CN113665749B

CN113665749B - Aircraft

Info

Publication number: CN113665749B
Application number: CN202111046616.9A
Authority: CN
Inventors: 刘鹏; 徐渊博; 王嘉琪; 王俊杰; 张汐
Original assignee: Ocean University of China
Current assignee: Ocean University of China
Priority date: 2021-09-06
Filing date: 2021-09-06
Publication date: 2022-06-07
Anticipated expiration: 2041-09-06
Also published as: CN113665749A

Abstract

The application relates to the technical field of ocean engineering and discloses an aircraft. An aircraft comprising: the driving module comprises a main hull and a buoyancy cabin, the buoyancy cabin is arranged on the main hull, and the buoyancy cabin is used for adjusting the stress of the main hull; the operation module comprises a catching device, the catching device is arranged on the main boat body, and the catching device is used for catching people or objects. The navigation device comprises a driving module and an operation module, the driving module is used for driving the navigation device to sail, the operation module is used for operating people or objects needing to be operated in water, the buoyancy cabin is used for adjusting the stress of the main boat body, the navigation device can sail, the operation module comprises a fishing device, the fishing device can be used for fishing or rescuing people or objects falling into water without consciousness, the blank of the existing navigation device in the rescue field is made up, and the rescue capacity of the navigation device is improved.

Description

Aircraft

Technical Field

The application relates to the technical field of ocean engineering, for example to an aircraft.

Background

The development target of the ocean forcing nation has risen to the national strategy. Meanwhile, higher requirements are provided for maritime search and rescue capacity in China. At present, a maritime search and rescue system is initially established in China, but the casualty rate of rescue workers is high, and the market demand of maritime search and rescue robots is wide. The task of maritime search and rescue is increasingly heavy and difficult, and maritime search and rescue also presents many new demand changes compared with the past.

In the process of implementing the embodiments of the present disclosure, it is found that at least the following problems exist in the related art:

the existing underwater rescue robot utilizes the aircraft to serve as a floating body, or the aircraft releases an inflatable floating body in front of a person falling into water, the rescue mode needs the person falling into water to hold the floating body clearly at that time to complete rescue, and only can rescue the person falling into water on the water, and the existing aircraft cannot rescue the person falling into water without consciousness.

Disclosure of Invention

The following presents a simplified summary in order to provide a basic understanding of some aspects of the disclosed embodiments. This summary is not an extensive overview nor is intended to identify key/critical elements or to delineate the scope of such embodiments but rather as a prelude to the more detailed description that is presented later.

The disclosed embodiment provides an aircraft to solve the problem that the existing aircraft cannot be rescued for drowning people who lose consciousness.

The disclosed embodiments provide an aircraft, comprising: the driving module comprises a main hull and a buoyancy cabin, the buoyancy cabin is arranged on the main hull, and the buoyancy cabin is used for adjusting the stress of the main hull; the operation module comprises a catching device, the catching device is arranged on the main boat body, and the catching device is used for catching people or objects.

The aircraft provided by the embodiment of the disclosure can realize the following technical effects:

the navigation device comprises a driving module and an operation module, the driving module is used for driving the navigation device to sail, the operation module is used for operating people or objects needing to be operated in water, the buoyancy cabin is used for adjusting the stress of the main boat body, the navigation device can sail, the operation module comprises a fishing device, the fishing device can be used for fishing or rescuing people falling into water without consciousness, the blank of the existing navigation device in the rescue field is made up, and the rescue capacity of the navigation device is improved.

The foregoing general description and the following description are exemplary and explanatory only and are not restrictive of the application.

Drawings

One or more embodiments are illustrated in the accompanying drawings, which correspond to the accompanying drawings and not in a limiting sense, in which elements having the same reference numeral designations represent like elements, and in which:

FIG. 1 is a structural schematic diagram of a perspective of a vehicle provided by embodiments of the present disclosure;

FIG. 2 is a schematic illustration of a structure of an aircraft in a first attitude provided by an embodiment of the disclosure;

FIG. 3 is a schematic illustration of a structure of an aircraft in a second attitude provided by an embodiment of the disclosure;

FIG. 4 is a structural schematic diagram of another perspective of a vehicle provided by embodiments of the present disclosure;

FIG. 5 is a structural schematic diagram of another perspective of a vehicle provided by embodiments of the present disclosure;

FIG. 6 is a schematic structural diagram of a skeleton provided by embodiments of the present disclosure;

FIG. 7 is an enlarged schematic view of portion A of FIG. 6;

FIG. 8 is a schematic view of a portion of a skeleton according to an embodiment of the present disclosure;

FIG. 9 is a schematic diagram illustrating a portion of a skeletal structure from another perspective, according to an embodiment of the present disclosure;

FIG. 10 is a schematic view of a propulsion device according to an embodiment of the present disclosure;

FIG. 11 is a schematic diagram of an exploded view of a propulsion device according to embodiments of the present disclosure;

FIG. 12 is a schematic flow chart diagram of a control method for an aircraft provided by an embodiment of the present disclosure;

FIG. 13 is a schematic view of a skeleton according to an embodiment of the present disclosure, shown inverted;

FIG. 14 is a schematic view of a frame according to an embodiment of the present disclosure as it advances;

FIG. 15 is a schematic illustration of a framework as it moves backward in accordance with an exemplary embodiment of the present disclosure;

fig. 16 is a schematic structural diagram of a framework provided by an embodiment of the present disclosure during steering.

Reference numerals:

1. an aircraft; 2. a main hull; 21. a first side wall; 22. a second side wall; 23. a housing; 24. a framework; 241. a first mounting plate; 242. a second mounting plate; 243. a third mounting plate; 25. sealing the cabin; 26. an injection device; 261. a jet port; 262. an ejection chamber; 263. a conveying device; 27. a gripper; 3. a buoyancy compartment; 31. a first buoyancy compartment; 32. a second buoyancy compartment; 4. an adjustment device; 5. a propulsion device; 51. a propeller; 52. a rotating structure; 53. a fixed seat; 531. a first mounting surface; 54. a third steering engine; 55. a first propulsion device; 56. a second propulsion device; 57. a third propulsion device; 58. a fourth propulsion device; 59. a bearing; 591. a cover plate; 6. a water quantity adjusting device; 62. an electromagnetic valve; 63. a water pump; 7. a connecting rod; 71. a second steering engine; 74. a first connecting rod; 75. a second connecting rod; 76. a fourth gear; 761. a fourth steering engine; 762. a rack; 8. a fishing device; 81. a first link; 82. a second link; 83. a first support jaw; 84. a second jaw; 86. a first gear; 87. a second gear; 88. a third gear; 89. a drive member; 9. a solar panel; 91. a first cell panel; 92. a second cell panel; 10. a video capture device; 11. a cover body.

Detailed Description

So that the manner in which the features and elements of the disclosed embodiments can be understood in detail, a more particular description of the disclosed embodiments, briefly summarized above, may be had by reference to the embodiments, some of which are illustrated in the appended drawings. In the following description of the technology, for purposes of explanation, numerous details are set forth in order to provide a thorough understanding of the disclosed embodiments. However, one or more embodiments may be practiced without these details. In other instances, well-known structures and devices may be shown in simplified form in order to simplify the drawing.

The terms "first," "second," and the like in the description and in the claims, and the above-described drawings of embodiments of the present disclosure, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It should be understood that the data so used may be interchanged as appropriate for the embodiments of the disclosure described herein. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.

In the embodiments of the present disclosure, the terms "upper", "lower", "inner", "middle", "outer", "front", "rear", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings. These terms are used primarily to better describe the disclosed embodiments and their examples and are not intended to limit the indicated devices, elements or components to a particular orientation or to be constructed and operated in a particular orientation. Moreover, some of the above terms may be used to indicate other meanings besides the orientation or positional relationship, for example, the term "on" may also be used to indicate some kind of attachment or connection relationship in some cases. The specific meanings of these terms in the embodiments of the present disclosure can be understood by those of ordinary skill in the art as appropriate.

In addition, the terms "disposed," "connected," and "secured" are to be construed broadly. For example, "connected" may be a fixed connection, a detachable connection, or a unitary construction; can be a mechanical connection, or an electrical connection; may be directly connected, or indirectly connected through intervening media, or may be in internal communication between two devices, elements or components. Specific meanings of the above terms in the embodiments of the present disclosure can be understood by those of ordinary skill in the art according to specific situations.

The term "plurality" means two or more unless otherwise specified.

The term "and/or" is an associative relationship that describes objects, meaning that three relationships may exist. For example, a and/or B, represents: a or B, or A and B.

It should be noted that, in the case of no conflict, the embodiments and features in the embodiments of the present disclosure may be combined with each other.

With reference to fig. 1 to 9, the present disclosure provides a vehicle 1, where the vehicle 1 includes a driving module and a working module, the driving module includes a main hull 2 and a buoyancy cabin 3, and the buoyancy cabin 3 is disposed on the main hull 2 and is used to adjust a stress of the main hull 2; the operation module comprises a fishing device 8, the fishing device 8 is arranged on the main boat body 2, and the fishing device 8 is used for fishing people or objects.

The driving module is used for driving the navigation of the aircraft 1, the operation module is arranged on the main boat body 2, the aircraft 1 can conveniently operate on the water surface or underwater, the operation device comprises a catching device 8, when the aircraft 1 arrives at a drowning person without consciousness, the catching device 8 can catch or rescue the drowning person without consciousness, the blank of the existing aircraft 1 in the rescue field is made up, and the rescue capacity of the aircraft 1 is improved.

The vehicle 1 of the present embodiment can also be used for fishing objects on the water or underwater to perform fishing work.

Optionally, the catching device 8 protrudes from the outer surface of the main hull 2, so that the catching device 8 can catch people or objects conveniently.

Optionally, the operation module further includes a sampling device, and the sampling device is disposed on the main hull 2 and can perform sampling operation.

Optionally, the operation module further includes a detection device, and the detection device is disposed on the main boat body 2 and can perform detection work.

Optionally, the operation module may include a plurality of operation devices such as a fishing device 8, a detection device, and a sampling device, so that the aircraft 1 may have functions of fishing, sampling, and detecting, in addition to the rescue function.

Alternatively, the catching device 8 may be a catching claw.

Alternatively, as shown in fig. 8 and 9, the fishing device 8 includes a first link 81, a second link 82, and a driving device, the first link 81 is provided to the main hull 2, and the first link 81 is provided with a plurality of first claws 83 along the extending direction of the first link 81; the second link 82 is provided on the main hull 2, is opposite to the first link 81, and along the extending direction of the second link 82, the second link 82 is provided with a plurality of second claws 84, and the plurality of second claws 84 and the plurality of first claws 83 are arranged alternately; the driving device is connected with the first connecting rod 81 and the second connecting rod 82, and can drive the first connecting rod 81 and/or the second connecting rod 82 to rotate so as to enable the first supporting claw 83 and the second supporting claw 84 to be embraced or separated.

The plurality of first claws 83 can be engaged with or disengaged from the plurality of second claws 84 to catch or grab objects, the first connecting rods 81 and the second connecting rods 82 are convenient to arrange the first claws 83 and the second claws 84, and the driving device controls the rotation of the first connecting rods 81 and the second connecting rods 82 to accurately control the work of the first claws 83 and the second claws 84.

Optionally, the encircling diameter of the first and

second prongs

83, 84 when they are encircled is 2cm-40 cm.

When embracing the diameter and being less than 2cm, embracing the diameter too little, being difficult to realize, to the great object of diameter, can appear the condition that can't embrace moreover, when embracing the diameter and being greater than 40cm, embracing the diameter too big, the article diameter that needs to catch is too little, and the operation device is embraced tight article not, and article drop easily.

The encircling diameter of the first supporting jaw 83 and the second supporting jaw 84 when the supporting jaws are encircled can be 5cm, 10cm, 20cm, 30cm and 40 cm.

Optionally, the gripping force of the first and

second prongs

83, 84 is 1kg to 5 kg.

Alternatively, the first and

second prongs

83, 84 may have a self-locking force in the range of 1kg to 100 kg.

The self-locking force in this embodiment refers to a moment required to hold the first and

second claws

83 and 84 together.

Alternatively, the first and

second prongs

83, 84 may have a self-locking force of 10kg, 30kg, 50kg, 70kg, 80kg, 90kg, 100kg, etc.

When the self-locking force of the first supporting claw 83 and the second supporting claw 84 is greater than 100kg, the load of the aircraft 1 is too heavy, and the normal running of the aircraft 1 can be affected, and the self-locking force of the first supporting claw 83 and the second supporting claw 84 is within the range, so that the aircraft can stably catch and carry people or objects to move under the condition that the running of the aircraft 1 is guaranteed, and rescuers are prevented from being injured secondarily.

Optionally, the exterior of each of the first and

second prongs

83, 84 is covered with a flexible material to prevent secondary injury to the rescued person.

Optionally, as shown in fig. 6, the driving device further includes a first steering engine and a driving element 89, the driving element 89 is connected to both the first connecting rod 81 and the second connecting rod 82 and is in driving connection with the first steering engine, the first steering engine drives the driving element 89 to move, and the driving element 89 drives the first connecting rod 81 and/or the second connecting rod 82 to rotate.

The first steering engine drives the first connecting rod 81 and/or the second connecting rod 82 to rotate through the driving piece 89, and the control accuracy and the accuracy of the first connecting rod 81 and/or the second connecting rod 82 are improved.

Alternatively, as shown in fig. 8, the driving member 89 may be a gear, the number of the gears is multiple, the multiple gears include a first gear 86, a second gear 87 and a third gear 88, the first gear 86 is connected to the first connecting rod 81, the second gear 87 is connected to the second connecting rod 82, the third gear 88 is meshed with the first gear 86 and/or the third gear 88 is meshed with the second gear 87, the third gear 88 is connected to the second steering engine 71, the second steering engine 71 drives the third gear 88 to rotate, the third gear 88 drives the first gear 86 and/or the second gear 87 to rotate, and finally drives the first connecting rod 81 and/or the second connecting rod 82 to rotate.

The first connecting rod 81 and/or the second connecting rod 82 are/is rotated through the linkage of the first gear 86, the second gear 87 and the third gear 88, so that the first supporting claw 83 and the second supporting claw 84 are clasped and separated, and the working accuracy of the fishing device 8 is improved.

Alternatively, as shown in fig. 6 and 7, the buoyancy compartment 3 is rotatably connected to the main boat body 2.

The buoyancy cabin 3 is rotatably connected with the main boat body 2, so that the angle between the buoyancy cabin 3 and the main boat body 2 can be adjusted, the contact area between the aircraft 1 and the water surface can be changed, and the running resistance of the aircraft 1 can be further changed.

Optionally, the driving module further comprises a connecting rod 7 and a second steering engine 71, one end of the connecting rod 7 is rotatably connected with the main boat body 2, and the other end of the connecting rod 7 is fixedly connected with the buoyancy cabin 3; the second steering engine 71 is in driving connection with one end of the connecting rod 7 to drive the buoyancy compartment 3 to rotate relative to the main hull 2.

Second steering wheel 71 provides drive power, drives the one end rotation of connecting rod 7, and the other end and the buoyancy cabin 3 fixed connection of connecting rod 7 can drive buoyancy cabin 3 and also rotate when the one end of connecting rod 7 rotates, through connecting rod 7 and second steering wheel 71, make buoyancy cabin 3 can rotate for main hull 2.

Alternatively, the number of the connecting rods 7 is plural, and the plural connecting rods 7 include a first connecting rod 74 and a second connecting rod 75, the first connecting rod 74 is connected between the main hull 2 and the first buoyancy chamber 31, and the second connecting rod 75 is connected between the main hull 2 and the second buoyancy chamber 32.

Optionally, the number of the second steering gears 71 is multiple, the number of the second steering gears 71 is greater than or equal to the number of the connecting rods 7, and each connecting rod 7 is provided with at least one second steering gear 71.

Optionally, the hull comprises a shell 23 defining a cavity inside the shell 23 and a skeleton 24 located inside the cavity for supporting the hull and for connecting and placing other components of the aircraft 1.

Optionally, the framework 24 is rotatably connected with one end of the connecting rod 7, wherein a through hole is formed in the cavity wall of the cavity, and the connecting rod 7 penetrates through the through hole to be connected with the framework 24.

Optionally, the second steering engine 71 is provided on the framework 24.

Optionally, the framework 24 includes a first mounting plate 241, a second mounting plate 242, and a third mounting plate 243 that are sequentially disposed at intervals along the length direction of the main hull 2, and the first steering engine is disposed on the second mounting plate 242.

Optionally, the number of the second steering engines 71 is multiple, the multiple second steering engines 71 include a first sub-steering engine and a second sub-steering engine, the first sub-steering engine is in driving connection with the first buoyancy chamber 31, the second sub-steering engine is in driving connection with the second buoyancy chamber 32, and the first sub-steering engine and the second sub-steering engine are located at two ends of the second mounting plate 242 respectively.

It can be understood that: other rotating structures can be adopted between the buoyancy cabin 3 and the main boat body 2, such as a rotating cylinder and the like, and means for enabling the buoyancy cabin 3 and the main boat body 2 to rotate can be available, and the method is not particularly limited.

Optionally, the connecting rod 7 is provided with a limiting portion, the main boat body 2 is provided with a limiting matching portion, and when the limiting portion is matched with the limiting matching portion, the connecting rod 7 and the main boat body 2 limit rotation.

When the buoyancy compartment 3 rotates to a predetermined angle relative to the main boat body 2, the limiting part and the limiting matching part are matched, so that the connecting rod 7 and the main boat body 2 can be limited to rotate, and the buoyancy compartment 3 can sail at the predetermined angle with the main boat body 2.

In one embodiment, the limiting portion includes a recess, the limiting engagement portion includes a rack 762, and when the rack 762 is located in the recess, the connecting rod 7 and the main boat body 2 are limited from rotating.

Optionally, the framework 24 is provided with a fourth steering engine 761, a fourth gear 76 and a rack 762, wherein the fourth steering engine 761 is connected with the fourth gear 76, the fourth steering engine 761 can drive the fourth gear 76 to rotate, the fourth gear 76 is meshed with the rack 762, and when the fourth gear 76 rotates, the rack 762 can be driven to move, so that the rack 762 can be inserted into or pulled out of the concave hole.

Optionally, the number of the limiting parts may also be multiple, and the limiting matching parts are the same as the number of the limiting parts and correspond to one another.

In another embodiment, the limiting portion may be a groove, the limiting fitting portion is a telescopic rod, the telescopic rod may extend into the groove or be separated from the groove, and when the telescopic rod extends into the groove, the connecting rod 7 and the main boat body 2 are limited to rotate.

Optionally, one end of the telescopic rod is arranged on the bottom wall of the cavity, and the other end of the telescopic rod can extend into or be separated from the groove.

Alternatively, the number of the telescopic rods may be plural, for example, the number of the telescopic rods may be two, and the two telescopic rods are respectively disposed corresponding to the first connecting rod 74 and the second connecting rod 75.

Optionally, the working device is connected to the framework 24, the side wall of the cavity comprises a first side wall 21, one end of the working device is connected to the framework 24, and the other end of the working device penetrates through the first side wall 21 and protrudes from the first side wall 21.

Alternatively, the first link 81 and the second link 82 are both connected to the frame 24, for example, the first link 81 is connected between the first mounting plate 241 and the second mounting plate 242, and the second link 82 is also mounted between the first mounting plate 241 and the second mounting plate 242.

Optionally, an actuating member 89 is provided on the frame 24, for example, the actuating member 89 is provided on the first mounting plate 241 and/or the second mounting plate 242.

Optionally, as shown in fig. 1 to 5, the driving module further includes a power supply device, and the power supply device is disposed on the connecting rod 7; wherein, power supply unit includes solar cell panel 9, and solar cell panel 9 locates connecting rod 7.

The navigation ware 1 provides the electric energy through solar cell panel 9, and when navigation ware 1 was sailed on the surface of water, solar cell panel 9 can last to charge through solar energy, and then guarantees that the navigation of navigation ware 1 continues to be able to, prolongs navigation time of navigation ware 1, and solar cell panel 9 locates the surface of connecting rod 7, and the solar cell panel 9 of being convenient for fully receives solar energy.

Optionally, the power supply device further comprises a battery pack, and a combined power supply mode of solar energy and the battery pack is adopted, so that the cruising ability of the aircraft 1 is improved.

Optionally, the number of the solar cell panels 9 is multiple, the multiple solar cell panels 9 are arranged on the connecting rod 7 at intervals, as shown in fig. 5, the multiple solar cell panels 9 include a first cell panel 91 and a second cell panel 92, and the first cell panel 91 and the second cell panel 92 are respectively arranged on two sides of the connecting rod 7.

Alternatively, as shown in fig. 1 to 5, the number of the buoyancy modules 3 is plural, and the plural buoyancy modules 3 include a first buoyancy module 31 and a second buoyancy module 32, and the first buoyancy module 31 and the second buoyancy module 32 are respectively located on both sides of the main hull 2.

The first buoyancy compartment 31 and the second buoyancy compartment 32 are respectively located on two sides of the main hull 2, so that the balance of forces applied on two sides of the main hull 2 can be ensured, and the stable running of the aircraft 1 on the water surface can be ensured.

Optionally, the first buoyancy compartment 31 and the second buoyancy compartment 32 are both rotatably connected to the main boat body 2, so that the angles between the first buoyancy compartment 31 and the main boat body 2 and between the second buoyancy compartment 32 and the main boat body 2 are adjustable, and the contact area between the main boat body 2 and the water surface can be changed, thereby adjusting the resistance for the navigation of the aircraft 1.

Optionally, as shown in fig. 2, when the aircraft 1 runs on the water surface, the heights of the first buoyancy compartment 31 and the second buoyancy compartment 32 are both smaller than the height of the main hull 2, a first included angle exists between the first buoyancy compartment 31 and the main hull 2, and a second included angle exists between the second buoyancy compartment 32 and the main hull 2, so that the bottom of the main hull 2 is not in contact with the water surface, the contact area between the aircraft 1 and the water surface is reduced, and the running resistance of the aircraft 1 is further reduced, so that the aircraft 1 can quickly move to a specified place.

In this embodiment, when the vehicle 1 navigates in water, the resistance of the vehicle is mainly divided into friction, viscous pressure resistance, and wave-making resistance, and for the medium-high speed vehicle 1, the wave-making resistance accounts for the vast majority of the total. The aircraft 1 of this embodiment is in a trimaran shape when traveling on the water surface, adopts the trimaran as the main shape, has increased the minimum overturning moment of the aircraft 1 of this embodiment, has good stability, and wave resistance is high, saves the energy consumption, effectively reduces advantages such as wave making resistance.

Optionally, the main hull 2 and the buoyancy compartment 3 both adopt a streamlined layout, which effectively improves the drag performance of the aircraft 1.

Optionally, the tail of the main boat body 2 is a square tail, and the longitudinal section line of the tail of the main boat body 2 is gradually close to a straight line. This arrangement allows the water to flow generally in the longitudinal direction, reducing the twist and bending of the high velocity water flow, which reduces energy losses and improves drag performance, and in addition, the high velocity water flow extends along the edge of the square tail a substantial distance behind the tail, which acts to increase the effective length of the vehicle 1, without increasing frictional drag but with a constant wetted surface area, which is advantageous for reducing drag.

Optionally, as shown in fig. 5 to 8, a containing cavity is arranged inside the buoyancy chamber 3, and the containing cavity is used for containing water to adjust the buoyancy of the buoyancy chamber 3; the driving module further comprises a water quantity adjusting device 6, the water inlet of the accommodating cavity and/or the water outlet of the accommodating cavity are/is provided with the water quantity adjusting device 6, the water quantity adjusting device 6 can change the water quantity in the accommodating cavity and adjust the buoyancy force applied to the buoyancy chamber 3.

The water quantity adjusting device 6 can change the water quantity of the accommodating cavity in the buoyancy compartment 3, and further change the buoyancy of the buoyancy compartment 3.

Optionally, the water quantity regulating device 6 comprises a water pump 63, the water pump 63 being in communication with the water outlet of the containing chamber, the water pump 63 being able to control the water outlet of the containing chamber.

Optionally, the water inlet of the accommodating chamber may also be in communication with the water inlet of the water discharge chamber for controlling the water intake of the accommodating chamber.

Optionally, the water quantity adjusting device 6 further comprises an electromagnetic valve 62, the electromagnetic valve 62 may be disposed at the water inlet and/or the water outlet of the accommodating chamber, the electromagnetic valve 62 may control the water inlet of the accommodating chamber when disposed at the water inlet of the accommodating chamber, and the electromagnetic valve 62 may control the water outlet of the accommodating chamber when disposed at the water outlet of the accommodating chamber.

Optionally, the water quantity adjusting device 6 further comprises an air pump for adjusting water inflow and drainage of the buoyancy chamber 3.

Optionally, the drive module further comprises an adjustment device 4, wherein the adjustment device 4 is disposed in the buoyancy module 3, and the force applied to the buoyancy module 3 can be adjusted to enable the vehicle 1 to switch between a first state and a second state, wherein the vehicle 1 can sail on the water surface when the vehicle 1 is in the first state, and the vehicle 1 can turn and sail underwater when the vehicle 1 is in the second state.

When the aircraft 1 is required to quickly reach an operation place on the water surface, the aircraft 1 quickly reaches a rescue place in a first navigation state, and the aircraft 1 runs on the water surface, so that high resistance of underwater motion can be avoided, and the navigation speed of the aircraft 1 is improved; after the aircraft 1 arrives at an operation place, the stress of the buoyancy cabin 3 is changed, so that the aircraft 1 is switched to a second navigation state, and after the aircraft 1 enters the second navigation state, the aircraft 1 can turn over and navigate underwater, so that operations such as rescue, salvage and the like can be performed in underwater operation.

Optionally, the main craft body 2 comprises a first side wall 21 and a second side wall 22 arranged opposite to each other, the first side wall 21 being located above the second side wall 22 when the vehicle 1 is in the first attitude, and the first side wall 21 being located below the second side wall 22 when the vehicle 1 is in the second attitude; wherein the catching device 8 is arranged on the outer surface of the first side wall 21.

When the vehicle 1 is in the first navigation position, the fishing device 8 is located on the outer surface of the first side wall 21, and the first side wall 21 is located above the second side wall 22, which can be understood as: when the aircraft 1 runs on the water surface, the catching device 8 is arranged at the upper part of the main hull 2, so that the catching device 8 is not influenced by water when the aircraft 1 drives to a specified place, the mounting of the catching device 8 is facilitated, and more catching devices 8 can be mounted or larger catching devices 8 can be mounted; after the aircraft 1 arrives at the designated place, the aircraft is turned to the second navigation state, the catching device 8 faces the water surface along with the first side wall 21, and underwater operation of the catching device 8 is facilitated, such as rescue, catching, underwater environment exploration, underwater sampling and the like.

Optionally, the vehicle 1 can be transferred between the first and second states of navigation when one of the first and

second buoyancy modules

31, 32 is subjected to a force moving away from the surface of the water and the other of the first and

second buoyancy modules

31, 32 is subjected to a force moving towards the underwater.

The number of the buoyancy modules 3 is multiple, so that the buoyancy provided by the buoyancy modules 3 to the aircraft 1 can be increased, the buoyancy of the aircraft 1 can be adjusted conveniently, one of the first buoyancy module 31 and the second buoyancy module 32 is subjected to a force moving away from the water surface, so that the aircraft 1 can rotate to one side, and because the first buoyancy module 31 and the second buoyancy module 32 are arranged oppositely, the other one of the first buoyancy module 31 and the second buoyancy module 32 is subjected to a force moving towards the underwater water at the same time, so that the aircraft 1 is assisted to rotate towards the same side, the integral overturning of the aircraft 1 can be finally realized, and the aircraft 1 can operate underwater by adjusting the buoyancy of the buoyancy modules 3.

Optionally, the buoyancy module 3 is adapted to provide buoyancy to the main hull 2, the buoyancy module 3 providing buoyancy such that the vehicle 1 can normally travel on the water when the vehicle 1 is in the first attitude, and the buoyancy module 3 changing buoyancy such that the vehicle 1 can adjust the depth of travel of the vehicle 1 underwater when the vehicle 1 is in the second attitude.

Optionally, the adjusting device 4 comprises a water amount adjusting device 6, the first buoyancy compartment 31 and the second buoyancy compartment 32 are both provided with the water amount adjusting device 6, when the aircraft 1 is converted from the first state to the second state, the water amount adjusting device 6 controls water to enter one of the first buoyancy compartment 31 and the second buoyancy compartment 32, water does not enter the other one of the first buoyancy compartment 31 and the second buoyancy compartment 32, the gravity of the one buoyancy compartment 3 is larger than that of the other buoyancy compartment 3, and the aircraft 1 is overturned by utilizing an additional moment generated by a gravity difference between the first buoyancy compartment 31 and the second buoyancy compartment 32.

Optionally, the adjusting device 4 may further comprise a propulsion device 5, the propulsion device 5 comprising a propeller 51, the propeller 51 being movably connected to the buoyancy chamber 3 and capable of providing a driving force to said buoyancy chamber 3.

The propulsion device 5 can provide driving force for the buoyancy compartment 3 to drive the buoyancy compartment 3 to move, the propeller 51 is movably connected with the buoyancy compartment 3, the relative position of the propeller 51 and the buoyancy compartment 3 can be changed, the direction of the driving force provided by the propeller 51 for the buoyancy compartment 3 is further changed, the moving direction of the buoyancy compartment 3 is changed, and finally the change of the navigation state of the aircraft 1 is realized.

Optionally, as shown in fig. 10 to 11, the propulsion device 5 further includes a rotating structure 52, the rotating structure 52 is connected between the propeller 51 and the buoyancy chamber 3 and is rotatably connected with at least one of the propeller 51 and the buoyancy chamber 3, and the rotating structure 52 can change the relative position of the propeller 51 and the buoyancy chamber 3 to adjust the direction of the driving force provided by the propeller 51 to the buoyancy chamber 3.

The propeller 51 is movably connected with the buoyancy chamber 3 through a rotating structure 52, so that the relative position of the propeller 51 and the buoyancy chamber 3 can be changed conveniently.

Alternatively, when one end of the rotating structure 52 is rotatably connected to the propeller 51, the other end of the rotating structure 52 is fixedly connected to the buoyancy chamber 3, or when one end of the rotating structure 52 is fixedly connected to the propeller 51, the other end of the rotating structure 52 is rotatably connected to the buoyancy chamber 3.

It can be understood that: the rotating structure 52 may be in rotational connection with both the propeller 51 and the buoyancy compartment 3.

Optionally, the rotating structure 52 includes a fixed seat 53 and a third steering engine 54, one end of the fixed seat 53 is fixedly connected to the propeller 51, the other end of the fixed seat 53 is rotatably connected to the buoyancy chamber 3, the third steering engine 54 is connected to the fixed seat 53, and can drive the fixed seat 53 to rotate, so as to drive the propeller 51 to rotate, and finally, the relative position between the propeller 51 and the buoyancy chamber 3 is changed.

Optionally, as shown in fig. 11, a bearing 59 is disposed between the other end of the fixed seat 53 and the buoyancy compartment 3, one of the other end of the fixed seat 53 and the buoyancy compartment 3 is connected to an inner ring of the bearing 59, and the other of the other end of the fixed seat 53 and the buoyancy compartment 3 is connected to an outer ring of the bearing 59, so as to achieve rotational connection between the fixed seat 53 and the buoyancy compartment 3.

Optionally, the third steering gear 54 is connected with the bearing 59 through a gear drive, the number of the gears is multiple, the multiple gears include a fourth gear 76 and a fifth gear, the fourth gear 76 is connected with the bearing 59, the fifth gear is connected with the third steering gear 54, the fourth gear 76 is meshed with the fifth gear, the third steering gear 54 drives the fifth gear to rotate, the fifth gear drives the fourth gear 76 to rotate, the fourth gear 76 drives the bearing 59 to rotate again, when the bearing 59 drives the fixing seat 53 to rotate to a set angle, the fourth gear 76 and the fifth gear stop rotating, and by using a transmission principle, the rotation angle of the fixing seat 53 can be accurately controlled.

Optionally, a hollow inner cavity is formed in the fixing seat 53, and the third steering engine 54 is located in the hollow inner cavity, so that the third steering engine 54 can be placed conveniently.

Optionally, the outer surface of the fixed seat 53 includes a first mounting surface 531, the propeller 51 is disposed on the first mounting surface 531, and the first mounting surface 531 can rotate around the axis of the fixed seat 53; wherein the first mounting surface 531 is inclined inward or outward in a direction from one end of the holder 53 to the other end of the holder 53, and a direction of the driving force provided by the propeller 51 is the same as the inclined direction of the first mounting surface 531.

The propeller 51 is installed at the surface of fixing base 53, be convenient for change the relative position of propeller 51 and buoyancy chamber 3, first installation face 531 can rotate around the axis of fixing base 53 for propeller 51 can rotate around the axis of fixing base 53, and then change the relative position of propeller 51 and buoyancy chamber 3, first installation face 531 inwards or outwards inclines along the direction of the one end of fixing base 53 to the other end of fixing base 53, and the direction of the drive force that the propeller 51 provided is the same with the incline direction of first installation face 531, can understand: the direction of the driving force provided by the propeller 51 is obliquely arranged with the buoyancy compartment 3, so that the rotation angle of the propeller 51 can be increased, the propeller 51 towards which the oblique power is directed can freely rotate within a certain plane by 360 degrees, so as to generate driving force in different directions, further adjust the propelling direction and change the advancing route of the aircraft 1, or realize the posture change of the aircraft 1.

Optionally, the first mounting surface 531 forms an acute or obtuse angle with the length direction of the buoyancy chamber 3.

The break angle is acute or obtuse, so that the propeller 51 is not perpendicular or parallel to the length direction of the buoyancy chamber 3, and further, the propeller 51 with inclined power orientation can rotate freely within a certain plane by 360 degrees, so as to generate driving forces in different directions.

Optionally, when the break angle is an acute angle, the break angle is 45 °, so that the propeller 51 can provide a driving force of 45 °, and further can freely rotate in the X-Z plane by 360 °, and further, the propeller 51 can provide a more uniform driving force to the buoyancy chamber 3 when rotating.

Optionally, the vehicle 1 further comprises a cover plate 591, arranged between the propulsion device 5 and the buoyancy module 3, to facilitate the mounting of the propulsion device 5 on the buoyancy module 3.

Optionally, the aircraft 1 further comprises a cover 11, wherein the cover 11 covers the outside of the propulsion device 5 and is connected to the end of the buoyancy module 3 to protect the propulsion device 5 and prevent impurities, moss and the like in the water from winding around the propeller 5151 and affecting the normal operation of the aircraft 1.

Alternatively, the vehicle 1 may be provided with a plurality of propulsion devices 5 and a water amount adjusting device 6, the number of the propulsion devices 5 is multiple, the plurality of propulsion devices 5 comprises a first propulsion device 55 and a second propulsion device 56, the first propulsion device 55 is arranged in the first buoyancy chamber 31, the second propulsion device 56 is arranged in the second buoyancy chamber 32, and the water amount adjusting device 6 is connected with both the first buoyancy chamber 31 and the second buoyancy chamber 32, so as to adjust the buoyancy of the first buoyancy chamber 31 and the second buoyancy chamber 32.

Optionally, when the aircraft 1 is converted from the first state to the second state, the first buoyancy compartment 31 and the second buoyancy compartment 32 both rotate around the main boat body 2, the first buoyancy compartment 31 and the second buoyancy compartment 32 both rotate to a position horizontal to the main boat body 2, so that the first buoyancy compartment 31, the second buoyancy compartment 32 and the main boat body 2 are located in the same plane, and then the first buoyancy compartment 31 and the second buoyancy compartment 32 are controlled to adjust the stress to turn to the second state.

Alternatively, as shown in fig. 3, when the vehicle 1 is in the second navigation state, the first buoyancy compartment 31 and the second buoyancy compartment 32 both rotate to be in the same plane as the main boat body 2, so that the distance between the total resistance acting surface and the total power acting surface of the vehicle 1 is reduced, a turning moment is not easily formed, and the vehicle 1 runs more stably under water.

Optionally, when the aircraft 1 is switched from the second navigation state to the first navigation state, after the aircraft 1 is turned over, the first buoyancy compartment 31 and the second buoyancy compartment 32 are controlled to rotate, so that the heights of the first buoyancy compartment 31 and the second buoyancy compartment 32 are both smaller than the height of the main hull 2, a first included angle exists between the first buoyancy compartment 31 and the main hull 2, and a second included angle exists between the second buoyancy compartment 32 and the main hull 2, so that the aircraft 1 can carry caught articles or people and quickly return to the shore or a rescue point.

Alternatively, when the vehicle 1 is transferred from the first state to the second state, the propulsion device 5 provides a driving force to one of the first buoyancy compartment 31 and the second buoyancy compartment 32 to move away from the water surface, for example, the first propulsion device 55 provides a driving force to the first buoyancy compartment 31 to move away from the water surface, while the water amount adjusting device 6 adjusts the first buoyancy compartment 31 to be drained or not to be filled with water, the propulsion device 5 provides a driving force to move towards the underwater to the other of the first buoyancy compartment 31 and the second buoyancy compartment 32, for example, the second propulsion device 56 provides a force to move towards the underwater to the second buoyancy compartment 32, while the water amount adjusting device 6 adjusts the second buoyancy compartment 32 to be filled with water, the gravity of the second buoyancy compartment 32 is increased, the turning of the vehicle 1 is achieved by the propulsion device 5 and the water amount adjusting device 6 together, when the vehicle 1 turns over, the water amount adjusting device 6 controls the first buoyancy compartment 31 to be filled with water, the first buoyancy compartment 31 and the second buoyancy compartment 32 have the same gravity, and the first navigational state is converted into the second navigational state, so that the turning of the aircraft 1 is easy to realize, more stable and faster.

When the aircraft 1 is switched from the second navigation state to the first navigation state, the water quantity adjusting device 6 controls the first buoyancy compartment 31 and the second buoyancy compartment 32 to drain water, the buoyancy of the aircraft 1 is reduced, the aircraft 1 floats to the water surface first, then the first propulsion device 55 provides force for the first buoyancy compartment 31 to move away from the water surface, and meanwhile, the water quantity adjusting device 6 controls the first buoyancy compartment 31 to drain water or not to enter water; the second propulsion device 56 provides force for underwater movement to the second buoyancy compartment 32, meanwhile, the water quantity adjusting device 6 controls the second buoyancy compartment 32 to intake water, the gravity of the second buoyancy compartment 32 is increased, the turning of the aircraft 1 is realized through the propulsion device 5 and the water quantity adjusting device 6 together, after the aircraft 1 is turned, the water quantity adjusting device 6 controls the second buoyancy compartment 32 to drain water to the same gravity of the first buoyancy compartment 31 and the second buoyancy compartment 32, and the aircraft 1 can move to the shore or a rescue point in the first navigation state.

Optionally, the number of propulsion devices 5 is multiple, the first buoyancy compartment 31 comprises a first end, the second buoyancy compartment 32 comprises a second end, the first end and the second end are located on the same side of the main hull 2; wherein the first pushing means 55 is provided at the first end portion and the second pushing means 56 is provided at the second end portion.

The first propulsion device 55 is arranged at the first end and the second propulsion device 56 is arranged at the second end, increasing the driving force of the aircraft 1, the first propulsion device 55 and the second propulsion device 56 increasing the change of state of the aircraft 1 during operation of the aircraft 1.

Optionally, the plurality of propulsion devices 5 further comprises a third propulsion device 57 and a fourth propulsion device 58, the first buoyancy compartment 31 comprises a third end portion opposite to the first end portion, the second buoyancy compartment 32 comprises a fourth end portion opposite to the second end portion, the third propulsion device 57 is disposed at the third end portion, the fourth propulsion device 58 is disposed at the fourth end portion, and the third end portion and the fourth end portion are located on the same side of the main hull 2.

By providing four propulsion devices 5 in two buoyancy modules 3, the propulsion force of the vehicle 1 can be increased, ensuring navigation of the vehicle 1, for example, by the arrangement described above, the propulsion of the vehicle 1 corresponds to an ROV (remote operated unmanned vehicle) in an eight push arrangement.

Alternatively, the number of propulsion devices 5 may be other numbers, and the positions may also vary, and the number and positions of propulsion devices 5 are designed according to the type of aircraft 1, and are not specifically limited herein.

As shown in fig. 12, the disclosed embodiment also provides a control method for the aircraft 1, including the aircraft 1 of any one of the above embodiments.

Optionally, the control method for the aircraft 1 comprises:

and S11, receiving the target direction.

And S12, acquiring a target angle of the rotating structure 52 or a target angle of the propeller 51 according to the target direction.

S13, acquiring the current angle of the rotating structure 52 or the current angle of the propeller 51.

S14, controlling the rotating structure 52 to rotate to the target angle or controlling the propeller 51 to rotate to the target angle when the target angle of the rotating structure 52 is not consistent with the current angle of the rotating structure 52 or the target angle of the propeller 51 is not consistent with the current angle of the propelling device 5, so that the propelling device 5 provides the driving force of the target direction.

By adopting the control method of the aircraft 1 according to the embodiment of the disclosure, when the aircraft 1 needs to change the navigation state, the single chip of the controller receives the instruction of the target direction, then obtains the target angle of the rotating structure 52, and obtains the current angle of the rotating structure 52, if the target angle of the rotating structure 52 is not consistent with the current angle, the rotating structure 52 is controlled to rotate to the target angle, or obtains the target angle of the propeller 51 and the current angle of the propeller 51, and if the target angle of the propeller 51 is not consistent with the current angle of the propeller 51, the propeller 51 is controlled to rotate to the target angle.

The arrows in fig. 13 to 16 indicate the direction of the drive force provided by the propulsion device 5.

Alternatively, as shown in fig. 14, in the case where the target direction is the forward direction, the first propulsion device 55 is controlled to provide a driving force toward the first direction, and the second propulsion device 56 is controlled to provide a driving force toward the second direction; wherein, there is first acute angle between first direction and the advancing direction, and there is the second acute angle second direction and advancing direction between the second direction, and first direction and second direction are located advancing direction's both sides respectively.

In fig. 14, an arrow denoted by M indicates the first direction, and an arrow denoted by N indicates the second direction.

When the aircraft 1 needs to sail forward, the target direction is a forward direction, the first propulsion device 55 and the second propulsion device 56 are controlled to provide driving force in a first direction and a second direction respectively, the force in the first direction and the force in the second direction both have the force in the forward direction, the first propulsion device 55 drives the first buoyancy compartment 31, and the second propulsion device 56 drives the second buoyancy compartment 32, so that the aircraft 1 can sail forward.

Optionally, the first direction and the second direction are arranged symmetrically with respect to the forward direction, so that the force in the first direction and the force in the second direction in the direction perpendicular to the forward direction can be counteracted, and the aircraft 1 is prevented from shifting during forward movement.

Optionally, in case the aircraft 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, when the aircraft 1 needs to navigate forward, the target direction is the forward direction, the third propulsion device 57 is controlled to provide a driving force in the second direction, and the fourth propulsion device 58 is controlled to provide a driving force in the first direction, respectively, the force in the first direction and the force in the second direction both have a force in the forward direction, the third propulsion device 57 drives the first buoyancy compartment 31, and the fourth propulsion device 58 drives the second buoyancy compartment 32, so that the aircraft 1 can navigate forward, and by increasing the number of propulsion devices 5, the driving force of the aircraft 1 is increased, ensuring the navigation capability of the aircraft 1.

Alternatively, as shown in fig. 15, in the case where the target direction is the reverse direction, the first propulsion device 55 is controlled to provide a driving force toward the third direction, and the second propulsion device 56 is controlled to provide a driving force toward the fourth direction; and a third acute angle exists between the third direction and the retreating direction, a fourth acute angle exists between the fourth direction and the retreating direction, and the third direction and the fourth direction are respectively positioned at two sides of the retreating direction.

In fig. 15, an arrow denoted by P indicates the third direction, and an arrow denoted by Q indicates the fourth direction.

When the aircraft 1 needs to sail backwards, the target direction is a backward direction, the first propulsion device 55 and the second propulsion device 56 are controlled to provide driving force in a third direction and a fourth direction respectively, the force in the third direction and the force in the fourth direction both have backward direction force, the first propulsion device 55 drives the first buoyancy compartment 31, and the second propulsion device 56 drives the second buoyancy compartment 32, so that the aircraft 1 can sail forwards.

Optionally, the third direction and the fourth direction are arranged symmetrically with respect to the retreating direction, so that the force in the third direction and the fourth direction in the direction perpendicular to the retreating direction can be counteracted, and the aircraft 1 is prevented from shifting during the retreating process.

Optionally, in case the aircraft 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, when the aircraft 1 needs to navigate forward, the target direction is a reverse direction, the third propulsion device 57 is controlled to provide a driving force in the fourth direction, and the fourth propulsion device 58 is controlled to provide a driving force in the third direction and a force in the fourth direction, respectively, both having a force in the reverse direction, the third propulsion device 57 drives the first buoyancy compartment 31, and the fourth propulsion device 58 drives the second buoyancy compartment 32, so that the aircraft 1 can navigate in reverse, and by increasing the number of propulsion devices 5, the driving force of the aircraft 1 is increased, ensuring the navigation capability of the aircraft 1.

Alternatively, as shown in fig. 13, when the target direction is a roll-over direction, the first propulsion device 55 is controlled to provide driving force for movement away from the surface of the water and the second propulsion device 56 is controlled to provide driving force for movement towards the water.

In fig. 13, the arrow denoted by C indicates the force moving towards the underwater, and the arrow denoted by D indicates the force moving away from the surface.

The first buoyancy compartment 31 is subjected to a force moving away from the water surface, so that the aircraft 1 can rotate to one side, the second buoyancy compartment 32 is simultaneously subjected to a force moving towards the underwater, the aircraft 1 is assisted to further rotate towards the same side, the integral overturning of the aircraft 1 can be finally realized, and the aircraft 1 can operate underwater by adjusting the buoyancy of the buoyancy compartment 3.

Optionally, in case the vehicle 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, the third propulsion device 57 is controlled to provide a driving force for moving away from the surface and the fourth propulsion device 58 is controlled to provide a driving force for moving towards the underwater, ensuring a driving force for sailing of the vehicle 1, when the target direction is a roll-over direction.

Alternatively, as shown in fig. 16, when the vehicle 1 needs to turn and the target direction is a fifth direction, the first propulsion device 55 and the second propulsion device 56 each provide a driving force in the fifth direction, so that the vehicle 1 can turn.

In fig. 16, an arrow denoted by X indicates the fifth direction.

Optionally, in case the vehicle 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, the third propulsion device 57 and the fourth propulsion device 58 each provide a driving force in a fifth direction, enabling the vehicle 1 to achieve steering.

Alternatively, the propellers 51 are powerful propellers 51, each providing 10kg of thrust.

Optionally, the aircraft 1 further includes a video acquisition module and a controller, and the video acquisition module is disposed on the main hull 2 and is used for acquiring images; the controller is connected with the video acquisition module, the operation module and the driving module and is used for receiving the image of the video acquisition module and controlling the operation module and the driving module to work.

The video acquisition module is arranged on the main boat body 2, and can acquire the conditions on the water surface or underwater, so that rescue workers can control the driving module and the operation module to work conveniently.

Optionally, the video acquisition module includes the camera, for example, the camera can be wide angle camera, can select for use 120 degrees wide angle 0.001 star light level low light level camera, and the high definition is noiseless, is fit for dark light environment under water and envisages to support raspberry group system drive.

Optionally, the video capture module may include a plurality of video capture devices 10, for example, the front side of the main hull 2 may be provided with the video capture devices 10, and the first side wall 21 may also be provided with the video capture devices 10, so as to facilitate the operation of the capturing device 8.

Optionally, the aircraft 1 further comprises a sealed cabin 25, the sealed cabin 25 being provided in the cavity, and electronics being located in the sealed cabin 25.

Optionally, the electronic devices comprise all devices of the aircraft 1.

Optionally, a capsule 25 is provided on the skeleton 24, for example, the capsule 25 is provided between the first mounting plate 241 and the second mounting plate 242 to secure the capsule 25 to prevent the capsule 25 from moving within the cavity and damaging the electronics while the aircraft 1 is underway.

Optionally, the aircraft 1 further comprises a jet device 26, which is arranged on the main hull 2, wherein the jet device 26 is provided with a jet orifice 261, and the jet orifice 261 is communicated with the outside and can jet the life saving device to the outside.

After the vehicle 1 arrives at the operation site, the life saving device can be ejected by the ejection device 26 to help the water surface victim, especially the conscious victim, and at the same time, the vehicle 1 can be switched to the second navigation state to enter the underwater rescue underwater victim.

Alternatively, the injection device 26 comprises a housing defining an injection chamber 262, a transfer device 263 disposed in the injection chamber 262, the transfer device 263 being provided with a lifesaving device, the transfer device being capable of transferring the lifesaving device to the injection port 261 and ejecting it out of the environment.

Optionally, the conveying device 263 includes a conveying belt, a guide rail and a motor, the conveying belt is disposed on the guide rail, the motor is connected to the guide rail, the motor drives the guide rail to rotate, the guide rail drives the conveying belt to move, and the conveying belt is provided with a life saving device.

Alternatively, the life saving device may be a life buoy, a life jacket, or the like.

Optionally, the vehicle 1 further comprises a gripper 27, the gripper 27 being arranged in the cavity, one end of which is connected to the skeleton 24 and the other end of which can extend outside the cavity.

Optionally, the aircraft 1 further comprises a telescopic device, the telescopic device comprises a telescopic cylinder and a telescopic arm, the telescopic cylinder is arranged on the framework 24, one end of the telescopic arm is movably arranged in the telescopic cylinder, and the other end of the telescopic arm is provided with a mechanical claw 27, so that the mechanical claw 27 can extend out of the cavity conveniently to grab people or objects.

Optionally, the aircraft 1 further comprises an energy device comprising a solar panel 9 and a battery pack, wherein the solar panel 9 is arranged on the outer surface of the connecting rod 7, so that when the aircraft 1 runs on the water in the first navigation state, energy can be supplemented by the solar panel 9, the endurance level of the aircraft 1 is improved, and the aircraft 1 is environmentally friendly.

Optionally, the first side wall 21 is further provided with a video capture device 10, and when the aircraft 1 is in the second navigation state, the video capture device 10 can capture underwater images to facilitate the operation of the aircraft 1, and the video capture device 10 can be a camera or the like.

Optionally, the vehicle 1 further comprises a controller, which is connected to the adjusting device 4 and is capable of controlling the adjusting device 4 to operate.

Optionally, the vehicle 1 further comprises a man-machine-land system and an underwater operation system.

Optionally, the man-machine land system comprises an operation system, a communication system and a power supply subsystem, wherein the power supply subsystem is used for performing voltage transformation and rectification on a battery power supply to provide a power source for the whole system, the operation system is man-machine interaction so as to control the aircraft 1, and is responsible for monitoring various data such as the position, depth and speed of the aircraft 1 in an underwater operation process in an urgent and real-time manner, and converting an operator command into a control signal for further transmission; the communication system is used to transmit video and control information between the ground console and the underwater vehicle 1.

The underwater operation system comprises a module driving system, a video acquisition system and a mechanical rescue system, wherein the module driving system provides power and driving signals for all elements and transmits real-time data with the land, the video acquisition system is responsible for implementing an image acquisition function, and the mechanical rescue system implements corresponding mechanical operation functions such as overturning rescue and air bag injection functions according to transmission control signals.

Optionally, the module driving system is connected to the adjusting device 4, the video capturing system is connected to the video capturing device 10, and the mechanical rescue system is connected to the adjusting system, the operation device, the injection device 26, and the like.

In the embodiment, the aircraft 1 realizes the conversion between the first navigation state and the second navigation state by deformation, turning and water suction and drainage of the buoyancy cabin 3, so that the aircraft 1 meets respective requirements of different stages, and is a new concept aircraft 1 with a compatible type, the aircraft 1 in the embodiment can also be expanded to be used in various complex application scenes, for example, the aircraft 1 can replace divers to carry out case work such as underwater salvage, camera shooting and victim searching for a long time, in addition, the running mode of the double navigation states can be used by different users, different operation equipment is matched to adapt to corresponding task groups, a fleet is replaced to complete other types of far sea emergency work, manpower, material resources and financial resources are greatly saved, and the aircraft 1 is not limited to rescue work.

Optionally, the aircraft 1 of the present embodiment may be applied to rescue in water in scenes such as swimming pools, reservoirs, rivers, beaches, and ferries.

Alternatively, the sailing performance of the surface vessel and the submarine of the aircraft 1 structure of the present embodiment can be used in the field of military operations.

Alternatively, the appearance of the vehicle 1 may be chosen to be a striking eye color, such as a bright orange, bright yellow coating, or the like.

Optionally, the vehicle 1 is further provided with a warning light, which has a flashing function and high penetration fog, and can realize line of sight positioning at night or in bad weather.

The above description and the drawings sufficiently illustrate embodiments of the disclosure to enable those skilled in the art to practice them. Other embodiments may include structural and other changes. The examples merely typify possible variations. Individual components and functions are optional unless explicitly required, and the sequence of operations may vary. Portions and features of some embodiments may be included in or substituted for those of others. The embodiments of the present disclosure are not limited to the structures that have been described above and shown in the drawings, and various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. An aircraft, comprising:

the driving module comprises a main hull and a buoyancy cabin, the buoyancy cabin is arranged on the main hull, and the buoyancy cabin is used for adjusting the stress of the main hull;

the operation module comprises a catching device, the catching device is arranged on the main boat body, and the catching device is used for catching people or objects;

the driving module further includes:

the adjusting device is arranged on the buoyancy cabin and can adjust the stress of the buoyancy cabin so that the aircraft can be switched between a first navigation state and a second navigation state, wherein when the aircraft is in the first navigation state, the aircraft can navigate on the water surface, and when the aircraft is in the second navigation state, the aircraft can turn over and navigate underwater;

the main boat body comprises a first side wall and a second side wall which are oppositely arranged, the first side wall is positioned above the second side wall when the vehicle is in the first navigation state, and the first side wall is positioned below the second side wall when the vehicle is in the second navigation state;

wherein, the fishing device is convexly arranged on the outer surface of the first side wall.

2. The vehicle of claim 1, wherein the fishing device comprises:

the first connecting rod is arranged on the main boat body and provided with a plurality of first supporting claws along the extending direction of the first connecting rod;

the second connecting rod is arranged on the main boat body, is opposite to the first connecting rod and is provided with a plurality of second supporting claws along the extending direction of the second connecting rod, and the plurality of second supporting claws and the plurality of first supporting claws are arranged in a staggered manner;

and the driving device is connected with the first connecting rod and the second connecting rod and can drive the first connecting rod and/or the second connecting rod to rotate so as to enable the first supporting claw and the second supporting claw to be mutually embraced or separated.

3. The vehicle according to claim 2, characterized in that said drive means further comprise:

a first steering engine;

the driving piece is connected with the first connecting rod and the second connecting rod and is in driving connection with the first steering engine, the first steering engine drives the driving piece to move, and the driving piece drives the first connecting rod and/or the second connecting rod to rotate.

4. The vehicle according to claim 1,

the buoyancy cabin is rotatably connected with the main boat body.

5. The vehicle of claim 4, wherein the drive module further comprises:

one end of the connecting rod is rotatably connected with the main boat body, and the other end of the connecting rod is fixedly connected with the buoyancy cabin;

and the second steering engine is in driving connection with one end of the connecting rod so as to drive the buoyancy cabin to rotate relative to the main boat body.

6. The vehicle of claim 5, wherein the drive module further comprises:

and the power supply device comprises a solar cell panel, and the solar cell panel is arranged on the connecting rod.

7. The vehicle according to claim 1,

the interior of the buoyancy cabin is provided with an accommodating cavity, and the accommodating cavity is used for accommodating water so as to adjust the buoyancy of the buoyancy cabin;

the driving module further includes:

the water inlet of the accommodating cavity and/or the water outlet of the accommodating cavity are/is provided with the water quantity adjusting device, and the water quantity adjusting device can change the water quantity in the accommodating cavity and adjust the buoyancy force applied to the buoyancy cabin.

8. A vehicle according to any one of claims 1 to 7,

the number of the buoyancy cabins is a plurality of, and the buoyancy cabins comprise a first buoyancy cabin and a second buoyancy cabin, and the first buoyancy cabin and the second buoyancy cabin are respectively located on two sides of the main boat body.

9. The vehicle according to any one of claims 1 to 7, further comprising:

the video acquisition module is arranged on the main boat body and used for acquiring images;

and the controller is connected with the video acquisition module, the operation module and the driving module and is used for receiving the image of the video acquisition module and controlling the operation module and the driving module to work.