阅读说明：本技术 基于摆动胸鳍与背腹式尾鳍联合推进的水下仿生航行器 (Underwater bionic aircraft based on swinging pectoral fins and dorsoventral tail fin combined propulsion ) 是由 潘光 宋保维 白靖宜 路阳 曹勇 曹永辉 黄桥高 于 2019-09-17 设计创作，主要内容包括：本发明一种基于摆动胸鳍与背腹式尾鳍联合推进的水下仿生航行器,属于仿生水下航行器领域；包括左侧胸鳍驱动模块50、右侧胸鳍驱动模块51、头部及躯干控制模块52、尾鳍驱动模块53和蒙皮54；头部及躯干控制模块52为整个仿生航行器的躯干和控制部分；左侧胸鳍驱动模块50和右侧胸鳍驱动模块51为两个对称组件,分别安装于头部及躯干控制模块52的两侧；尾鳍驱动模块53安装于头部及躯干控制模块52的尾端；采用多鳍条胸鳍与串联关节尾鳍结构,使航行器同时具有高转向机动性与高俯仰机动性的特点,且运动速度快加速性能好。该航行器的运动速度可达每秒2倍身长,同时可以做到无运动速度下零半径旋转、倒游等现有胸尾鳍推进形式仿生航行器所无法完成的动作。(The invention relates to an underwater bionic aircraft based on combined propulsion of a swinging pectoral fin and a dorsal ventral tail fin, belonging to the field of bionic underwater aircrafts; comprises a left pectoral fin driving module 50, a right pectoral fin driving module 51, a head and trunk control module 52, a tail fin driving module 53 and a skin 54; the head and torso control module 52 is the torso and control part of the entire biomimetic vehicle; the left pectoral fin driving module 50 and the right pectoral fin driving module 51 are two symmetrical components and are respectively arranged at two sides of the head and trunk control module 52; the tail fin driving module 53 is installed at the tail end of the head and trunk control module 52; by adopting the structure of the multi-fin-strip pectoral fins and the serial joint tail fins, the aircraft has the characteristics of high steering maneuverability and high pitching maneuverability, and has high movement speed and good acceleration performance. The motion speed of the aircraft can reach 2 times of the body length per second, and actions which cannot be finished by the existing bionic aircraft in the chest-tail fin propulsion mode, such as zero-radius rotation, reverse travel and the like, under the condition of no motion speed can be simultaneously realized.)

1. The utility model provides an underwater bionic ware based on swing pectoral fin and back of the body abdominal type tail fin joint propulsion which characterized in that: comprises a left pectoral fin driving module (50), a right pectoral fin driving module (51), a head and trunk control module (52), a tail fin driving module (53) and a skin (54); the head and trunk control module (52) is a trunk and a control part of the whole bionic aircraft; the left pectoral fin driving module (50) and the right pectoral fin driving module (51) are two symmetrical components and are respectively arranged at two sides of the head and trunk control module (52); the tail fin driving module (53) is arranged at the tail end of the head and trunk control module (52);

the head and body control module (52) comprises a communication module (7), a detection working module (8), a control module (9) and a power supply module (10), and all the modules are connected through a lead; the communication module (7) is used for communication and positioning, the detection working module (8) is used for detecting the temperature, the metal ion concentration and the oxygen concentration in water, the control module (9) is used for receiving instructions and controlling the movement of each component, and the power supply module (10) is used for supplying electric energy to the whole aircraft;

the left pectoral fin driving module (50) comprises three fin bar assemblies perpendicular to the axial direction of the aircraft, the fin bar assemblies are sequentially and uniformly distributed on one side wall of the head and trunk control module (52) along the axial direction of the aircraft, the three fin bar assemblies are of crank connecting rod structures and are respectively controlled by a motor, and the fin bar assemblies are used for shaping and driving the front, middle and rear three positions of the left pectoral fin of the aircraft, and are matched with the right pectoral fin driving module (51) of the symmetrical piece to realize the flapping-wing movement of a simulated bat;

the tail fin driving module (53) comprises a tail first steering engine (13), a tail first joint (12), a tail second steering engine (14) and a tail second joint (15); the tail second steering engine 14 is fixed at the tail end of the head and trunk control module (52), and the tail second joint (15), the tail first steering engine (13) and the tail first joint (12) are sequentially fixed on the tail second steering engine (14); the first tail joint (12) and the second tail joint (15) are of plate-shaped structures made of carbon fiber plates or spring steel plates, and the second tail joint (15) and the tail part of the simulated bat ray of the first tail joint (12) are driven to move by a second tail steering engine (14) and a first tail steering engine (13);

the skin (54) is made of flexible waterproof materials, wraps the left chest fin driving module (50), the right chest fin driving module (51), the head and trunk control module (52) and the tail fin driving module (53), and is fixed with various nodes of the four modules.

2. The underwater bionic vehicle based on combined propulsion of the swinging pectoral fin and the dorsal ventral tail fin as claimed in claim 1, wherein: the housing of the head and torso control module (52) is in the shape of a NACA airfoil.

3. The underwater bionic vehicle based on combined propulsion of the swinging pectoral fin and the dorsal ventral tail fin as claimed in claim 1, wherein: the three fin ray assemblies of the left pectoral fin driving module (50) are respectively a left first fin ray assembly (1), a left second fin ray assembly (2) and a left third fin ray assembly (3) from the head to the tail end along the axial direction of the aircraft;

the left first fin ray assembly (1) comprises a left first motor (16), a left first motor bracket (17), a left first crank (18), a left first sliding block (19) and a left first rocker (20); the left first motor (16) is fixed at the front end of the side wall of the head and body control module (52) through a left first motor bracket (17), and an output shaft of the left first motor is vertically fixed with one end of the left first crank (18), so that the left first crank (18) can rotate around the output shaft; the left first sliding block (19) is hinged with a first bracket which is vertically fixed right below the left first crank (18); the middle part of the left first rocker (20) is hinged with the other end of the left first crank (18), and the lower end of the left first rocker passes through a through hole arranged on the left first sliding block (19) and ensures clearance fit;

the left second fin ray assembly (2) comprises a left second motor (22), a left second motor bracket (23), a left second crank (24), a left second first-stage sliding block (25), a left second rocker (26), a left second-stage sliding block (27) and a left second rocker (28); the left second motor (22) is fixed in the middle of the side wall of the head and body control module (52) through a left second motor bracket (23), and an output shaft of the left second motor is vertically fixed with one end of the left second crank (24), so that the left second crank (24) can rotate around the output shaft; the left second primary slide block (25) is hinged with a second bracket which is vertically fixed right below the left second crank (24); the upper part of the left second rocker (26) is hinged with the other end of the second crank (24), and the lower part of the left second rocker passes through a through hole arranged on the left second first-stage sliding block (25) and ensures clearance fit; the left second-stage sliding block (27) is hinged with the other end of the second crank (24); the middle part of the left second rocker (28) is hinged with the top end of the left second rocker (26), and the lower part of the left second rocker passes through a through hole arranged on the left second-stage sliding block (27) and ensures clearance fit;

the left third fin ray assembly (3) comprises a left third motor (29), a left third motor bracket (30) and a left third swing rod (31); the left third motor (29) is fixed at the rear end of the side wall of the head and body control module (52) through a left third motor bracket (30), and an output shaft of the left third motor is vertically fixed with one end of the left third swing rod (31), so that the left third swing rod (31) can rotate around the output shaft.

4. The underwater bionic vehicle based on combined propulsion of the swinging pectoral fin and the dorsal ventral tail fin as claimed in claim 1, wherein: the hinged position of the left first rocker (20) and the left first crank 18 is positioned at one third of the length of the left first rocker (20).

5. The underwater bionic vehicle based on combined propulsion of the swinging pectoral fin and the dorsal ventral tail fin as claimed in claim 1, wherein: the skin (54) is made of flexible materials such as pearl cloth, a POBB film or a polylactic acid film.

6. The underwater bionic vehicle based on combined propulsion of the swinging pectoral fin and the dorsal ventral tail fin as claimed in claim 1, wherein: the system also comprises a buoyancy control and load rejection module (11), wherein the buoyancy control and load rejection module (11) is used for enabling the aircraft to obtain positive buoyancy through load rejection when the aircraft is disconnected with the ground control center, and enabling an antenna of the aircraft to float out of the water surface.

7. The underwater bionic vehicle based on combined propulsion of the swinging pectoral fin and the dorsal ventral tail fin as claimed in claim 1, wherein: the carbon fiber plates adopted by the tail first joint (12) and the tail second joint (15) are 1.5mm or 0.8mm spring steel plates.

Technical Field

The invention belongs to the field of bionic underwater vehicles, and particularly relates to an underwater bionic vehicle based on combined propulsion of a swinging pectoral fin and a dorsal ventral tail fin.

Background

Since the twenty-first century, ocean resources become an important part of economic development of all countries in the world gradually, and the complete and safe position of ocean territory is continuously improved. In order to further improve the utilization capacity of China on ocean resources and strengthen the safety force of China in Haijiang, China puts forward the strategy of strengthening the ocean, develops ocean economy, maintains ocean rights and interests, protects the ocean environment and builds the strengthening ocean as the key development plan of China, and further promotes the development of the technical field of the underwater vehicle of China. In order to maintain the safety of China's sea and improve the reconnaissance and monitoring capability of ports in sensitive areas and complex areas, the technology of the bionic underwater vehicle is vigorously developed. The existing bionic underwater vehicle generally comprises a tail fin propulsion mode and a pectoral fin propulsion mode.

However, the existing tail fin pushing mode bionic underwater vehicle has the advantages of high pitching maneuverability and high speed, but has poor steering performance, and is difficult to complete zero-radius rotation and reverse movement without moving speed. The bionic underwater vehicle in the pectoral fin propulsion mode has high steering maneuverability, but has slow moving speed, the maximum moving speed can only reach 0.6 times of the body length per second, the pitching maneuverability is poor, and the requirements on the control method and the balance weight deployment are extremely high by only depending on the pectoral fin propulsion to complete the pitching action. These defects make it difficult for existing pure pectoral fin and tail fin propelled bionic underwater vehicles to meet the existing military reconnaissance and civil detection requirements.

Through literature retrieval, the invention with the announcement date of 2012, 5 and 16 and the publication number of CN101654147 is named as an invention patent of a pectoral fin propulsion type robotic fish imitating cow-nosed ray, and firstly provides an underwater bionic aircraft which provides propulsion based on pectoral fin swing and changes pitching motion posture through tail elevator rotation. However, the chest fin propelling mechanism can only complete up-and-down flapping with one degree of freedom, the forward propelling force can only be provided by upward component force, the forward moving is difficult, and the running speed is low.

Through the research of the literature, the invention name of which is 2015, 7 and 3 and the publication number of which is CN204775934U is a novel invention patent of the underwater bionic robot propulsion device, firstly provides a tail fin propulsion device based on electromagnetic drive of a permanent magnet, a coil and the like. However, when the underwater vehicle works underwater, the electromagnetic signals are easy to interfere with control signals such as a sensor, and only one tail fin swings in freedom degree to drive the whole moving device, so that the pitching and steering maneuverability is not high.

Disclosure of Invention

The technical problem to be solved is as follows:

in order to avoid the defects of the prior art, the invention provides an underwater bionic aircraft based on swinging pectoral fins and dorsal ventral tail fin combined propulsion, the forward movement, the upward movement, the downward movement, the steering and other movements are completed by means of the flapping of a multi-fin-strip pectoral fin module, the movement speed and the upward movement and downward movement angles of the aircraft are improved by means of the cooperative swinging of a series joint tail fin module, the maneuverability of the aircraft is improved, and meanwhile, the movement of the tail fin is beneficial to improving the movement speed and keeping balance. The invention has the characteristics that: the underwater robot has the advantages of high maneuverability of steering and pitching, high movement speed, good acceleration performance and capability of finishing multiple detection works underwater for a long time.

The technical scheme of the invention is as follows: the utility model provides an underwater bionic ware based on swing pectoral fin and back of the body abdominal type tail fin joint propulsion which characterized in that: comprises a left pectoral fin driving module 50, a right pectoral fin driving module 51, a head and trunk control module 52, a tail fin driving module 53 and a skin 54; the head and torso control module 52 is the torso and control part of the entire biomimetic vehicle; the left pectoral fin driving module 50 and the right pectoral fin driving module 51 are two symmetrical components and are respectively arranged at two sides of the head and trunk control module 52; the tail fin driving module 53 is installed at the tail end of the head and trunk control module 52;

the head and body control module 52 comprises a communication module 7, a detection working module 8, a control module 9 and a power supply module 10, and all the modules are connected through a lead; the communication module 7 is used for communication and positioning, the detection working module 8 is used for detecting the temperature, the metal ion concentration and the oxygen concentration in water, the control module 9 is used for receiving instructions and controlling the movement of each component, and the power supply module 10 is used for supplying electric energy to the whole aircraft;

the left pectoral fin driving module 50 comprises three fin-shaped assemblies perpendicular to the axial direction of an aircraft, the fin-shaped assemblies are sequentially and uniformly distributed on one side wall of the head and body control module 52 along the axial direction of the aircraft, the three fin-shaped assemblies are of crank-connecting rod structures, are respectively controlled by a motor, are used for shaping and driving the front, middle and rear three positions of the pectoral fin on the left side of the aircraft, and are matched with the right pectoral fin driving module 51 of the symmetrical piece to realize the flapping-wing movement of the simulated bat;

the tail fin driving module 53 comprises a tail first steering engine 13, a tail first joint 12, a tail second steering engine 14 and a tail second joint 15; the tail second steering engine 14 is fixed at the tail end of the head and trunk control module 52, and the tail second joint 15, the tail first steering engine 13 and the tail first joint 12 are sequentially fixed on the tail second steering engine 14; the first tail joint 12 and the second tail joint 15 are of plate-shaped structures made of carbon fiber plates or spring steel plates, and the second tail joint 15 and the simulated bat tail part of the first tail joint 12 are driven to move by a second tail steering engine 14 and a first tail steering engine 13;

the skin 54 is made of flexible waterproof material, wraps the left pectoral fin driving module 50, the right pectoral fin driving module 51, the head and trunk control module 52 and the tail fin driving module 53, and is fixed with each form node of the four modules.

The further technical scheme of the invention is as follows: the housing of the head and torso control module 52 is in the shape of a NACA airfoil.

The further technical scheme of the invention is as follows: the three fin ray assemblies of the left pectoral fin drive module 50 are respectively a left first fin ray assembly 1, a left second fin ray assembly 2 and a left third fin ray assembly 3 from the head to the tail end along the axial direction of the aircraft;

the left first fin ray assembly 1 comprises a left first motor 16, a left first motor bracket 17, a left first crank 18, a left first sliding block 19 and a left first rocker 20; the left first motor 16 is fixed at the front end of the side wall of the head and body control module 52 through a left first motor bracket 17, and an output shaft of the left first motor is vertically fixed with one end of the left first crank 18, so that the left first crank 18 can rotate around the output shaft; the left first sliding block 19 is hinged with a first bracket which is vertically fixed right below the left first crank 18; the middle part of the left first rocker 20 is hinged with the other end of the left first crank 18, and the lower end of the left first rocker passes through a through hole arranged on the left first sliding block 19 and ensures clearance fit;

the left second fin ray assembly 2 comprises a left second motor 22, a left second motor bracket 23, a left second crank 24, a left second first-stage slide block 25, a left second rocker 26, a left second-stage slide block 27 and a left second swing rod 28; the left second motor 22 is fixed in the middle of the side wall of the head and body control module 52 through the left second motor bracket 23, and the output shaft of the left second motor is vertically fixed with one end of the left second crank 24, so that the left second crank 24 can rotate around the output shaft; the left second-stage sliding block 25 is hinged with a second bracket which is vertically fixed right below the left second crank 24; the upper part of the left second rocker 26 is hinged with the other end of the second crank 24, and the lower part thereof passes through a through hole arranged on the left second first-stage slide block 25 and ensures clearance fit; the left second-stage slide block 27 is hinged with the other end of the second crank 24; the middle part of the left second rocker 28 is hinged with the top end of the left second rocker 26, and the lower part of the left second rocker passes through a through hole arranged on the left second-stage sliding block 27 and ensures clearance fit;

the left third fin ray assembly 3 comprises a left third motor 29, a left third motor bracket 30 and a left third swing rod 31; the left third motor 29 is fixed to the rear end of the side wall of the head and trunk control module 52 through the left third motor bracket 30, and an output shaft thereof is vertically fixed to one end of the left third swing link 31, so that the left third swing link 31 can rotate around the output shaft.

The further technical scheme of the invention is as follows: the hinge joint of the left first rocking bar 20 and the left first crank 18 is positioned at one third of the length of the left first rocking bar 20.

The further technical scheme of the invention is as follows: the skin 54 is a flexible material such as a pearl cloth, a POBB film or a polylactic acid film.

The further technical scheme of the invention is as follows: the system also comprises a buoyancy control and load rejection module 11, wherein the buoyancy control and load rejection module 11 is used for enabling the aircraft to obtain positive buoyancy through load rejection when the aircraft is disconnected with the ground control center, so that the antenna of the aircraft floats out of the water surface.

The further technical scheme of the invention is as follows: the carbon fiber plates adopted by the tail first joint 12 and the tail second joint 15 are 1.5mm or 0.8mm spring steel sheets.

Advantageous effects

The invention has the beneficial effects that: the surface of the underwater bionic aircraft based on the combined propulsion of the swinging pectoral fins and the dorsoventral tail fins is made of flexible materials, and compared with a traditional rigid body shell, the appearance and the motion state of the underwater bionic aircraft are closer to those of actual marine organisms. By adopting the structure of the multi-fin-strip pectoral fins and the tandem joint tail fins, the aircraft has the characteristics of high steering maneuverability and high pitching maneuverability, and has high movement speed and good acceleration performance. Experiments prove that the movement speed of the aircraft can reach 2 times of body length per second at most, and is far higher than the past 0.6 times of body length per second. Meanwhile, the aircraft can achieve actions which cannot be finished by the existing bionic aircraft with the chest-tail fin propulsion mode, such as zero-radius rotation and reverse travel without the movement speed. Can be more widely applied to the fields of military reconnaissance, civil detection and the like.

Drawings

FIG. 1 is a general structural diagram of a bionic underwater vehicle based on combined propulsion of pectoral fins and ventral-dorsal tail fins;

FIG. 2 is a block diagram of the left pectoral fin propulsion of the present invention;

FIG. 3 is a block diagram of the right pectoral fin propulsion of the present invention;

FIG. 4 is a block diagram of the upward flapping motion of the pectoral fins of the present invention;

FIG. 5 is a block diagram of the pectoral fin of the present invention flapping downward;

FIG. 6 is a diagram of the self-deforming zero radius turning motion of the pectoral fin of the present invention;

FIG. 7 is a diagram of the motion of the pectoral fin flapping wing of the present invention;

FIG. 8 is a diagram of the motion of the tail fin flapping wing of the present invention;

description of reference numerals: 1. the device comprises a left first fin ray assembly, a left second fin ray assembly, a left third fin ray assembly, a right first fin ray assembly, a right second fin ray assembly, a right third fin ray assembly, a communication module, a detection working module, a control module, a power supply module, a buoyancy control and load rejection module, a tail first steering engine, a tail first joint, a tail second steering engine, a tail second joint, a communication module, a detection working module, a control module, a power supply module, a buoyancy control and load rejection module, a tail first steering engine, a tail first joint, a tail second steering engine, a tail second joint, a left first motor bracket, a left first motor bracket, a left first crank, a left first slider, a left second crank, a left first lever, a left second lever, a, 31. The left and right second rocking bars are 32, the right and first motors, 33, the right and second motors, 34, the right and third motors, 35, the right and first motor supports, 36, the right and second motor supports, 37, the right and third motor supports, 38, the right and first sliding blocks, 39, the right and second first-stage sliding blocks, 40, the right and second-stage sliding blocks, 42, the right and first cranks, 43, the right and second cranks, 44, the right and third cranks, 45, the right and first rocking bars, 46, the right and second rocking bars, 47, the right and third rocking bars, 50, the left pectoral fin driving module, 51, the right pectoral fin driving module, 52, the head and trunk control module, 53, the caudal fin driving module, 54 and the skin.

Detailed Description

The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.

The invention relates to a bionic underwater vehicle combining pectoral fins and tail fin propulsion, which comprises a left pectoral fin driving module 50, a right pectoral fin driving module 51, a head and trunk control module 52, a tail fin driving module 53 and a skin 54. The appearance of the aircraft is simulated with the appearance of a bat ray, the left pectoral fin driving module 50 and the right pectoral fin driving module 51 are two symmetrical components with symmetrical internal structures, and are bilaterally symmetrical and fixedly connected to two sides of the control module, and the tail fin driving module 53 is fixedly connected to the tail ends of the head and trunk control module 52.

The motion mechanism of the pectoral fin drive module is described with reference to fig. 1-3, taking left pectoral fin drive module 50 as an example. The left pectoral fin driving module 50 is composed of three fin assemblies of a head portion, a middle portion and a rear portion, and the tail end of a rod of each fin assembly is adhered to the inside of the skin 54, so that the whole outer flexible skin can be driven to move along a trajectory similar to a bat ray and a bird flapping wing by controlling the movement of the fin assemblies through a motor. The three fin ray assemblies are of crank-link structures, wherein the head fin ray assembly is a two-link mechanism, the middle fin ray assembly is a three-link mechanism, and the rear fin ray assembly is a single rocker mechanism. The three fin ray assemblies at the head part, the middle part and the rear part are respectively a left first fin ray assembly 1, a left second fin ray assembly 2 and a left third fin ray assembly 3 which are uniformly distributed from the head part to the tail end along the axial direction of the aircraft;

the left first fin ray assembly 1 comprises a left first motor 16, a left first motor bracket 17, a left first crank 18, a left first sliding block 19 and a left first rocker 20; the left first motor 16 is fixed at the front end of the side wall of the head and body control module 52 through a left first motor bracket 17, and an output shaft of the left first motor is fixed with one end of a left first crank 18; the left first sliding block 19 is hinged with a first bracket which is vertically fixed right below the left first crank 18; the middle part of the left first rocker 20 is hinged with the other end of the left first crank 18, and the lower end of the left first rocker passes through a through hole arranged on the left first sliding block 19 and ensures clearance fit;

the left second fin ray assembly 2 comprises a left second motor 22, a left second motor bracket 23, a left second crank 24, a left second first-stage slide block 25, a left second rocker 26, a left second-stage slide block 27 and a left second swing rod 28; the left second motor 22 is fixed in the middle of the side wall of the head and body control module 52 through a left second motor bracket 23, and an output shaft of the left second motor is fixed with one end of a left second crank 24; the left second-stage sliding block 25 is hinged with a second bracket which is vertically fixed right below the left second crank 24; the upper end of the left second rocker 26 is hinged with the other end of the second crank 24, and the lower end of the left second rocker passes through a through hole formed in the left second-stage sliding block 25 and is in clearance fit; the left second-stage slide block 27 is hinged with the other end of the second crank 24; the middle part of the left second rocker 28 is hinged with the top end of the left second rocker 26, and the lower end of the left second rocker passes through a through hole arranged on the left second-stage sliding block 27 and ensures clearance fit;

the left third fin ray assembly 3 comprises a left third motor 29, a left third motor bracket 30 and a left third swing rod 31; the left third motor 29 is fixed to the rear end of the side wall of the head and trunk control module 52 through the left third motor bracket 30, and an output shaft thereof is fixed to one end of the left third swing link 31.

When the link mechanism of each fin ray assembly is in a horizontal extension state, the position of each motor is a zero position at the moment, and the aircraft performs horizontal gliding action in water. When the head motor rotates clockwise, the rocker rotates clockwise along with the head motor, and the tail end of the rocker is driven to upwarp. When the output shaft of the middle motor 22 rotates in a reciprocating manner at a small angle, the crank 24 is driven to rotate in a reciprocating manner, and because one end of the swing rod 26 can slide back and forth in the sliding block 25, the crank 24 is hinged with the rocker 26, and the rotation of the crank 24 can drive the tail end of the rocker 26 to swing in a reciprocating manner at a large angle. The end of the rocker 26 is hinged with the middle through hole of the rocker 28, the rocker 28 can slide in the through hole of the sliding block 27, and the rocker 28 can swing back and forth at a larger angle along with the movement of the rocker 26. The rocking lever 28, the rocking lever 26 and the crank 24 are in the same swing phase, i.e., they are swung upward as the output shaft of the motor 22 rotates clockwise and swung downward as the output shaft of the motor 22 rotates counterclockwise. The motion mode of the left rear fin component is that the driving motor 29 rotates clockwise by a small angle, the swing rod 31 rotates upwards, the driving motor 29 rotates anticlockwise by a small angle, and the swing rod 31 rotates downwards. The output shaft of the motor 29 rotates in a reciprocating manner to drive the oscillating bar 31 to move in a reciprocating manner.

The motion mechanism of the pectoral fin module driving the whole aircraft is described in conjunction with fig. 1-7: the aircraft mainly depends on changing the swing frequency, angle and phase difference of a connecting rod structure driving motor of each pectoral fin to accurately control the motion attitude of the aircraft. When the output shafts of the motors of the link mechanisms of the left pectoral fin driving module rotate clockwise when viewed from the rear edge to the front edge, the parts of the tail ends of the link mechanisms on the left side, which are adhered to the skin, move upwards; when the output shafts of the driving motors on the right side rotate clockwise, the tail ends of the connecting rod mechanisms on the right side drive the skin to move downwards. When the left and right link mechanisms flap downwards from front to back with the phase difference of 60-120 degrees, the pectoral fins push water flow backwards, and the aircraft swims forwards. When the left and right link mechanisms flap downwards from back to front with a phase difference of 60-120 degrees, the aircraft swims backwards. When the tail ends of the link mechanisms on the left side of the aircraft flap downwards at the same time and the tail ends of the link mechanisms on the right side flap upwards at the same time, the aircraft turns left; the amplitude of the flapping motion is increased, and the aircraft can turn around in situ to the left. When the link mechanisms on the left side and the right side flap downwards simultaneously, the amplitudes are compared, the amplitude of upward flap is larger than that of downward flap, and the amplitude of flap of the tail link is larger than that of the head, the aircraft can finish submerged motion underwater, otherwise, the aircraft floats upwards.

The motion mechanism of the aircraft tail fin drive module is described in conjunction with fig. 4. The tail fin driving module 53 comprises a tail first steering engine 13, a tail first joint 12, a tail second steering engine 14 and a tail second joint 15; the tail first joint 12 and the tail second joint 15 are carbon fiber plates with the diameter of 1.5mm or spring steel plates with the diameter of 0.8 mm; the tail second steering engine 14 is connected with the head and trunk control module 52 through a through hole in the steering engine shell by screws; the tail second joint 15 is connected with a rudder disc of the tail second steering engine 14 through a screw; the tail second joint 15 is connected with a through hole in the tail first steering engine 13 through a screw; the tail first joint 12 is connected with a rudder disc of a tail first steering engine 13 through a screw; the tail of the simulated bat ray of the tail second joint 15 and the tail first joint 12 is driven to move by the tail second steering engine 14 and the tail first steering engine 13. The shape of the caudal first joint 12 and caudal second joint 15 may be required to provide support for the flexible material skin 54.

The tail fin driving module comprises two stages of tail fin components which are connected in series and can be driven respectively, and the tail ends of all stages of tail fin frameworks are adhered to the inner side of the flexible skin, so that the flapping wing action of the internal structure can drive the whole flexible skin shell to move. The single-side tail fin flapping wing component comprises a driving motor and a flapping wing plate. The tail first-stage steering engine and the tail second-stage steering engine drive the tail fin framework to do wave-shaped flapping similar to the tail of a whale, and the aircraft can be pushed to swim forwards. When the amplitude of downward flapping is larger than that of upward flapping, the tail of the aircraft is lifted, the head of the aircraft is sunk, and the aircraft moves downwards. When the amplitude of the upward flapping is greater than the downward flapping, the vehicle swims obliquely upward. The tail fin can cooperate with the pectoral fin module to improve the swimming speed and the floating and submerging speed of the aircraft.

In the aspect of control, the control module 9 comprises an upper computer, an STM32 driving board, a Jetson TX2 single-module super computer and an underwater acoustic control board. When the cruise control system works, firstly, a designated planning cruise route is input to the upper computer by a person, the upper computer sends an action command to the STM32 driving plate after analyzing the route, and the STM32 driving plate controls each steering engine to move. When the forward-looking and side-scan sonars detect that obstacles such as fish schools exist nearby, the information is sent to the underwater acoustic control board, the underwater acoustic control board sends the re-planned path information to the STM32 driving board, and the steering engines are driven to change the motion state.

In terms of finishing work, the communication module 7 comprises a communication antenna, a wireless communication module and a GPS positioning module. The detection working module 8 comprises a sensor for detection, an infrared distance meter, a forward-looking sonar, a side-scan sonar, an illuminating system and a binocular camera. The binocular camera is matched with the lighting device to shoot underwater real-time monitoring pictures, the Jetson TX2 single-module super computer can identify the pictures, and the wireless module and the antenna can transmit image information to an experimenter on the ground. The sensor for detection can be but not limited to a thermohaline sensor, a chlorophyll sensor, a height sensor, a depth sensor, a heavy metal ion concentration sensor, a water oxygen concentration sensor and the like, and various sensors can be selected based on different working requirements.

The buoyancy control and load rejection module 11 is used for enabling the aircraft to obtain positive buoyancy through load rejection when the aircraft is disconnected with the ground control center, and enabling the antenna of the aircraft to emerge from the water surface. At the moment, the GPS determines the water area coordinate of the aircraft, and sends the coordinate information to the ground control center through the communication module, so that the time for salvaging the aircraft is saved.

The skin shell of the aircraft is made of flexible materials, and in order to prevent the aircraft from deforming under the action of water pressure when the aircraft works underwater, a gap between the flexible skin shell and the driving rod piece can be filled with silica gel or provided with a retaining block.

And waterproof sealing is required to be adopted for a control module and each driving motor part of the aircraft.

Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.