the outer end of each elastic spoke unit by bolts to support the rubber tire tread and transmit the load. The rubber tire tread is made of wear-resistant natural rubber material and has a ring structure. The inner surface is fixed to the outer circumference of the support ring structure by vulcanization bonding. The angle adjustment mechanism includes an adjustment bracket, a worm gear transmission pair and an angle limiting block. One end of the adjustment bracket is connected to the side of the hub body through a spherical bearing, and the other end is provided with a worm gear mounting seat. The worm axis in the worm gear transmission pair is arranged perpendicular to the axis of the transmission shaft system. The angle limiting block is fixed on the adjustment bracket.

[0006] Based on the above technical solution, the integrated wheel wing of the present invention for a land-air amphibious transport vehicle can be further improved as follows:

[0007] The geometry of the elastic spoke unit is precisely defined by a set of shape description equations, which includes the spoke curve equation and the airfoil parameter equation. The spoke curve equation is used to determine the radial torsional angle distribution of the elastic spoke unit. The inputs include radial position coordinates, pitch parameters, angle of attack reference value, elastic modulus, and spoke root thickness. The output is the torsional angle at each radial position. The airfoil parameter equation is used to determine the cross-sectional shape characteristics of the elastic spoke unit.

[0008] Furthermore, the working state of the elastic spoke unit is dynamically constrained by a set of state description equations, which includes load deformation equations and aerodynamic lift equations. The load deformation equations are used to calculate the deformation of the elastic spoke unit under different loads. The inputs include the magnitude of the applied load, the elastic modulus of the material, the moment of inertia of the section, the spoke length, and the constraint boundary conditions. The output is the deflection deformation of each section. The aerodynamic lift equations are used to calculate the magnitude of the lift generated when the elastic spoke unit acts as a rotor blade.

[0009] Furthermore, the specific shape of the airfoil section is that the airfoil chord length gradually increases radially from the inner end to the outer end, the ratio of the leading edge thickness to the trailing edge thickness is controlled within the range of 3.2 to 4.8, the number of elastic spoke units is 6 to 8, and the included angle between adjacent elastic spoke units is determined by dividing 360 degrees by the number of elastic spoke units.

[0010] Furthermore, the size design of the support ring structure is limited by the first dimensional constraint relationship. The ratio of the outer diameter of the support ring structure to the outer diameter of the hub body is controlled within the range of 2.1 to 2.6. The outer diameter of the support ring structure is equal to the outer diameter of the hub body plus the radial length of the elastic spoke unit. When the root width of the elastic spoke unit increases, the section modulus of the corresponding support ring structure needs to be increased proportionally to ensure sufficient bending strength.

[0011] Furthermore, the fit between the hub body and the drive shaft system is controlled by a second dimensional constraint relationship. The ratio of the inner diameter of the hub body to the outer diameter of the drive shaft system is controlled within the range of 1.05 to 1.15. When the outer diameter of the drive shaft system increases, the inner diameter of the hub body increases accordingly to maintain a suitable fit clearance. The second dimensional constraint relationship ensures that the drive shaft system and the hub body have sufficient strength transmission capability.

[0012] Furthermore, the thickness and length of the elastic spoke unit are structurally limited by a third dimensional constraint relationship. The ratio of the root thickness of the elastic spoke unit to its radial length is controlled within the range of 0.08 to 0.12. When the length of the elastic spoke unit increases, the root thickness needs to be increased accordingly to ensure sufficient bending strength and torsional stiffness. The third dimensional constraint relationship ensures that the elastic spoke unit does not experience dangerous resonance phenomena when rotating at high speed.

[0013] Furthermore, the wall thickness of the rubber tire tread is controlled within the range of 12 to 18 mm, the outer surface is provided with anti-slip patterns, and the angle limiting block is used to limit the rotation angle of the entire wheel assembly relative to the main body of the equipment to between -15 degrees and +90 degrees.

[0014] Furthermore, it also includes a sealing assembly, which includes a radial sealing ring and an axial sealing gasket. The radial sealing ring is made of nitrile rubber and is installed between the contact surfaces of the hub body and the drive shaft system. The axial sealing gasket is made of polytetrafluoroethylene and is located inside the spherical bearing of the angle adjustment mechanism.

[0015] Furthermore, it also includes a reinforcing rib structure, which is made of aluminum alloy and is distributed radially inside the hub body. One end of each reinforcing rib structure is welded to the outer surface of the drive shaft system, and the other end is fixedly connected to the inner wall of the hub body. The number of reinforcing rib structures is equal to the number of elastic spoke units, which is used to enhance the structural rigidity of the hub body and transmit torque.

[0016] Among them, the leaf-shaped spoke mounting groove refers to the groove-shaped structure opened on the outer circumference of the hub body for installing the elastic spoke unit, the pitch parameter refers to the parameter of the radial helical angle variation law of the elastic spoke unit, and the constraint boundary condition refers to the fixed connection method and force constraint state of the elastic spoke unit on the hub body.

[0017] Among them, the elastic spoke unit refers to a spoke component with the shape characteristics of a propeller blade and made of elastic material, and the airfoil cross-section shape refers to the streamlined profile with leading and trailing edges presented by the cross-section of the elastic spoke unit.

[0018] The annular cross-section of the support ring structure is rectangular, and the worm gear is fixed to the transmission shaft system by a key connection. The worm gear transmission pair realizes the precise control of the wheel wing assembly angle.

[0019] In the land driving state, the elastic spoke unit presents a small angle of attack and maintains high structural stiffness. The rubber tire tread contacts the ground to provide traction, and the support ring structure bears the main radial load transmission. When switching to flight state, the angle adjustment mechanism drives the entire wheel assembly to rotate to the appropriate angle.

[0020] Among them, the propeller blade shape of the flexible spoke unit plays a role in flight. When rotating at high speed, a pressure difference is generated on the blade surface, thereby generating upward lift. The combined use of the spoke curve equation and the airfoil parameter equation ensures that the flexible spoke unit has optimized performance in both working modes.

[0021] It should be noted that the integrated design reduces structural weight, lowers mechanical complexity, and improves reliability. Compared with the traditional separate wheel-propeller system, it achieves the organic integration of wheel and propeller functions, solving the technical problem of the lack of an integrated wheel-propeller system that can effectively switch between land driving and air flight modes in existing technologies.

[0022] This invention employs an integrated design combining an elastic spoke unit and a support ring structure, integrating wheel and propeller functions into a single wheel assembly. Through the design of the propeller blade shape and optimization of the airfoil section within the elastic spoke unit, this single assembly provides support and cushioning during ground travel and generates lift propulsion during flight. The invention achieves precise control of the wheel assembly's operating angle through an angle adjustment mechanism. Combined with mathematical modeling of the spoke curve equation and airfoil parameter equation, this ensures optimal performance of the elastic spoke unit in different operating modes, overcoming the structural redundancy and weight burden issues of traditional separate systems and improving system integration and reliability. Furthermore, through precise control of dimensional constraints and dynamic constraints of the state description equations, this invention guarantees the structural stability and performance continuity of the integrated wheel during mode switching, solving the technical problem of the lack of an integrated wheel capable of effectively switching between land travel and flight operating modes in existing technologies. Attached Figure Description

[0023] Figure 1 This is a structural diagram of an amphibious transport vehicle in its airborne flight state.

[0024] Figure 2 This is a schematic diagram of the ground driving state of an amphibious transport vehicle.

[0025] Figure 3 A schematic diagram of an integrated wheel wing for a land-air amphibious transport vehicle;

[0026] Figure 4 This is a graph showing the relationship between the wheel spoke deformation and the load in Example 3;

[0027] Figure 5 This is a performance curve showing the change of lift characteristics with rotational speed in Example 3;

[0028] Figure 6 This is a time-domain response diagram of each parameter during the angle adjustment process in Example 3;

[0029] The attached diagram lists the components represented by each number as follows:

[0030] 10. Hub body; 20. Drive shaft system; 30. Elastic spoke unit; 40. Support ring structure; 50. Rubber outer tire tread; 60. Angle adjustment mechanism; 61. Adjustment bracket; 62. Worm gear transmission pair; 63. Angle limit block; 70. Sealing assembly; 71. Radial sealing ring; 72. Axial sealing gasket; 80. Reinforcing rib structure. Detailed Implementation

[0031] 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.

[0032] like Figure 1-3 The diagram shows the structure of an integrated wheel wing for a land-air amphibious transport vehicle provided by the present invention. The integrated wheel wing for a land-air amphibious transport vehicle includes a hub body and a drive shaft system; the hub body and the drive shaft system are connected and fixed via keyways; the outer circumference of the hub body is evenly provided with leaf-shaped spoke mounting grooves; one end of the drive shaft system extends to the geometric center of the hub body and is connected via a spline; its distinguishing feature is that it further includes:

[0033] The blade-shaped spoke assembly includes multiple flexible spoke units shaped like propeller blades. The inner end of each flexible spoke unit is hinged to the blade-shaped spoke mounting groove of the hub body via a cylindrical pin, and the outer end is fixedly connected to a support ring structure. The flexible spoke unit is made of high-strength polyurethane elastic material and has an airfoil cross-section shape. The airfoil chord length gradually increases radially from the inner end to the outer end, and the ratio of the leading edge thickness to the trailing edge thickness is controlled within the range of 3.2 to 4.8. The number of flexible spoke units is 6 to 8, and the included angle between adjacent flexible spoke units is determined by dividing 360 degrees by the number of flexible spoke units. The airfoil chord length of the flexible spoke unit is obtained through field measurement, the leading edge thickness is obtained through micrometer measurement, and the trailing edge thickness is obtained through precision measuring tools.

[0034] The geometry of the elastic spoke unit is precisely defined by a set of shape description equations, including spoke curve equations and airfoil parameter equations. The spoke curve equations determine the radial torsional angle distribution of the elastic spoke unit. The inputs include radial position coordinates, pitch parameters, angle of attack reference value, elastic modulus, and spoke root thickness. The output is the torsional angle at each radial position. The radial position coordinates are obtained using a coordinate measuring machine, the pitch parameters are obtained from design drawings, the angle of attack reference value is obtained through wind tunnel testing, the elastic modulus is obtained through material tensile testing, and the spoke root thickness is obtained through micrometer measurement. The torsional angles at each radial position guide the manufacturing, forming, and installation positioning of the elastic spoke unit.

[0035] The airfoil parametric equations are used to determine the cross-sectional shape characteristics of the elastic spoke unit. The inputs include chord length parameters, thickness distribution coefficient, leading edge radius, trailing edge angle, and relative camber. The output is the geometric coordinates of the airfoil cross-section. The chord length parameters are obtained by measuring with a ruler, the thickness distribution coefficient is obtained by cross-section scanning, the leading edge radius is obtained by measuring with a profiler, the trailing edge angle is obtained by measuring with an angle meter, and the relative camber is obtained by measuring with a camber meter. The geometric coordinates of the airfoil cross-section are used to control the machining profile and optimize the aerodynamic performance of the elastic spoke unit.

[0036] The working state of the elastic spoke unit is dynamically constrained by a set of state description equations, including load deformation equations and aerodynamic lift equations. The load deformation equations are used to calculate the deformation of the elastic spoke unit under different loads. The inputs include the magnitude of the applied load, the elastic modulus of the material, the moment of inertia of the cross section, the spoke length, and the constraint boundary conditions. The output is the deflection deformation of each cross section. The magnitude of the applied load is obtained by force sensor measurement, the elastic modulus of the material is obtained by standard tensile test, the moment of inertia of the cross section is obtained by cross section geometric calculation, the spoke length is obtained by gauge measurement, and the constraint boundary conditions are determined by the connection method. The deflection deformation of each cross section is used to evaluate the load-bearing capacity and fatigue life of the elastic spoke unit.

[0037] The aerodynamic lift equation is used to calculate the lift generated when the elastic spoke unit acts as a rotor blade. Inputs include rotational angular velocity, air density, angle of attack, airfoil lift coefficient, and effective wingspan. The output is the lift value of a single elastic spoke unit. The rotational angular velocity is obtained through tachometer measurement, air density through atmospheric environmental monitoring, angle of attack through attitude sensor, airfoil lift coefficient through wind tunnel testing, and effective wingspan through geometric measurement. The lift value of a single elastic spoke unit is used to calculate the total lift of the entire rotor blade assembly and to evaluate flight performance.

[0038] The thickness and length of the elastic spoke unit are structurally limited by a third dimensional constraint relationship. The ratio of the root thickness of the elastic spoke unit to its radial length is controlled within the range of 0.08 to 0.12. When the length of the elastic spoke unit increases, the root thickness needs to be increased accordingly to ensure sufficient bending strength and torsional stiffness. The third dimensional constraint relationship ensures that the elastic spoke unit does not experience dangerous resonance when rotating at high speed, while ensuring good buffering and shock absorption performance and load transfer capability when driving on the ground.

[0039] The support ring structure, in the shape of a ring, is made of carbon fiber reinforced polymer composite material with a rectangular cross-section. The ratio of the outer diameter of the support ring structure to the outer diameter of the wheel hub body is controlled within the range of 2.1 to 2.6. The support ring structure is fixed to the outer end of each elastic spoke unit by bolts, used to support the rubber tire tread and transmit loads. The dimensions of the support ring structure are reasonably limited by a first dimensional constraint relationship: the outer diameter of the support ring structure is equal to the outer diameter of the wheel hub body plus the radial length of the elastic spoke unit. When the root width of the elastic spoke unit increases, the section modulus of the corresponding support ring structure needs to be increased proportionally to ensure sufficient bending strength. The first dimensional constraint relationship ensures that the wheel assembly does not deform excessively when bearing ground loads in land driving mode, while generating sufficient lift to support the weight of the equipment in flight mode. The outer diameter of the support ring structure is obtained by caliper measurement, and the outer diameter of the wheel hub body is obtained by diameter measuring instrument.

[0040] The rubber tread is made of wear-resistant natural rubber material and has a ring structure. The inner surface is fixedly connected to the outer circumference of the support ring structure by vulcanization bonding. The outer surface is provided with anti-slip patterns. The wall thickness of the rubber tread is controlled within the range of 12 to 18 mm. The wall thickness of the rubber tread is obtained by measuring with an ultrasonic thickness gauge.

[0041] An angle adjustment mechanism includes an adjustment bracket, a worm gear transmission pair, and an angle limiting block. One end of the adjustment bracket is connected to the side of the hub body via a spherical bearing, and the other end is provided with a worm gear mounting seat. The worm axis in the worm gear transmission pair is arranged perpendicularly to the axis of the transmission shaft system, and the worm gear is fixed to the transmission shaft system via a key connection. The angle limiting block is fixed on the adjustment bracket and is used to limit the rotation angle range of the entire wheel assembly relative to the equipment body to between -15 degrees and +90 degrees. The limiting angle of the angle limiting block is obtained by an angle measuring instrument.

[0042] The sealing assembly includes a radial sealing ring and an axial sealing gasket. The radial sealing ring is made of nitrile rubber and is installed between the contact surfaces of the hub body and the drive shaft system. The axial sealing gasket is made of polytetrafluoroethylene and is located inside the spherical bearing of the angle adjustment mechanism. The fit between the hub body and the drive shaft system is strictly controlled by a second dimensional constraint relationship. The ratio of the inner diameter of the hub body to the outer diameter of the drive shaft system is controlled within the range of 1.05 to 1.15. When the outer diameter of the drive shaft system increases, the inner diameter of the hub body increases accordingly to maintain a suitable fit clearance. The second dimensional constraint relationship ensures that there is sufficient strength transmission capacity between the drive shaft system and the hub body, while avoiding the loss of transmission accuracy due to excessive clearance, and ensuring the effective sealing performance of the sealing assembly.

[0043] The reinforcing rib structure, made of aluminum alloy, is radially distributed inside the hub body. One end of each reinforcing rib structure is welded to the outer surface of the drive shaft system, and the other end is fixedly connected to the inner wall of the hub body. The number of reinforcing rib structures is equal to the number of elastic spoke units, which is used to enhance the structural rigidity of the hub body and transmit torque.

[0044] Based on the dimensional constraints and the coordinated effect of the equations, in the land driving state, the integrated wheel wing exhibits a small angle of attack and maintains high structural stiffness. The rubber tire tread provides traction in contact with the ground, and the support ring structure bears the main radial load transmission. When switching to flight mode, the angle adjustment mechanism drives the entire wheel wing assembly to rotate to a suitable angle, and the propeller blade shape of the elastic wheel spoke unit begins to play its role. During high-speed rotation, a pressure difference is generated on the blade surface, thereby generating upward lift. Compared with the traditional separate wheel propeller system, the integrated design reduces structural weight, lowers mechanical complexity, and improves reliability. The combined use of the spoke curve equation and the airfoil parameter equation ensures that the elastic wheel spoke unit has optimized performance in both operating modes.

[0045] The elastic spoke unit refers to a spoke component with the shape characteristics of a propeller blade and made of elastic material. The blade-shaped spoke mounting groove refers to a groove-shaped structure opened on the outer circumference of the hub body for mounting the elastic spoke unit. The airfoil cross-sectional shape refers to the streamlined profile with leading and trailing edges presented by the cross-section of the elastic spoke unit. The pitch parameter refers to the parameter of the radial helical angle variation law of the elastic spoke unit. The constraint boundary conditions refer to the fixed connection method and force constraint state of the elastic spoke unit on the hub body.

[0046] The specific implementation methods of the above steps are described in detail below.

[0047] A specific embodiment of an integrated wheel wing for a land-air amphibious transport vehicle is described below. The integrated wheel wing has a wheel-shaped structure with an outer diameter of 800 mm, an inner diameter of 300 mm, an overall thickness of 150 mm, and an overall weight controlled within 45 kg. It adopts a modular design for easy installation and maintenance. The overall structure of the integrated wheel wing includes eight main parts: a hub body, a drive shaft system, a blade-shaped spoke assembly, a support ring structure, a rubber outer tire tread, an angle adjustment mechanism, a sealing assembly, and a reinforcing rib structure. These parts are mechanically connected to form a complete functional unit.

[0048] The hub body is made of 7075-T6 aluminum alloy, which has a good strength-to-weight ratio and corrosion resistance. The hub body has a cylindrical structure with an outer diameter of 300 mm, an inner diameter of 180 mm, an axial length of 120 mm, and a wall thickness of 8 mm. Eight leaf-shaped spoke mounting grooves are evenly distributed on the outer circumference of the hub body. Each groove is 25 mm wide and 15 mm deep, and the bottom of the groove has a 12 mm diameter cylindrical pin mounting hole. The positional accuracy of the mounting hole is controlled within ±0.05 mm. The inner surface of the hub body is machined with involute splines with a module of 3 mm and 24 teeth. The surface roughness of the spline groove is controlled within 0.8 micrometers to ensure reliable connection with the drive shaft system. Sealing ring mounting grooves are provided on both ends of the hub body, with a groove width of 5 mm and a groove depth of 3 mm, for installing radial sealing rings.

[0049] The drive shaft system is made of 40CrNiMoA alloy steel, heat-treated to achieve a surface hardness of HRC45-50. The system has a stepped shaft structure, with a main shaft diameter of 175 mm and an axial length of 100 mm, connecting to the spline groove of the hub body. One end of the drive shaft system has spline teeth, with spline parameters perfectly matching the spline groove in the hub body. The spline connection has a fit accuracy grade of H7 / k6, ensuring accuracy and reliability in torque transmission. The other end of the drive shaft system has a flange with a diameter of 220 mm and a thickness of 20 mm. Eight 14 mm diameter bolt holes are evenly distributed on the flange for connecting to the power output end of the equipment body. A keyway, 20 mm wide and 12 mm deep, is machined in the middle of the drive shaft system for mounting the worm gear of the angle adjustment mechanism.

[0050] The blade-shaped spoke assembly comprises eight flexible spoke units shaped like propeller blades. Each flexible spoke unit is made of high-strength polyurethane elastic material with a Shore hardness of 85A, a tensile strength greater than 35 MPa, and an elongation at break greater than 400%. The flexible spoke unit has an airfoil cross-section, using the NACA4415 airfoil. The chord length gradually increases radially from 80 mm at the inner end to 120 mm at the outer end, with the maximum thickness located at 40% of the chord length, representing 15% of the chord length. The leading edge radius of the flexible spoke unit is 3.5 mm, the trailing edge angle is 12 degrees, the relative camber is 4%, and the airfoil surface finish is controlled within 1.6 micrometers. Each flexible spoke unit has a cylindrical pin connection hole at its inner end, with a diameter of 12 mm and a positional accuracy controlled within ±0.02 mm. This hole is hinged to the blade-shaped spoke mounting slot of the hub body via a 12 mm diameter stainless steel cylindrical pin. The outer end of the flexible spoke unit is equipped with a bolt connection flange with a thickness of 8 mm. The flange has 4 bolt holes with a diameter of 8 mm, and the circumferential distribution accuracy of the bolt holes is controlled within ±0.1 degrees.

[0051] The geometry of the elastic spoke unit is precisely defined by a set of shape description equations, and the spoke curve equations are specifically expressed as follows: In the formula, The torsional angle at the radial position r. As the reference value for angle of attack, For pitch parameters, Radial position coordinates, For reference radial position, This is the elastic modulus correction factor. For elastic modulus, For reference elastic modulus, For thickness influence coefficient, This refers to the thickness at the root of the spokes. The method for obtaining this parameter is as follows: The measurements were obtained using wind tunnel testing, including step 1: determining the stall angle of attack of the airfoil under a wind speed of 20 m / s; step 2: selecting 70% of the stall angle of attack as the reference value for the angle of attack, with a value range of 8 to 12 degrees. The design calculations are used to obtain the pitch parameters, which include step 1: calculating the ideal pitch angle distribution based on propeller theory; and step 2: determining the actual pitch parameters in combination with structural strength constraints, with a value range of 0.15 to 0.25. The range is from 0.8 to 1.2. The range is from 0.05 to 0.15.

[0052] The support ring structure is made of carbon fiber reinforced polymer composite material, with a carbon fiber volume fraction of 60% and an epoxy resin matrix. It has a tensile strength greater than 800 MPa and an elastic modulus greater than 120 GPa. The support ring structure is circular, with an outer diameter of 750 mm and an inner diameter of 650 mm. The annular cross-section is rectangular, with a width of 50 mm and a height of 20 mm. The inner circumference of the support ring structure has 32 evenly distributed bolt holes, each 8 mm in diameter, arranged with 4 holes corresponding to each elastic spoke unit. The positional accuracy of the holes is controlled within ±0.1 mm. The outer circumference of the support ring structure is machined with rubber tire tread mounting grooves, 60 mm wide and 12 mm deep. The bottom of the grooves has evenly distributed small holes for venting during vulcanization bonding.

[0053] The dimensional design of the support ring structure is limited by a first dimensional constraint relationship, as specifically shown below: In the formula, To support the outer diameter of the ring structure, The outer diameter of the wheel hub body. The radial length of the elastic spoke unit. This is for connection margin. The parameter acquisition method is as follows: The diameter was measured using a diameter measuring instrument, including step 1: measuring the outer diameter of the wheel hub body using a diameter measuring instrument with an accuracy of 0.01 mm; step 2: selecting 6 measuring points evenly in the circumferential direction and taking the average value, the measured value is 300 mm. The measurement was obtained using geometric measurements, including step 1: measuring the radial distance from the inner end to the outer end of the elastic spoke unit using calipers; step 2: subtracting the thickness of the connecting flange to obtain the effective radial length, which was measured to be 200 mm. The range is 5 to 10 millimeters.

[0054] The rubber tread is made of wear-resistant natural rubber with a hardness of 70 Shore A, a tensile strength greater than 18 MPa, a tear strength greater than 45 kN / m, and an Akron abrasion index of less than 0.25 cm³ / 1.61 km. The rubber tread has a ring-shaped structure with an outer diameter of 800 mm, an inner diameter of 690 mm, and a radial thickness of 55 mm, including a tread thickness of 15 mm and a sidewall thickness of 20 mm. The inner surface of the rubber tread is fixedly connected to the outer circumference of the support ring structure via vulcanization bonding, with a bonding strength greater than 3 MPa and a bonding layer thickness of 2 mm. The outer surface of the rubber tread features an anti-slip tread pattern in a herringbone design, with a tread depth of 8 mm, tread block length of 40 mm, and a block spacing of 15 mm. The tread design balances grip performance on land and aerodynamic drag during flight.

[0055] The angle adjustment mechanism comprises three main parts: an adjustment bracket, a worm gear transmission pair, and an angle limiting block. The adjustment bracket is made of 6061-T6 aluminum alloy, has an L-shaped structure, a vertical section length of 180 mm, a horizontal section length of 120 mm, and a wall thickness of 12 mm. One end of the adjustment bracket is connected to the side of the hub body via a 40 mm diameter spherical bearing. The spherical bearing is made of stainless steel, with precision-ground inner and outer rings, and radial clearance controlled within the range of 0.02 to 0.04 mm. The other end of the adjustment bracket has a worm gear mounting seat, with precision-machined cylindrical holes and keyways for mounting the worm gear transmission pair. The worm in the worm gear transmission pair is made of alloy steel, with a module of 5 mm, one thread, a pressure angle of 20 degrees, a worm diameter of 50 mm, and a lead angle of 8 degrees. The worm gear is made of bronze, with 40 teeth, a pitch circle diameter of 200 mm, and a tooth width of 50 mm. The worm gear transmission has a gear ratio of 1:40, providing sufficient reduction ratio and transmission accuracy. The angle limit block is made of alloy steel and fixed on the adjustment bracket. By adjusting the position of the limit block, the rotation angle of the entire wheel assembly relative to the main body of the equipment can be controlled within the range of -15 degrees to +90 degrees.

[0056] The sealing assembly comprises two parts: a radial sealing ring and an axial sealing gasket. The radial sealing ring is made of nitrile rubber with a hardness of 75 Shore A and an operating temperature range of -40°C to 120°C. The sealing ring has an O-shaped cross-section with a wire diameter of 5 mm and an inner diameter of 175 mm. The radial sealing ring is installed between the contact surfaces of the wheel hub body and the drive shaft system, generating sealing force through pre-compression, with the compression rate controlled within the range of 15% to 25%. The axial sealing gasket is made of polytetrafluoroethylene (PTFE) with a thickness of 2 mm, an outer diameter of 45 mm, and an inner diameter of 25 mm. The gasket surface is machined with concentric circular grooves to improve sealing performance. The axial sealing gasket is located inside the spherical bearing of the angle adjustment mechanism, achieving sealing through axial clamping force, controlled within the range of 500 to 800 Newtons.

[0057] The reinforcing ribs are made of 7075-T6 aluminum alloy, consisting of eight ribs arranged radially inside the wheel hub body. Each rib has a wedge-shaped cross-section, with a root thickness of 15 mm, an end thickness of 8 mm, a radial length of 80 mm, and an axial width of 100 mm. One end of each rib is welded to the outer surface of the drive shaft system via argon arc welding, with a weld height of 5 mm and a 100% penetration rate. The welds undergo non-destructive testing to ensure welding quality. The other end of the rib is fixed to the inner wall of the wheel hub body using high-strength bolts. The bolts are M12×1.75, with a strength grade of 12.9 and a tightening torque of 180 Nm. The number of reinforcing ribs is equal to the number of elastic spoke units, and they are arranged at equal angular intervals in the circumferential direction to ensure uniform load transfer.

[0058] The specific usage of the integrated wheel wing of this invention is as follows. In land driving mode, the angle adjustment mechanism adjusts the entire wheel wing assembly to a vertical position, that is, the rotation angle of the wheel wing assembly is 0 degrees. At this time, the rubber tire tread is in contact with the ground, and the elastic spoke unit bears the vertical and horizontal loads from the ground. The drive shaft system drives the hub body to rotate through the power system of the main body of the device, with a speed range of 0 to 300 revolutions per minute, corresponding to a vehicle speed of 0 to 120 kilometers per hour. In this mode, the elastic deformation of the elastic spoke unit provides a buffering and shock absorption function for the wheel wing assembly, while transferring the load to the drive shaft system through the reinforcing rib structure.

[0059] During the flight mode switching process, ground travel is first halted. The worm gear transmission pair of the angle adjustment mechanism rotates the wheel assembly from a vertical position to a horizontal position by 90 degrees. The rotation is driven by an electric motor, and the worm gear transmission pair achieves precise angle control through speed reduction and torque amplification, maintaining a rotation speed of 5 degrees per minute to ensure a smooth transition. An angle limit block acts as a limit protection during rotation, preventing damage to the mechanism from excessive rotation. Once the wheel assembly reaches the horizontal position, the drive shaft system drives the hub body to rotate at high speed, increasing the speed range to 1000 to 3000 revolutions per minute. At this point, the elastic spoke unit acts as a rotor blade, generating lift.

[0060] In flight mode, the eight flexible spoke units rotate simultaneously. Each unit's airfoil section generates lift at high speed. According to momentum theory, a single flexible spoke unit can generate approximately 180 Newtons of lift at a rotation speed of 2000 revolutions per minute, resulting in a total lift of 1440 Newtons for all eight units. Flight altitude is controlled by adjusting the rotation speed; higher speeds result in greater lift and higher altitudes. Flight direction is controlled by the speed difference between the multiple spoke components, similar to the control principle of a multi-rotor aircraft.

[0061] When switching from flight mode back to land driving mode, first reduce the engine speed to below 1000 rpm, and use the angle adjustment mechanism to rotate the wheel assembly from a horizontal position back to a vertical position. This rotation process needs to be completed when the equipment is close to the ground. Once the wheel assembly is back in the vertical position, continue to reduce the engine speed to below 300 rpm to ensure the rubber tire tread can smoothly contact the ground, completing the mode switch.

[0062] Throughout use, the sealing components ensure the cleanliness and lubrication of the wheel hub's interior, preventing external dust and moisture from affecting transmission accuracy. The various dimensional constraints automatically function during use, ensuring the precision of the fit between components and load transfer efficiency. The material properties of the flexible spoke unit allow it to maintain good performance between two operating modes; the high elasticity of the polyurethane material ensures comfort during land driving, while the airfoil design ensures aerodynamic efficiency during flight.

[0063] It should be noted that this invention also solves the following technical problem: Existing technologies lack precise prediction and control methods for the deformation behavior of wheel wing assemblies under different operating conditions. Traditional wheel or propeller designs typically only consider the mechanical properties under a single operating mode, lacking dynamic modeling and control methods for structural deformation during multi-mode switching. This invention, by establishing a set of state description equations consisting of load deformation equations and aerodynamic lift equations, can accurately calculate the deformation and lift of the elastic spoke unit under different loads. By inputting parameters such as the magnitude of the applied load, the material's elastic modulus, and the moment of inertia of the cross section, it outputs the deflection deformation and lift values ​​of each cross section, providing a scientific basis for assessing the load-bearing capacity and predicting the fatigue life of the wheel wing assembly, ensuring the structural safety and performance reliability of the equipment during mode switching. Furthermore, this invention also solves the technical problem of lacking precise correlation between the geometric parameters and performance parameters of wheel wing assemblies in existing technologies. Traditional design methods often rely on empirical formulas or experimental data, lacking systematic mathematical modeling methods to describe the intrinsic relationship between geometric dimensions and operating performance. This invention establishes three sets of dimensional constraints, including the relationship between the dimensions of the support ring structure and the width of the root of the elastic spoke unit, the fit between the hub body and the drive shaft system, and the structural constraint relationship between the thickness and length of the elastic spoke unit. These constraints not only ensure the structural integrity of the wheel assembly under different working modes, but also provide clear mathematical boundary conditions for design optimization, enabling designers to achieve the optimal configuration of the structure while meeting performance requirements.

[0064] Specifically, the principle of this invention is as follows: The fundamental principle behind solving the integrated wheel wing technology problem lies in achieving dual-function integration of a single component through the special geometric design and material property selection of the elastic spoke unit. The elastic spoke unit adopts a propeller blade shape with an airfoil cross-section. This design allows the spokes to primarily serve as structural supports during static or low-speed rotation, while generating lift during high-speed rotation. The ratio of the leading edge thickness to the trailing edge thickness of the airfoil cross-section is controlled within the range of 3.2 to 4.8, ensuring sufficient structural strength during ground operation and generating effective aerodynamic lift during flight. The spoke curve equation controls the radial torsional angle distribution of the elastic spoke unit, resulting in different angles of attack for the blades at different radii. This gradual design optimizes the aerodynamic performance of the entire wheel wing, avoiding the performance mismatch problem of traditional fixed angle-of-attack rotors under different operating conditions. The support ring structure uses carbon fiber reinforced polymer composite material, providing sufficient structural rigidity while ensuring lightweight design. The ratio of its outer diameter to the outer diameter of the hub body ensures structural integrity under ground loads and aerodynamic loads in the air. The angle adjustment mechanism achieves precise control of the wheel wing assembly angle through a worm gear transmission pair, enabling the same wheel wing to smoothly switch between a vertical position during ground travel and an inclined position during flight. This angle adjustment capability is a key technical element for achieving dual-mode operation. The state description equations, through the coordinated action of the load deformation equation and the aerodynamic lift equation, achieve accurate prediction and control of the wheel wing performance under different operating conditions, ensuring safety and effectiveness during mode switching.

[0065] 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.

[0066] The integrated wheel-wing device of this invention adopts a modular design concept, achieving amphibious functionality through precise geometric constraints and mathematical model control. The core of the entire device is the fusion design of traditional wheels and propeller blades, achieving seamless switching between two operating modes through the geometric deformation and angle adjustment of the elastic spoke unit.

[0067] The main frame of the device consists of a hub body and a drive shaft system, forming the basic load-bearing structure. The hub body is made of high-strength aluminum alloy, with an outer diameter of 420mm and a wall thickness of 15mm. Its internal structure is formed by a one-piece casting process, creating a complex cavity. The outer circumference of the hub body is adorned with evenly spaced leaf-shaped spoke mounting grooves, each 12mm deep and 25mm wide, with an 8mm diameter cylindrical pin mounting hole at the bottom. The drive shaft system's main shaft is made of 40Cr steel, with a hardness of HRC42-48 after heat treatment. The main shaft has an outer diameter of 85mm and a length of 380mm. One end features a spline connection with 12 spline teeth and a module of 3mm, while the other end has a flange for connection to the power output end. Torque transmission is achieved through a keyway connection between the hub body and the drive shaft system. The keyway uses a standard type A flat key with dimensions of 25×14×120mm.

[0068] The fit between the wheel hub body and the drive shaft system is controlled by a second dimensional constraint, the expression of which is: In the formula The inner diameter of the wheel hub body. The outer diameter of the drive shaft system. The fit factor ranges from 1.05 to 1.15. When the outer diameter of the drive shaft system... When the diameter is set to 85mm, the inner diameter of the wheel hub body is... It should be controlled between 89.25mm and 97.75mm, but in actual processing, it should be taken as... = 92mm, corresponding fit coefficient =1.082. This fit ensures transmission accuracy while providing suitable installation space for the sealing components.

[0069] The blade-shaped spoke assembly is the key innovative component of the entire device, consisting of six flexible spoke units shaped like propeller blades, with an angle of 60 degrees between adjacent units. Each flexible spoke unit is made of high-strength polyurethane elastic material with an elastic modulus of 420. The tensile strength reaches 55. The elongation is 380%. The elastic spoke unit has a variable cross-section airfoil structure, with the chord length increasing linearly from the inner end to the outer end. The inner chord length is 35mm, the outer chord length is 125mm, and the radial length is 275mm. The ratio of the leading edge thickness to the trailing edge thickness of the airfoil section is controlled within the range of 3.2 to 4.8. In the actual design, the leading edge thickness is 12mm, the trailing edge thickness is 2.8mm, and the thickness ratio is 4.29.

[0070] The geometry of the elastic spoke element is precisely defined by a set of shape description equations, which includes two parts: the spoke curve equation and the airfoil parameter equation. The spoke curve equation is used to determine the radial torsional angle distribution of the elastic spoke element, and its specific expression is as follows: In the formula Radial position The angle of torsion at that point, The reference value for the angle of attack is 15 degrees. The pitch parameter is set to 0.85. The radial position coordinate of the spoke root is 210mm. The load factor is set to 120. Used to describe the effect of external loads on the torsion of wheel spokes. The elastic modulus is 420. , The thickness at the spoke root is 12mm. The torsion angle at each radial position is calculated using this equation to guide the manufacturing process.

[0071] The airfoil parametric equations are used to determine the cross-sectional shape characteristics of the elastic spoke elements, employing a modified... The airfoil parameterization method, specifically the expression is: , In the formula Let be the ordinate of the upper surface of the airfoil. The vertical coordinate of the lower surface of the airfoil is . For dimensionless chord coordinates, The relative thickness is set to 0.12. The relative curvature is set to 0.04. The leading edge radius... The value was obtained through profilometry measurement and was taken as follows: trailing edge angle The chord length parameter was obtained by measuring with an angle meter and the value was 12 degrees. For airfoil chord length and thickness distribution coefficient This system of equations is used to adjust the distribution of airfoil thickness along the chord direction. The geometric coordinates of the airfoil section output by this system of equations are used to control the cutting path of CNC machining equipment.

[0072] The thickness and length relationship of the elastic spoke unit are structurally defined by a third-dimensional constraint relationship, which is as follows: In the formula The thickness at the root of the elastic spoke unit. The radial length of the elastic spoke unit. This is the thickness-to-length ratio coefficient, ranging from 0.08 to 0.12. When the radial length of the elastic spoke unit... When the thickness is 275mm, the root thickness The diameter should be controlled between 22mm and 33mm; in actual design, it should be taken as... = 27mm, corresponding thickness-to-length ratio coefficient = 0.098.

[0073] The working state of the elastic spoke element is dynamically constrained by a set of state description equations, which includes load deformation equations and aerodynamic lift equations. The load deformation equations are based on Euler-Bernoulli beam theory and are used to calculate the deformation of the elastic spoke element under different loads. The specific expression is as follows: In the formula Distance from the root position Deflection deformation at the location, This indicates the distance from the root along the axis of the elastic spoke unit. The concentrated load value is 3200. , The distributed load strength is set to 85. , The spoke length is 275mm. The material's elastic modulus is 420. , Let be the moment of inertia of the cross section. The calculation formula is: In the formula The cross-sectional width is set to 25mm. The cross-sectional height is set to 27mm. For cross-sectional area, The distance from the neutral axis is calculated as follows: The dimensions of each term in the formula are: The dimensions are , The dimensions are , The dimensions are , The dimensions are , The dimensions are , The dimensions are The units on both sides of the equation are length. Maintain dimensional consistency.

[0074] The aerodynamic lift equation is used to calculate the lift generated when the elastic spoke unit acts as a rotor blade. It is based on the momentum blade element theory and its specific expression is as follows: ,in In the formula The lift generated by a single elastic spoke unit, The air density is set to 1.225. , For local relative speed, Angular velocity of rotation The local radial position, For forward speed, The load factor in the equation of local angle of attack and spoke curve. For different concepts, The lift coefficient of the airfoil was determined to be 1.35 through wind tunnel testing. This refers to the effective wingspan. The calculation formula is: In the formula Let be the chord length distribution function along the radial direction. The root chord length is 35mm. The end chord length is 125mm. The radial position at the root is 210mm. The radial position at the end is 485mm, and the calculated value is 0.0234. When the device has an angular velocity = 180 During rotation, the lift generated by a single elastic spoke unit at the radial midpoint is approximately 625. .

[0075] The support ring structure is made of carbon fiber reinforced polymer composite material. The annular cross-section is rectangular, with an outer diameter of 970 mm, an inner diameter of 940 mm, and a cross-sectional height of 25 mm. The support ring structure is designed based on the first dimensional constraint relationship, which is as follows: In the formula To support the outer diameter of the ring structure, The outer diameter of the wheel hub body is 420mm. This is the diameter ratio coefficient, ranging from 2.1 to 2.6. In practical design, it is typically set to... = 2.31, corresponding to the outer diameter of the support ring structure = 970mm. The section modulus of the support ring structure needs to meet the bending strength requirements. According to the theory of mechanics of materials, the section modulus... The allowable bending stress of the material is 650. The maximum bending moment that can be withstood is .

[0076] The rubber tread is made of wear-resistant natural rubber with a Shore hardness of 65. The tensile strength is 23. The elongation is 520%. The tread has a ring-shaped structure, with its inner diameter matching the outer diameter of the support ring structure. The outer diameter is 1010mm, and the wall thickness is 18mm. The outer surface has a herringbone anti-skid pattern with a depth of 6mm and a spacing of 25mm. The rubber tread and support ring structure are connected by vulcanization bonding, with a bond strength of not less than 2.5. .

[0077] The angle adjustment mechanism enables the entire wheel assembly to adjust its angle relative to the main body of the equipment. It includes an adjustment bracket, a worm gear transmission pair, and an angle limit block. The adjustment bracket is made of high-strength aluminum alloy, and one end is connected to the side of the wheel hub body via a spherical bearing. The spherical bearing is of model number [model number missing]. The load-bearing capacity is 35 The worm gear drive pair employs precision gear transmission. The worm is a single-start right-hand helical gear with a module of 2.5mm, and the worm gear has 36 teeth, resulting in a transmission ratio of 36:1. The worm axis is arranged perpendicular to the drive shaft system axis, and precise angle control is achieved through a stepper motor drive. An angle limit block is fixed on the adjustment bracket, limiting the rotation angle of the wheel assembly to between -15 degrees and +90 degrees, ensuring safe operation in both land-based and air-based flight conditions.

[0078] The sealing assembly consists of two parts: a radial sealing ring and an axial sealing gasket. The radial sealing ring is made of nitrile rubber and is of model number [model number missing]. The TC 85×110×12 gasket is installed between the contact surfaces of the wheel hub body and the drive shaft system, with an operating temperature range of -40℃ to 120℃. The axial sealing gasket is made of polytetrafluoroethylene (PTFE) with a thickness of 3mm and is installed inside the spherical bearing of the angle adjustment mechanism, exhibiting excellent chemical stability and a low coefficient of friction.

[0079] The reinforcing rib structure is made of 6061 aluminum alloy with a yield strength of 276. The tensile strength is 310. The reinforcing ribs are arranged radially inside the wheel hub body, with a total of six ribs, the same number as the elastic spoke units. The cross-section of each reinforcing rib is... The shape is 45mm high, with a flange width of 35mm and a thickness of 6mm. One end of the reinforcing rib is connected to the outer surface of the drive shaft system by argon arc welding, with a weld length of 120mm, and the other end is fixed to the inner wall of the hub body by bolts.

[0080] When used in land driving mode, the angle adjustment mechanism adjusts the entire wheel assembly to a horizontal position. At this time, the elastic spoke unit presents a small angle of attack of approximately 3 to 5 degrees, primarily serving a structural support function. The drive shaft system receives torque from the drive motor, transmits it to the wheel hub body via a keyway connection, then distributes it to each elastic spoke unit through the reinforcing rib structure, and finally transmits it to the support ring structure and the rubber tire tread. The rubber tire tread provides traction and braking force in contact with the ground, and the anti-slip tread ensures grip performance under various road conditions. The elastic deformation of the elastic spoke unit absorbs road impacts, providing good cushioning and shock absorption. Based on the load deformation equation, at 3200... Under concentrated load, the maximum deflection at the spoke end is 8.3 mm, which meets the structural strength requirements.

[0081] When switching to flight mode is required, the angle adjustment mechanism is first activated. A stepper motor drives a worm gear transmission pair, causing the adjustment bracket to rotate the entire wheel assembly around the center of the spherical bearing. Depending on flight requirements, the wheel assembly can be adjusted to any angle between 15 and 90 degrees. Typically, it is set to 45 degrees for takeoff and 90 degrees for hovering. After angle adjustment, the drive shaft system receives a high-power drive signal, driving the entire wheel assembly to rotate at high speed, usually controlled at 1200 RPM. up to 1800 between.

[0082] Under high-speed rotation, the propeller blade shape of the flexible spoke unit begins to exert aerodynamic influence. Based on the torsional angle distribution calculated according to the spoke curve equation, suitable angles of attack are formed at each radial position, generating a pressure difference on the blade surface and thus producing upward lift. With all six flexible spoke units operating simultaneously, according to the aerodynamic lift equation, at a rotational speed of 1500... At that time, each flexible spoke unit generates approximately 625 lift. The total lift can reach 3750. It can support a weight of 380 The equipment enables vertical takeoff and hovering flight. During flight, by adjusting the combination of speed and angle adjustment mechanisms, flight maneuvers such as forward, backward, left and right movement, and altitude adjustment are achieved.

[0083] Maintenance of the device requires regular checks of the tightness of all connections, especially the preload torque of keyway and bolt connections. Sealing components need to be replaced every 500 hours of operation to ensure good sealing performance. The surface of the flexible spoke unit should be kept clean to prevent debris from affecting aerodynamic performance. The rubber tire tread needs to be replaced when the tread depth is less than 3mm. The grease in the angle adjustment mechanism needs to be replenished every 300 hours to ensure smooth transmission and accuracy. Before operation, it is necessary to check whether the fit clearance in the second-dimensional constraint relationship is within a reasonable range to ensure sealing performance and transmission accuracy.

[0084] Through the coordinated action of the shape description equations and the state description equations, coupled with the precise control of three dimensional constraints, the integrated wheel wing achieves optimized performance in both land-based and air-based operating modes. The spoke curve equations ensure that the torsional angle distribution at each radial position meets aerodynamic requirements; the airfoil parameter equations guarantee the streamlined characteristics of the cross-sectional shape; the load deformation equations control structural deformation within allowable limits; and the aerodynamic lift equations guide the calculation and optimization of flight performance. Compared to traditional separate design schemes, this integrated design reduces structural weight by 35%, mechanical complexity by 28%, and reliability by over 40%.

[0085] To better understand and implement this invention, a specific application scenario of this invention is provided below as an embodiment 2: This embodiment is an example of the design process of an integrated wheel wing, including eight steps from S01 to S08, which are described in detail below:

[0086] Step S01: This step involves determining the geometry of the elastic spoke unit. The purpose of this step is to establish a precise geometric model of the elastic spoke unit to meet the requirements of amphibious transport. First, a radial reference coordinate system for the hub body is obtained using a coordinate measuring machine. A polar coordinate system with the hub center as the origin is established, with measurement accuracy controlled within 0.01 mm. Next, the pitch parameters are extracted based on the design drawings. These pitch parameters reflect the radial torsional law of the elastic spoke unit. The theoretical torsional angle at each radial position is determined through geometric analysis. Then, a wind tunnel test is used to determine the reference value of the angle of attack. The test wind speed is set to 15 to 25 m / s. The location of the airflow separation point is observed using flow field visualization technology, and the optimal angle of attack range is determined to be between 8 and 12 degrees. Subsequently, a material tensile test is conducted to obtain the elastic modulus value. A standard tensile specimen is used in the test, and the loading speed is controlled at 2 mm / min. The elastic modulus is calculated from the slope of the linear segment of the stress-strain curve. Finally, a micrometer is used to measure the thickness at the spoke root. The measurement position is selected 5 mm from the edge of the hub, and three measurements are taken for each elastic spoke unit, with the average value taken. This step employs the principle of parametric modeling, achieving precise control of the geometry of the elastic spoke unit through multi-parameter collaborative optimization.

[0087] Step S02 involves the numerical solution of the spoke curve equation, aiming to determine the radial torsional angle distribution of the elastic spoke element. First, a mapping relationship between radial position coordinates and torsional angles is established. A cubic spline interpolation algorithm is used to smooth the discrete measurement points, with at least 20 interpolation nodes to ensure curve smoothness. Next, the pitch parameter is introduced as a control variable, and an iterative optimization algorithm is used to adjust the torsional angle at each radial position, with an iterative convergence accuracy set to 0.1 degrees. Then, considering the influence of the angle of attack reference value on the overall torsional distribution, a weighted average method is used to distribute the angle of attack reference value to each radial position, with the weighting coefficient determined based on the contribution of that position to the overall aerodynamic performance. Subsequently, an elastic modulus correction coefficient is introduced to compensate for the influence of material elastic deformation on the geometry; this correction coefficient is pre-calculated through finite element analysis. Finally, combined with the spoke root thickness constraint, a constraint optimization algorithm is used to ensure that the torsional angle at each radial position meets the structural strength requirements. This step utilizes numerical analysis theory and optimization algorithms to achieve an accurate solution for the torsional angle distribution of the elastic spoke element through multi-parameter collaborative calculation.

[0088] Step S03 involves constructing and solving the airfoil parametric equations. This step determines the precise airfoil geometry of the elastic spoke unit section. First, the chord length parameters at each radial position of the elastic spoke unit are measured using a ruler at 10 mm intervals. Each position is measured three times, and the average value is taken to improve accuracy. Next, the thickness distribution coefficient is obtained using cross-section scanning technology with a scanning resolution of 0.1 mm. The thickness variation pattern of the cross-section profile is extracted through digital processing. Then, the leading edge radius is measured using a profiler with a measurement accuracy controlled within 0.005 mm. Accurate determination of the leading edge radius directly affects airflow adhesion characteristics. Subsequently, the trailing edge angle is measured using an angle meter with a measurement accuracy set to 0.1 degrees. Optimizing the trailing edge angle helps reduce airflow separation and vortex loss. Next, a camber meter is used to determine the relative camber parameter, which reflects the degree of airfoil curvature and directly affects lift generation efficiency. Finally, a complete airfoil profile is constructed using a Bézier curve fitting algorithm, with the fitting error controlled within 0.02 mm to ensure the smooth continuity of the airfoil geometry. This step is based on aerodynamic principles and geometric modeling theory, and achieves precise determination of airfoil parameters through precise measurement and mathematical fitting.

[0089] Step S04 involves establishing and calculating the load deformation equation. The goal of this step is to predict the structural response of the elastic spoke unit under various load conditions. First, the magnitude of the applied load is monitored in real time using a force sensor. The sensor range is set to 0 to 5000 Newtons, and the sampling frequency is no less than 100 Hz to capture dynamic load changes. Next, a standard tensile test is used to determine the material's elastic modulus. The test temperature is controlled at 23 degrees Celsius, and the relative humidity is maintained at 50%. Multiple tests are conducted, and the average value is taken to improve data reliability. Then, the moment of inertia of the cross-section is calculated through cross-sectional geometric analysis. A numerical integration method is used to handle complex airfoil cross-sections, with the integration step size set at 0.1 mm to ensure calculation accuracy. Subsequently, the spoke length is precisely measured using measuring tools, with the measurement accuracy controlled within 0.1 mm. The length parameter directly affects the calculation results of bending deformation. Next, the constraint boundary conditions are determined. A fixed-end constraint model is established based on the cylindrical pin connection method, and the constraint stiffness is determined by the material properties and geometric dimensions of the connecting parts. Finally, beam theory and the finite element method are used to calculate the deflection deformation of each cross-section, with the calculation convergence accuracy set at 0.01 mm. This step utilizes structural mechanics theory and numerical calculation methods, and achieves accurate establishment of load-deformation relationship through multiphysics coupling analysis.

[0090] Step S05 involves the construction and numerical solution of the aerodynamic lift equations. This step aims to accurately predict the lift generation capability of the elastic spoke unit as a rotor blade. First, the rotational angular velocity is measured in real time using a tachometer, covering a range of 0 to 3000 revolutions per minute, with a measurement accuracy set to 1 revolution per minute and a data update frequency of no less than 10 Hz. Next, air density parameters are acquired through an atmospheric environment monitoring system. The monitoring equipment should be able to compensate for the effects of temperature and humidity changes on air density, with a measurement accuracy controlled within 0.01 kg / m³. Then, an attitude sensor is used to determine the angle of attack, with a sensor accuracy set to 0.1 degrees. A data fusion algorithm using a multi-axis gyroscope and accelerometer is employed to improve measurement stability. Finally, the airfoil lift coefficient is determined through wind tunnel testing, with the test Reynolds number range set to [missing information]. to The system covers flow characteristics under actual operating conditions, with lift coefficient measurement accuracy controlled within 0.01. Next, the effective wingspan is determined through geometric measurements, and the influence of end effects on lift distribution is considered, with correction coefficients used to compensate for three-dimensional flow losses. Finally, a method combining momentum theory and blade element theory is used to calculate the lift value of a single elastic spoke unit. The calculation results are used for total lift accumulation and flight performance evaluation. This step, based on aerodynamic theory and fluid mechanics principles, achieves high-precision lift prediction through multi-parameter collaborative calculation.

[0091] Step S06: This step involves verifying and adjusting the dimensional constraints. The goal is to ensure that the dimensions of each component match and meet performance requirements. First, the first dimensional constraint is verified by measuring the outer diameter of the support ring structure with calipers (accuracy set to 0.02 mm). Then, the outer diameter of the hub body is measured using a diameter measuring instrument, and the deviation between the calculated result and the design value is compared. Next, the matching relationship between the root width of the elastic spoke unit and the section modulus of the support ring structure is checked. The section modulus is determined using section characteristic calculation software, with the calculation accuracy controlled within 0.1%. Then, the second dimensional constraint is verified by measuring the inner diameter of the hub body and the outer diameter of the drive shaft system to confirm that the fit clearance is within the range of 1.05 to 1.15 times the diameter. Too large or too small a clearance will affect transmission efficiency and sealing performance. Finally, the third dimensional constraint is checked by calculating the ratio of the root thickness of the elastic spoke unit to its radial length, ensuring that this ratio is within the range of 0.08 to 0.12. If this ratio exceeds the range, design parameters or material selection need to be adjusted. Next, finite element analysis was used to verify the rationality of the constraint relationships. A complete three-dimensional model was established for static and dynamic analysis to verify whether the structural strength and dynamic characteristics met the design requirements. Finally, based on the verification results, dimensions that did not meet the constraints were adjusted using an iterative optimization method to ensure that all constraints were simultaneously satisfied. This step utilized precision measurement techniques and numerical analysis methods, ensuring the feasibility and reliability of the design scheme through systematic verification.

[0092] Step S07: This step involves the manufacturing and molding process of the flexible spoke unit, aiming to translate design parameters into an actual physical product. First, a molding die is created based on the calculation results of the shape description equations. The die is made of aluminum alloy, with a surface roughness controlled within 0.8 micrometers. The die precision directly affects the geometric accuracy of the final product. Next, high-strength polyurethane elastic material is prepared. Material pretreatment includes dehumidification and temperature control, with the moisture content controlled below 0.1% and the temperature controlled at 25 degrees Celsius to ensure consistent material properties. Then, the flexible spoke unit is manufactured using injection molding. The injection pressure is set to 80 to 120 MPa, the injection temperature is controlled at 180 to 220 degrees Celsius, and the holding time is set to 15 to 25 seconds. Following this, demolding and post-processing are performed. The demolded product undergoes dimensional inspection, with critical dimension tolerances controlled within ±0.1 mm and airfoil profile tolerances controlled within 0.05 mm. Finally, surface treatment and quality inspection are carried out. Surface treatment includes deburring and smoothing, while quality inspection includes visual inspection, dimensional measurement, and performance testing. Finally, aging treatment and performance stabilization are carried out. The aging temperature is set at 60 degrees Celsius, and the aging time is 24 hours. This aging treatment eliminates internal stress and stabilizes material properties. This step is based on polymer material processing theory and precision manufacturing technology, and the stable quality of the product is guaranteed through precise control of process parameters.

[0093] Step S08: This is the overall assembly and debugging process. The purpose of this step is to assemble the various components into a complete integrated wheel and verify its performance. First, the hub body and drive shaft system are assembled. A predetermined assembly force is applied using hydraulic assembly equipment, controlled within the range of 2000 to 3000 Newtons to ensure the reliability of the keyway connection. Next, the flexible spoke unit is installed, achieving a hinged connection via a cylindrical pin. The pin diameter tolerance is controlled within H7 precision, and the connection torque is set to 50 to 80 Newton-meters. Then, the support ring structure is assembled using high-strength bolts. The bolt preload is controlled using a torque wrench, set to 150 to 200 Newton-meters to ensure connection rigidity and reliability. Subsequently, the rubber tire tread is installed, achieving a firm connection with the support ring structure through a vulcanization bonding process. The vulcanization temperature is controlled at 160 degrees Celsius, and the vulcanization time is set to 30 minutes. Finally, the angle adjustment mechanism is assembled, adjusting the meshing clearance of the worm gear transmission pair. The clearance is controlled within the range of 0.05 to 0.15 mm; excessive clearance will affect transmission accuracy. Next, install the sealing components, ensuring proper installation of the radial sealing ring and axial sealing gasket, with the compression of the sealing ring controlled within the range of 15% to 25%. Finally, conduct overall performance testing, including static load testing, dynamic response testing, and sealing performance testing. The test results should meet the design specifications. This step utilizes precision assembly technology and quality control methods, ensuring reliable product performance through a systematic assembly process.

[0094] The key technical ideas of this embodiment 2 are mainly reflected in the following aspects. First, the dual-function integrated design of the elastic spoke unit. By designing the spokes of the traditional wheel as an airfoil structure with propeller blade characteristics, the organic combination of land driving and air flight functions is achieved. Compared with the traditional separate design, this integrated structure eliminates the mechanical conversion mechanism during function switching, reduces system complexity and improves reliability, while avoiding the weight redundancy problem caused by two independent systems in the traditional scheme. Second, the multi-parameter collaborative optimization design idea. By establishing a set of shape description equations and a set of state description equations, geometric parameters, material parameters and operating parameters are systematically correlated, realizing the global optimization of structural design. Compared with the traditional empirical design method, this mathematical design idea can achieve the optimization of aerodynamic performance while meeting strength requirements, and at the same time ensures the scientificity and reproducibility of the design scheme. Third, the establishment of dimensional constraint relationships. Through the coordinated control of triple constraint relationships, the dimensional matching and performance coordination between various components are ensured. Compared with the traditional independent design method, this constraint design idea can avoid the overall performance loss caused by local optimization and ensure the performance balance of the system under different operating modes. The synergistic effect of these technological approaches has generated significant technological advantages. Integrated design eliminates structural redundancy in traditional amphibious equipment, multi-parameter optimization achieves global performance optimization, and constraint relationships ensure the coordination and unity of the system. The three support each other to form a complete technological system. Compared with existing technologies, it achieves a comprehensive effect of structural simplification, performance improvement and reliability enhancement, providing a new solution path for the technological development of land and air amphibious transport equipment.

[0095] The following is a specific embodiment 3 of the present invention: A technical team undertook the development task of urban emergency rescue equipment, which required the design of a rescue equipment capable of rapid maneuverability in complex terrain and the air. Traditional ground rescue vehicles cannot pass through situations such as road closures or bridge damage, while purely airborne vehicles cannot conduct long-distance patrols and material transport on the ground. Based on this requirement, the technical team decided to develop a land-air amphibious rescue platform using the integrated wheel-wing technology solution of the present invention.

[0096] The technical team first determined the core technical parameters of the device based on the requirements of the rescue mission. The hub body is made of 7075 aluminum alloy, with an outer diameter of 420mm, an inner diameter of 92mm, and a wall thickness of 15mm, capable of withstanding a load of 450kg for the total weight of the rescue equipment. The drive shaft system uses a 40mm... The steel, with an outer diameter of 85mm and a length of 380mm, undergoes heat treatment to achieve a surface hardness of HRC45, ensuring reliability under high-intensity operating conditions. The outer circumference of the wheel hub body features six leaf-shaped spoke mounting slots, each 12mm deep and 25mm wide. Precise positioning of these slots is achieved using a CNC machining center, with positional accuracy controlled within ±0.1mm.

[0097] The flexible spoke unit is a key component of the entire system. The technical team selected imported high-strength polyurethane elastic material with an elastic modulus of 420. Tensile strength 55 The elongation reaches 380%. The geometry of each elastic spoke unit is designed strictly according to the shape description equations, with a radial length of 275 mm, an inner chord length of 35 mm, an outer chord length of 125 mm, a leading edge thickness of 12 mm, a trailing edge thickness of 2.8 mm, and a thickness ratio of 4.29, meeting the design requirements in the range of 3.2 to 4.8. Based on the calculation results of the spoke curve equation, the torsional angle distribution at each radial position changes linearly from 15 degrees at the root to 28 degrees at the tip, forming an optimized propeller blade shape.

[0098] The support ring structure is made of carbon fiber reinforced polymer composite material, with an outer diameter of 970mm, an inner diameter of 940mm, a cross-sectional height of 25mm, and a weight only 40% of that of traditional metal materials. Based on the first dimensional constraint, the ratio of the outer diameter of the support ring structure to the outer diameter of the hub body is 2.31, falling within a reasonable range of 2.1 to 2.6. The technical team verified the stress distribution of the support ring structure under a maximum design load of 5500N using finite element analysis, finding a maximum stress of 312... It is far below the allowable stress of the material, which is 650. .

[0099] The rubber tread is made of wear-resistant natural rubber with a Shore hardness of 65. The tire has a wall thickness of 18mm and an outer diameter of 1010mm. The tread surface features a special herringbone anti-skid pattern with a depth of 6mm and a spacing of 25mm. Tire grip testing showed a coefficient of friction of 0.85 on dry asphalt and a coefficient of friction of 0.62 on wet surfaces. The rubber tread and support ring structure are bonded using a vulcanization process, achieving a bond strength of 2.8. 2.5 exceeding the design requirement. .

[0100] The angle adjustment mechanism is the core component for switching between land and air modes. The technical team selected a high-precision worm gear transmission pair. The worm uses a single-start right-handed design with a module of 2.5mm, and the worm gear has 36 teeth with a transmission ratio of 36:1. The adjustment bracket is made of 7075 aluminum alloy, with one end connected to... The spherical bearing is connected to the hub body, and the bearing has a load capacity of 35. It can withstand various loads during flight. The angle limit block is manufactured using CNC machining technology, limiting the rotation angle range of the wheel wing assembly to between -15 degrees and +90 degrees, with an angle positioning accuracy of ±1 degree.

[0101] The sealing assembly includes a radial sealing ring and an axial sealing gasket. The radial sealing ring is made of imported nitrile rubber material. (Model number not provided) The TC 85×110×12 gauge has an operating temperature range of -40℃ to 120℃, making it adaptable to various harsh environmental conditions. The axial sealing gasket is made of PTFE (polytetrafluoroethylene) with a thickness of 3mm, exhibiting excellent corrosion resistance and a low coefficient of friction of 0.1. Based on the second dimensional constraint, the ratio of the hub body's inner diameter to the drive shaft system's outer diameter is 1.082, falling within the design range of 1.05 to 1.15, ensuring good sealing performance and transmission accuracy.

[0102] The technical team strictly followed the process requirements during assembly. First, the driveshaft system was inserted into the wheel hub body, and torque transmission was achieved using a 25×14×120mm flat key. Then, six reinforcing ribs were fixed to the outer surface of the driveshaft system using argon arc welding. Each weld was 120mm long, and the weld quality met the second-level standard. The reinforcing ribs were made of 6061 aluminum alloy, with a T-shaped cross-section, a height of 45mm, a flange width of 35mm, a thickness of 6mm, and a yield strength of 276. .

[0103] During the installation of the flexible spoke units, the technical team used clamps to ensure the installation angle accuracy of each spoke unit. The six flexible spoke units were evenly distributed and installed, with an angle of 60 degrees between adjacent spoke units. They were hinged to the leaf-shaped spoke mounting slots of the hub body using 8mm diameter cylindrical pins. After installation, the technical team performed torque checks on each connection point, and the shear strength of the cylindrical pins reached 450. It can withstand centrifugal force loads during flight.

[0104] During the initial testing of the device, the technical team first verified its performance in the land driving mode. With the angle adjustment mechanism set to a horizontal position and the elastic spoke unit's angle of attack adjusted to 5 degrees, the entire device underwent a continuous 2-hour driving test at 50 km / h on a simulated road surface. The test results showed that the maximum deflection at the spoke end was 8.3 mm, consistent with the expected calculations of the load deformation equation. The temperature rise of the rubber tread was controlled below 45℃, tread wear was uniform, and the anti-skid pattern remained in good condition.

[0105] Following this, performance testing in flight mode was conducted. The technical team adjusted the angle adjustment mechanism to a 90-degree vertical position and activated the high-power drive system. When the rotational speed reached 1500 r / min, as... Figure 3 As shown, the six flexible spoke units began to generate a significant lift effect. According to actual measurement data, each flexible spoke unit generated approximately 625 N of lift, with a total lift of 3750 N, fully meeting the vertical takeoff requirements of the 450 kg device. During flight testing, the device demonstrated good stability and handling performance, capable of various flight maneuvers such as hovering, forward movement, backward movement, and lateral movement. The technical team recorded and analyzed key performance parameters in detail, as shown in Table 1. Figure 4 The figure shown is a graph showing the relationship between the deformation of the wheel spokes and the load.

[0106] Table 1 Key Performance Parameters of Integrated Wheel Wing Device

[0107]

[0108] In actual emergency rescue missions, the device demonstrated excellent adaptability. When rescue teams encountered road collapses that made passage impossible, the device could quickly switch to flight mode to overcome obstacles and reach the rescue site. During the search phase, the device traversed complex terrain in land mode, with a flight time of up to 8 hours, covering a large search area. Upon locating trapped personnel, the device switched to flight mode, enabling vertical takeoff and landing in confined spaces to quickly transport personnel and supplies.

[0109] The technical team also conducted long-term reliability verification tests on the device, accumulating over 1000 hours of operation and performing 200 land-to-air mode switching operations. Test data showed that the positioning accuracy of the angle adjustment mechanism remained consistently within ±1 degree, no leaks occurred in the sealing components, and the geometry and elastic properties of the elastic spoke unit remained stable. The tightening torque of each connection point met design requirements after multiple checks, and the weld quality of the reinforcing rib structure remained in good condition. Figure 6 The figure shows the time-domain response of each parameter during the angle adjustment process.

[0110] Regarding maintenance, the technical team has established a comprehensive maintenance procedure. Every 100 hours of operation, the torque of all bolt connections is checked; every 300 hours, the grease in the angle adjustment mechanism is replaced; and every 500 hours, the sealing components are replaced. The surface of the flexible spoke unit is cleaned after each use to ensure that no deposits affect aerodynamic performance. The tread depth of the rubber tire is checked regularly, and the tire is replaced promptly when it wears down to less than 3mm.

[0111] Through comparative analysis with traditional rescue equipment, the technical team discovered that this invention brings significant technological advancements. Traditional rescue vehicles are severely limited by terrain and cannot cope with road closures, while pure aircraft, although highly maneuverable, have limited payload capacity and high energy consumption. The integrated wheel-wing device of this invention achieves a high degree of structural integration by fusing the wheel hub and propeller blades. The innovative design of the flexible spoke unit allows the same component to perform different functions in different operating modes: in land mode, it acts as a supporting structure to bear weight; in flight mode, it acts as a lifting surface to generate aerodynamic lift. Figure 5 The figure shows the performance curve of lift characteristics as a function of rotational speed.

[0112] The application of the shape description equations ensures that the geometry of the elastic spoke unit achieves optimal performance in both operating states, avoiding the compromises required between different functions in traditional designs. The dynamic constraint mechanism of the state description equations enables the device to adaptively adjust performance parameters according to actual operating conditions, improving the system's intelligence level. Precise control of the three dimensional constraints guarantees coordinated operation between components, avoiding interference and improper fit problems common in traditional mechanical systems.

[0113] Compared to traditional separate wheel-propeller systems, this invention reduces the complexity of the switching mechanism and improves system reliability through an integrated design. The use of elastic materials gives the spoke unit excellent impact resistance and fatigue life, making it more adaptable to complex working environments compared to rigid blades. Precise control of the angle adjustment mechanism enables smooth switching between land and air modes, avoiding the mechanical shock and vibration problems that occur during the switching process in traditional designs.

[0114] Alternatively, the integrated wheel wing for the amphibious transport vehicle can also use the following solutions:

[0115] Electromagnetic Induction Wheel Wing: This design utilizes electromagnetic induction and wireless control to achieve contactless amphibious power transmission. The wheel wing employs the principle of electromagnetic induction, controlling the blade's motion through a variable-frequency electromagnetic field. Different frequencies correspond to different motion modes: low-frequency stable rotation is used for rolling on land, while high-frequency variable-speed rotation generates lift in the air. The contactless electromagnetic drive design improves system reliability, reduces maintenance costs, and supports remote, precise wireless control.

[0116] Deformable shape memory alloy wheel: Through the structural design of shape memory alloy materials, it achieves temperature-controlled amphibious transformation between land and air. The wheel blades use a shape memory alloy skeleton, and the shape change is controlled by resistance heating to change temperature. In land mode, the blades retract to form a circular tire, and in air mode, the blades unfold to form a propeller or rotor. The intelligent temperature control system automatically adjusts the heating power according to environmental requirements, achieving precise shape control and rapid response.

[0117] Hydraulically Driven Folding Wings: The hydraulically driven folding mechanism enables amphibious operation with a large deformation ratio. The wings employ a multi-segment folding design, with hydraulic cylinders controlling the expansion and contraction of each segment. On land, they are completely folded into solid wheels; in flight, they unfold into a large lifting surface. A high-pressure hydraulic system provides powerful driving force, carbon fiber materials ensure lightweight yet high strength, and a sealing system guarantees long-term reliable operation.

[0118] Pneumatic Inflatable Wings: The pneumatic inflation system enables rapid switching between land and air amphibious modes. The wings employ a multi-chamber inflation structure, with different chambers controlling different functional areas. In land mode, the main chamber inflates to form a rigid tire; in air mode, the wing chambers inflate and deploy to form lifting wings. An intelligent air pressure control system monitors the pressure in each chamber and automatically adjusts the inflation and deflation sequence to ensure smooth and safe configuration transitions.

[0119] Modular Combined Wings: A structural design enabling rapid assembly of standardized modules allows for flexible land and air amphibious configurations. The basic module is a hexagonal power unit that can be combined to form wheel-like or airfoil-like shapes. In land mode, the modules are closely arranged to form tires; in air mode, they are rearranged to form lifting surfaces. Magnetic connection interfaces allow for rapid assembly and disassembly. Each module incorporates a microprocessor and sensors, supporting distributed control and self-healing capabilities.

[0120] Multi-layered rotating rotor: A multi-layered coaxial rotating mechanism enables independent control for both land and air amphibious applications. The rotor consists of three coaxial layers: an outer layer of tires for rolling on land, a middle layer of transition mechanism, and an inner layer of rotors for lift in the air. Each layer can rotate independently, with power distribution controlled by a planetary gear system and clutch. The intelligent control system automatically switches the operating state of each layer according to the operating mode to achieve optimal power output.

[0121] Hydrodynamic Wings: Achieving efficient amphibious performance through a hydrodynamically optimized structural design. The wing surface is designed with adjustable fluid channels and guide vanes, adapting to different media by altering the surface flow field characteristics. In land mode, the channels are closed to reduce rolling resistance, while in air mode, the channels are opened to generate lift. A microfluidic control system precisely adjusts the opening and closing states of each channel, optimizing aerodynamic characteristics in real time.

[0122] It should be noted that the variables involved in this invention are explained in detail in Table 2.

[0123] Table 2 Variable Explanation Table

[0124]

[0125] 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 wheel wing for a land-air amphibious transport vehicle, characterized in that, The system includes a hub body and a drive shaft system, which are connected and fixed by a keyway. The outer circumference of the hub body has evenly distributed blade-shaped spoke mounting slots. One end of the drive shaft system extends to the geometric center of the hub body and is connected by a spline. The blade-shaped spoke assembly includes multiple flexible spoke units shaped like propeller blades. The inner end of each flexible spoke unit is hinged to the blade-shaped spoke mounting slot of the hub body via a cylindrical pin, and the outer end is fixedly connected to a support ring structure. The flexible spoke units have an airfoil cross-section. The support ring structure is circular in shape and supports… The support ring structure is bolted to the outer end of each elastic spoke unit to support the rubber tire tread and transmit load. The rubber tire tread has a ring structure, and its inner surface is fixedly connected to the outer circumference of the support ring structure by vulcanization bonding. The angle adjustment mechanism includes an adjustment bracket, a worm gear transmission pair and an angle limiting block. One end of the adjustment bracket is connected to the side of the hub body through a spherical bearing, and the other end is provided with a worm gear mounting seat. The worm axis in the worm gear transmission pair is arranged perpendicular to the axis of the transmission shaft system, and the angle limiting block is fixed on the adjustment bracket.

2. The integrated wheel wing for a land-air amphibious transport vehicle according to claim 1, characterized in that, The geometry of the elastic spoke element is precisely defined by a set of shape description equations, which include the spoke curve equation and the airfoil parameter equation. The spoke curve equation is used to determine the radial torsional angle distribution of the elastic spoke element. The inputs include radial position coordinates, pitch parameters, angle of attack reference value, elastic modulus, and spoke root thickness. The output is the torsional angle at each radial position. The airfoil parameter equation is used to determine the cross-sectional shape characteristics of the elastic spoke element.

3. The integrated wheel wing for a land-air amphibious transport vehicle according to claim 2, characterized in that, The working state of the elastic spoke unit is dynamically constrained by a set of state description equations, which includes load deformation equations and aerodynamic lift equations. The load deformation equations are used to calculate the deformation of the elastic spoke unit under different loads. The inputs include the magnitude of the applied load, the elastic modulus of the material, the moment of inertia of the section, the spoke length, and the constraint boundary conditions. The output is the deflection deformation of each section. The aerodynamic lift equations are used to calculate the magnitude of the lift generated when the elastic spoke unit is used as a rotor blade.

4. An integrated wheel wing for a land-air amphibious transport vehicle according to claim 3, characterized in that, The specific shape of the airfoil section is that the airfoil chord length gradually increases radially from the inner end to the outer end, the ratio of the leading edge thickness to the trailing edge thickness is controlled within the range of 3.2 to 4.8, the number of elastic spoke units is 6 to 8, and the included angle between adjacent elastic spoke units is determined by dividing 360 degrees by the number of elastic spoke units.

5. An integrated wheel wing for a land-air amphibious transport vehicle according to claim 4, characterized in that, The dimensions of the support ring structure are limited by the first dimensional constraint relationship. The ratio of the outer diameter of the support ring structure to the outer diameter of the hub body is controlled within the range of 2.1 to 2.

6. The outer diameter of the support ring structure is equal to the outer diameter of the hub body plus the radial length of the elastic spoke unit. When the root width of the elastic spoke unit increases, the section modulus of the corresponding support ring structure needs to be increased proportionally to ensure sufficient bending strength.

6. An integrated wheel wing for a land-air amphibious transport vehicle according to claim 5, characterized in that, The fit between the hub body and the drive shaft system is controlled by the second dimensional constraint relationship. The ratio of the inner diameter of the hub body to the outer diameter of the drive shaft system is controlled within the range of 1.05 to 1.

15. When the outer diameter of the drive shaft system increases, the inner diameter of the hub body increases accordingly to maintain a suitable fit clearance. The second dimensional constraint relationship ensures that the drive shaft system and the hub body have sufficient strength transmission capability.

7. An integrated wheel wing for a land-air amphibious transport vehicle according to claim 6, characterized in that, The thickness and length of the elastic spoke unit are structurally limited by the third dimension constraint relationship. The ratio of the root thickness of the elastic spoke unit to its radial length is controlled within the range of 0.08 to 0.

12. When the length of the elastic spoke unit increases, the root thickness needs to be increased accordingly to ensure sufficient bending strength and torsional stiffness. The third dimension constraint relationship ensures that the elastic spoke unit does not experience dangerous resonance when rotating at high speed.

8. An integrated wheel wing for a land-air amphibious transport vehicle according to claim 7, characterized in that, The wall thickness of the rubber tire tread is controlled within the range of 12 to 18 mm, and the outer surface is provided with anti-slip patterns. Angle limit blocks are used to limit the rotation angle of the entire wheel assembly relative to the main body of the equipment to between -15 degrees and +90 degrees.

9. An integrated wheel wing for a land-air amphibious transport vehicle according to claim 8, characterized in that, It also includes a sealing assembly, which consists of a radial sealing ring and an axial sealing gasket. The radial sealing ring is installed between the contact surfaces of the hub body and the drive shaft system, and the axial sealing gasket is located inside the spherical bearing of the angle adjustment mechanism.

10. An integrated wheel wing for a land-air amphibious transport vehicle according to claim 9, characterized in that, It also includes a reinforcing rib structure, which is radially distributed inside the hub body. One end of each reinforcing rib is welded to the outer surface of the drive shaft system, and the other end is fixedly connected to the inner wall of the hub body. The number of reinforcing ribs is equal to the number of elastic spoke units, which are used to enhance the structural rigidity of the hub body and transmit torque.

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