A cross-media special rotor tri-copter

Abstract

The utility model discloses a kind of cross-media special rotor type trihedral aircraft, it is related to rotor type trihedral aircraft technical field, including aircraft body, the upper end four corners of aircraft body are all fixedly connected with connecting rod, the upper end of four connecting rods is all provided with rotor body, the rear end of aircraft body is provided with rear power component, the front end of aircraft body is provided with front power component, the inside of aircraft body is provided with water storage cavity, the utility model is provided with basic lifting and advancing power by four rotor bodies on aircraft body, realize two wings unfolding by second driving motor driving gear transmission, greatly improve the stability of aerial flight and anti-gust interference ability, avoid attitude sway caused by complex airflow, ensure operation positioning accuracy.

Description

Technical Field

[0001] This utility model relates to the field of rotorcraft amphibious aircraft, and in particular to a cross-medium special rotorcraft amphibious aircraft. Background Technology

[0002] In special operations such as underwater environmental exploration and ecological monitoring, aircraft are often required to have amphibious mobility capabilities (land, sea, and air) and to be able to detect underwater biodiversity, topography, riverbed structure, and soil erosion in real time.

[0003] However, most existing cross-medium aircraft rely solely on a single rotor system for power during flight, making it difficult to balance takeoff and landing stability, precise attitude control, and high-speed travel efficiency. Furthermore, the fixed wing structure is prone to swaying in complex airflow, affecting flight stability and potentially leading to positioning errors during underwater operations. On the surface, the lack of an efficient power coordination mechanism results in inconsistent thrust coordination and low directional control accuracy. The rudimentary buoyancy adjustment mechanism is also susceptible to capsizing due to wind and waves, failing to provide stable preparatory conditions for underwater inspection operations. Secondly, during diving operations, the gravity adjustment system is slow to respond, resulting in low efficiency in surfacing and diving transitions. Exposed components such as wings are easily impacted by water currents, severely affecting underwater maneuverability and hindering rapid arrival at the target inspection area. Consequently, it is difficult to stably and in real-time transmit biodiversity, topographical, and other detection data to an external control unit in complex underwater environments. To address these issues, we propose a cross-medium special rotorcraft amphibious aircraft. Utility Model Content

[0004] The main objective of this invention is to provide a cross-medium special rotorcraft amphibious aircraft that can effectively solve the problems in the background technology.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] A cross-medium special rotorcraft amphibious aircraft includes an aircraft body. Connecting rods are fixedly connected to the four corners of the upper end of the aircraft body. Rotor bodies are provided at the upper ends of the four connecting rods. A rear power unit is provided at the rear end of the aircraft body, and a front power unit is provided at the front end of the aircraft body. A water storage cavity is opened on the inner side of the aircraft body. A signal receiver and transmitter and a detector are fixedly installed at the upper end of the aircraft body. The signal receiver and transmitter and the detector are spaced apart.

[0007] Preferably, a high-pressure gas tank is fixedly connected to the inner cavity of the aircraft body, a connecting pipe is fixedly connected to the outlet end of the high-pressure gas tank, the other end of the connecting pipe is connected to the water storage chamber, and a pressure reducing valve is installed on the outside of the connecting pipe.

[0008] Preferably, the upper end of the water storage chamber is provided with an exhaust valve installed on the main body of the aircraft, and the lower end of the water storage chamber is provided with a water inlet valve installed on the main body of the aircraft.

[0009] Preferably, a second drive motor is fixedly installed on the inner side of the aircraft body, a first gear is fixedly connected to the output end of the second drive motor, a second gear is meshed on the outer side of the first gear, both the first gear and the second gear are rotatably connected to the upper end of the aircraft body, and a first wing is fixedly connected to the upper end of the first gear, and a second wing is fixedly connected to the upper end of the second gear.

[0010] Preferably, the rear propulsion assembly includes a protective net, which is fixedly installed at the rear end of the aircraft body. Two rear propellers are rotatably connected to the rear end of the aircraft body on the inner side of the protective net. A guide plate is provided between the two rear propellers and is rotatably connected to the aircraft body.

[0011] Preferably, a servo motor is fixedly installed at the rear end of the aircraft body, and the output end of the servo motor is fixedly connected to the guide plate.

[0012] Preferably, the front power assembly includes a first drive motor, which is fixedly mounted at the front end of the aircraft body, and the output end of the first drive motor is fixedly connected to a front propeller.

[0013] Preferably, buoyancy blocks are fixedly connected to both sides of the aircraft body, and the lower end of the buoyancy blocks is lower than the lower end of the aircraft body.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. This cross-medium special rotorcraft amphibious aircraft uses four rotors on its main body to provide basic lift and propulsion. A second drive motor drives gear transmission to deploy the two wings, significantly improving flight stability and resistance to airflow interference. This avoids attitude swaying caused by complex airflow and ensures accurate positioning during operations. At the same time, the front propeller and the two rear propellers form a highly efficient power coordination mechanism. Combined with the guide plate controlled by the servo motor, this significantly improves thrust coordination and directional control accuracy when traveling on the water surface. The buoyancy blocks on both sides provide reliable buoyancy support for water surface operations, effectively preventing capsizing caused by wind and waves, and laying a stable foundation for underwater inspection operations.

[0016] 2. This cross-medium special rotorcraft amphibious aircraft utilizes a highly efficient gravity regulation system comprised of a water storage chamber and a high-pressure gas tank. The inlet and outlet valves work together to enable rapid water storage and submersion. The high-pressure gas tank, via a pressure-reducing valve, injects high-pressure gas into the water storage chamber, allowing for rapid water discharge and surfacing, significantly improving cross-medium conversion efficiency. During submersion, the wings retract via gear transmission, preventing exposed components from being impacted by water flow and ensuring underwater maneuverability. This facilitates the aircraft's rapid arrival at the target detection area. With the accompanying detection instruments, it can collect underwater biodiversity and topographical data in real time. The signal receiver and transmitter can stably and in real-time transmit the detection data to an external control terminal, meeting the needs of special operations such as underwater environmental exploration and ecological monitoring. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of a cross-medium special rotorcraft amphibious aircraft according to this utility model. Figure 1 ;

[0018] Figure 2 This is a schematic diagram of the overall structure of a cross-medium special rotorcraft amphibious aircraft according to this utility model. Figure 2 ;

[0019] Figure 3 This is a cross-sectional view of the overall structure of a cross-medium special rotorcraft amphibious aircraft according to the present invention;

[0020] Figure 4 This is a partial structural schematic diagram of a cross-medium special rotorcraft amphibious aircraft according to the present invention;

[0021] Figure 5 This is an enlarged structural diagram of point A of the present invention, which describes a cross-medium special rotorcraft amphibious aircraft.

[0022] In the diagram: 1. Aircraft body; 2. Connecting rod; 3. Rotor body; 4. Rear power assembly; 41. Protective net; 42. Servo motor; 43. Guide plate; 44. Rear propeller; 5. First drive motor; 6. Front propeller; 7. Buoyancy block; 8. Signal receiver and transmitter; 9. Detector; 10. First wing; 11. Second wing; 12. First gear; 13. Second gear; 14. Second drive motor; 15. Water storage chamber; 16. Exhaust valve; 17. Water inlet valve; 18. High-pressure gas tank; 19. Connecting pipe; 20. Pressure reducing valve. Detailed Implementation

[0023] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with specific embodiments.

[0024] like Figures 1-5As shown, a cross-medium special rotorcraft amphibious aircraft includes an aircraft body 1. Connecting rods 2 are fixedly connected to the four corners of the upper end of the aircraft body 1. Rotor bodies 3 are provided at the upper ends of the four connecting rods 2. A rear power assembly 4 is provided at the rear end of the aircraft body 1, and a front power assembly is provided at the front end of the aircraft body 1. A water storage chamber 15 is opened on the inner side of the aircraft body 1. A signal receiver / transmitter 8 and a detector 9 are fixedly installed at the upper end of the aircraft body 1. The signal receiver / transmitter 8 and the detector 9 are arranged at intervals.

[0025] In this embodiment, a high-pressure gas tank 18 is fixedly connected to the inner cavity of the aircraft body 1. A connecting pipe 19 is fixedly connected to the outlet end of the high-pressure gas tank 18. The other end of the connecting pipe 19 is connected to the water storage chamber 15. A pressure reducing valve 20 is installed on the outside of the connecting pipe 19. An exhaust valve 16 installed on the aircraft body 1 is provided at the upper end of the water storage chamber 15. A water inlet valve 17 installed on the aircraft body 1 is provided at the lower end of the water storage chamber 15.

[0026] Specifically, when diving operations are required, the inlet valve 17 and the exhaust valve 16 of the water storage chamber 15 are opened simultaneously to allow seawater to flow into the water storage chamber 15, increasing the gravity of the main body of the aircraft 1 and enabling it to descend to the target area. During the diving process, the detector 9 monitors underwater biodiversity, topography, riverbed structure, and soil erosion in real time. The signal receiver and transmitter 8 transmits the monitoring data to the external control device in real time. When it is necessary to surface, the inlet valve 17 is opened first, and then high-pressure gas is injected into the water storage chamber 15 through the high-pressure gas tank 18 and the connecting pipe 19, under the control of the pressure reducing valve 20, to achieve efficient drainage, thereby driving the main body of the aircraft 1 to surface, and finally completing the stable operation of the amphibious operation.

[0027] In this embodiment, a second drive motor 14 is fixedly installed on the inner side of the aircraft body 1. A first gear 12 is fixedly connected to the output end of the second drive motor 14. A second gear 13 meshes with the outer side of the first gear 12. Both the first gear 12 and the second gear 13 are rotatably connected to the upper end of the aircraft body 1. A first wing 10 is fixedly connected to the upper end of the first gear 12, and a second wing 11 is fixedly connected to the upper end of the second gear 13.

[0028] Specifically, firstly, the four rotor bodies 3 are fixedly installed at the four corners of the upper end of the aircraft body 1 through corresponding connecting rods 2. The built-in drive motor of the rotor body 3 is started, causing it to rotate and generate a reaction force to form a flight thrust, which drives the aircraft body 1 to take off. At this time, the second drive motor 14 is started simultaneously. Through the meshing transmission of the first gear 12 and the second gear 13, the first wing 10 and the second wing 11 at the upper end are driven to rotate and unfold synchronously, further assisting in optimizing flight stability. When the aircraft body 1 needs to perform diving operations, the second drive motor 14 is driven in the opposite direction. Through the same gear meshing transmission principle, the first wing 10 and the second wing 11 are driven to rotate synchronously and retract to the upper end of the aircraft body 1, so as to avoid interfering with the diving operations.

[0029] In this embodiment, the rear power assembly 4 includes a protective net 41, which is fixedly installed at the rear end of the aircraft body 1. Two rear propellers 44 are rotatably connected to the rear end of the aircraft body 1 on the inner side of the protective net 41. A guide plate 43 is provided between the two rear propellers 44 and is rotatably connected to the aircraft body 1. A servo motor 42 is fixedly installed at the rear end of the aircraft body 1 and its output end is fixedly connected to the guide plate 43. The front power assembly includes a first drive motor 5, which is fixedly installed at the front end of the aircraft body 1. A front propeller 6 is fixedly connected to the output end of the first drive motor 5.

[0030] Specifically, the first drive motor 5 in the front power assembly of the main body 1 drives the front propeller 6 to rotate and generate forward thrust. This, combined with the auxiliary thrust provided by the two rear propellers 44 inside the protective net 41 in the rear power assembly 4, and the servo motor 42 controls the guide plate 43 to rotate and change the direction of the water flow, together achieves precise control of the floating state and direction when moving underwater.

[0031] More specifically, all electronic devices mentioned in this solution are commercially available to those skilled in the art and are waterproof. No structural modifications have been made to these devices in this paper. Therefore, those skilled in the art are familiar with their working principles and can apply them proficiently. Thus, this paper will not elaborate further. Furthermore, this solution aims to protect the physical structure, not the circuitry or software control. The mention of the processing circuit is merely a supplementary explanation of the feasibility and authenticity of this utility model. This utility model does not seek protection for the algorithm and circuitry technology. It is worth emphasizing that although this solution does not elaborate on the electronic control program, those skilled in the art can familiarize themselves with and apply it based on their professional knowledge.

[0032] In this embodiment, buoyancy blocks 7 are fixedly connected to both sides of the aircraft body 1, and the lower end of the buoyancy blocks 7 is lower than the lower end of the aircraft body 1.

[0033] Specifically, when the main body of the aircraft 1 needs to operate on the water surface, the buoyancy blocks 7 on both sides will provide sufficient buoyancy to ensure that the main body of the aircraft 1 floats stably.

[0034] It should be noted that this utility model is a cross-medium special rotorcraft amphibious aircraft. The user first fixes the four rotor bodies 3 to the four corners of the upper part of the aircraft body 1 via corresponding connecting rods 2. The user then starts the built-in drive motors of the rotor bodies 3, causing them to rotate and generate a reaction force to create flight thrust, thus enabling the aircraft body 1 to take flight. Simultaneously, the second drive motor 14 is started, and through the meshing transmission of the first gear 12 and the second gear 13, it drives the upper first wing 10 and second wing 11 to rotate and unfold synchronously, further assisting in optimizing flight stability. When the aircraft body 1 needs to operate on the water surface, the buoyancy blocks 7 on both sides provide sufficient buoyancy to ensure stable floating of the aircraft body 1. At this time, the first drive motor 5 in the front power assembly drives the front propeller 6 to rotate, generating forward thrust. This, combined with the auxiliary thrust provided by the double rear propellers 44 inside the protective net 41 in the rear power assembly 4, and the servo motor 42 controlling the guide plate 43 to rotate, changes the water... The flow direction is controlled to achieve precise control of the direction of travel in the floating state. When diving operations are required, the second drive motor 14 is driven in the opposite direction. Through the same gear meshing transmission principle, the first wing 10 and the second wing 11 are driven to rotate synchronously and retract to the upper part of the aircraft body 1 to avoid interfering with the diving operation. At this time, the water inlet valve 17 and the exhaust valve 16 of the water storage chamber 15 are opened at the same time to allow seawater to rush into the water storage chamber 15 to increase the gravity of the aircraft body 1 and achieve the dive to the target area. During the diving process, the detector 9 monitors the underwater biodiversity, topography, riverbed structure and soil erosion in real time. The signal receiver and transmitter 8 transmits the detection data to the external control device in real time. When it is necessary to float, the water inlet valve 17 is opened first, and then high-pressure gas is injected into the water storage chamber 15 through the high-pressure gas tank 18 and the connecting pipe 19 under the control of the pressure reducing valve 20 to achieve efficient drainage, thereby driving the aircraft body 1 to float up and finally complete the stable operation of the amphibious operation.

[0035] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A cross-medium special rotorcraft amphibious vehicle, comprising a main body (1), characterized in that: Connecting rods (2) are fixedly connected to the four corners of the upper end of the aircraft body (1). Rotor bodies (3) are provided at the upper ends of the four connecting rods (2). A rear power assembly (4) is provided at the rear end of the aircraft body (1). A front power assembly is provided at the front end of the aircraft body (1). A water storage cavity (15) is opened on the inner side of the aircraft body (1). A signal receiver (8) and a detector (9) are fixedly installed at the upper end of the aircraft body (1). The signal receiver (8) and the detector (9) are spaced apart.

2. The cross-medium special rotorcraft amphibious aircraft according to claim 1, characterized in that: A high-pressure gas tank (18) is fixedly connected to the inner cavity of the main body (1) of the aircraft. A connecting pipe (19) is fixedly connected to the outlet end of the high-pressure gas tank (18). The other end of the connecting pipe (19) is connected to the water storage chamber (15). A pressure reducing valve (20) is installed on the outside of the connecting pipe (19).

3. The cross-medium special rotorcraft amphibious vehicle according to claim 1, characterized in that: The upper end of the water storage chamber (15) is provided with an exhaust valve (16) installed on the main body of the aircraft (1), and the lower end of the water storage chamber (15) is provided with a water inlet valve (17) installed on the main body of the aircraft (1).

4. The cross-medium special rotorcraft amphibious aircraft according to claim 1, characterized in that: A second drive motor (14) is fixedly installed on the inner side of the aircraft body (1). A first gear (12) is fixedly connected to the output end of the second drive motor (14). A second gear (13) meshes with the outer side of the first gear (12). The first gear (12) and the second gear (13) are both rotatably connected to the upper end of the aircraft body (1). A first wing (10) is fixedly connected to the upper end of the first gear (12), and a second wing (11) is fixedly connected to the upper end of the second gear (13).

5. A cross-medium special rotorcraft amphibious aircraft according to claim 1, characterized in that: The rear power assembly (4) includes a protective net (41), which is fixedly installed at the rear end of the aircraft body (1). Two rear propellers (44) are rotatably connected to the rear end of the aircraft body (1) on the inner side of the protective net (41). A guide plate (43) is provided between the two rear propellers (44), and the guide plate (43) is rotatably connected to the aircraft body (1).

6. A cross-medium special rotorcraft amphibious aircraft according to claim 5, characterized in that: A servo motor (42) is fixedly installed at the rear end of the main body (1) of the aircraft, and the output end of the servo motor (42) is fixedly connected to the guide plate (43).

7. A cross-medium special rotorcraft amphibious aircraft according to claim 1, characterized in that: The front power assembly includes a first drive motor (5), which is fixedly installed at the front end of the aircraft body (1), and the output end of the first drive motor (5) is fixedly connected to a front propeller (6).

8. A cross-medium special rotorcraft amphibious vehicle according to claim 1, characterized in that: Both sides of the main body (1) of the aircraft are fixedly connected to buoyancy blocks (7), and the lower end of the buoyancy blocks (7) is lower than the lower end of the main body (1) of the aircraft.

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