A water skid buffer mechanism, control system and use method of a wing-in-ground-effect vehicle

Abstract

The present invention relates to a water skid buffer mechanism, a control system and a method for using the water skid of a ground effect wing craft. The water skid comprises a front gliding surface, a front stepped body, a rear gliding surface and a rear stepped body which are arranged in sequence on the bottom surface of the hull from front to rear. A concave body is provided on the bottom surface of the rear end of the front gliding surface, and a water skid assembly is mounted on the concave body. The front end of a water skid plate of the water skid assembly is rotatably connected to the front end of the concave body via a rotating structure. When the water skid plate is accommodated in the concave body, the water skid plate forms an appearance consistent with the streamline of the front gliding surface. A series buffer assembly is installed between the water skid plate and the rear end of the concave body. The series buffer assembly comprises two groups of oil and gas buffers connected in series up and down. In a working state, the oil and gas buffers are passively axially compressed or stretched to perform a buffering action when the water skid plate is subjected to an external force. The buffering stroke of a single oil and gas buffer is adjusted and limited by a corresponding stroke adjustment limit mechanism. The water skid assembly can meet the use of the ground effect wing under different working conditions such as take-off, ground effect flight, high-altitude flight and landing, and greatly reduce the impact load on the ground effect wing.

Description

Technical Field

[0001] The present invention relates to the technical field of wing-in-ground-effect vehicles, and in particular to a water skid buffer mechanism, a control system and a use method of a wing-in-ground-effect vehicle. Background Art

[0002] Wing-in-ground-effect vessels utilize ground-effect wings to generate additional lift, have a large lift-to-drag ratio, and are capable of ultra-low-altitude, high-speed cruising. They are a new type of high-speed vessel between aircraft and conventional displacement ships, and possess excellent wavekeeping and high-speed navigation performance that are unmatched by ordinary ships.

[0003] When a wing-in-ground-effect craft takes off under certain sea conditions, the resistance peak is large and the required take-off distance is long, which makes it impossible for the hull to be lifted off the water quickly, and the bottom of the hull and the bottom of the end plate will be impacted by the waves; the wing-in-ground-effect craft will also be impacted by the waves when landing under certain sea conditions, and may also encounter waves when flying in ground effect at a low altitude.

[0004] Since the speed of the ground effect vehicle is very high and the impact load is proportional to the square of the speed, the impact load brought by the waves will be very huge, which can easily cause fatigue or even damage to the hull. This not only affects the maneuverability and service life of the ground effect vehicle, but more importantly, its safety in use.

[0005] In the prior art, a water ski device is usually provided on the bottom of a WIG vessel to solve the above problem. For example, a large Russian WIG vessel adopts a water ski device. However, the water ski device is only applicable to the take-off and landing process of the WIG vessel and has a limited effect on reducing the impact load. Summary of the Invention

[0006] In response to the shortcomings of the above-mentioned existing production technology, the applicant provides a rationally structured ground effect wing water skid buffer mechanism, control system and use method, which can meet the use of ground effect wings under different working conditions such as take-off, ground effect flight, high altitude flight and landing, has wide applicability, and greatly reduces the impact load on the ground effect wings.

[0007] The technical solutions adopted in the present invention are as follows:

[0008] A water skid buffer mechanism for a ground effect wing craft comprises a hull, wherein the bottom surface of the upper hull of the hull is provided with a front gliding surface, a front stepped body, a rear gliding surface, and a rear stepped body in sequence from front to rear, a concave body is provided on the bottom surface at the rear end of the front gliding surface adjacent to the front stepped body, and a water skid assembly is mounted on the concave body; the front end of the water skid plate of the water skid assembly is rotatably connected to the front end of the concave body via a rotating structure, and the water skid plate forms an appearance consistent with the streamline of the front gliding surface when accommodated and fitted in the concave body; a series buffer assembly is installed between the rear end of the water skid plate and the rear end of the concave body, and the series buffer assembly comprises two groups of oil and gas buffers connected in series up and down, and the oil and gas buffer in a working state is passively axially compressed or stretched to perform a buffering action when the water skid plate is subjected to external force, and the buffering stroke of a single oil and gas buffer is adjusted and limited by the corresponding stroke adjustment limit mechanism.

[0009] As a further improvement of the above technical solution:

[0010] The cross section of the water skid is a V-shaped structure, and serial buffer components are installed between the two inner side surfaces of the V-shaped structure and the concave body respectively.

[0011] The structure of the series buffer assembly is as follows: it includes an upper support installed inside the hull, a connecting rod is rotatably installed on the bottom end of the upper support, the bottom end of the connecting rod is rotatably installed with an upper ear plate extending from the top end of the upper oil and gas buffer, the downward telescopic end of the upper oil and gas buffer is installed with the top end of the lower oil and gas buffer via a connecting plate, the downward telescopic end of the lower oil and gas buffer is installed with a lower ear plate via a connecting plate, and the lower ear plate is rotatably installed on the lower support on the top surface of the water ski plate; support plates are respectively installed on the sides of the oil and gas buffer, and a stroke adjustment limit mechanism is installed on the support plate, and the downward output end of the stroke adjustment limit mechanism passes through the corresponding connecting plate to form a limit stroke.

[0012] The stroke adjustment limit mechanism is one of an air cylinder, an oil cylinder, and an electric cylinder, and has the following structure: it includes a mechanism body, the top of the mechanism body is fixed to the support plate through the top plate, the bottom of the mechanism body is telescopically extended downward and is equipped with a telescopic rod, the end of the telescopic rod passing downward through the connecting plate is locked with a positioning nut, and a gasket is set on the telescopic rod between the positioning nut and the connecting plate.

[0013] The maximum stroke of the stroke adjustment limit mechanism corresponding to the upper oil-gas buffer in the series buffer assembly is greater than the maximum stroke of the stroke adjustment limit mechanism corresponding to the lower oil-gas buffer.

[0014] A control system for a water skid buffer mechanism of a ground effect wing craft includes a stroke control system, which includes a stroke control circuit electrically connected to a stroke adjustment limit mechanism, a pressure control circuit electrically connected to a series buffer assembly, and an automatic control system electrically connected to the stroke control circuit and the pressure control circuit for overall control; the stroke control circuit controls the corresponding stroke adjustment limit mechanisms in the left and right groups of series buffer assemblies to synchronously operate, thereby adjusting the buffer stroke of the corresponding oil and gas buffers.

[0015] As a further improvement of the above technical solution:

[0016] The stroke adjustment limit mechanism is an oil cylinder, and the stroke control circuit includes a main control circuit, a balance circuit and a parallel synchronization circuit.

[0017] The pressure control circuit includes an inflation control circuit and a pressure maintaining control circuit connected to the pressure control interface of the oil-gas buffer, and a safety control circuit connected to the safety valve interface of the oil-gas buffer.

[0018] The automatic control system includes a control console installed in the hull cockpit, on which a display and control unit is installed. The display and control unit is electrically connected to a control unit via a data bus in the control console, and the control unit is electrically connected to a stroke control circuit and a pressure control circuit respectively via a control circuit.

[0019] A method for using the water skid buffer mechanism of a wing-in-ground-effect vehicle comprises the following steps:

[0020] When the WIG craft takes off, the upper oil-gas buffer in the series buffer assembly lowers the buffer stroke, the lower oil-gas buffer retracts the buffer stroke, and the rear end of the water skid tilts downward relative to the hull and is pushed out;

[0021] When the WIG craft is in ground effect flight, the upper oil-gas buffer in the series buffer assembly retracts the buffer stroke, the lower oil-gas buffer extends the buffer stroke, and the rear end of the water skid is tilted downward relative to the hull and pushed out;

[0022] When the WIG craft flies high, the two oil and gas buffers in the series buffer assembly are retracted into the buffer stroke, the water skid is accommodated and fits in the concave body, and the bottom surface of the water skid and the front gliding surface form an integrated smooth transition;

[0023] When the WIG craft lands, both oil and gas buffers in the serial buffer assembly lower their buffering strokes, and the rear end of the water skid is tilted downward relative to the hull to the greatest extent.

[0024] The beneficial effects of the present invention are as follows:

[0025] The present invention has a compact and reasonable structure and is easy to operate. Through the water skid assembly and the arrangement of a series-type buffer assembly between the water skid assembly and the concave body, the water skid assembly can buffer and reduce the impact load of waves. The series-type buffer assembly can adjust the buffer stroke according to actual use conditions, thereby meeting the use of the ground effect wing under different working conditions such as take-off, ground effect flight, high-altitude flight, and landing. The invention covers the entire flight process of the ground effect wing, has wide applicability, and greatly reduces the impact load on the ground effect wing.

[0026] In the present invention, based on the usage characteristics and usage requirements of the water skid assembly under different working conditions of the wing-in-ground-effect craft, the stroke control system regulates the oil and gas buffer and the stroke adjustment limit mechanism, and cooperates with the setting of safety measures including pressure control and balance control, thereby effectively ensuring the safe and effective control of the water skid assembly during the flight of the wing-in-ground-effect craft and guaranteeing the reliable and effective use of the water skid assembly under different working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a side view of the ground effect wing craft of the present invention.

[0028] Figure 2 It is a schematic diagram of the assembly of the water skid assembly on the bottom of the ground effect wing vehicle of the present invention.

[0029] Figure 3 for Figure 2 Cross-sectional view along AA direction.

[0030] Figure 4 for Figure 2 Left view of .

[0031] Figure 5 It is a structural schematic diagram of the series buffer assembly of the present invention.

[0032] Figure 6 Schematic diagram of the structure of the oil-gas buffer of the present invention (compression stroke state).

[0033] Figure 7 Schematic diagram of the structure of the oil-gas buffer of the present invention (in the extended stroke state).

[0034] Figure 8 It is a structural schematic diagram of the stroke adjustment limit mechanism of the present invention.

[0035] Figure 9 It is a structural diagram of the stroke control system of the present invention.

[0036] Figure 10 It is a structural diagram of the stroke control loop of the present invention.

[0037] Figure 11 It is a structural diagram of the pressure control circuit of the present invention.

[0038] Figure 12 It is a structural diagram of the automatic control system of the present invention.

[0039] Figure 13 This is a schematic diagram of the state of the water ski assembly when the ground effect vehicle of the present invention takes off.

[0040] Figure 14 It is a schematic diagram of the state of the water skid assembly of the ground effect wing-in-ground-effect vehicle of the present invention during ground effect navigation.

[0041] Figure 15 This is a schematic diagram of the state of the water ski assembly of the wing-in-ground-effect vehicle of the present invention when it is flying high.

[0042] Figure 16 This is a schematic diagram of the state of the water ski assembly when the ground effect vehicle of the present invention is landing.

[0043] Among them: 1. Ground effect wing; 2. Power mechanism; 3. Vertical tail; 4. Horizontal tail;

[0044] 10. Hull; 20. Water skid assembly; 30. Series buffer assembly; 40. Travel control system;

[0045] 11. Forward planing surface; 12. Forward bilge line; 13. Upper hull; 14. Concave hull; 15. Forward stepped hull; 16. Aft bilge line; 17. Aft planing surface;

[0046] 21. Rotating structure; 22. Water skid;

[0047] 31. Upper support; 32. Connecting rod; 33. Upper ear plate; 34. Connecting plate; 35. Lower ear plate; 36. Lower support; 37. Support plate;

[0048] 310, oil-gas buffer; 311, pressure control interface; 312, safety valve interface; 313, core tube; 314, outer piston; 315, inner piston; 316, end cap; 317, outer cylinder; 318, cover; 319, inner cylinder;

[0049] 320, stroke adjustment limit mechanism; 321, top plate; 322, mechanism body; 323, telescopic rod; 324, gasket; 325, positioning nut;

[0050] 410, stroke control circuit; 411, parallel synchronization circuit; 412, balancing circuit; 413, main control circuit; 4131, three-position four-way valve; 4132, hydraulic pump; 4133, fuel tank;

[0051] 420, pressure control circuit; 421, pressure-maintaining control circuit; 4211, air storage tank; 4212, pressure gauge 1; 4213, check valve; 4214, air compressor; 4215, electric motor; 4216, relief valve; 422, charging control circuit; 4221, normally closed solenoid valve; 4222, pressure reducing valve; 4223, air filter; 423, safety control circuit; 4231, safety valve; 4232, pressure gauge 2;

[0052] 430. Automatic control system; 431. Display and control unit; 432. Driving console; 433. Data bus; 434. Control unit; 435. Control circuit. DETAILED DESCRIPTION

[0053] The specific embodiments of the present invention will be described below with reference to the accompanying drawings.

[0054] like Figure 1 and Figure 2 As shown, a water skid buffer mechanism of a ground effect wing craft of this embodiment includes a hull 10, a front sliding surface 11, a front stepped body 15, a rear sliding surface 17, and a rear stepped body are sequentially arranged on the bottom surface of the upper hull 13 of the hull 10 from front to back, a concave body 14 is provided on the bottom surface of the rear end of the front sliding surface 11 adjacent to the front stepped body 15, and a water skid assembly 20 is mounted on the concave body 14; the front end of the water skid plate 22 of the water skid assembly 20 is rotatably connected to the front end of the concave body 14 via a rotating structure 21, and the water skid plate 22 can accommodate When the water skid 22 is fitted into the concave body 14, it forms an appearance consistent with the streamline of the front sliding surface 11; a series buffer assembly 30 is installed between the rear end of the water skid 22 and the rear end of the concave body 14. The series buffer assembly 30 includes two groups of oil-gas buffers 310 connected in series up and down. When the water skid 22 is subjected to external force, the oil-gas buffers 310 in the working state are passively axially compressed or stretched to perform a buffering action. The buffering stroke of a single oil-gas buffer 310 is adjusted and limited by the corresponding stroke adjustment limit mechanism 320.

[0055] In this embodiment, the water skid assembly 20 and the arrangement of the serial buffer assembly 30 between the water skid assembly 20 and the concave body 14 achieve buffering and reduction of the wave impact load by the water skid assembly 20, and the serial buffer assembly 30 can adjust the buffer stroke according to the actual use conditions, thereby meeting the use of the ground effect wing under different working conditions such as take-off, ground effect flight, high flight, and landing, covering the entire flight process of the ground effect wing craft.

[0056] For a ground effect wing craft, a power mechanism 2, a vertical tail 3, and a horizontal tail 4 are usually installed on the hull 10 in sequence from front to back, and ground effect wings 1 and pontoons are symmetrically installed on both sides of the hull 10. The power mechanism 2 provides power for the ground effect wing craft to operate; the hull 10 includes an upper hull 13, a front bilge line 12 is formed between the upper hull 13 and the front gliding surface 11, and a rear bilge line 16 is formed between the upper hull 13 and the rear gliding surface 17; the front gliding surface 11 and the rear gliding surface 17 serve as gliding surfaces when the ground effect wing craft hull 10 takes off and lands in water.

[0057] When the water skid 22 is accommodated and fits in the concave body 14 , the bottom surface of the water skid 22 and the front gliding surface 11 have the same shape and a smooth transition, so that no unnecessary aerodynamic resistance is generated when the WIG craft flies high.

[0058] like Figure 3 and Figure 4 As shown, the cross section of the water skid 22 is a V-shaped structure, and a series buffer assembly 30 is installed between the two inner side surfaces of the V-shaped structure and the concave body 14 respectively.

[0059] The rotating structure 21 mounted on the water ski 22 and the front end of the concave body 14 can be a rotating shaft located in the middle or two rotating shafts located on both sides. The shape of the edge of the water ski 22 and the edge of the concave body 14 can be adaptively adjusted according to actual rotation requirements to ensure smooth and reliable rotation of the water ski 22 relative to the hull 10.

[0060] like Figure 5 As shown, the structure of the serial buffer assembly 30 is as follows: it includes an upper support 31 installed inside the hull 10, a connecting rod 32 is rotatably installed at the bottom end of the upper support 31, the bottom end of the connecting rod 32 is rotatably installed with an upper ear plate 33 extending from the top end of the upper oil and gas buffer 310, the downward telescopic end of the upper oil and gas buffer 310 is installed with the top end of the lower oil and gas buffer 310 through a connecting plate 34, the downward telescopic end of the lower oil and gas buffer 310 is installed with a lower ear plate 35 through the connecting plate 34, and the lower ear plate 35 is rotatably installed on the lower support 36 on the top surface of the water ski plate 22; support plates 37 are respectively installed on the sides of the oil and gas buffer 310, and a stroke adjustment limit mechanism 320 is installed on the support plate 37, and the downward output end of the stroke adjustment limit mechanism 320 passes through the corresponding connecting plate 34 to form a limit stroke.

[0061] In this embodiment, when one or both of the upper and lower oil-gas buffers 310 are in working condition, the series buffer assembly 30 will cause the water skid 22 to protrude downward relative to the hull 10, so that the bottom surface of the water skid 22 can withstand the wave impact load before the bottom surface of the hull 10; and the setting of the stroke adjustment limit mechanism 320 corresponding to the oil-gas buffer 310 limits the buffering stroke of the oil-gas buffer 310, and also provides a movement guide for the buffering action of the oil-gas buffer 310.

[0062] When the upper and / or lower oil-gas buffers 310 are extended and the serial buffer assembly 30 is in working state, adaptive rotation occurs between the upper support 31 and the connecting rod 32, between the connecting rod 32 and the upper ear plate 33, and between the lower ear plate 35 and the lower support 36, thereby effectively ensuring the smooth rotation of the water ski 22 relative to the hull 10.

[0063] like Figure 6 and Figure 7 The figure shows the specific structure and buffering operation of a single oil-gas buffer 310, which includes a core tube 313, an inner tube 319, and an outer tube 317. A cover 318 is installed between the circumferential outer portion of the inner tube 319 and the end of the outer tube 317. The specific structure and operation mode of the oil-gas buffer 310 can be referred to the published patent application number CN202210748610.4 filed by the applicant on June 29, 20220, entitled "Anti-impact structure for parachute speedboat". Figure 6 The arrow in the middle shows a schematic diagram of the compression stroke of the oil-gas buffer 310, including the external force driving the inner cylinder 319 to move axially relative to the core tube 313, the oil in the inner cylinder 319 flows into the core tube 313 through the end cap 316, and flows to the upper part of the outer cylinder 317 through the inner piston 315. The oil in the core tube 313 flows outward through the hole on the wall to the upper part of the outer cylinder 317, and the oil in the upper part of the outer cylinder 317 flows downward to the lower part through the outer piston 314. After the external force is removed, the compressed energy will be released, and the oil-gas buffer 310 will perform an extension stroke, as shown in FIG. Figure 7 As shown, the flow direction of the internal oil is the same as Figure 6 The opposite is true in the mid-compression stroke.

[0064] The basic working principle of the oil-gas buffer 310 is: using the compression deformation of gas to absorb impact kinetic energy, thereby reducing the wave load impact force on the water skid assembly 20 during take-off and landing and ground effect flight of the ground effect wing craft, and ultimately reducing the force on the hull 10; specifically, it uses the friction energy consumed by the high-speed flow of oil through the small hole, that is, when the oil-gas buffer 310 enters the compression stroke, the inner tube 319 and the inner piston 315 move upward in the outer tube 317, and the oil on the inner piston 315 is pushed upward. Since the oil is incompressible, the volume of the gas is reduced, the gas pressure increases, and the gas pressure acts on the inner piston 315 through the oil, becoming a force that prevents the inner piston 315 from moving upward; at the same time, the oil on the inner piston 315 is also forced by the gas pressure to flow at high speed through the small hole on the inner piston 315 to the bottom of the inner piston 315 and enter the recoil chamber. In addition, the core tube 313 also moves downward relatively in the inner cavity of the inner cylinder 319 at the same time. Therefore, the oil in the inner cavity of the inner cylinder 319 flows rapidly upward into the inner cavity of the outer cylinder 317 through the small holes on the inner piston 315, the end cap 316 and the small holes on the core tube 313.

[0065] In summary, during the compression stroke of the oil-gas damper 310, most of the kinetic energy from the wave impacting the skid assembly 20 is absorbed by the compression and deformation of the gas. The remainder is converted into heat energy and dissipated by friction caused by the rapid flow of oil through the small holes and by friction caused by the sealing mechanism. When the compression of the oil-gas damper 310 reaches a certain value, the expansion force of the compressed gas becomes greater than the impact force of the wave, causing the oil-gas damper 310 to expand. At this time, the inner cylinder 319 and inner piston 315 move downward within the outer cylinder 317, while the core tube 313 and end cap 316 move upward relative to the inner cavity of the inner cylinder 319. As a result, the direction of oil flow during the expansion stroke is exactly opposite to that during the compression stroke. Because some of the energy is converted into heat energy and dissipated during the first compression and expansion stroke of the oil-gas damper 310, the energy absorbed by the oil-gas damper 310 during the second compression stroke is much less than the first. After several compressions and extensions, the oil-gas buffer 310 can gradually convert all the impact kinetic energy into heat energy and dissipate it, so that the ground effect wing craft can quickly reach a relatively stable state or be in a state of less stress during wave takeoff and landing or ground effect flight.

[0066] like Figure 8 As shown, the stroke adjustment limit mechanism 320 is an embodiment of the air cylinder, oil cylinder, and electric cylinder, and its structure is as follows: it includes a mechanism body 322, the top of the mechanism body 322 is fixed to the support plate 37 through the top plate 321, and the bottom of the mechanism body 322 is telescopically equipped with a telescopic rod 323, and the end of the telescopic rod 323 passing through the connecting plate 34 is locked with a positioning nut 325, and a gasket 324 is mounted on the telescopic rod 323 between the positioning nut 325 and the connecting plate 34.

[0067] When the telescopic rod 323 moves downward and extends to the controlled length, the oil-gas buffer 310 has the corresponding oil-gas buffering function. When the telescopic rod 323 moves upward and completely discharges the gas in the oil-gas buffer 310, and the inner tube 319 of the oil-gas buffer 310 is completely retracted into the outer tube 317, the oil-gas buffer 310 loses its oil-gas buffering function, and the impact force it receives is directly transmitted from the inner tube 319 to the outer tube 317; thereby realizing the adjustment and limitation of the buffering stroke of the corresponding oil-gas buffer 310 by the stroke adjustment limit mechanism 320. Of course, the stroke adjustment limit mechanism 320 also provides action guidance for the buffering of the oil-gas buffer 310.

[0068] In actual use, the stroke adjustment limit mechanism 320 is first adjusted to a certain control length according to a certain working condition, and is usually maintained at the control length. Then, the oil-gas buffer 310 performs a buffering action within the control length under the action of external loads such as waves. During the buffering process, the stroke adjustment limit mechanism 320 provides a guide for the action of the oil-gas buffer 310.

[0069] In this embodiment, the stroke adjustment and limiting mechanism 320 is a cylinder, which uses a hydraulic drive device to remotely control the telescopic rod 323 to perform linear motion.

[0070] The maximum stroke of the stroke adjustment limit mechanism 320 corresponding to the upper oil-gas buffer 310 in the series buffer assembly 30 is greater than the maximum stroke of the stroke adjustment limit mechanism 320 corresponding to the lower oil-gas buffer 310, so that the operation of the stroke adjustment limit mechanism 320 corresponding to the upper and lower oil-gas buffers 310 can correspond to the use of the series buffer assembly 30 under different working conditions.

[0071] like Figure 9 As shown, the control system of the water skid buffer mechanism of the ground effect wing craft of this embodiment includes a stroke control system 40, which includes a stroke control circuit 410 electrically connected to the stroke adjustment limit mechanism 320, a pressure control circuit 420 electrically connected to the series buffer assembly 30, and an automatic control system 430 electrically connected to the stroke control circuit 410 and the pressure control circuit 420 for overall control; the stroke control circuit 410 controls the corresponding stroke adjustment limit mechanisms 320 in the left and right groups of series buffer assemblies 30 to move synchronously, and adjust the buffer stroke of the corresponding oil-gas buffer 310.

[0072] In this embodiment, based on the usage characteristics and usage requirements of the water skid assembly 20 under different working conditions of the ground effect vehicle, the stroke control system 40 regulates the oil and gas buffer 310 and the stroke adjustment limit mechanism 320, and cooperates with the setting of safety measures including pressure control and balance control, thereby effectively ensuring the safe and effective control of the water skid assembly 20 during the flight of the ground effect vehicle and ensuring the reliable and effective use of the water skid assembly 20 under different working conditions.

[0073] The stroke adjustment limit mechanism 320 is a cylinder, such as Figure 10 As shown, the stroke control loop 410 includes a main control loop 413 , a balancing loop 412 and a parallel synchronization loop 411 .

[0074] The main control circuit 413 includes an oil tank 4133, a hydraulic pump 4132 and a three-position four-way valve 4131. The output end of the three-position four-way valve 4131 is connected to the one-way throttle valve of the parallel synchronization circuit 411 which is respectively connected to the upper and lower interfaces of the corresponding cylinder. A one-way sequence valve in the balancing circuit 412 is connected in series between the three-position four-way valve 4131 and the one-way throttle valve connected to the lower interface of the cylinder.

[0075] In this embodiment, the parallel synchronization circuit 411 is composed of four one-way throttle valves corresponding to the two cylinders in each group of serial buffer components 30, and the two groups of serial buffer components 30 are composed of eight one-way throttle valves in total, that is, one-way throttle valves are installed at the inlet and outlet of each group of two parallel cylinders that need to be synchronized to achieve return oil throttling speed regulation, thereby preventing the problem of the water skid component 20 being stuck during the retraction and extension process due to the asynchronous occurrence of the two cylinders when the stroke control of the water skid component 20 is adjusted; the balancing circuit 412 is composed of a one-way sequence valve, which is composed of a one-way valve and an overflow valve. The two valves are combined together, that is, a one-way sequence valve is set on the return oil line of the cylinder to form back pressure to prevent the vertically moving cylinder and the connected water skid assembly 20 from falling due to their own weight. When the pressure oil flows in the opposite direction, it can pass freely through the one-way valve without being restricted by the sequence valve; the main control circuit 413 consists of an oil tank 4133, a hydraulic pump 4132 and a three-position four-way valve 4131. The three-position four-way valve 4131 is used to control the direction of the cylinder to realize the up and down movement of the cylinder, and the hydraulic pump 4132 and the oil tank 4133 provide the corresponding power hydraulic oil.

[0076] like Figure 11 As shown, the pressure control circuit 420 includes an inflation control circuit 422 and a pressure maintaining control circuit 421 connected to the pressure control interface 311 of the oil-gas buffer 310 , and a safety control circuit 423 connected to the safety valve interface 312 of the oil-gas buffer 310 .

[0077] The safety control circuit 423 includes a second pressure gauge 4232 and a safety valve 4231, which are connected to the safety valve interface 312 through a pipeline; the second pressure gauge 4232 is used to observe and monitor the pressure conditions in the oil-gas buffer 310, which can be displayed on the display and control unit 431 of the automatic control system 430; the safety valve 4231 is a maximum pressure control valve to prevent the oil-gas buffer 310 from being damaged by excessive pressure; when the oil-gas buffer 310 is working, if the pressure exceeds the maximum pressure specified in the design, the safety valve 4231 will automatically deflate.

[0078] Pressure-maintaining control circuit 421 consists of motor 4215, air compressor 4214, check valve 4213, air tank 4211, pressure gauge 1 4212, and relief valve 4216. Its purpose is to control the pressure in air tank 4211 and ensure it remains within a specified range. The specific mechanism is as follows: air compressor 4214 is driven by motor 4215. When motor 4215 is started, compressed air generated by compressor 4214 enters air tank 4211 through check valve 4213, causing the pressure in air tank 4211 to rise, and pressure gauge 1 4212 displays the pressure value. When the pressure in air tank 4211 reaches the maximum limit, the pointer in pressure gauge 1 4212 hits the upper contact, de-energizing the intermediate relay within the gauge, stopping motor 4215 and air compressor 4214, and preventing the pressure in air tank 4211 from rising further. When the pressure in air tank 4211 drops to the minimum limit, the pointer in pressure gauge 1 4212 touches the lower contact, closing the intermediate relay and energizing it, causing motor 4215 to restart, and air compressor 4214 to resume operation, supplying compressed air to air tank 4211. The upper and lower contact ranges of the pointer in pressure gauge 1 4212 are adjustable. If pressure gauge 1 4212 malfunctions, relief valve 4216 opens to stabilize the pressure in air tank 4211 within the set range.

[0079] The inflation control circuit 422, consisting of an air filter 4223, a pressure reducing valve 4222, and a normally closed solenoid valve 4221, is primarily used to supply air to the oil-gas buffer 310 and control the minimum pressure within the oil-gas buffer 310, ensuring that the air pressure does not fall below a specified value to meet the required shock absorption requirements. The specific principle is that after a period of use, the oil-gas buffer 310 will typically leak some air. Alternatively, during the use of the skid assembly 20, if the air pressure within the oil-gas buffer 310 needs to be adjusted based on experience to meet different shock absorption requirements, the oil-gas buffer 310 needs to be inflated and deflated. Of course, if simply lowering the air pressure within the oil-gas buffer 310 is necessary, simply adjusting the safety valve 4231 to deflate the air will suffice. However, if the air pressure within the oil-gas buffer 310 needs to be increased, the oil-gas buffer 310 needs to be inflated. Similarly, the pressure within the oil-gas buffer 310 is monitored and observed using a second pressure gauge 4232. The core of the inflation control circuit 422 is the pressure reducing valve 4222, which regulates the higher inlet pressure from the air tank 4211 to an outlet pressure that meets the requirements of the oil-gas buffer 310 and ensures the stability of the adjusted outlet pressure. When the pressure within the oil-gas buffer 310 drops below the specified design value or a value determined based on user experience, the outlet pressure of the pressure reducing valve 4222 is first adjusted to the required value. Then, the normally closed solenoid valve 4221 is powered on and opened, simultaneously opening the pressure reducing valve 4222 to inflate the oil-gas buffer 310. Finally, after the air pressure within the oil-gas buffer 310 stabilizes at the required value, the power is turned off and the normally closed solenoid valve 4221 is closed, stopping inflation. The air filter 4223 installed on the inlet side prevents dust from clogging the throttle orifice of the pressure reducing valve 4222, causing the valve to malfunction. The normally closed solenoid valve 4221 is in a closed state when the power is off. When the coil is energized, it generates electromagnetic force, causing the moving iron core to overcome the spring force and attract the static iron core to directly open the valve port, allowing the medium to pass through; when the coil is de-energized, the electromagnetic force disappears, and the moving iron core resets under the action of the spring force, directly closing the valve port, preventing the medium from passing through.

[0080] According to the use requirements of the water skid assembly 20 of the ground effect wing vehicle, when it is necessary to retract the oil and gas buffer 310, the safety valve 4231 of the safety control circuit 423 is opened while the telescopic rod 323 moves upward to discharge the gas in the oil and gas buffer 310 until the inner tube 319 of the oil and gas buffer 310 is completely retracted into the outer tube 317. At this time, the oil and gas buffer 310 loses its oil and gas buffering function, and the impact force it receives is directly transmitted from the inner tube 319 to the outer tube 317; and when it is necessary to lower the oil and gas buffer 310, the inflation control circuit 422 supplies air to the oil and gas buffer 310 while the telescopic rod 323 moves downward; when the telescopic rod 323 is extended to the control length, the air in the oil and gas buffer 310 also meets the use requirements, and it has the corresponding oil and gas buffering function.

[0081] like Figure 12 As shown, the automatic control system 430 includes a control console 432 installed in the cockpit of the hull 10, and a display and control unit 431 is installed on the control console 432. The display and control unit 431 is electrically connected to the control unit 434 via the data bus 433 in the control console 432, and the control unit 434 is electrically connected to the stroke control circuit 410 and the pressure control circuit 420 via the control circuit 435.

[0082] In the present embodiment, a display and control unit 431 is mounted on the bridge 432. The display and control unit 431 can display the working state of the WIG craft. The driver can send various different instructions to the control unit 434 through the command buttons on the bridge 432 according to the different working states of the WIG craft. The control unit 434 has a CPU module for data calculation and processing, which can independently run system software and perform data processing and calculation according to the driver's command information to form corresponding control instructions and digital signals. These control instructions and digital signals are sent to the stroke control circuit 410 and the pressure control circuit 420 through the control circuit 435 to complete the retraction and expansion of the water skid assembly 20. At the same time, these digital signals are also transmitted to the display and control unit 431 through the data bus 433 to display the position information of the water skid assembly 20 under this working state. If necessary, an early warning signal can be set to remind the WIG craft driver of the status of the water skid assembly 20, so that the driver can promptly deal with various problems through the command buttons on the bridge 432.

[0083] The method for using the water skid buffer mechanism of the wing-in-ground-effect craft of this embodiment includes the following steps:

[0084] like Figure 13 As shown, when the WIG takes off, the upper oil-gas buffer 310 in the serial buffer assembly 30 lowers the buffer stroke, and the lower oil-gas buffer 310 retracts the buffer stroke, and the rear end of the water ski 22 tilts downward relative to the hull 10 and is pushed out;

[0085] The buffering stroke of the upper oil-gas buffer 310 is longer than that of the lower oil-gas buffer 310. During takeoff, the upper oil-gas buffer 310 is selected to work because the wave impact load under the takeoff condition is lower than the wave impact load under the landing condition.

[0086] like Figure 14 As shown, when the WIG craft is in ground effect flight, the upper oil-gas buffer 310 in the serial buffer assembly 30 retracts its buffer stroke, while the lower oil-gas buffer 310 extends its buffer stroke, and the rear end of the water ski 22 is tilted downward relative to the hull 10 and pushed out; the lower oil-gas buffer 310 with a smaller buffer stroke is selected to work because the wave impact load during ground effect flight is the smallest and is a discontinuous impact load.

[0087] like Figure 15 As shown, when the WIG craft flies high, the two oil and gas buffers 310 in the serial buffer assembly 30 are retracted to the buffer stroke, the water skid 22 is accommodated and fits in the concave body 14, and the bottom surface of the water skid 22 and the front gliding surface 11 form an integrated smooth transition; therefore, no unnecessary aerodynamic resistance is generated when the WIG craft flies high.

[0088] like Figure 16 As shown, when the WIG craft lands, both oil and gas buffers 310 in the serial buffer assembly 30 lower their buffering strokes, and the rear end of the water ski 22 tilts downward relative to the hull 10 to the greatest extent, because the landing condition is subject to the greatest wave impact load.

[0089] The invention can meet the use of ground effect wings under different working conditions such as take-off, ground effect flight, high flight and landing, covers the entire flight process of ground effect wing craft, has wide applicability, and greatly reduces the impact load on the ground effect wings.

[0090] The above description is an explanation of the present invention, not a limitation of the present invention. The scope of the present invention is defined in the claims. Any modifications may be made within the scope of protection of the present invention.

Claims

1. A water skid buffer mechanism for a wing-in-ground-effect craft, comprising a hull (10), wherein the bottom surface of the upper hull (13) of the hull (10) is provided with a front sliding surface (11), a front step body (15), a rear sliding surface (17), and a rear step body in sequence from front to rear, characterized in that: A concave body (14) is provided on the bottom surface of the rear end of the front sliding surface (11) adjacent to the front step body (15), and a water skid assembly (20) is installed at the concave body (14); the front end of the water skid plate (22) of the water skid assembly (20) is rotatably connected to the front end of the concave body (14) via a rotating structure (21), and when the water skid plate (22) is accommodated and fitted in the concave body (14), it forms an appearance consistent with the streamline of the front sliding surface (11); a series buffer assembly (30) is installed between the rear end of the water skid plate (22) and the rear end of the concave body (14), and the series buffer assembly (30) includes two groups of oil and gas buffers (310) connected in series up and down. When the water skid plate (22) is subjected to external force, the oil and gas buffer (310) in the working state is passively axially compressed or stretched to perform a buffering action, and the buffering stroke of a single oil and gas buffer (310) is adjusted and limited by the corresponding stroke adjustment limit mechanism (320); The maximum stroke of the stroke adjustment limit mechanism (320) corresponding to the upper oil-gas buffer (310) in the series buffer assembly (30) is greater than the maximum stroke of the stroke adjustment limit mechanism (320) corresponding to the lower oil-gas buffer (310).

2. A water skid buffer mechanism for a wing-in-ground-effect craft according to claim 1, characterized in that: The cross section of the water skid plate (22) is a V-shaped structure, and a series buffer assembly (30) is installed between the two inner side surfaces of the V-shaped structure and the concave body (14).

3. The water skid buffer mechanism of a wing-in-ground-effect craft according to claim 1, characterized in that: The structure of the serial buffer assembly (30) is as follows: it includes an upper support (31) installed inside the hull (10); a connecting rod (32) is rotatably installed on the bottom end of the upper support (31); the bottom end of the connecting rod (32) is rotatably installed with an upper ear plate (33) extending from the top end of the upper oil and gas buffer (310); the downward telescopic end of the upper oil and gas buffer (310) is installed with the top end of the lower oil and gas buffer (310) via a connecting plate (34); the downward telescopic end of the lower oil and gas buffer (310) is installed with a lower ear plate (35) via the connecting plate (34); the lower ear plate (35) is rotatably installed on the lower support (36) on the top surface of the water ski plate (22); support plates (37) are respectively installed on the side surfaces of the oil and gas buffer (310); a stroke adjustment limit mechanism (320) is installed on the support plate (37); the downward output end of the stroke adjustment limit mechanism (320) passes through the corresponding connecting plate (34) to form a limit stroke.

4. A water skid buffer mechanism for a wing-in-ground-effect craft according to claim 3, characterized in that: The stroke adjustment and limiting mechanism (320) is one of an air cylinder, an oil cylinder, and an electric cylinder, and has the following structure: it includes a mechanism body (322), the top end of the mechanism body (322) is fixedly attached to the support plate (37) via a top plate (321), the bottom end of the mechanism body (322) is telescopically equipped with a telescopic rod (323), the end of the telescopic rod (323) passing through the connecting plate (34) is locked with a positioning nut (325), and a gasket (324) is mounted on the telescopic rod (323) between the positioning nut (325) and the connecting plate (34).

5. The water skid buffer mechanism of a wing-in-ground-effect craft according to claim 3, characterized in that: The maximum stroke of the stroke adjustment limit mechanism (320) corresponding to the upper oil-gas buffer (310) in the series buffer assembly (30) is greater than the maximum stroke of the stroke adjustment limit mechanism (320) corresponding to the lower oil-gas buffer (310).

6. A control system for a water skid buffer mechanism of a wing-in-ground-effect vehicle according to claim 2, characterized in that: The invention comprises a stroke control system (40), wherein the stroke control system (40) comprises a stroke control circuit (410) electrically connected to a stroke adjustment and limiting mechanism (320), a pressure control circuit (420) electrically connected to a series buffer assembly (30), and an automatic control system (430) electrically connected to the stroke control circuit (410) and the pressure control circuit (420) for overall control; the stroke control circuit (410) controls the corresponding stroke adjustment and limiting mechanisms (320) in the left and right series buffer assemblies (30) to operate synchronously, thereby adjusting the buffer stroke of the corresponding oil-gas buffer (310).

7. The control system of the water skid buffer mechanism of a wing-in-ground-effect vehicle according to claim 6, characterized in that: The stroke adjustment and limiting mechanism (320) is an oil cylinder, and the stroke control circuit (410) includes a main control circuit (413), a balancing circuit (412), and a parallel synchronization circuit (411).

8. The control system of the water skid buffer mechanism of a wing-in-ground-effect vehicle according to claim 6, characterized in that: The pressure control circuit (420) includes an inflation control circuit (422) and a pressure maintaining control circuit (421) connected to the pressure control interface (311) of the oil-gas buffer (310), and a safety control circuit (423) connected to the safety valve interface (312) of the oil-gas buffer (310).

9. The control system of the water skid buffer mechanism of a wing-in-ground-effect vehicle according to claim 6, characterized in that: The automatic control system (430) includes a control console (432) installed in the cockpit of the hull (10), a display and control unit (431) installed on the control console (432), the display and control unit (431) being electrically connected to a control unit (434) via a data bus (433) in the control console (432), and the control unit (434) being electrically connected to a stroke control circuit (410) and a pressure control circuit (420) via a control circuit (435).

10. A method for using the water skid buffer mechanism of a wing-in-ground-effect craft according to claim 1, characterized in that: The steps include: When the wing-in-ground-effect craft takes off, the oil-gas buffer (310) located at the top of the series buffer assembly (30) lowers the buffer stroke, the oil-gas buffer (310) located at the bottom retracts the buffer stroke, and the rear end of the water skid (22) is tilted downward relative to the hull (10) and pushed out; when the wing-in-ground-effect craft is in ground effect flight, the oil-gas buffer (310) located at the top of the series buffer assembly (30) retracts the buffer stroke, the oil-gas buffer (310) located at the bottom lowers the buffer stroke, and the rear end of the water skid (22) is tilted downward relative to the hull (10) and pushed out; When the WIG craft flies high, the two oil and gas buffers (310) in the serial buffer assembly (30) are retracted to the buffer stroke, the water skid (22) is accommodated and fits in the concave body (14), and the bottom surface of the water skid (22) and the front gliding surface (11) form an integrated smooth transition; When the WIG craft lands, both oil and gas buffers (310) in the serial buffer assembly (30) lower their buffering strokes, and the rear end of the water skid (22) tilts downward relative to the hull (10) to the maximum extent.

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