CN114655435A

CN114655435A - Oil-electricity hybrid power cross-medium unmanned aircraft with variable structure

Info

Publication number: CN114655435A
Application number: CN202210298705.0A
Authority: CN
Inventors: 钟文荣; 杨俊男; 马威龙; 刘蒙永; 蔡琦琳
Original assignee: Suzhou University
Current assignee: Suzhou University
Priority date: 2022-03-22
Filing date: 2022-03-22
Publication date: 2022-06-24
Anticipated expiration: 2042-03-22
Also published as: CN114655435B

Abstract

The invention relates to a petrol-electric hybrid medium-crossing unmanned aircraft with a variable structure, which comprises an aircraft body, wherein a first containing cabin and a second containing cabin are arranged in the aircraft body, the containing cabin is provided with an aircraft door, and a first telescopic device and a second telescopic device are respectively arranged in the containing cabin; a foldable wing; a variable configuration tail; the power device comprises a fuel generator set, a storage battery, a first propulsion device and a second propulsion device, the first propulsion device is connected with the fuel generator set, the storage battery is connected with the second propulsion device, and the first propulsion device and the second propulsion device can be retracted into the containing cabin through a telescopic device; water intake and drainage device, water intake and drainage device are including the ballast water tank, air compressor machine and the gas holder that connect gradually, and the ballast water tank is connected with the conveying mouth of a river, and this navigation ware has better duration and higher stability, need not subsidiary oxidant alone, and the resistance that receives when navigating under water is littleer, can be fast nimble move in aqueous, be suitable for the practicality.

Description

Oil-electricity hybrid power cross-medium unmanned aircraft with variable structure

Technical Field

The invention relates to the technical field of cross-medium aircrafts, in particular to an oil-electricity hybrid cross-medium unmanned aircraft with a variable structure.

Background

The cross-medium aircraft is a new-concept amphibious aircraft which can cruse in air and water in an amphibious manner and can freely pass through a water-air interface, and has various military and civil application prospects. Particularly has various functions of avoiding and monitoring, reconnaissance and striking on the sea in military affairs. It combines the advantages of both air and underwater vehicles, with significant advantages over conventional single medium vehicles. Meanwhile, the underwater vehicle is different from an aircraft (such as an airdrop torpedo, a submarine-launched missile and the like) with single-time water-air medium 'traversing capability', and not only has air flight capability and underwater submergence capability, but also has the capability of freely traversing water-air interfaces for many times. At present, a cross-medium aircraft is divided into a cross-medium aircraft which directly enters water and a cross-medium aircraft which stays on the water surface and then dives according to different water entering modes.

However, most of the existing cross-medium aircrafts are pure electric type aircrafts or pure fuel type aircrafts, wherein the pure electric type aircrafts are weak in endurance and poor in reliability under low temperature conditions, and the pure fuel type aircrafts need to be accompanied with an oxidant independently during underwater navigation, so that the volume and the use cost of the aircrafts are increased; meanwhile, when the existing cross-medium aircraft navigates underwater, external structures such as wings and a propulsion device on the aircraft body bring large resistance to the aircraft, and the rapid operation of the aircraft in water is influenced.

Disclosure of Invention

Therefore, the invention aims to solve the technical problems that most of the existing medium-span aircraft are pure electric type or pure fuel type aircraft, wherein the pure electric type aircraft has weaker cruising ability and poorer reliability under low temperature condition, the pure fuel type aircraft needs to be separately attached with an oxidant when navigating underwater, the volume and the use cost of the aircraft are increased, and meanwhile, the existing medium-span aircraft can bring larger resistance to the aircraft due to external structures such as wings and a propulsion device when navigating underwater, and the rapid operation of the aircraft in water is influenced; the invention provides an oil-electricity hybrid power cross-medium unmanned aircraft with a variable structure, which has better cruising ability and higher stability, does not need to be additionally provided with an oxidant independently, has smaller resistance when sailing underwater, and can be operated in water quickly and flexibly.

In order to solve the technical problem, the invention provides an oil-electricity hybrid medium unmanned aircraft with a variable structure, which comprises,

the water supply and drainage device comprises a machine body, a water supply port and a cavity, wherein the machine body is provided with the water supply port and the cavity positioned in the machine body, a first containing cabin, a second containing cabin and a water supply and drainage device are arranged in the cavity, a first expansion device and a second expansion device are respectively arranged in the first containing cabin and the second containing cabin, the water supply and drainage device comprises a water ballast tank, and the water ballast tank is connected with the water supply port;

the wing is a foldable wing;

a tail wing;

the power device is arranged in the cavity and comprises a fuel generator set, a storage battery, a first propulsion device and a second propulsion device, the first propulsion device is connected with the fuel generator set, the second propulsion device is connected with the storage battery, and the first propulsion device and the second propulsion device are respectively connected with a first telescopic device and a second telescopic device;

before the aircraft flies, the first containing cabin is opened, and the first telescopic device pushes the first propelling device out of the first containing cabin to provide power for the aircraft during flying; before the aircraft submerges into the water from the air, the first telescopic device drives the first propulsion device to retract into the first containing cabin, the first containing cabin is closed, and meanwhile, the conveying water gap is opened, so that water enters the water ballast tank to assist the aircraft submerge; after the aircraft enters the water, the second containing cabin is opened, and the second telescopic device pushes the second propelling device out of the second containing cabin to provide power for the aircraft during underwater navigation.

In one embodiment of the invention, a wing storage cabin for storing wings is arranged in the cavity, one end of each wing, which is close to the fuselage, is arranged in the wing storage cabin, and a storage cabin door matched with the wing storage cabin is arranged on the fuselage.

In one embodiment of the invention, the wing comprises a main wing and an aileron, the main wing comprises a plurality of wing plates, the wing plates are sequentially and movably connected to form the main wing, one wing plate of the main wing, which is far away from the fuselage, serves as a first wing plate, the aileron is arranged on the first wing plate, and flaps are arranged on the other wing plates except the first wing plate.

In one embodiment of the invention, the fuselage comprises a nose, a belly and a tail which are connected in sequence, the water gap is arranged on the nose, the wings are connected to the belly, and the tail wing is mounted on the tail.

In one embodiment of the invention, the tail comprises a vertical tail and a horizontal tail, the vertical tail is vertically arranged on the tail, the vertical tail is provided with a first rudder, the horizontal tail is horizontally arranged on the tail, the horizontal tail comprises turning sections positioned on two sides of the fuselage, the turning sections are provided with second rudders, and the turning sections are used for controlling the movement direction of the aircraft after the turning sections are turned to the vertical direction.

In one embodiment of the invention, the first storage cabin is provided with an air inlet, the air inlet is connected with the fuel generator set through an air pipe, and the air pipe is internally provided with a blower device and an electronic valve.

In one embodiment of the invention, the water intake and drainage device further comprises a pressure device, wherein the pressure device comprises an air compressor and an air storage tank, the air compressor is connected with the air storage tank, and the air storage tank is connected with the ballast water tank.

In one embodiment of the invention, the second holding tank is connected with the ballast water tank through a pipeline, and a one-way valve is arranged in the pipeline.

In one embodiment of the invention, the system further comprises an auxiliary device comprising an emergency power supply for emergency power supply and a signaling device for receiving commands and transmitting back aircraft state information.

In one embodiment of the invention, the first propulsion device is an electrically driven ducted fan engine and the second propulsion device is an electrically driven ducted propeller water propeller.

Compared with the prior art, the technical scheme of the invention has the following advantages:

the oil-electricity hybrid medium-crossing unmanned aircraft with the variable structure adopts oil-electricity hybrid power, has better endurance and running stability compared with a pure electric aircraft or a pure fuel type aircraft, does not need to carry an oxidant independently during navigation, can save the internal space of the aircraft, and reduces the overall volume and use cost of the aircraft; the wings are foldable, and meanwhile, the propulsion device is divided into the flight propulsion device and the underwater navigation propulsion device, so that when the underwater vehicle navigates underwater, the wings and the flight propulsion device can be retracted, the resistance of the underwater vehicle during underwater navigation is reduced, the energy is saved, and the underwater vehicle has higher navigation speed and flexibility and is suitable for practicality.

Drawings

In order that the present disclosure may be more readily and clearly understood, reference is now made to the following detailed description of the embodiments of the present disclosure taken in conjunction with the accompanying drawings, in which

Fig. 1 is a schematic overall structure diagram of a hybrid oil-electricity hybrid unmanned aircraft with a variable structure according to a preferred embodiment of the invention;

FIG. 2 is a side view of the hybrid oil-electric power cross-medium unmanned aircraft with the variable structure shown in FIG. 1;

FIG. 3 is a top view of the hybrid oil-electric power cross-medium unmanned aircraft with the variable structure shown in FIG. 1;

FIG. 4 is a schematic diagram of the internal structure of the hybrid oil-electricity hybrid medium unmanned aircraft with the variable structure shown in FIG. 1;

fig. 5 is a schematic diagram of a part of the structure of the oil-electricity hybrid power cross-medium unmanned aircraft with the variable structure shown in fig. 1.

The specification reference numbers indicate: 1. a body; 11. a delivery nozzle; 12. a cavity; 13. a first storage compartment; 131. an air inlet; 14. a second storage compartment; 15. a water inlet and outlet device; 151. a ballast water tank; 152. an air compressor; 153. a gas storage tank; 16. a nose landing gear; 17. a rear landing gear; 2. an airfoil; 21. a main wing; 211. a wing plate; 22. an aileron; 23. a flap; 3. a tail wing; 31. a vertical tail; 311. a first rudder; 32. a horizontal rear wing; 321. a folding section; 322. a second rudder; 4. a power plant; 41. a fuel generator set; 42. a storage battery; 43. a first propulsion device; 44. a second propulsion device.

Detailed Description

The present invention is further described below in conjunction with the following figures and specific examples so that those skilled in the art may better understand the present invention and practice it, but the examples are not intended to limit the present invention.

Example one

Referring to fig. 1-4, the hybrid oil-electric vehicle with variable structure of the invention comprises,

the water supply device comprises a machine body 1, wherein the machine body 1 is provided with a conveying water port 11 and a cavity 12 positioned in the machine body 1, a first containing cabin 13, a second containing cabin 14 and a water inlet and drainage device 15 are arranged in the cavity 12, the first containing cabin 13 and the second containing cabin 14 are respectively provided with a first expansion device and a second expansion device, the water inlet and drainage device 15 comprises a ballast water cabin 151, and the ballast water cabin 151 is connected with the conveying water port 11;

the wings 2 are foldable wings;

a tail fin 3;

the power device 4 is arranged in the cavity 12, the power device 4 comprises a fuel generator set 41, a storage battery 42, a first propulsion device 43 and a second propulsion device 44, the first propulsion device 43 is connected with the fuel generator set 41, the second propulsion device 44 is connected with the storage battery 42, and the first propulsion device 43 and the second propulsion device 44 are respectively connected with a first telescopic device and a second telescopic device;

before the aircraft flies, the first containing cabin 13 is opened, and the first telescopic device pushes the first propelling device 43 out of the first containing cabin 13 to provide power for the aircraft during flying; before the aircraft submerges into the water from the air, the first expansion device drives the first propulsion device 43 to retract into the first containing cabin 13, the first containing cabin 13 is closed, and the conveying water gap 11 is opened at the same time, so that water enters the water ballast tank 151 to assist the aircraft submerge; after the vehicle enters the water, the second storage cabin 14 is opened, and the second telescopic device pushes the second propelling device 44 out of the second storage cabin 14, so that the power for underwater navigation is provided for the vehicle.

Specifically, a first cabin door and a second cabin door corresponding to the first containing cabin 13 and the second containing cabin 14 are arranged on the fuselage 1; a plurality of first storage cabins 13 are symmetrically arranged in the width direction of the fuselage 1, a plurality of first cabin doors corresponding to the first storage cabins 13 are also arranged on the fuselage 1, each first storage cabin 13 is internally provided with a first telescopic device, the first telescopic devices are connected with first propelling devices 43, and the first propelling devices 43 can be electrically driven ducted fan engines; when the first cabin door is opened, the first expansion device can eject the first propulsion device 43 out of the first containing cabin 13 to provide flying power for the aircraft, and the first expansion device can also retract the first propulsion device 43 into the first containing cabin 13 and seal the first containing cabin 13 through the first cabin door; conceivably, when the aircraft enters the underwater navigation, if the first propulsion device 43 is retracted into the fuselage 1, the resistance of the aircraft during underwater motion can be reduced, and the aircraft can be ensured to move rapidly and flexibly; it is also conceivable that the first propulsion device 43 is well protected during underwater navigation by the first cabin door enclosing the first propulsion device 43 in the first accommodation compartment 13.

It is contemplated that the first telescoping device may be a small telescoping device such as a pneumatic cylinder or an electric push rod.

Specifically, the second storage cabin 14 is arranged at a position close to the tail of the aircraft, the second propelling device 44 is arranged in the second storage cabin 14, and the second propelling device 44 is connected with the second telescopic device; when the vehicle sails underwater, the first propulsion device 43 retracts into the first containing compartment 13 and is closed and isolated by the first hatch door; the second door is opened and the second telescoping device ejects the second propulsion device 44 providing power for the vehicle while navigating underwater.

Specifically, when the aircraft is submerged in water, the water delivery port 11 is opened to allow water to be filled into the ballast water tank 151, and when water enters the ballast water tank 151, the air compressor 152 operates to pump air in the ballast water tank 151 into the air storage tank 153; when the aircraft floats, the air compressor 152 operates to input high-pressure gas stored in the gas storage tank 153 into the water ballast tank 151, so that water in the water ballast tank 151 is discharged from the water delivery port 11, and the aircraft can float.

The aircraft adopts a hybrid power mode, has the advantages of both fuel type and pure electric aircraft, has better endurance and stability, and does not need to be provided with an oxidant independently; and when the aircraft flies, the second propulsion device 44 can be retracted into the aircraft body 1 to reduce the resistance of the aircraft, and simultaneously, when the aircraft moves underwater, the first propulsion device 43 can also be retracted into the aircraft body 1 to reduce the resistance of the aircraft under the underwater, so that the energy consumption is reduced, and the moving process of the aircraft can be more stable and flexible to a certain extent.

Further, a wing storage cabin for storing the wings 2 is arranged in the cavity 12, one end of each wing 2 close to the fuselage 1 is arranged in the wing storage cabin, and a storage cabin door matched with the wing storage cabin is arranged on the fuselage 1.

Specifically, a wing storage cabin is arranged in a cavity 12 in the fuselage 1, the wings 2 can be retracted into the wing storage cabin after being folded, and the wings 2 are sealed in the wing storage cabin through a cabin door of the wing storage cabin; it is conceivable that, when the aircraft enters underwater navigation, the deployed wings 2 are subjected to a large resistance, which affects the rapid navigation of the aircraft; after the wings 2 are folded and collected in the fuselage 1, the resistance of the aircraft is greatly reduced, the movement speed of the aircraft can be improved, the consumption of a power supply is reduced, and the wings 2 can be prevented from being corroded and damaged underwater.

Preferably, the cabin door of the storage cabin, the first cabin door and the second cabin door can be set as electric sliding type cabin doors, and a sealing strip is arranged at the joint of the cabin door and the fuselage 1, so that the sealing performance of the closed cabin door is ensured.

Referring to fig. 3, further, the wing 2 includes a main wing 21 and an aileron 22, the main wing 21 includes a plurality of wing plates 211, the plurality of wing plates 211 are sequentially and movably connected to form the main wing 21, one wing plate 211 of the main wing 21 far away from the fuselage 1 is used as a first wing plate, the aileron 22 is disposed on the first wing plate, and flaps 23 are disposed on each of the other wing plates 211 except the first wing plate.

Specifically, the main wing 21 includes a plurality of single-piece wing plates 211, the adjacent wing plates 211 are movably connected to form the main wing 21, and the main wing 21 can be folded in an organ manner to stack the wing plates 211 in the vertical direction, so as to facilitate the folding of the wing 2 and the retraction of the wing into the fuselage 1; and one wing plate 211 farthest from the fuselage 1 is used as a first wing plate, one side of the first wing plate close to the tail is provided with an aileron 22, the aileron 22 is used for controlling the aircraft to turn over, and flaps 23 are arranged on the other wing plates 211 except the first wing plate, so that the flaps 23 can play a role in increasing the lift.

It is conceivable that the wing 2 can be set as a wing 2 capable of automatic retraction and extension, so as to improve the automation degree of the whole aircraft and ensure the rapid switching of the form when the aircraft runs in two mediums. The wing 2 is made of a light material, such as polypropylene.

Referring to fig. 2, further, the fuselage 1 includes a nose, a belly and a tail connected in sequence, the delivery nozzle 11 is disposed on the nose, the wing 2 is connected to the belly, and the tail 3 is mounted on the tail. The ventral portion is provided with a broken step to increase the bearing capacity of the aircraft when the aircraft slides on the water surface and facilitate the aircraft to take off from the water surface.

It is conceivable that the entire body 1 is floated on the water surface and the power unit 4 is engaged to slide on the water surface because the body 1 is of a hollow structure.

It is also conceivable that the position of the individual components should be reasonably distributed, taking into account the balance of the entire aircraft, when arranging them in the fuselage 1. For example, the first stowage compartment 13 is disposed near the wing 2, and the second stowage compartment 14 should be disposed near the tail to balance the fuselage 1.

Referring to fig. 1, 2, 3 and 5, further, the tail 3 includes a vertical tail 31 and a horizontal tail 32, the vertical tail 31 is vertically disposed on the tail, a first rudder 311 is disposed on the vertical tail 31, the horizontal tail 32 is horizontally disposed on the tail, the horizontal tail 32 includes a turning section 321 located on two sides of the fuselage 1, a second rudder 322 is disposed on each turning section 321, and the turning section 321 is used for controlling the movement direction of the aircraft after the turning section 321 turns to the vertical direction.

Specifically, the tail wing 3 adopts a variable configuration tail wing, when the aircraft enters underwater, two turning sections 321 of the horizontal tail wing 32 can be turned downwards to be in a vertical state, at the moment, the two turning sections 321 of the horizontal tail wing 32 are parallel to the vertical tail wing 31, the navigation direction of the aircraft can be controlled by controlling the first rudder 311 and the second rudder 322 on the vertical tail wing 31 and the horizontal tail wing 32, and when the first rudder 311 and the second rudder 322 deflect in the same direction, the course device deflects; when the yaw directions of the first rudder 311 and the second rudder 322 are opposite, the aircraft makes a rolling motion.

It is conceivable that, when the vehicle moves underwater, the folded section 321 of the horizontal tail 32 is folded to be parallel to the vertical tail 31, which can increase the stability of the vehicle when the vehicle travels underwater; meanwhile, the folded section 321 of the horizontal tail 32 can be used as an extension of the vertical tail 31, so that the area of the vertical tail 31 is increased to a certain extent, and the aircraft can deflect more flexibly. And the aircraft can perform actions such as balance adjustment through rolling motion. The tail 3 is also made of light material, such as polypropylene.

It is conceivable that a driving assembly may be provided in the tail near the tail 3 to drive the two turning sections 321 of the horizontal tail 32 to be turned in rotation; the driving assembly may be a rotating member driven by a driving source to rotate, and the rotating member drives the turning section 321 connected thereto to rotate.

Referring to fig. 2, further, the first storage compartment 13 is provided with an air inlet 131, the air inlet 131 is connected with the fuel generator set 41 through an air pipe, and the air pipe is provided with a blower device and an electronic valve. Specifically, when the aircraft is about to fly, a first cabin door on the fuselage 1 is opened, and air enters the fuel generator set 41 through an air pipe connected with the first storage cabin 13 to provide an oxidant for the fuel generator set; meanwhile, the air blowing device in the air pipe is matched with the electronic valve, so that the air inflow can be controlled; specifically, when the electronic valve is opened, air can enter the fuel generator set 41 through the air pipe, and the size of the air inflow can be controlled through the action of the blower; when the electronic valve is closed, air cannot enter the fuel-powered generator set 41.

Referring to fig. 4, further, the water intake and discharge device 15 further comprises a pressure device, the pressure device comprises an air compressor 152 and an air storage tank 153, the air compressor 152 is connected with the air storage tank 153, and the air storage tank 153 is connected with the ballast water tank 151.

Further, the second receiving chamber 14 is connected to the ballast water tank 151 through a pipe, and a check valve is provided in the pipe. Specifically, the one-way valve restricts water from entering the ballast water tank 151 from the end of the second holding tank 14, but water in the ballast water tank 151 cannot enter the second holding tank 14.

The aircraft further comprises an auxiliary device, wherein the auxiliary device comprises an emergency power supply and a signal device, the emergency power supply is used for supplying power emergently, and the signal device is used for receiving an instruction and transmitting back aircraft state information. It is contemplated that the aircraft may be emergency powered by an emergency power supply within the aircraft when both fuel in the aircraft and power from battery 42 are depleted.

Further, the first propulsion device 43 is an electrically driven ducted fan engine and the second propulsion device 44 is an electrically driven ducted propeller water propeller. When the aircraft flies, the power is provided by electrically driving the ducted fan engine, and when the aircraft navigates underwater, the power is provided by the ducted propeller water propeller. The fuel-powered generator set 41 provides electric power to the first propulsion device 43, the battery 42 mainly provides electric power to the second propulsion device 44, and the fuel-powered generator set 41 also provides electric power to the first propulsion device 43 when the fuel in the fuel tank is exhausted.

Preferably, the fuel generator set 41 is connected to a battery 42, and the battery 42 is connected to the first propulsion device 43. It is envisaged that the battery 42 may continue to power the first propulsion means 43 when the fuel in the fuel tank of the aircraft is depleted during movement, in order to avoid damage to the aircraft by a crash due to sudden depletion of fuel. Specifically, when the aircraft is flying at low altitude, the fuel-powered generator set 41 generates electricity by drawing fuel from the fuel tank and air drawn in from the outside to burn, and uses most of the electricity (about 95%) thereof to supply the electricity required by the ducted fan engine, and a small portion (about 5%) thereof to supplement the electricity of the battery 42.

Example two

Referring to fig. 1 and 2, on the basis of the first embodiment, a front wheel storage cabin is arranged inside the fuselage 1 and close to the nose, a plurality of rear wheel storage cabins are symmetrically arranged inside the fuselage 1 and close to the tail, a front door and a rear door corresponding to the front wheel storage cabin and the rear wheel storage cabin are respectively arranged at the bottom of the fuselage 1, a front landing gear 16 and a rear landing gear 17 are respectively arranged in the front wheel storage cabin and the rear wheel storage cabin, the front landing gear 16 and the rear landing gear 17 can be respectively retracted into the front wheel storage cabin and the rear wheel storage cabin after the aircraft flies and are sealed in the front wheel storage cabin and the rear wheel storage cabin through the front door and the rear door, so that the aircraft can conveniently take off while taxiing on the ground, the resistance on the air during flying is further reduced, and the flying speed and the flying flexibility of the aircraft can be improved, and can also play a role in saving fuel to a certain extent.

It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Various other modifications and alterations will occur to those skilled in the art upon reading the foregoing description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications therefrom are within the scope of the invention.

Claims

1. An oil-electricity hybrid medium-crossing unmanned aircraft with a variable structure is characterized by comprising,

the wings are foldable wings;

a tail wing;

2. The hybrid oil-electric medium unmanned aircraft with variable structure according to claim 1, characterized in that: the aircraft wing storage cabin is characterized in that a wing storage cabin used for storing wings is arranged in the cavity, one end, close to the fuselage, of each wing is arranged in the wing storage cabin, and a storage cabin door matched with the wing storage cabin is arranged on the fuselage.

3. The hybrid oil-electric vehicle according to claim 1, characterized in that: the wing includes main wing and aileron, the main wing includes a plurality of pterygoid lamina, and is a plurality of pterygoid lamina swing joint in proper order constitutes the main wing, a pterygoid lamina of fuselage is kept away from to the main wing is as first pterygoid lamina, the aileron sets up on first pterygoid lamina, and removes all be provided with the flap on other each pterygoid lamina outside the first pterygoid lamina.

4. The hybrid oil-electric medium unmanned aircraft with variable structure according to claim 1, characterized in that: the fuselage is including the aircraft nose, the ventral and the tail that connect gradually, carry the water gap set up in on the aircraft nose, the wing connect in on the ventral, the fin install in on the tail.

5. The hybrid oil-electric vehicle according to claim 4, characterized in that: the empennage includes vertical empennage and tailplane, vertical empennage is vertical to be set up on the tail, be provided with first rudder on the vertical empennage, the tailplane level sets up on the tail, tailplane is including the section of turning over that is located the fuselage both sides, it all is provided with the second rudder to turn over on the section, it is used for turning over the direction of motion to the navigation after turning over to vertical direction and controlling to turn over the section.

6. The hybrid oil-electric vehicle according to claim 1, characterized in that: the first storage cabin is provided with an air inlet, the air inlet is connected with the fuel generator set through an air pipe, and a blower device and an electronic valve are arranged in the air pipe.

7. The hybrid oil-electric medium unmanned aircraft with variable structure according to claim 1, characterized in that: the water inlet and outlet device further comprises a pressure device, the pressure device comprises an air compressor and an air storage tank, the air compressor is connected with the air storage tank, and the air storage tank is connected with the ballast water tank.

8. The hybrid oil-electric medium unmanned aircraft with variable structure according to claim 1, characterized in that: the second storage tank is connected with the ballast water tank through a pipeline, and a one-way valve is arranged in the pipeline.

9. The hybrid oil-electric medium unmanned aircraft with variable structure according to claim 1, characterized in that: the aircraft emergency power supply system further comprises an auxiliary device, wherein the auxiliary device comprises an emergency power supply and a signal device, the emergency power supply is used for supplying power in an emergency mode, and the signal device is used for receiving instructions and transmitting state information of the aircraft back.

10. The hybrid oil-electric medium unmanned aircraft with variable structure according to claim 1, characterized in that: the first propulsion device is an electrically-driven ducted fan engine, and the second propulsion device is an electrically-driven ducted propeller water propeller.