A ground-wing aircraft with three fuselages and a low aspect ratio

Abstract

This invention relates to a three-fuselage, low-aspect-ratio wing-ground aircraft, comprising a longitudinally extending intermediate fuselage; left and right fuselages located on either side of the intermediate fuselage; left and right air deflectors connecting the left and right fuselages to the intermediate fuselage, each having an aspect ratio lower than one, and the left and right air deflectors respectively defining upper and lower air ducts on the left and right sides, the longitudinal length of the left and right fuselages being greater than that of the left and right air deflectors; left and right front blowers respectively disposed in front of the left and right air deflectors; left and right rear blowers respectively disposed above and behind the left and right air deflectors; an attitude detector for detecting pitch and horizontal attitude and generating attitude information; and a processor for receiving attitude information and independently driving and controlling the left and right front blowers and the left and right rear blowers.

Description

[Technical Field]

[0001] This invention relates to a wing-ground aircraft, and more particularly to a wing-ground aircraft with a three-body configuration and a low aspect ratio. [Previous Technology]

[0002] The wing-in-ground effect (WIG), also known as the ground effect (GE), refers to the hydrodynamic effect that utilizes the pressure difference between the upper and lower surfaces of the airflow to generate an upward force. Within a certain distance from the ground or water surface, this can be used to propel an aircraft, thereby reducing fuel consumption. Furthermore, because aircraft utilizing the wing-in-ground effect can take off directly over the sea, they can switch between air and sea navigation modes, exhibiting greater maneuverability than traditional aircraft and ships. They are not limited to long runways or ports for departure, docking, and cargo loading / unloading, and possess the advantages of both. Compared to conventional aircraft, the ability of wing-in-ground aircraft to operate and take off over the sea allows for the design of larger, cargo ship-like hulls, enabling them to carry more goods. Compared to conventional ships, their ability to leave the water reduces water resistance and friction, allowing for higher speeds.

[0003] In addition, the aspect ratio (AR) refers to the ratio of the square of the wingspan of an aircraft to the wing area. If the wing area is the same, under the same conditions, the wing with a larger aspect ratio will generate more lift, thus reducing the takeoff and landing distance of the aircraft. As shown in Figure 9, Boeing's Super Pelican 9 ground-wing aircraft is renowned for its enormous payload capacity of over a thousand tons, achieved through its extremely wide wingspan of approximately 150 meters. However, due to the ground effect, it can only operate at very low altitudes, such as a few meters above the sea surface. When one wing is approximately 75 meters from the center of the fuselage, whether due to tilting during a turn or impact from waves, as shown in Figure 10, if the right wingtip 94 lowers by 6 meters, it will impact the water surface, causing instantaneous and significant drag. Multiplying this by the 75-meter lever arm length results in a tremendous instantaneous torque. Simple trigonometric calculations show that tan⁻¹(6 / 75) is only about 4.6°, meaning the fuselage 90 only needs to tilt by 5° to potentially generate severe rotational torque, posing an extremely severe test to the wing structure. This is even more concerning given the potential disaster of wingtip impacts on land. Therefore, despite its excellent payload and range, this ground-wing aircraft remains only an experimental aircraft and cannot be practically adopted. A relatively low aspect ratio can reduce the induced drag of an aircraft, thereby reducing its lift-to-drag ratio and achieving high maneuverability. However, the lift will be limited by insufficient wingspan. Therefore, even fighter jets that require high maneuverability in dogfights can only reduce the aspect ratio to, for example, around three times.

[0004] In addition, as shown in Figure 11 of the passenger aircraft 8, the wingtips of the two outward-extending wings will generate wingtip vortices due to the pressure difference of the airflow on the upper and lower sides, resulting in a decrease in lift and an increase in drag, which in turn increases fuel consumption and reduces maneuverability. Therefore, the design of the wing-ground aircraft 9' is shown in Figure 12. In addition to a small float 92' and 94' respectively on the left and right wingtips, winglets 920' and 940' extend upward to reduce the effect of wingtip vortices. However, the configuration of winglets 920' and 940' will further increase the width of the entire aircraft, making the space required for parking larger and reducing the maneuverability of the wing-ground aircraft 9'.

[0005] Therefore, the present invention aims to solve the problem of how to provide an aircraft that can make good use of the wing-ground effect, which can not only travel on the sea and land, but also has a certain capacity, high speed and high maneuverability, and occupies little space when parked, thus improving the flexibility of use, especially providing high stability for sea or land navigation.

[0006] The detailed features and advantages of the present invention are described in detail below in the embodiments. The content is sufficient to enable anyone skilled in the art to understand the technical content of the present invention and implement it accordingly. Based on the content disclosed in this specification, the scope of the patent application and the drawings, anyone skilled in the art can easily understand the relevant objectives and advantages of the present invention. [Summary of the Invention]

[0007] One object of the present invention is to provide a wing-ground aircraft that utilizes the wing-ground effect and a low aspect ratio design to ensure that it will not easily touch the sea or ground due to its narrow wingspan, thereby improving safety.

[0008] Another objective of the present invention is to provide a wing-ground aircraft that, through a low aspect ratio design, does not need to rely on an aircraft runway for takeoff and landing, nor is it limited to large ports for berthing and loading / unloading cargo, effectively saving space during berthing and improving the flexibility of use for different operating environments.

[0009] Another object of the present invention is to provide a wing-and-ground aircraft that, by means of a pivotable propeller, facilitates the change of mode from traveling on water or land to flying away from water or land.

[0010] Another object of the present invention is to provide a wing-ground aircraft that utilizes a three-body design to provide effective airflow and thus provide better stability during flight.

[0011] Another objective of the present invention is to provide a wing-ground aircraft that, by utilizing the design of the three fuselages and the position of the wind deflector, reduces energy consumption and lift reduction caused by wingtip vortices.

[0012] Another object of the present invention is to provide a wing-ground aircraft that makes good use of the wing-ground effect and provides lower fuel consumption compared to conventional ships or aircraft.

[0013] To achieve the above objectives, the present invention provides a three-fuselage, low-aspect-ratio wing-ground aircraft, comprising: a longitudinally extending intermediate fuselage; and two longitudinally extending left / right fuselages respectively located on either side of the intermediate fuselage, wherein each of the left / right fuselages forms an internal gas fuel tank, thereby providing additional buoyancy when the wing-ground aircraft is on the water surface; and left / right air deflectors connecting the left / right fuselages to the intermediate fuselage respectively having an aspect ratio lower than one, thereby limiting the lateral width of the wing-ground aircraft to the spacing between the corresponding left / right fuselages, and through the intermediate fuselage and the left / right fuselages, the wing-ground aircraft is divided by the left / right air deflectors. The upper and lower air ducts on the left and right sides are defined by cutting and delineating the upper and lower air ducts, wherein the longitudinal length of the aforementioned left and right side body is greater than the longitudinal length of the aforementioned left and right air guide plates; at least one pair of left and right front fans are respectively symmetrically arranged in front of the aforementioned left and right air guide plates; at least one pair of left and right rear fans are respectively symmetrically arranged above the rear side of the aforementioned left and right air guide plates, thereby respectively strengthening the airflow of the aforementioned upper left and right air ducts; at least one attitude detector is used to detect the pitch and horizontal attitude of the middle body and / or the left and right side body, and generate attitude information; and at least one processor receives the aforementioned attitude information and is used to independently drive and control the aforementioned left and right front fans and the aforementioned left and right rear fans.

[0014] Through the above-described wing-to-ground aircraft, the present invention provides a wing-to-ground aircraft that can operate on sea or land without runways, airports, or is not limited to docks or harbors. Furthermore, the airflow is effectively defined by the three-hull design and the left / right wind deflectors, providing a low aspect ratio design. This not only significantly reduces the risk of ground contact during flight compared to traditional wing-to-ground aircraft but also reduces unintended adverse effects such as wingtip vortices, resulting in superior range and payload compared to aircraft and ships of equivalent weight. When carrying cargo, the wing-to-ground aircraft of the present invention offers higher energy consumption than conventional ships, while providing higher transport speeds through its take-off flight mode. The aspect ratio and three-hull design of the present invention reduce induced drag during flight, exhibiting better climb performance, thereby increasing maneuverability and driving efficiency, while simultaneously reducing lift and drag caused by wingtip vortices during flight. [Simplified Explanation of the Diagram]

[0060] Figure 1 is a perspective view of the wing-ground aircraft of the first preferred embodiment of the present invention.

[0061] Figure 2 is a top view of the wing-and-ground aircraft used for loading containers in the embodiment of Figure 1.

[0062] Figure 3 is a side cross-sectional view of the wing-ground aircraft used for loading containers in the embodiment of Figure 2 along line aa, illustrating the airflow in the upper / lower ducts on the right side.

[0063] Figure 4 is a front cross-sectional view of the wing-ground aircraft used for loading containers in the embodiment of Figure 2 along the bb line, illustrating the upper / lower air ducts on the left / right sides.

[0064] Figures 5 and 6 are side views of the embodiment of Figure 1 and loading and unloading diagrams of the wing-shaped aircraft used for loading containers.

[0065] Figure 7 is a side view of the torpedo-filled winged aircraft of the second preferred embodiment of the present invention, illustrating the pivoting of the front / rear propellers.

[0066] Figure 8 is a schematic diagram of a blower propeller for a wing-and-ground aircraft according to a third preferred embodiment of the present invention.

[0067] Figure 9 is a three-dimensional schematic diagram of the Boeing Super Pelican wing-ground aircraft.

[0068] Figure 10 is a frontal view of the wing-ground aircraft in Figure 9, illustrating the tilt angle and the relationship between the wingtip touching the sea.

[0069] Figure 11 is a three-dimensional schematic diagram of a passenger plane taking off, illustrating the wingtip vortex effect.

[0070] Figure 12 is a three-dimensional schematic diagram of another existing wing-ground aircraft, illustrating the winglet structure.

Implementation Method

[0071] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification.

[0072] The structures, proportions, sizes, etc., illustrated in the accompanying drawings of this specification are only used to complement the content disclosed in the specification for the understanding and reading of those skilled in the art, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention. At the same time, the terms such as "one," "two," and "above" used in this specification are only for the clarity of description and are not intended to limit the scope of the present invention. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the present invention.

[0073] As shown in Figures 1 to 6, the first preferred embodiment of the wing-ground aircraft of the present invention is illustrated using container transportation as an example. The three fuselages of the aforementioned wing-ground aircraft 1 are a middle fuselage 10 and left / right fuselages 12 and 14 on both sides. The interior of the middle fuselage 10 is mostly hollow, providing space for accommodating goods, and in this example, it is used for loading containers. To facilitate loading and unloading of containers by crane, the middle fuselage 10 in this example can be opened from above, as shown in Figure 6. After the container 6 is loaded, the middle fuselage 10 is closed. A gaseous fuel tank is formed inside the left / right fuselages 12 and 14 on both sides. In this example, it is filled with hydrogen, and a fuel cell can be used as the energy source. As the lightest gas, hydrogen can provide additional buoyancy to maintain the stability of the aforementioned wing-ground aircraft 1 when it is operating on or stationary on the water surface. In addition, the three-hull design not only increases the contact area with the water surface when it is sailing on the water, thereby increasing its stability and avoiding capsizing due to large waves, but also provides a larger cabin space. For example, in this case, the space other than the gas fuel tanks of the middle hull 10 and the left / right hulls 12 and 14 can be used to load cargo.

[0074] The left and right air guides 22 and 24, located on the left and right sides of the middle fuselage 10, are respectively connected to the left and right fuselage 12 and 14, and respectively divide the left upper and lower air ducts 120 and 122, and the right upper and lower air ducts 140 and 142, so that the airflow passes from above and below, respectively, forming longitudinal airflow to increase the speed of travel and the thrust airflow to increase the lift of the wing-ground aircraft 1. The aspect ratio of the wing-ground aircraft 1 is designed to be less than one, that is, the ratio of the square of the wingspan length formed by the left and right air guides 22 and 24 and the left and right fuselage 12 and 14 to the wing area is less than one, thereby reducing the lift-to-drag ratio, increasing the climb performance of the aircraft, and improving its maneuverability and travel efficiency. In addition, the longitudinal length of the left / right fuselage 12, 14 is greater than the longitudinal length of the left / right air deflectors 22, 24. As a result, since the thinner side edges of the left / right air deflectors 22, 24 do not directly contact the air, the situation of wingtip vortices and drag generated by the outer edge of a typical wing can be avoided.

[0075] A pair of left and right front blowers are symmetrically arranged in front of the left and right air guide plates 22 and 24. In this example, left and right front fans 32 and 34 are used as examples, located between the middle body 10 and the left and right body parts 12 and 14, respectively. The left and right front fans 32 and 34 are arranged on a first transverse axis 30 perpendicular to the middle body 10 and the left and right body parts 12 and 14. In this example, the left and right front fans 32 and 34 can pivot independently along the first transverse axis 30. Above the rear side of the left and right air guide plates 22 and 24, between the middle body 10 and the left and right body parts 12 and 14, a pair of left and right rear blowers are also symmetrically arranged. In this example, they are also shown as left and right rear fans 42 and 44. They are mounted on a second transverse axis 40 perpendicular to the aforementioned longitudinal direction and parallel to the first transverse axis 30. The left and right rear fans 42 and 44 can pivot along the second transverse axis 40. Of course, for a more economical cost, the left / right front fans 32 and 34 can be fixed at a fixed tilt angle along the first lateral axis 30; and the left / right rear fans 42 and 44 can be fixed at a fixed tilt angle along the second lateral axis 40. Furthermore, the aforementioned wing-and-ground aircraft 1 is equipped with an attitude detector 52 to detect the pitch and horizontal attitude of the middle fuselage 10 and / or the left / right fuselages 12 and 14, and transmits the resulting attitude information to a processor 50. The processor 50 then uses this attitude information to independently drive and control the left / right front fans 32 and 34 and the left / right rear fans 42 and 44. Of course, even if the fan structure is simplified to a design that cannot change tilt angle along a pivot axis to further reduce costs, the operation of the wing-and-ground aircraft 1 can still be smoothly controlled by utilizing their independent forward and reverse rotation and controlling their rotation speed.

[0076] Referring specifically to Figures 3 and 4, for ease of explanation, the wing-to-ground aircraft in Figure 2 is observed and described in sections along section lines aa and bb, respectively. Here, the area between the left fuselage 12 and the middle fuselage 10, above the left guide vane 22, is defined as the left upper air duct 120, and the area below the left guide vane 22 is defined as the left lower air duct 122; the area between the right fuselage 14 and the middle fuselage 10, above the right guide vane 24, is defined as the right upper air duct 140, and the area below the right guide vane 24 is defined as the right lower air duct 142. Obviously, when the wing-to-ground aircraft of the present invention is stationary on the water surface or moving on the water surface, since the left fuselage 12, the middle fuselage 10, and the right fuselage 14 are all submerged in water, it means that the airflow 72 in the left lower air duct 122 and the right lower air duct 142 is completely enclosed in the air duct and cannot escape from the wingtip. Therefore, the adverse effects of wingtip vortices can be completely eliminated. Conversely, the airflow 71 within the left upper air duct 120 and the right upper air duct 140 will primarily flow along the ducts from front to back, rather than easily crossing the upper edges of the left fuselage 12 and the right fuselage 14. This maintains the airflow velocity difference between the upper and lower parts of the guide vanes, making it easier to provide lift. In particular, the left / right guide vanes have a downward-sloping bottom surface from front to back, ensuring that the angle of attack of the wing-ground aircraft is not zero acute when it is advancing, effectively providing lift.

[0077] Similarly, here we will only describe the airflow propulsion using the right front fan 34, right air guide plate 24, and right rear fan 44. By tilting and rotating the right front fan 34, a forward-push airflow 73 with an inclined angle can be generated. Since the horizontal height of the first transverse axis is higher than that of the right air guide plate 24, the ratio of the longitudinal airflow component 75 pushed to the upper right air duct and the downward-blowing lifting airflow component 76 is changed. The horizontal height of the second transverse axis is also higher than that of the right air guide plate 24. The rearward-push airflow 74 with an inclined angle generated by the right rear fan 44 can be adjusted by pivoting the right rear fan 44 along the second transverse axis or changing its rotation speed, thereby changing the magnitude and ratio of the longitudinal airflow component 77 and the downward-blowing lifting airflow component 78 in the upper right air duct. Because the right front / rear fans 34 and 44 are positioned higher than the right air deflector 24, the longitudinal airflow components 75 and 77 primarily accelerate the airflow 71 in the upper right duct. The downward thrust airflow components 76 and 78, based on the law of reaction force, provide greater lift. The airflow 72 below the air deflector is more significantly delayed due to the low altitude of the wing-to-ground aircraft, resulting in a more pronounced pressure difference above and below the air deflector and increased upward thrust. Therefore, the wing-to-ground aircraft of this invention can smoothly ascend from the water or ground to a suitable altitude, such as 5 to 10 meters above the water, while significantly reducing the wingspan. Of course, for takeoff from the ground, landing gear and wheels need to be installed below the middle fuselage 10, the left fuselage 12, and the right fuselage 14.

[0078] Due to the extremely low aspect ratio, the wing-to-ground aircraft of the present invention has better maneuverability, but stability needs to be maintained by rapid adjustment and compensation. Therefore, when the attitude detector 52 detects any tilt of the aforementioned wing-to-ground aircraft, it can be adjusted by increasing or decreasing the speed of each fan or pivoting the blowing direction of each fan through the processor 50. In this example, the aforementioned left / right front fans 32 and 34 further include at least one left front fan outer frame 320 and at least one right front fan outer frame 340 respectively disposed between the aforementioned left side body 12 and the aforementioned middle body 10 and between the aforementioned middle body 10 and the aforementioned right side body 14 along the aforementioned first transverse axis 30; a left front fan body 322 and a right front fan body 342 respectively fixed in the aforementioned left front fan outer frame 320 and the aforementioned right front fan outer frame 340; and a left front air guide 324 and a right front air guide 344 respectively fixed in the aforementioned left front fan outer frame 320 and the aforementioned right front fan outer frame 340 and located behind the aforementioned left front fan body 322 and the aforementioned right front fan body 342 respectively.

[0079] Similarly, in this example, the aforementioned left / right rear fans 42 and 44 further include at least one left rear fan outer frame 420 and at least one right rear fan outer frame 440 respectively disposed along the aforementioned second transverse axis 40 between the aforementioned left side body 12 and the aforementioned middle body 10, and between the aforementioned middle body 10 and the aforementioned right side body 14; a left rear fan body 422 and a right rear fan body 442 respectively fixed in the aforementioned left rear fan outer frame 420 and the aforementioned right rear fan outer frame 440; and a left rear air guide wing 424 and a right rear air guide wing 444 respectively fixed in the aforementioned left rear fan outer frame 420 and the aforementioned right rear fan outer frame 440, and respectively located behind the aforementioned left rear fan body 422 and the aforementioned right rear fan body 442. This allows for more accurate guidance of the airflow from each blower in a predetermined direction, making control more convenient. Of course, as those skilled in the art will readily understand, although in this example each guide vane is fixed to the fan frame, with the entire fan—the fan frame and fan body—rotating simultaneously to change the airflow component, this structure can be modified as needed to allow the guide vanes to pivot relative to the fan frame, thereby enhancing the effect of fine-tuning the airflow direction. Furthermore, in this example, the left front guide vane 324 and the aforementioned right front guide vane 344 each have an upper side surface containing multiple gradually curving arc surfaces and a flat lower side surface; similarly, the left rear guide vane 424 and the right rear guide vane 444 each have an upper side surface containing multiple gradually curving arc surfaces and a flat lower side surface, thereby providing better lift.

[0080] In this example, the aforementioned left / right fuselage 12 and 14 each have a longitudinally extending predetermined waterline 100. That is, when the aforementioned wing-ground aircraft is stationary on the water surface, and the aforementioned internal gas fuel tanks of the aforementioned left / right fuselage 12 and 14 are filled with gas fuel and the fans are stationary, the portion of the aforementioned left / right fuselage 12 and 14 below the aforementioned predetermined waterline 100 is located below the water surface. The longitudinal length of the aforementioned predetermined waterline 100 is greater than the wingspan of the aforementioned left / right wind deflectors. Thus, it can be ensured that before the wing-ground aircraft takes off from the water surface, the downwind ducts on the left and right sides can sufficiently limit the direction of airflow.

[0081] Since the lateral movement of the ground-wing aircraft in this case does not require winglets to eliminate interference from wingtip vortices, the lateral width of the ground-wing aircraft is limited to the spacing corresponding to the aforementioned left / right fuselage 12, 14. This allows the ground-wing aircraft in this case to meet the space requirements for operation in narrow areas, greatly increasing its flexibility. It can not only climb quickly in a short time, but also help improve the efficiency of switching between water and air modes. As mentioned above, since the aforementioned ground-wing aircraft does not need to rely on an aircraft runway for takeoff and landing, and can operate on both land and sea, after being loaded with containers, it is not limited to ports as the starting point or destination. It can take off directly from land, fly a certain distance, and then land at a location at sea where resupply is needed. It does not require a large port for unloading, thus revealing the design advantages of this invention based on a low aspect ratio.

[0082] The second preferred embodiment of the wing-mounted aircraft in this case, as shown in FIG7, takes the loading of torpedoes as an example. The parts that are the same as those in the components and methods of the wing-mounted aircraft described in the first embodiment can be applied, and will not be repeated here. Since the torpedo 6' is different from the case of loading a cargo container in the first embodiment, the design of the middle cabin of the wing-mounted aircraft in this example is different from the case of opening from the top in the first embodiment. Instead, it is suspended below the wing-mounted aircraft. Since the wing-mounted aircraft flies at a very low altitude, close to the sea surface and difficult to be detected, the torpedo can be released quickly by opening the bomb bay door 60'. In particular, for the convenience of take-off and landing, as shown by the dotted line, the tilt angle of the right front fan 34' and the right rear fan 44' can not only be tilted, but can also be pivoted to a horizontal position to form an operation similar to a quadcopter, which can provide a vertical take-off and landing operation mode.

[0083] Of course, as those skilled in the art can easily understand, the front / rear blowers on the left / right sides of the present invention are not limited to axial propellers, nor are they limited to having the same device on the front and rear sides. As shown in the third preferred embodiment of the present invention in FIG8, the blower in this example is exemplified as a cycloidal propeller. Here, only the left front blower is taken as an example. This cycloidal propeller has frames 320” on both sides, both of which rotate about the first transverse axis 30”. In the frame 320”, multiple blower blades 322” with pivotable angles are pivotally arranged along the same radius. Through the rotation of the frame 320”, a variable angle airflow is generated in the rear and downward directions. Therefore, as the angle of the blower blades 322” changes, the longitudinal airflow component and the downward blowing thrust airflow component can be changed. Of course, if the aircraft is to turn, the blowers on the left and right sides can also be moved forward on one side and backward on the other side, which further increases the flexibility of operation. Furthermore, blowers, ion wind propulsion devices, etc., can all be used as equivalent alternatives and should also be included within the scope of the following claims of this invention.

[0084] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Any person skilled in the art can modify the above embodiments without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention should be as set forth in the following claims.

Claims

1. A three-fuselage, low aspect ratio wing-ground aircraft, comprising: A longitudinally extending intermediate fuselage: Two longitudinally extending left / right fuselages located on either side of the aforementioned intermediate fuselage, wherein each of the aforementioned left / right fuselages forms an internal gas fuel tank, thereby providing additional buoyancy when the aforementioned wing-and-ground aircraft is on the water surface; the left / right air deflectors connecting the aforementioned left / right fuselages to the aforementioned intermediate fuselage each have an aspect ratio of less than one. The system includes a width ratio, which limits the lateral width of the wing-mounted aircraft to the spacing between the aforementioned left and right fuselages. The aforementioned middle fuselage and the aforementioned left / right fuselages are used to define the upper / lower air ducts on the left and right sides, respectively, by the aforementioned left / right air deflectors. The longitudinal length of the aforementioned left / right fuselage is greater than the longitudinal length of the aforementioned left / right air deflectors. At least one pair of left / right front blowers are symmetrically arranged in front of the aforementioned left / right air deflectors. At least one pair of left / right rear blowers are symmetrically arranged above the rear side of the aforementioned left / right air deflectors, thereby strengthening the airflow in the aforementioned upper left / right air ducts. At least one attitude detector is used to detect the pitch and horizontal attitude of the middle fuselage and / or the left / right fuselage, generating attitude information. At least one processor receives the aforementioned attitude information and independently drives and controls the aforementioned left / right front blowers and the aforementioned left / right rear blowers.

2. The wing-and-ground aircraft as described in claim 1, wherein, The left / right front blower is at least one left / right front fan respectively disposed between the aforementioned middle body and the aforementioned left / right body along a first transverse axis perpendicular to the aforementioned longitudinal direction.

3. The wing-and-ground aircraft as described in claim 2, wherein, The left / right front fans are configured to pivot along the aforementioned first transverse axis, thereby changing the ratio between the longitudinal airflow component pushed to the aforementioned upper left / right air duct and the downward-blowing lifting airflow component.

4. The wing-and-ground aircraft as described in claim 3, wherein, The aforementioned left / right front fan further includes at least one left front fan frame and at least one right front fan frame respectively disposed along the aforementioned first transverse axis between the aforementioned left side fuselage and the aforementioned middle fuselage, and between the aforementioned middle fuselage and the aforementioned right side fuselage; a left front fan body and a right front fan body respectively fixed to the aforementioned left front fan frame and the aforementioned right front fan frame; and a left front air deflector and a right front air deflector respectively fixed to the aforementioned left front fan frame and the aforementioned right front fan frame, and located behind the aforementioned left front fan body and the aforementioned right front fan body.

5. The wing-ground aircraft as claimed in claim 4, wherein the aforementioned left front guide vane and the aforementioned right front guide vane each have an upper side surface comprising a plurality of gradually curving arc surfaces and a flat lower side surface.

6. The wing-and-ground aircraft as described in claim 1, wherein, The left / right rear blower is at least one left / right rear fan respectively disposed between the aforementioned middle body and the aforementioned left / right body along a second transverse axis perpendicular to the aforementioned longitudinal direction.

7. The wing-and-ground aircraft as described in claim 6, wherein, The left / right rear fans are configured to pivot along the aforementioned transverse axis, thereby changing the ratio between the longitudinal airflow component that accelerates the aforementioned upper left / right air duct and the downward-blowing lifting airflow component.

8. The wing-and-ground aircraft as described in claim 7, wherein, The aforementioned left / right rear fans further include at least one left rear fan frame and at least one right rear fan frame respectively disposed along the aforementioned second transverse axis between the aforementioned left side fuselage and the aforementioned middle fuselage, and between the aforementioned middle fuselage and the aforementioned right side fuselage; a left rear fan body and a right rear fan body respectively fixed to the aforementioned left rear fan frame and the aforementioned right rear fan frame; and a left rear air guide wing and a right rear air guide wing respectively fixed to the aforementioned left rear fan frame and the aforementioned right rear fan frame, and respectively located behind the aforementioned left rear fan body and the aforementioned right rear fan body.

9. The wing-ground aircraft as claimed in claim 8, wherein the aforementioned left and right rear guide vanes each have an upper side surface comprising a plurality of gradually curving arc surfaces and a flat lower side surface.

10. The wing-ground aircraft as claimed in claim 1, wherein the aforementioned left / right fuselage each has a longitudinally extending predetermined waterline, such that when the aforementioned wing-ground aircraft is stationary on the water surface, the aforementioned internal gas fuel tanks of the aforementioned left / right fuselage are filled with gas fuel, and the aforementioned left / right front blowers and the aforementioned left / right rear blowers are stationary, the portion of the aforementioned left / right fuselage below the aforementioned predetermined waterline is located below the water surface, and the longitudinal length of the aforementioned predetermined waterline is greater than the wingspan of the aforementioned left / right air deflectors; and the aforementioned left / right air deflectors have a bottom surface that slopes downward from front to back, such that the angle of attack of the aforementioned wing-ground aircraft is a non-zero acute angle when it is moving forward.

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