CN107972869B

CN107972869B - Variable-configuration double-body cross-water-air-medium unmanned aerial vehicle

Info

Publication number: CN107972869B
Application number: CN201711225664.8A
Authority: CN
Inventors: 马东立; 郭阳; 胡浩德; 杨穆清; 李陟
Original assignee: Beihang University
Current assignee: Beihang University
Priority date: 2017-11-29
Filing date: 2017-11-29
Publication date: 2020-10-30
Anticipated expiration: 2037-11-29
Also published as: CN107972869A

Abstract

The invention discloses a variable-configuration double-body cross-water-air medium unmanned aerial vehicle, which comprises two bodies which are symmetrically arranged and connected by a middle wing and an empennage, wherein the outer wing can change a sweepback angle around a rotating shaft, the wings are unfolded during air flight, the sweepback of the wings is accommodated at two sides of the bodies during underwater submergence, the wing body is rectified and smoothly transited with the appearance of the wings, a water rudder is arranged at the bottom of the rear body, the empennage is arranged in an inverted V shape, an underwater propeller is arranged at the tail part of the bodies, an air motor and an air propeller are arranged in the middle of the bodies through a motor tower, the motor tower can be inclined backwards around the shaft and accommodated in the bodies, and the. The design method of the integrated aircraft and the underwater vehicle can realize continuous multiple crossing of the water-air interface, and can continuously sail in two media, the operation stability is good, the load capacity is strong, and tasks such as hidden penetration investigation and attack can be executed.

Description

Variable-configuration double-body cross-water-air-medium unmanned aerial vehicle

Technical Field

The invention relates to the field of aircrafts and underwater vehicles, in particular to a variable-configuration double-body cross-water-air medium unmanned aircraft.

Background

The cross-water-air medium aircraft is a new concept aircraft which is adaptive to two medium environments of air and water, can cross a water-air interface for multiple times and can continuously sail in the two media. The cross-aqueous-aerial medium vehicle has two configurations of aerial flight and underwater diving, and the configuration conversion can be realized through structural variants. The navigation modes can be divided into an air flight mode, a near-water surface flight mode, a water surface entering and exiting mode and an underwater diving mode, the marine navigation mode can be switched to avoid the monitoring of enemies by utilizing the blind areas of various detection devices, and the underwater submerged flight navigation device can be used for executing tasks such as marine reconnaissance, striking, special force delivery and the like. The cross-aqueous-air medium aircraft integrates a plurality of scientific technologies such as an aircraft and a submarine, and is designed comprehensively in various aspects such as the navigation principle, the layout, the stability, the manipulation, the materials, the structure and the power according to the difference between air and a water environment medium. In view of the fact that the cross-medium aircraft has important military value and wide application prospect, the development of the novel equipment is engaged in all major military strong countries at home and abroad. However, due to the fact that the design variables of the cross-aqueous-air medium aircraft are multiple, subsystems are complex, engineering difficulty is high, research in the field at home and abroad is basically in the stages of overall concept design, key technology attack and prototype verification, and a product with engineering practical value is not successfully developed by the nation.

Disclosure of Invention

In order to fill the blank in the field of water-air crossing medium aircrafts at home and abroad, the invention provides a variable-configuration double-body water-air crossing medium unmanned aerial vehicle.

The variable-configuration double-body cross-water-air medium unmanned aerial vehicle adopts the symmetrical arrangement of two bodies, the middle parts of the two bodies are connected through a middle wing, and the tail parts of the two bodies are connected through an inverted V-shaped tail wing; wings are symmetrically arranged on the outer sides of the two machine bodies, and the wings have rotational freedom degrees around a rotating shaft to change sweepback angles of the wings; during underwater diving, the wings are swept back and accommodated at two sides of the fuselage, and the wing body rectification and the wing appearance are in smooth transition;

a water rudder is arranged at the bottom of the rear part of the double machine bodies; the tail end is provided with an underwater propeller; control surfaces are arranged on the V tail and the middle wing; the trailing edges of the left wing and the right wing are provided with ailerons.

The middle part of the double-body is provided with a motor tower, the top of the motor tower is provided with a power motor, and the output circumference of the power motor is provided with a propeller; the motor tower has the freedom degree of backward tilting around the shaft, so that the power motor and the propeller are accommodated in the machine body after the motor tower is tilted backward.

The invention has the advantages that:

1. the variable-configuration double-body cross-water-air medium unmanned aerial vehicle adopts a double-body layout mode, has good transverse stability and large rolling damping, and is favorable for controlling the attitude of the unmanned aerial vehicle during underwater navigation and interface crossing;

2. the variable-configuration double-body cross-water-air medium unmanned aerial vehicle adopts a double-body layout mode, increases the space of an engine room, improves the flexibility and diversity of load arrangement, and expands the task envelope of the aircraft;

3. the variable-configuration double-body cross-water-air medium unmanned aerial vehicle adopts a variable-configuration technical approach to solve the contradiction of performance requirements of the unmanned aerial vehicle in two different fluid media, and has high lift-drag ratio and good pneumatic performance due to the adoption of a large-exhibition-ratio double-body layout in the air configuration. The wings and the propellers are accommodated into the aircraft body underwater, so that the underwater infiltration area is effectively reduced, and the hydrodynamic resistance is reduced. The pneumatic and hydrodynamic performances of the full-mission section are comprehensively improved, and the functions of air flight, underwater submerging, repeated and continuous crossing over the water surface and the like can be realized;

4. the invention relates to a variable-configuration double-body cross-water-air medium unmanned aerial vehicle, wherein a left fuselage and a right fuselage are connected through a middle wing, a lifting control surface is arranged on the middle wing, the focus of the middle wing is close to the gravity center of the whole aircraft, the lifting force generated by the middle wing has little influence on the posture of the whole aircraft and can be regarded as direct force control. The underwater navigation can generate lift force for depth control by depending on deflection of the control surface of the middle wing, and the deflection of the control surface of the tail wing is used for attitude control, so that the control decoupling of the depth and the attitude is realized, and the control difficulty is reduced;

drawings

FIG. 1 is a schematic view of the aerial configuration of a variable-configuration double-body cross-aqueous-air medium unmanned aerial vehicle;

FIG. 2 is a schematic view of the underwater configuration of the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 3 is a schematic structural view of an inverted V-shaped empennage in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 4 is a schematic diagram of a force transmission structure in a side wing of an inverted V-shaped empennage in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 5 is a schematic diagram of a force transmission structure in a horizontal connection wing section of an inverted V-shaped empennage in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 6 is a schematic view of the connection mode of each part of an inverted V-shaped empennage in the variable configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 7 is a schematic diagram of an adjusting hole in a force transmission structure in a horizontal connection wing section of an inverted V-shaped empennage in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 8 is a schematic structural diagram of a motor tower in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 9 is a schematic view of a fork structure of a motor tower in the variable configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 10 is a schematic view of the retractable state of a motor tower in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 11 is a schematic structural view of a propeller phase locking mechanism in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle;

FIG. 12 is a schematic structural view of a guide vane in a propeller phase locking mechanism in the variable-configuration double-body cross-water-air medium unmanned aerial vehicle according to the invention;

FIG. 13 is a schematic view of the locking state of the propeller phase locking mechanism in the variable configuration double-body cross-water-air medium unmanned aerial vehicle.

In the figure:

1-fuselage 2-wing 3-middle wing

4-inverted V-shaped tail wing 5-water rudder 6-underwater propeller

7-motor tower 8-power motor 9-propeller

10-retraction driving mechanism 11-machine body beam 12-propeller phase locking mechanism

101-wing body rectification 102-wing containing cavity 401-left V tail

402-right V-tail 403-horizontal connecting wing segment 402 a-reinforcing rib

402 b-front spar web 402 c-rear spar web 402 d-corner piece

402 e-adjustment hole 403 a-front junction box 403 b-rear junction box

403 c-bottom plate 701-rocker 702-motor support

703-stop fork 704-lug 705-limiting block

706-connecting projection 10 a-hydraulic cylinder 10b-I type joint

10 c-support A10 d-support B12 a-guide plate

12 b-actuating steering engine 12 c-guide sleeve 12 d-guide rod

12 e-steering engine rocker arm 12 f-first connecting rod 12 g-second connecting rod

12 h-third link 12a 1-intermediate portion 12a 2-left portion

12a 3-Right section 12a 4-Limited engagement side

Detailed Description

The invention is further described in detail below with reference to the accompanying drawings.

The invention discloses a variable-configuration double-body cross-water-air-medium unmanned aerial vehicle which comprises a fuselage 1, wings 2, a middle wing 3, an inverted V-shaped empennage 4, a water rudder 5, an underwater propeller 6, a motor tower 7, a power motor 8 and a propeller 9, and is shown in figure 1.

The fuselage 1 includes left fuselage and right fuselage, bilateral symmetry arranges, and the design of outside has wing body rectification 101. Meanwhile, the tail end parts of the left body and the right body are provided with underwater propellers 6 for providing advancing power in a submerging state. And a water rudder 5 is arranged below the rear parts of the left body and the right body and is used for navigation course control under water and on the water. The shapes of the left fuselage and the right fuselage are designed according to the appearance of a shark streamline, so that the resistance of the fuselage 1 can be reduced, negative lift force is generated, and power diving is convenient to carry out in sailing water. The lower parts of the left fuselage and the right fuselage adopt a hull type design, so that the aircraft can slide on the water surface and take off and land conveniently. Meanwhile, the transverse span between the left fuselage and the right fuselage is large and is 20% -30% of the wingspan, the water surface sliding transverse stability is good, the rolling attenuation is fast, and the wave resistance is good; the underwater navigation rolling damping is large, the transverse control force arm is large, and the attitude control is convenient.

The left fuselage and the right fuselage are connected through a horizontal middle wing 3 between the inner sides of the middle parts, the middle wing 3 adopts a symmetrical wing shape, and a middle wing elevator is arranged at the rear edge. The underwater cruise can change the lift force by controlling the middle wing elevator to carry out the heave operation on the aircraft; the downward deviation of the control surface of the wing elevator in the air taking-off and landing process can be used as a high-lift flap. The left fuselage and the right fuselage tail are connected through the inverted V-shaped empennage 4, and the overall rigidity is good.

The wings 2 comprise a left wing and a right wing, the left wing and the right wing are designed in a high lift-drag ratio, are respectively arranged on the outer sides of the middle parts of the left fuselage and the right fuselage and are connected with the left fuselage and the right fuselage through rotating shafts, and the sweep angles of the left wing and the right wing can be changed around the rotating shafts. The outer side of the fuselage 1 is provided with a wing accommodating cavity 102, and a cabin door is arranged on the skin of the fuselage 1 at the wing accommodating cavity 102. When the aircraft is cruising in the air, the left wing and the right wing are unfolded to a high aspect ratio state to provide cruising lift force; at the moment, the cabin door keeps a closed state, and the surface smoothness and continuity of the machine body 1 are ensured. When underwater cruising, the wing 2 rotates backwards, the cabin door is opened inwards, and the left wing and the right wing respectively sweep backwards and are collected into the wing containing cavities 102 on the side walls of the left fuselage and the right fuselage, so that the problem of interference between the variant of the wing 2 and the skin is solved, as shown in fig. 2; at the moment, the left wing and the right wing respectively have smooth transition with the wing body rectification 101 on the left fuselage and the right fuselage; and the left wing and the right wing do not generate lift force any more, the resistance is reduced to the minimum, and the underwater cruising performance is improved. The trailing edges of the left wing and the right wing are provided with ailerons which are used for rolling control in a flying state.

The inverted V-shaped tail 4 is designed in an inverted V shape and comprises a left V tail 401 and a right V tail 402; the bottoms of the left V-tail 401 and the right V-tail 402 are respectively fixed with the tail parts of the left machine body and the right machine body, so that the connection between the two machine bodies is realized, the infiltration area is reduced, and the resistance is reduced. Meanwhile, the inverted V-shaped tail wing 4 and the middle wing form a triangular structure, so that the rigidity of the whole structure is increased; and the inverted V-shaped tail 4 is positioned between the left machine body and the right machine body, avoids the influence of outer wing downwash airflow and rectifying edge vortex, and is positioned in the propeller slipstream, so that the tail fin rudder effect is increased. The trailing edges of the left V-tail 401 and the right V-tail 402 are provided with V-tail control surfaces for pitch and yaw manipulation.

The invention also designs that the top of the left V-tail 401 is connected with the top of the right V-tail 402 through a horizontal connecting wing section 403, as shown in FIG. 3; and is in smooth transition with the outer skin of the horizontal connecting wing section 403; therefore, the width of the flow field at the top of the V tail is increased, the mutual interference between the left V tail 401 and the right V tail 402 is weakened, and the aerodynamic efficiency of the inverted V-shaped tail 4 is improved. The tops of the left V tail 401 and the right V tail 402 of the conventional inverted V-shaped tail are directly connected to form a triangular area, and the flow field at the joint of the left V tail 401 and the right V tail 402 interferes with each other, so that the aerodynamic efficiency is reduced, and the course stability is influenced. In order to meet the requirement that the installation angles of the left V tail 401 and the right V tail 402 can be adjusted, the left V tail 401 and the right V tail 402 are respectively perpendicular to the left V tail 401 and the right V tail 2 installation angle adjusting shaft with the separating surfaces connected with the left side and the right side of the horizontal connecting wing section 403, and the horizontal connecting wing section cannot interfere with the V tail installation angle adjusting shaft in the V tail installation angle changing process.

Force transmission structures are arranged in the left V-tail 401 and the right V-tail 402 and in the horizontal connecting wing panel 403. The internal force transmission structures of the left V-tail 401 and the right V-tail 402 are the same, and the left V-tail 401 and the right V-tail 402 include reinforcing ribs 402a, a front beam web 402b, a rear beam web 402c and corner pieces 402d, as shown in fig. 4. The front end and the rear end of the stiffening rib 402a are respectively connected with the top ends of the front beam web 402b and the rear beam web 402c through corner pieces 402d, and the connecting area with the skin is increased by designing flanges at the left side and the right side of the stiffening rib 402a, the front beam web 402b and the rear beam web 402c, so that the stiffening rib 402a, the front beam web 402b and the rear beam web 402c are firmly connected with the skin. The connection form is simple and reliable, the connection strength is high, and the structural efficiency is high.

The force transfer structure inside the horizontal connecting wing 403 comprises a front connecting box 403a, a rear connecting box 403b and a bottom plate 403c, as shown in fig. 5. The front connecting box 403a and the rear connecting box 403b both adopt a double-web box structure, and the upper surface is open to facilitate bolt installation. The front connection box 403a and the rear connection box 403b are respectively disposed at the front and rear ends of the bottom plate 403c, and form a staggered beam type, which can convert the torque into a pair of bending moments with opposite directions for transmission. The lower surfaces of the front connection box 403a and the rear connection box 403b are fixedly connected with the bottom plate 403c through bolts, and the left and right end surfaces of the front connection box 403a and the rear connection box 403b are respectively fixedly connected with the top reinforcing ribs 402a of the left V-tail 401 and the right V-tail 402 through bolts. The bottom plate 403c does not participate in the force transmission of the structure, and mainly plays a role in positioning and installation. The horizontally connected wing sections 403 of the above-described construction have desirable bending and torsion resistance. The left and right end faces of the front connection box 403a and the rear connection box 403b are respectively fixed with the reinforcing ribs 402a on the top of the left V-tail 401 and the right V-tail 402 by bolts. Therefore, in the inverted-V-shaped empennage, bending moment, torque and shearing force on the left V-tail 401 and the right V-tail 402 can be transmitted to the front connecting box 403a and the rear connecting box 403b through the reinforcing ribs 402a through bolts. The space between the front connection box 403a and the rear connection box 403b can be used for placing communication equipment such as a receiver and a transmitter, and the antenna is arranged at a high position, so that the shielding of the machine body on signals can be reduced, and the communication reliability is improved.

The appearance of the skin of the horizontally connected wing section 403 is obtained by pulling up the appearance of the end faces of left and right V-tail skins in the horizontal direction, the skins are in seamless butt joint, and the upper surface of the horizontally connected wing section 403 is provided with a skin opening cover.

In order to realize the connection and fixation between the left V-tail 401 and the right V-tail 402 and the horizontal connecting wing section 403, and simultaneously have the function of adjusting the installation angle of the left V-tail 401 and the right V-tail 402, the specific connection mode between the horizontal connecting wing section 403 and the left V-tail 401 and the right V-tail 402 in the invention is as shown in fig. 6: two screw holes 403c at the upper and lower positions are respectively formed on the left and right side walls of the front connecting box 403a and the rear connecting box 403b, and two adjusting holes 402e are respectively formed at the corresponding positions of the front end and the rear end of the reinforcing rib 402a, so that the fixing between the front connecting box 403a and the rear connecting box 403b and the reinforcing rib 402a in the left V tail 401 and the right V tail 402 is completed between the corresponding screw holes 403c and the adjusting holes 402e through bolts, and the fixing is high in connection strength, firm, reliable and convenient and fast to disassemble and assemble. As shown in fig. 7, the adjusting holes 402e are designed as strip-shaped holes, and the connecting line of the centers of the two strip-shaped holes located on different sides intersects at a point on the front end and the rear end of the reinforcing rib 402a, where the point is the installation angle adjusting rotating shaft of the left V-tail 401 and the right V-tail 402. Therefore, when the left V tail 401 or the right V tail 402 rotates around the respective adjusting rotating shaft, the mounting position of the bolt at the position of the adjusting hole 402e can be correspondingly adjusted, and the position of the horizontal connecting wing section 403 does not need to be adjusted at the moment, and the change of the mounting angle of the V tail can be realized only by changing the positioning of the bolt on the screw hole 403 c; the dotted line area in fig. 5 shows the installation angle adjustment range of the left V tail 401 and the right V tail 402; therefore, on the premise of not influencing the connection strength, the V-tail mounting angle can be flexibly adjusted, so that different requirements of different flight loads and different tasks of the aircraft on the performance of the aircraft are met, and the task envelope and load diversity of the aircraft are greatly expanded.

In order to meet the requirement of rapid disassembly and assembly of the outfield, the horizontal connecting wing sections 403 can be connected and fastened with the V-shaped tail on one side in advance, and the outfield only needs to be provided with four bolts to be connected with the other side wing, so that the assembly of the inverted V-shaped empennage can be completed, and the structural assembly time is greatly shortened.

The motor tower 7 is arranged at the relative position of the left body and the right body and is used for supporting a power motor 8 of the aircraft, and meanwhile, the power motor 8 and a propeller 9 are folded into the left body and the right body through a folding and unfolding driving mechanism 10. The motor tower 7 includes a swing arm 701, a motor mount 702, and a yoke 703, as shown in fig. 8. The rocker arm 701 is a hollow rectangular cross-section tube; the hollow structure rocker arm 701 can reduce the weight of the rocker arm to the maximum extent under the condition of meeting the requirement of strength and rigidity. The top end of the rocker arm 701 is fixedly provided with a motor support 702, the motor support 702 is fixedly provided with a power motor 8, and the power motor 8 is supported by the motor support 702. A stop fork 703 is fixedly mounted at the lower end of the rocker arm 701. As shown in fig. 9, the fork 703 has an inverted U-shaped structure, the top end of the fork is provided with a connecting protrusion 706, and the fork 703 and the rocker arm 701 are positioned by inserting the connecting protrusion 706 into the bottom end of the rocker arm 701. The motor support 702 is provided with a through hole communicated with the inside of the rocker 701, and the top end of the blocking fork 703 is also provided with a through hole communicated with the rocker 701, so that a cable of the power motor 8 can pass through the inside of the rocker 701 and then be led into the machine body through the inside of the blocking fork 703.

The retraction driving mechanism 10 is a set of hydraulic driving system, and comprises a hydraulic cylinder 10a, an I-shaped joint 10B, a support A10c and a support B10 d. The support a10c is used to connect the driving piston rod of the hydraulic cylinder 10a and to connect the swing arm 701 and the fork 703. The support A10c is installed on the lateral wall of rocking arm 701 bottom, and the concrete fixed mode between support A10c and rocking arm 701 and fender fork 703 does: first, two through holes are opened in the support a10 c. Two screw holes are respectively formed in the front side wall and the rear side wall of the upper part of the blocking fork 703, two screw holes are respectively formed in the corresponding positions of the front side wall and the rear side wall of the lower end of the rocker arm 701, and after the blocking fork 703 is inserted into the rocker arm 1, the screw holes in the front side wall of the blocking fork 703 are screwed by screws through the support A10c and the screw holes in the front side wall of the rocker arm 1. And then the screw is screwed into the screw hole on the rear side wall of the blocking fork 703 through the screw hole on the rear side wall of the rocker arm 701. This secures the mount a10c, the rocker arm 701, and the catch fork 703. An I-shaped joint 10b is fixedly mounted on the end of the driving piston rod of the hydraulic cylinder 10a, and the I-shaped joint 10b is connected to the support a10c by a pin shaft. The body end of the hydraulic cylinder 10a is connected to a support B10d through a pin shaft, and the support B10d is fixed on the wing 2 through 2 connecting positions.

The rocker arm 701 and the stop fork 703 are coupled to the cross beam 11 of the body, and the specific connection mode is as follows: the lug 704 is mounted on the fuselage cross beam 11, the bearing is mounted on the lug 704, and the rocker arm 701 and the stop fork 703 are connected with the lug 704 through a pin shaft, so that the rocker arm 701 and the stop fork 703 can rotate around the pin shaft. Therefore, when the driving piston rod of the hydraulic cylinder 10a extends, the rocker arm 701 and the stop fork 703 rotate around the pin shaft, and the power motor 8 and the propeller 9 are retracted. In a retraction state, the power motor 8 and the propeller 9 are positioned in a retraction cabin designed on the wing 2; as shown in fig. 10, in the process of bringing the power motor 8 and the propeller 9 into the wing 2, the hydraulic cylinder 10a passes through the blocking fork 703, so that the interference of the mechanism is avoided, the structure is compact, and the internal space of the fuselage is effectively saved. In the open state, the rocker 701 axis is perpendicular to the horizontal plane, thereby causing the propeller 9 axis to be in the fore-and-aft direction of the fuselage.

In the above-mentioned open state, the opening angle of the swing arm 701 can be limited by a limit block 705, and the limit block 706 is an L-shaped structure and is installed on the bulkhead of the body and located right below the middle point of the beam of the body. During the opening process of the rocker arm 704, the bottom end of the stop fork 703 contacts with the side wall of the limiting block 705, at this time, the rocker arm 701 is blocked by the limiting block 705 and cannot be opened continuously, and at this time, the axis of the rocker arm 701 is vertical to the horizontal plane. When the airplane flies, the pulling force generated by the propeller is transmitted to the airplane body and the limiting block 705 through the rocker arm 701 and the blocking fork 703, and the torque generated by the propeller 9 to the airplane body is unloaded, so that the stress characteristics of the wings and the airplane body are greatly improved.

When the power motor 8 and the propeller 9 are retracted, the shape of the retraction cabin is fixed, so that the propeller can enter the retraction cabin only after the propeller is retracted and maintained at a fixed angle. The receiving cabin is designed to be strip-shaped, so that the propeller 9 and the axis of the rocker arm 701 need to be overlapped when the vehicle is received, and the vehicle is received and released after the whole vehicle is in a straight line. Therefore, the propeller 9 is positioned by installing the propeller phase locking mechanism 12 on the rocker arm in the invention.

The propeller phase locking mechanism 12 comprises a guide piece 12a, an actuating steering engine 12b, a guide sleeve 12c, a guide rod 12d and a multi-link transmission mechanism, as shown in fig. 11.

The guide tab 12a has a middle portion 12a1, a left portion 12a2, and a right portion 12a3, as shown. The middle part 12a1 is rectangular with upper and lower sides being limit fitting sides 12a4, and left and right sides being respectively connected with the left part 12a2 and the right part 12a 3. The left portion 12a2 is symmetrical to the right portion 12a3 in structure and is a tapered triangle; thereby giving the integral guide vane 12a shuttle-like structure. The guide piece 12a is fixedly arranged on the rotating shaft of the power motor 8 through an opening at the central position of the middle part 12a1, and the upper side and the lower side of the middle part 14a1 of the guide piece 12a are parallel to the blades of the propeller 9.

The actuating steering engine 12b is fixedly arranged on the rocker arm, and the guide rod 12c is arranged in a guide sleeve 12c which is arranged at the top of the motor frame and is arranged along the vertical z-axis direction; the guide sleeve 12c is located below the front of the power motor 8 and at a position directly below the guide piece 12 a.

The multi-link mechanism is used for connecting the actuating steering engine 12b and the guide rod 12c, and the rotary motion of the output shaft of the actuating steering engine 12b is converted into linear motion through the multi-link mechanism to drive the guide rod 12c to move up and down in the guide sleeve 12 c.

The multi-link mechanism comprises a steering engine rocker arm 12e, a first link 12f, a second link 12g and a third link 12 h. Wherein, the input end of the steering engine rocker arm 12e is fixedly arranged on the output shaft of the actuating steering engine 12 b; the output end of the steering engine rocker arm 12e is hinged with the input end of the first connecting rod 12f, and the output end of the first connecting rod 12f is hinged with the input end of the second connecting rod 12 g; the output end of the second connecting rod 12g is hinged with the input end of the third connecting rod 12h, and the output end of the third connecting rod 12g is hinged with the bottom end of the guide rod 12 c; and the center of the second connecting rod 12f is connected to the rocker arm 701 through a rotating shaft, so as to form a rotating pair.

Therefore, after the propeller 9 stops rotating, the steering engine 12b is actuated to drive the guide rod 12c to move upwards, and in the process that the guide rod 12c moves upwards, the top end of the guide rod 12c firstly touches the side wall of the guide piece 12a, and at the moment, the guide piece 12a is pushed to rotate by the guide rod 12c, so that the propeller 9 is driven to rotate through the rotating shaft of the power motor 8. Then the guide rod 12d continues to move upwards, finally the side wall of the guide rod 12d is tightly attached to the side wall of the middle part of the guide piece 12a, at the moment, the guide piece 12a and the propeller 9 stop rotating, and the phase of the propeller 9 is locked, as shown in the figure; the blades of the propeller 9 are now in the z-axis direction. In the above process, the movement of the guide rod 12d does not pass through the rotation shaft of the guide piece 12a, so that the dead point is avoided during the actuation.

In the flight state of the variable-configuration double-body cross-water-air medium unmanned aerial vehicle, the wings 3 are unfolded, the motor tower 7 is erected, and the power motor 8 drives the propeller 9 to provide forward thrust; in a submergence state, in order to reduce the appearance resistance, the wings 3 are received in wing receiving and releasing grooves on two sides of the airplane body in a sweepback mode, the power motor 8 stops rotating, the propeller 9 is locked by the propeller phase mechanism 12, the motor tower 7 is placed in the receiving cabin in a falling mode, the cabin door of the receiving cabin is closed, and the effects of reducing the water resistance and protecting the propeller 9 are achieved. The tail propeller of the fuselage provides forward power. The motor cabin door is arranged at the position of the receiving cabin, and when the motor tower 7 is erected, the cabin door keeps a closed state; when the motor tower 7 is inclined backwards, the cabin door is opened inwards, the motor tower 7, the power motor 8 and the propeller 9 are put into the fuselage, and then the cabin door is closed, so that the problem of interference between the power motor and the propeller and the skin when the power motor and the propeller are accommodated is solved,

in the flight state and the submerging state, the attitude control mode of the aircraft is different: when in an air state, the wings 3 provide main lift force, the inverted V-shaped empennage 4 can be controlled by pitching and yawing, the ailerons of the left wing and the right wing can be controlled by rolling, the middle wing 3 is used as a high lift flap, and the propellers 9 can be controlled by yawing in a differential mode. When in a submerging state, the machine body 1 provides negative lift force to realize power submerging, the inverted V-shaped tail wing 4 can be controlled to pitch and yaw, the floating center gravity center adjusting device in the machine body 1 can be controlled to roll, the middle wing can be controlled to heave directly, and the underwater propeller 6 can be controlled to yaw differentially.

Claims

1. A variable-configuration double-body cross-water-air medium unmanned aerial vehicle is characterized in that: the double bodies are symmetrically arranged, the appearance of the machine body adopts a shark flow line, the lower machine body is designed in a ship body mode, and the lower surface is divided into a front sliding surface and a rear sliding surface by a broken step, so that the aircraft can conveniently enter and exit water in a sliding mode; the middle parts of the two machine bodies are connected through a middle wing, and the tail parts of the two machine bodies are connected through an inverted V-shaped tail wing; wings are symmetrically arranged on the outer sides of the two machine bodies, and the wings have rotational freedom degrees around a rotating shaft to change sweepback angles of the wings; during underwater diving, the wings are swept back and accommodated at two sides of the fuselage, and the wing body rectification and the wing appearance are in smooth transition; the transverse span between the two machine bodies is 20 to 30 percent of the wingspan;

a water rudder is arranged at the bottom of the rear part of the double machine bodies; the tail end is provided with an underwater propeller; control surfaces are arranged on the V tail and the middle wing; the trailing edges of the left wing and the right wing are provided with ailerons;

a motor tower is arranged in the middle of the double machine bodies, a power motor is arranged at the top of the motor tower, and a propeller is arranged on an output shaft of the power motor; the motor tower has the freedom degree of backward tilting around the shaft, so that after the motor tower is tilted backward, the power motor and the propeller are accommodated in the machine body;

the motor tower is arranged at the relative position of the left machine body and the right machine body, and the power motor and the propeller are retracted into the left machine body and the right machine body through the retraction driving mechanism; the motor tower comprises a rocker arm, a motor support and a stop fork; the rocker arm is a hollow rectangular cross-section tube; a motor support is fixedly arranged at the top end of the rocker arm, and a power motor is fixedly arranged on the motor support; a stop fork is fixedly arranged at the lower end of the rocker arm; the top end of the stop fork is provided with a connecting bulge, and the connecting bulge is inserted into the bottom end of the rocker arm to realize the positioning between the connecting bulge and the rocker arm; the motor support is provided with a through hole communicated with the interior of the rocker arm, and the top end of the baffle fork is also provided with a through hole communicated with the rocker arm, so that a cable of the power motor can pass through the interior of the rocker arm and then is led into the machine body through the interior of the baffle fork;

the retraction driving mechanism is a set of hydraulic driving system and comprises a hydraulic cylinder, an I-shaped joint, a support A and a support B; the support A is used for connecting a driving piston rod of a hydraulic cylinder and is also used for realizing the connection between the rocker arm and the stop fork; support A installs on rocking arm bottom lateral wall, and support A and rocking arm and the concrete fixed mode between keeping off the fork do: firstly, two through holes are formed in a support A; two screw holes are respectively formed in the front side wall and the rear side wall of the upper part of the blocking fork, two screw holes are respectively formed in the corresponding positions of the front side wall and the rear side wall of the lower end of the rocker arm, and after the blocking fork is inserted into the rocker arm, the blocking fork is screwed into the screw holes in the front side wall of the blocking fork through the support A and the screw holes in the front side wall of the rocker arm by screws; then a screw is screwed into a screw hole on the rear side wall of the stop fork through a screw hole on the rear side wall of the rocker arm; therefore, the support A, the rocker arm and the stop fork are fixed; the end part of a driving piston rod of the hydraulic cylinder is fixedly provided with an I-shaped joint, and the I-shaped joint is connected to the support A by a pin shaft; the machine body end of the hydraulic cylinder is connected to a support B through a pin shaft, and the support B is fixed on the wing through 2 connecting positions;

the rocker arm and the blocking fork are connected to the cross beam of the machine body through the shaft, and the specific connection mode is as follows: the lug is arranged on the cross beam of the machine body, the bearing is arranged on the lug, and the rocker arm, the stop fork and the lug are connected together through a pin shaft, so that the rocker arm and the stop fork can rotate around the pin shaft; therefore, when a driving piston rod of the hydraulic cylinder stretches, the rocker arm and the blocking fork rotate around the pin shaft, and the retraction of the power motor and the propeller is realized; in a retraction state, the power motor and the propeller are positioned in a retraction cabin designed on the wing; in the process that the power motor and the propeller are taken in the wing, the hydraulic cylinder penetrates through the blocking fork, the interference of a mechanism is avoided, the structure is compact, the internal space of the airplane body is effectively saved, and the axis of the rocker arm is vertical to the horizontal plane in the opening state, so that the axis of the propeller is along the front-back direction of the airplane body; in the opening state, the opening angle of the rocker arm can be limited by the limiting block;

a propeller phase locking mechanism is arranged on the rocker arm to realize the positioning of the propeller, and the propeller phase locking mechanism comprises a guide sheet, an actuating steering engine, a guide sleeve, a guide rod and a multi-link mechanism;

the guide piece is provided with a middle part, a left part and a right part; the middle part is a rectangular upper side and a rectangular lower side which are limiting matching sides, and the left side and the right side are respectively connected with the left part and the right part; the left part and the right part are structurally symmetrical and are triangular with tapered ends; thereby the integral guide vane is in a shuttle-shaped structure; the guide piece is fixedly connected and arranged on a rotating shaft of the power motor through an opening in the center of the middle part, and the upper side edge and the lower side edge of the middle part of the guide piece are parallel to the propeller blades of the propeller;

the actuating steering engine is fixedly arranged on the rocker arm, and the guide rod is arranged in a guide sleeve which is arranged at the top of the motor frame and is arranged along the vertical z-axis direction; the guide sleeve is positioned below the front part of the power motor and is positioned right below the guide sheet;

the multi-link mechanism is used for connecting the actuating steering engine and the guide rod, and the rotary motion of the output shaft of the actuating steering engine is converted into linear motion through the multi-link mechanism to drive the guide rod to move up and down in the guide sleeve.

2. The unmanned aerial vehicle of claim 1, wherein the variable configuration double-body cross-water-air medium comprises: a cabin door is arranged on the outer skin of the fuselage, and when the fuselage is unfolded, the cabin door keeps a closed state; when the wing rotates backwards, the cabin door is opened inwards, the wing sweepbacks, and the rear part of the wing is accommodated into the fuselage.

3. The unmanned aerial vehicle of claim 1, wherein the variable configuration double-body cross-water-air medium comprises: the upper surface of the machine body is provided with a motor cabin door, and when the motor tower is erected, the cabin door keeps a closed state; when the motor tower is inclined backwards, the cabin door is opened inwards, and after the motor tower, the power motor and the propeller are put into the skin of the machine body, the cabin door is closed again.