A water-land amphibious low-altitude airship

Abstract

This invention relates to a low-altitude spacecraft capable of both amphibious takeoff and landing, belonging to the field of low-altitude aircraft technology. The invention increases the contact area between the hull and water by combining a flat hull bottom with a horizontal hull section, effectively improving the stability of the spacecraft during water navigation. Simultaneously, an arc-shaped hull lifting section is incorporated. During takeoff and as the spacecraft ascends, water flow is diverted along the arc structure, creating a dynamic water pressure difference above and below the hull, generating an upward lifting force to counteract water drag. Combined with the ground effect, this enhances the lift coefficient, helping the hull quickly rise above the water and complete takeoff. Furthermore, the invention employs a multi-layered, multi-wing layout structure, which, during operation, can generate a high lift coefficient through a power superposition effect, producing an excellent thrust-to-weight ratio and ensuring stable flight of the spacecraft.

Description

Technical Field

[0001] This invention belongs to the field of low-altitude aircraft technology, specifically relating to a low-altitude spacecraft that can take off and land on both land and water. Background Technology

[0002] Low-altitude spacecraft are low-altitude flight devices that differ from drones, airplanes, and helicopters. They utilize the structural principles of ships as their basic hull, the flight principles of airplanes for their flight layout, the principles of wind power for their flight system, and the principles of powered parachutes, scientifically and organically combining these elements. Through a multi-layered structure, they synergistically generate a superimposed effect, achieving a superior lift coefficient and thrust-to-weight ratio to serve the low-altitude economy.

[0003] Currently, aircraft are developing towards higher altitudes and higher speeds. Due to structural reasons, a single wing structure does not generate a large enough lift coefficient during flight, making it unsuitable for low-altitude, low-speed flight environments. Carrier-based aircraft that take off via ski-jump also need to utilize the large angle of attack of the aircraft carrier runway to passively change the angle of attack during ski-jump takeoff and increase the lift coefficient for safe takeoff. Aircraft that take off from airports need to use extremely long runways for afterburner acceleration to take off. This fully demonstrates that as long as functional components for increasing the angle of attack are actively added during the design and manufacturing process, the lift coefficient and thrust-to-weight ratio can be improved, achieving the function of short-distance, rapid takeoff.

[0004] In the aforementioned description of low-altitude spacecraft, the spacecraft can float directly on the water surface. However, existing low-altitude spacecraft face an inherent technical contradiction when used on water: a larger contact area between the spacecraft hull and the water results in stronger water constraint and better stability during surface navigation, but also significantly increases water friction and drag resistance, making it difficult for the spacecraft to quickly leave the water and greatly increasing the difficulty of takeoff. Conversely, a smaller contact area makes the spacecraft more susceptible to wind and wave disturbances, causing it to wobble more easily and resulting in poorer surface navigation stability. However, the lower water resistance makes rapid takeoff easier. Conventional hull structures cannot simultaneously achieve high stability during surface navigation and low takeoff difficulty, hindering the synergistic adaptation of stable navigation and efficient takeoff, thus limiting the amphibious operation performance of low-altitude spacecraft. Summary of the Invention

[0005] To address the existing problem of amphibious low-altitude spacecraft where stability during water navigation and takeoff difficulty are mutually constrained—that a larger contact area between a low-altitude spacecraft and water results in more stable navigation but also greater takeoff resistance and greater difficulty in taking off, while a smaller contact area makes takeoff easier but results in poor navigation stability and an inability to balance stable navigation and efficient takeoff—this invention provides an amphibious low-altitude spacecraft.

[0006] The objective of this invention can be achieved through the following technical solutions: A low-altitude spacecraft capable of both amphibious takeoff and landing includes a hull, two float-type hulls, and a flight structure. The two float-type hulls are symmetrically arranged on both sides of the bottom of the hull, and the bottom surface of the hull has a flat design. The flight structure is located on the top of the hull and is used to control the flight of the hull. Along the forward direction of the hull, the float-type hull support includes a horizontal hull support section and a hull support lifting section connected in sequence. The horizontal hull support section is horizontally disposed at the bottom of the hull. The hull support lifting section has an arc-shaped structure. One end of the hull support lifting section is tangentially connected to the horizontal hull support section, and the other end of the hull support lifting section is disposed at a height higher than that of the horizontal hull support section.

[0007] As a preferred embodiment of the present invention, it further includes four sets of wheel structures, and four symmetrically arranged storage slots are provided at the bottom of the hull; the four storage slots correspond to the four included angles of the bottom surface of the hull, and the storage slots are located at the corresponding included angles of the bottom surface of the hull; the four sets of wheel structures and the four storage slots correspond to each other, and any one of the wheel structures is located in the corresponding storage slot; The wheel structure includes an output device, landing gear, and wheels. The output device is disposed in the storage slot, the landing gear is disposed in the storage slot, the output end of the output device is connected to the landing gear, and controls the engagement relationship between the landing gear and the storage slot. The wheels are rotatably connected to the end of the landing gear.

[0008] As a preferred embodiment of the present invention, the flight structure includes a wing, a tail fin, and a vertical tail fin. The wing is mounted at the top of the front of the middle part of the hull, the tail fin is mounted at the top of the stern of the hull, and the vertical tail fin is vertically mounted on the tail fin. The vertical tail fin includes a rudder and a vertical section. The vertical section is vertically mounted on the tail fin along the forward direction of the hull. A swaying space is provided at the end of the vertical section. The rudder is hinged within the swaying space of the vertical section and is vertically mounted on the tail fin.

[0009] As a preferred embodiment of the present invention, two vertical tail fins are provided, and the two vertical tail fins are symmetrically arranged on the tail fin.

[0010] As a preferred embodiment of the present invention, the flight structure further includes two canards, which are symmetrically arranged on the two side walls of the front end of the hull. Along the forward direction of the hull, the canards are located in front of the wings and are rotatably arranged on the corresponding side walls of the hull.

[0011] As a preferred embodiment of the present invention, the flight structure further includes a folding wing, which is hinged to the top of the hull and located between the canard and the wing. The folding wing can change the angle between itself and the hull by rotating.

[0012] As a preferred embodiment of the present invention, the height of the superimposed wing is lower than the height of the wing, and when the rotation angle of the superimposed wing is tilted, the direction of the superimposed wing is towards the upper surface of the wing.

[0013] As a preferred embodiment of the present invention, the flight structure further includes a parachute structure, which is disposed on the top of the hull and located between the wing and the tail fin along the forward direction of the hull. The parachute structure is composed of multiple flexible wing surfaces spliced ​​together, and two adjacent flexible wing surfaces can form an independent inflatable air chamber. After the inflatable air chamber is inflated, it forms an airfoil profile.

[0014] As a preferred embodiment of the present invention, the heights of the parasol structure, the wing, the overlapping wing, and the canard gradually decrease along the forward direction of the hull.

[0015] As a preferred embodiment of the present invention, the flight structure further includes a flight propeller, which is rotatably mounted on the tail fin.

[0016] The beneficial effects of this invention are as follows: By incorporating a horizontal hull section and a flat bottom, the hull's contact area with the water is significantly increased, effectively enhancing its stability on the water surface. Simultaneously, the inclusion of a hull-lifting section, with its arc-shaped design, creates a dynamic water pressure difference between the upper and lower sides of the hull as it takes off. This pressure difference generates an upward lifting force, counteracting the drag resistance of the water and, combined with the ground effect, further increasing the lift coefficient. This propels the hull to quickly rise above the water, accelerating its ascent and flight. This solves the problem that existing amphibious low-altitude spacecraft face a trade-off between stability during water navigation and difficulty of takeoff. The larger the contact area between the low-altitude spacecraft and the water, the more stable the navigation, but the greater the takeoff resistance and the more difficult it is to take off. The smaller the contact area between the low-altitude spacecraft and the water, the easier it is to take off, but the navigation stability is poor. It is impossible to balance stable navigation and efficient takeoff. Furthermore, it should be noted that this scheme borrows the principles of ship structure as the basic hull design, the principles of aircraft flight structure for the flight layout, and the principles of wind power for the flight system. It also draws inspiration from the principles of powered parachutes, utilizing the lift generated by the wind-driven propulsion of the parachute wings. These elements are scientifically and organically combined, and the multi-layered structure, under the influence of power, synergistically generates a superimposed effect, achieving a superior lift coefficient and thrust-to-weight ratio to serve low-altitude economic needs. Through the scientific layout of these structures, with sufficient power, a powerful lift coefficient and thrust-to-weight ratio can be instantly generated, enabling takeoff within a very short runway distance. It can be widely applied to low-altitude land flight and low-altitude water flight, and can also achieve large-scale and high-capacity flight. It has low-cost transportation value, suitable for both long and short-distance transportation; it is conducive to the layout of transportation networks and the expansion of its application scope; and it can be used to develop various transportation tools for military, civilian, disaster relief, and tourism applications. Attached Figure Description

[0017] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0018] Fig. 1 This is an overall view of a low-altitude spacecraft that can take off and land on both land and water according to the present invention; Fig. 2 This is a front view of a low-altitude spacecraft that can take off and land on both land and water according to the present invention. Fig. 3 This is a structural diagram of the wheeled structure of a low-altitude spacecraft that can take off and land on both land and water, according to the present invention.

[0019] Explanation of main symbols In the diagram: 1. Hull; 2. Float-type hull; 201. Horizontal section of hull; 202. Lifting section of hull; 3. Flight structure; 301. Wing; 302. Tail; 303. Vertical tail; 3031. Rudder; 3032. Vertical section; 304. Canard; 305. Overlapping wing; 306. Parachute structure; 307. Propeller; 4. Wheel structure; 401. Output device; 402. Landing gear; 403. Wheel. Detailed Implementation

[0020] To further illustrate the technical means and effects adopted by the present invention to achieve the intended purpose, the following detailed description of the specific implementation methods, structures, features and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided.

[0021] Please see Figs. 1-3 This embodiment provides a low-altitude spacecraft that can take off and land on both land and water, including a hull 1, two float-type boats 2, and a flight structure 3. The two float-type boats 2 are symmetrically arranged on both sides of the bottom of the hull 1, and the bottom surface of the hull 1 has a flat design. The flight structure 3 is located on the top of the hull 1 and is used to control the flight of the hull 1. Along the forward direction of the hull 1, the float-type boats 2 include a horizontal boat section 201 and a boat lifting section 202 connected in sequence. The horizontal boat section 201 is horizontally arranged at the bottom of the hull 1 and has a horizontal block structure design. The boat lifting section 202 has an arc-shaped structure, with one end of the boat lifting section 202 tangentially connected to the horizontal boat section 201, and the other end of the boat lifting section 202 is set at a higher height than the horizontal boat section 201. The hull 1, equipped with a horizontal hull section 201 and a flat bottom, significantly increases the contact area between the hull 1 and the water, effectively improving its stability on the water surface. Simultaneously, the hull lifting section 202, with its arc-shaped design, causes the hull 1 to move forward and gradually rise as it takes off. Water flow is diverted along the surface of the arc-shaped lifting section 202, creating a high-pressure zone below and a low-pressure zone above, thus generating a dynamic water pressure difference between the upper and lower sides of the pontoon-type hull 2. This pressure difference generates an upward lifting force, counteracting the drag resistance of the water on the hull 1. Combined with the ground effect, this further enhances the lift coefficient, propelling the hull 1 to quickly rise above the water surface and achieve flight. This solves the problem that existing amphibious low-altitude spacecraft face a trade-off between stability during water navigation and difficulty of takeoff. The larger the contact area between the low-altitude spacecraft and the water, the more stable the navigation, but the greater the takeoff resistance and the more difficult it is to take off. Conversely, the smaller the contact area between the low-altitude spacecraft and the water, the easier it is to take off, but the navigation stability is poor. It is impossible to balance stable navigation and efficient takeoff.

[0022] Specifically, to enable the spacecraft to take off on land, this design also includes four sets of wheel structures 4. The bottom of the hull 1 has four symmetrically arranged storage slots, which correspond to the four included angles on the bottom surface of the hull 1. The storage slots are located at the corresponding included angles on the bottom surface of the hull 1. The four sets of wheel structures 4 correspond to the four storage slots, with each wheel structure 4 positioned within its corresponding storage slot. Each wheel structure 4 includes an output device 401, landing gear 402, and wheels 403. The output device 401 and landing gear 402 are positioned within the storage slots. The output end of device 401 is connected to landing gear 402, controlling the engagement relationship between landing gear 402 and the storage slot. Wheel 403 is rotatably connected to the end of landing gear 402. With the output device 401, when the spacecraft needs to make an emergency landing on land or take off, the output device 401 controls the landing gear 402 to extend out of the storage slot, and the wheel 403 directly contacts the ground. Similarly, when the spacecraft needs to make an emergency landing on water or take off, the output device 401 controls the landing gear 402 to retract into the storage slot, and the wheel 403 also retracts into the storage slot.

[0023] Specifically, the flight structure 3 of this design includes a wing 301, a tail fin 302, and a vertical tail fin 303. The wing 301 is mounted at the top of the front of the middle section of the hull 1, the tail fin 302 is mounted at the top of the stern of the hull 1, and the vertical tail fin 303 is vertically mounted on the tail fin 302. The vertical tail fin 303 includes a rudder 3031 and a vertical section 3032. The vertical section 3032 is vertically mounted on the tail fin 302. Along the forward direction of the hull 1, a swaying space is provided at the end of the vertical section 3032. The rudder 3031 is hinged within the swaying space of the vertical section 3032 and is vertically mounted on the tail fin 302. It is important to note that the flight structure 3 of this design also includes a propeller 307, which is rotatably mounted on the tail fin 302. The propeller 307, through rotation, provides a horizontal thrust to the hull 1, thus propelling the hull 1 forward. Takeoff of the hull 1 is achieved through the wing 301. Specifically, in this design, the vertical height of the wing 301 gradually increases along the forward direction of the hull 1. With this configuration, as the hull 1 moves forward, the air is divided into upper and lower parts by the wing 301. Because the vertical height of the wing 301 gradually increases along the forward direction of the hull 1, the air velocity on the upper surface of the wing 301 is greater than that on the lower surface, resulting in a lower air pressure force on the upper surface than on the lower surface. Ultimately, this air pressure provides an upward force to the wing 301, lifting the hull 1. It should be noted that in this design, the wing 301 is hinged to the hull 1, and its angle of attack relative to the hull 1 can be adjusted by rotation.

[0024] Furthermore, in this design, the tail fin 302 is mainly used to provide longitudinal stability and pitch control during low-altitude flight of the hull 1, balancing the lift torque generated by the forward wing 301 of the hull 1, suppressing the pitching, swaying, or rolling of the hull 1 during flight, ensuring the longitudinal attitude stability of the hull 1 during water takeoff, low-altitude cruise, and land landing, and improving flight smoothness and handling safety; the vertical tail fin 303 is used to provide directional stability and steering control; the vertical section 3032 is used to resist the yaw tendency caused by crosswinds and water flow disturbances during flight, keeping the hull 1 flying straight along the predetermined course; it is worth noting that in this design, the oscillation of the rudder 3031 is controlled by a control system installed in the hull 1. By controlling the left and right deflection of the rudder 3031, a lateral torque is generated to achieve steering and directional correction of the hull 1 during flight. At the same time, in conjunction with the wing 301 and tail fin 302, the hull 1 has good directional controllability during water takeoff, low-altitude flight, and land landing. The combination of these two features enables the hull 1 to maintain a stable attitude and flexible control in both land and water take-off and landing environments as well as in low-altitude flight, effectively improving the reliability and adaptability of amphibious operations.

[0025] Furthermore, in this design, two vertical tail fins 303 are provided, symmetrically arranged on the tail fin 302. This arrangement can significantly enhance the directional stability of the hull 1, effectively resist crosswinds and turbulence interference, provide a larger steering torque, improve directional control accuracy and response speed, and make the aerodynamic load distribution at the tail more uniform, thereby improving structural strength and flight safety. This allows the hull 1 to have a more stable attitude and more reliable control during takeoff on water and landing on land.

[0026] Specifically, the flight structure 3 of this design also includes two canards 304, which are symmetrically arranged on the two side walls at the front of the hull 1. Along the forward direction of the hull 1, the canards 304 are located in front of the wings 301 and are rotatably mounted on the corresponding side walls of the hull 1. In practice, the control system of this design is used to control the rotation angle of the canards 304. By controlling the rotation angle of the canards 304, the lift of the hull 1 during takeoff and the stability of the hull 1 during flight can be improved. It should be noted that in this design, the canards 304 and the rudder 3031 jointly control the flight direction of the hull 1.

[0027] Furthermore, the flight structure 3 also includes a folding wing 305, which is hinged to the top of the hull 1. The folding wing 305 is located between the canard wing 304 and the wing 301. The folding wing 305 can be rotated to change the angle between itself and the hull 1. This design, by adjusting the pitch angle with the folding wing 305, can significantly improve the lifting area and aerodynamic efficiency of the hull 1 during low-altitude flight and water takeoff, achieving sufficient lift at lower flight speeds and effectively reducing the speed and taxiing distance required for takeoff. The folding wing 305 can be rotatably adjusted to change its angle of attack according to different operating conditions such as water taxiing, low-altitude cruise, and land landing, balancing lift requirements and attitude control, improving the overall maneuverability and takeoff and landing adaptability, and enabling this amphibious low-altitude spacecraft to maintain excellent flight performance and takeoff and landing reliability even in complex environments.

[0028] Furthermore, it should be noted that in this design, by incorporating a folding wing 305, which is positioned between the hull 1 and the wing 301, when the airflow is divided by the wing 301, some air moves towards the lower surface of the wing 301. Due to the inertia of the airflow, the air on the lower surface of the wing 301 will move along the lower surface of the wing 301; this portion of air is defined as high-pressure air. Simultaneously, some air moves towards the upper surface of the wing 301; this portion of air is defined as low-pressure air. It should be noted that the lift force on the wing 301 is the pressure difference between the high-pressure air and the low-pressure air. Moreover, the faster the airflow velocity on the upper surface of the wing 301, the lower the pressure of the low-pressure air, and the greater the pressure difference between the upper and lower surfaces of the wing 301. This has a significant impact on the wing 301. The greater the lift generated, the better. Based on this, in order to increase the lift on the wing 301, the folded wing 305 of this scheme rotates along its hinge end with the hull 1, so that the folded wing 305 is tilted at this time, and the tilted end of the folded wing 305 points to the upper surface of the wing 301. The surface structure of the folded wing 305 is an outwardly convex arc structure. When the air passes over the surface of the folded wing 305, it will undergo an acceleration process. The accelerated air will flow to the upper surface of the wing 301. When the accelerated air passes over the upper surface of the wing 301 again, it will undergo a second acceleration, which will further amplify the velocity difference between the air flow velocity on the upper surface of the wing 301 and the air flow velocity on the lower surface of the wing 301, and finally further increase the lift on the wing 301, thereby increasing the lift of the hull 1 during takeoff.

[0029] Furthermore, the flight structure 3 also includes a parachute structure 306, which is located on top of the hull 1, between the wing 301 and the tail fin 302 along the forward direction of the hull 1. The parachute structure 306 is composed of multiple flexible wing surfaces spliced ​​together, and two adjacent flexible wing surfaces can form independent inflatable air chambers. After inflation, the air chambers form a full airfoil profile. By providing the parachute structure 306, it can provide additional auxiliary lift when the hull 1 is flying at low speed, hovering, or taking off from the water surface. The design reduces the hull's dependence on speed, further improving lift performance at low altitudes and low speeds. Independent inflatable chambers give the wing structure excellent aerodynamic shape and structural strength, ensuring stable airfoil support while providing a certain safety margin in unexpected situations. Simultaneously, the flexible wing can adaptively adjust airflow fit according to flight attitude, optimizing aerodynamic efficiency and enhancing flight stability. In conjunction with the wing 301, tail fin 302, and folding wing 305, this design makes the hull 1 more stable and easier to control during amphibious takeoffs and landings and low-altitude cruise. It should be noted that in this design, the parachute structure 306 is hinged to the hull 1; by rotating, the parachute structure 306 can adjust its angle of attack relative to the hull 1.

[0030] Along the forward direction of hull 1, the heights of the parachute structure 306, wing 301, folded wing 305, and canard wing 304 gradually decrease. This allows the parachute structure 306, wing 301, folded wing 305, and canard wing 304 to form a compound wing. The staggered hierarchical layout can effectively disperse aerodynamic loads, reduce the stress load on a single wing surface, and reduce airflow interference losses between wing surfaces, thereby improving overall aerodynamic stability. In addition, the parachute structure 306, wing 301, folded wing 305, and canard wing 304 in this design can all adjust their own pitch angle. By adjusting the pitch angle of any wing surface individually, the lift coefficient of hull 1 can be adjusted.

[0031] It should be noted that this scheme borrows the principles of ship structure as the basic hull 1, the principles of aircraft flight structure for the flight layout, and the principles of wind power for the flight system as a supplement. It also draws inspiration from the principles of powered parachutes, utilizing the lift generated by the wind-driven power of the parachute wings. These elements are scientifically and organically combined, and the multi-layered structure, under the action of power, synergistically generates a superimposed effect, achieving a superior lift coefficient and thrust-to-weight ratio to serve low-altitude economic needs. Through the scientific layout of the above structures, with sufficient power, a powerful lift coefficient and thrust-to-weight ratio can be instantly generated, enabling the spacecraft hull 1 to take off within a very short run-up distance. It can be widely applied to low-altitude flight on land and water, and can also achieve large-scale and high-capacity flight. It has low-cost transportation value, suitable for both long and short-distance transportation; it is conducive to the layout of transportation networks and the widening of its application scope; and it can be used to develop various types of transportation vehicles, such as military, civilian, disaster relief, and sightseeing tourism vehicles.

[0032] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A low-altitude spacecraft capable of both amphibious takeoff and landing, characterized in that: The vessel includes a hull, two pontoon-type hull supports, and a flight structure. The two pontoon-type hull supports are symmetrically arranged on both sides of the bottom of the hull, and the bottom surface of the hull has a flat design. The flight structure is located on the top of the hull and is used to control the flight of the hull. Along the forward direction of the hull, the float-type hull support includes a horizontal hull support section and a hull support lifting section connected in sequence. The horizontal hull support section is horizontally disposed at the bottom of the hull. The hull support lifting section has an arc-shaped structure. One end of the hull support lifting section is tangentially connected to the horizontal hull support section, and the other end of the hull support lifting section is disposed at a height higher than that of the horizontal hull support section.

2. The low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 1, characterized in that: It also includes four sets of wheel structures, and the bottom of the hull has four symmetrically arranged storage slots; the four storage slots correspond to the four included angles of the bottom surface of the hull, and the storage slots are set at the corresponding included angles of the bottom surface of the hull; the four sets of wheel structures and the four storage slots correspond to each other, and any one of the wheel structures is set in the corresponding storage slot; The wheel structure includes an output device, landing gear, and wheels. The output device is disposed in the storage slot, the landing gear is disposed in the storage slot, the output end of the output device is connected to the landing gear, and controls the engagement relationship between the landing gear and the storage slot. The wheels are rotatably connected to the end of the landing gear.

3. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 1, characterized in that: The flight structure includes a wing, a tail fin, and a vertical tail fin. The wing is mounted at the top of the front of the middle part of the hull, the tail fin is mounted at the top of the stern of the hull, and the vertical tail fin is vertically mounted on the tail fin. The vertical tail fin includes a rudder and a vertical section. The vertical section is vertically mounted on the tail fin along the forward direction of the hull. A swaying space is provided at the end of the vertical section. The rudder is hinged within the swaying space of the vertical section and is vertically mounted on the tail fin.

4. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 3, characterized in that: The vertical tail fin is provided in two parts, and the two vertical tail fins are symmetrically arranged on the tail fin.

5. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 3, characterized in that: The flight structure also includes two canards, which are symmetrically arranged on the two side walls at the front of the hull. Along the forward direction of the hull, the canards are located in front of the wings and are rotatably arranged on the corresponding side walls of the hull.

6. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 5, characterized in that: The flight structure also includes a folding wing, which is hinged to the top of the hull and located between the canard and the wing. The folding wing can change the angle between itself and the hull by rotating.

7. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 6, characterized in that: The height of the folding wing is lower than the height of the wing. When the folding wing is tilted, its orientation is towards the upper surface of the wing.

8. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 5, characterized in that: The flight structure also includes a parachute structure, which is located on the top of the hull and between the wing and the tail fin along the forward direction of the hull. The parachute structure is composed of multiple flexible wing surfaces spliced ​​together, and two adjacent flexible wing surfaces can form an independent inflatable air chamber. After the inflatable air chamber is inflated, it forms an airfoil profile.

9. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 8, characterized in that: Along the forward direction of the hull, the height of the parachute structure, wings, overlapping wings, and canards gradually decreases.

10. A low-altitude spacecraft capable of both amphibious takeoff and landing according to claim 3, characterized in that: The flight structure also includes a flight propeller, which is rotatably mounted on the tail fin.

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