A highly efficient power-enhanced ground effect vehicle

Abstract

The present invention discloses a high-efficiency power-enhanced lift-type ground-effect vehicle, comprising: a fuselage, a power control surface hinged at the end of the fuselage, wings respectively arranged on both sides of the fuselage, a wing tip front control surface hinged at one end of the wing close to the power control surface, two main duct devices arranged at one end of the surface of the fuselage away from the power control surface, and a hull fixedly connected to the connection between the bottom of the fuselage and the two wings. The present invention can obtain greater lift and save energy compared with traditional ground-effect vehicles under the same power through the integrated design of the fuselage and the wings, and maximize the benefits brought by the Coanda effect through the distributed first duct design; the power control surface is arranged at the front end, and the power control surface has good airflow conditions at the front end of the fuselage, has its own power, high steering efficiency, and sensitive control.

Description

Technical Field

[0001] The present invention relates to a novel aircraft, in particular to a Wing in Ground Effect Vehicle (WIG) which generates lift by utilizing ground effect, and belongs to the technical fields of aerospace and water surface transportation. Background Art

[0002] A ground effect vehicle, also known as a wing-to-ground effect machine or a wing-to-ground effect craft, is an aircraft that uses the ground effect to generate lift. The main feature of a ground effect vehicle is that it is equipped with fixed wings, can fly close to the water surface, and significantly increase lift through ground effect lift. This makes the speed of a ground effect vehicle much higher than that of an ordinary ship, usually 5 to 10 times that of the latter. At the same time, since the ground effect is used to reduce flight resistance, the energy consumption of a ground effect vehicle is similar to that of a fast ship at the same range, and it has an energy efficiency advantage. In addition, a ground effect vehicle is not restricted by waterways and can freely cross shipping obstacles such as shoals and reefs, so it shows good application prospects in the field of rapid surface transportation. It also has good ride comfort, because its low flying altitude and strong stability reduce bumps and ride fatigue.

[0003] Although ground effect vehicles have obvious advantages, existing ground effect vehicle technology still has some key problems, such as bulky structure, low proportion of structure used to generate lift; long taxiing distance and harsh take-off conditions; poor maneuvering and control performance and limited safety. Summary of the invention

[0004] The present disclosure provides a high-efficiency power-enhanced ground-effect vehicle, which solves the technical problems recognized by the inventor by utilizing the ground effect and the Coanda effect simultaneously.

[0005] The present invention provides a high-efficiency power-enhanced lift-type ground-effect vehicle, comprising a fuselage, wherein the ends of the fuselage are hingedly connected with power control surfaces, wings are respectively arranged on both sides of the fuselage, one end of the wing close to the power control surface is hingedly connected with a wingtip front control surface, two main duct devices are arranged on the end of the surface of the fuselage away from the power control surface, and the connection between the bottom of the fuselage and the two wings is respectively fixedly connected with a hull.

[0006] Preferably, the main duct device includes a fairing and a first duct, the fairing is an arc-shaped structure, two ends of the fairing are respectively fixedly connected to the fuselage and the wing, a plurality of the first ducts are arranged on the inner side of the fairing, and gaps are left between adjacent first ducts.

[0007] Preferably, the first duct includes a first shell, which is a tubular structure with openings at both ends, and a first duct fan and a first drive motor for driving the first duct fan are arranged in the first shell.

[0008] Preferably, an arc-shaped air duct is provided at the connection between the fuselage and the wing, and the main duct device is provided at one end of the air duct.

[0009] Preferably, one side of the powered control surface is hinged to the fuselage via a hinge structure, a first adjusting device is provided at a position of the fuselage close to the powered control surface, and the first adjusting device is transmission-connected to the powered control surface.

[0010] Preferably, the power control surface is fixedly connected to a plurality of second ducts, the second ducts include a second shell, the second shell is a tubular structure with openings at both ends, a second duct fan and a second drive motor for driving the second duct fan are arranged in the second shell.

[0011] Preferably, a trailing edge aileron is hingedly connected to one end of the fuselage away from the power control surface, and a second adjusting device is provided at a position of the fuselage close to the trailing edge aileron, and the second adjusting device is transmission-connected to the trailing edge aileron.

[0012] Preferably, a power source is provided in the hull, and the power source is electrically connected to the main duct device and the second duct.

[0013] Preferably, wheels are respectively provided at the bottom of the two hulls, and a landing gear is provided at the front end of the bottom of the fuselage.

[0014] Preferably, a third adjusting device is provided at a position of the wing close to the front wingtip control surface, and the third adjusting device is transmission-connected to the front wingtip control surface.

[0015] The beneficial effects of the present disclosure are mainly as follows: the present invention adopts an integrated design of fuselage and wing, and the wing of the conventional ground effect vehicle is reduced by 20% under the condition of equal lift, and the area of ​​ground effect boost zone reaches 70.2%, an increase of 30% year-on-year; the lifting surface reaches almost 100%, an increase of 40% year-on-year;

[0016] The present invention uses distributed first ducts, which have better seaworthiness and water resistance than traditional fuel engines. The flexible control of multiple first ducts can optimize the layout of the first ducts according to needs, maximizing the benefits brought by the Coanda effect. In addition, the electric ducts have small vibration, quiet operation, high reliability and easy maintenance, achieving zero energy emissions and reducing carbon footprint.

[0017] The present invention arranges a powered control surface at the front end, the airflow condition in front of the powered control surface is good, the control efficiency is high, the control is sensitive, and the powered control surface is equipped with a second ducted jet, which can be effectively controlled from zero speed, replacing the horizontal tail structure at the tail of a traditional ground effect vehicle and reducing the weight.

[0018] It should be understood that both the foregoing general description and the following specific embodiments are for the purpose of example and illustration and do not necessarily limit the present disclosure. The accompanying drawings, which are incorporated into and constitute a part of the specification, illustrate the subject matter of the present disclosure. At the same time, the specification and the drawings are used to explain the principles of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the specific embodiments of the present disclosure or the technical solutions in the prior art, the drawings required for use in the specific embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 It is a schematic diagram of the three-dimensional structure of the ground effect vehicle according to an embodiment of the present disclosure;

[0021] Figure 2 It is a schematic diagram of the front structure of the ground effect vehicle according to an embodiment of the present disclosure;

[0022] Figure 3 It is a schematic diagram of the structure of the power control surface transmission in the embodiment of the present disclosure;

[0023] Figure 4 It is a structural schematic diagram of the trailing edge aileron transmission in an embodiment of the present disclosure;

[0024] Figure 5 This is a schematic diagram of the structure of the wing tip front control surface transmission in the embodiment of the present disclosure;

[0025] Figure 6 is a cross-sectional view of the internal structure of the duct in the embodiment of the present disclosure;

[0026] Figure 7 It is a schematic diagram of the orthographic projection area of ​​the bottom surface of the ground effect vehicle in the embodiment of the present disclosure;

[0027] Figure 8 It is a schematic diagram of the area of ​​the ground effect boosting area on the bottom surface of the ground effect vehicle in the embodiment of the present disclosure;

[0028] Fig. 9 A schematic diagram of a closed area on the bottom surface of a ground effect vehicle in an embodiment of the present disclosure;

[0029] Fig.10 It is a schematic structural diagram of a ground effect vehicle with wheels in an embodiment of the present disclosure;

[0030] Fig.11 It is a schematic diagram of pressure distribution on the upper surface of the fuselage and the wing in the embodiment of the present disclosure;

[0031] Fig.12 Schematic diagram of flow field distribution on the upper surface of the fuselage and wing in the embodiment of the present disclosure;

[0032] Fig.13 This is a schematic diagram of the flow field distribution at the bottom of the aircraft in the embodiment of the present disclosure;

[0033] Fig.14 A comparison diagram of the relationship between the control efficiency and the forward flight speed of the high-mounted horizontal tail and the powered control surface in the embodiment of the present disclosure;

[0034] Fig.15 It is a schematic diagram of ground effect aircraft projection in the prior art.

[0035] Icons: 1-fuselage; 11-air duct; 2-wing; 3-power control surface; 31-installation slot; 32-second duct; 33-turbine; 34-worm; 4-main duct device; 41-fairing; 42-first duct; 5-wing tip front control surface; 51-hinged plate; 52-second adjustment cylinder; 6-hull; 7-trailing edge aileron; 71-first adjustment cylinder; 8-fuselage protection cover; 91-wheel; 92-landing gear; DETAILED DESCRIPTION

[0036] The technical solution of the present disclosure will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0037] Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in the field without making any creative work shall fall within the scope of protection of the present disclosure.

[0038] In the description of the present disclosure, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present disclosure. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0039] In the description of the present disclosure, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

[0040] Example

[0041] like Figure 1-6 As shown, this embodiment provides a high-efficiency power-enhanced ground effect vehicle, comprising:

[0042] The fuselage 1 has wings 2 formed integrally at both ends of the fuselage 1. The integrated design of the fuselage 1 and the wings 2 can maximize the lift area. Figure 8 As shown, it is a bottom view of the ground effect vehicle of the present embodiment, and the shaded portion is the ground effect pressurization area of ​​the aircraft of the present application. The lift-increasing effect of the ground effect vehicle mainly comes from the ground effect, which is a phenomenon that when the aircraft flies close to the ground or water surface, the airflow below the lifting surface (such as the wing) of the aircraft is compressed due to the existence of the ground or water surface, resulting in an increase in lift. In the present embodiment, as shown in FIG. Figure 7 As shown, the orthographic projection area of ​​the aircraft bottom is 81.15m 2 ,like Figure 8 As shown, the ground effect boost area is 56.97m 2 According to the formula: Ground effect area ratio = (ground effect boost area area / total lower surface projection area) * 100% = (56.97 / 81.15) * 100% ≈ 70.2%, it can be concluded that the ground effect boost area accounts for approximately 70.2% of the total aircraft bottom projection area, while the lift area is close to 100% of the aircraft bottom projection area, such as Fig.15 As shown, Fig.15 The figure shows projection views of several ground effect vehicles in the prior art. The fuselage of a conventional ground effect vehicle is merely used as a load container, and there is no way to utilize the ground effect to achieve lift increase. Only the bottom of the wings can form an effective ground effect boosting area, resulting in the ground effect boosting area accounting for only 35-50% of the orthographic projection area of ​​the bottom of the vehicle, and the lift area accounting for 60% of the orthographic projection area of ​​the bottom of the vehicle.

[0043] In addition, the relative chord length of the present embodiment, that is, the relative value of the chord length (the average length of the lifting body along the heading direction) and the total length of the fuselage, reaches 70%, and the chord length is directly related to the maximum available flight altitude of the ground effect. Therefore, when the aircraft size is similar, the present embodiment has a larger practical ground effect altitude and can produce an effective ground effect lift effect at a higher flight altitude above the water surface / ground.

[0044] like Figure 1-2 As shown, the front end of the fuselage 1 is hinged with a power control surface 3. The power control surface 3 in this embodiment is equivalent to the canard with built-in jet in a traditional aircraft. During flight, the airflow first passes through the power control surface 3. A second duct 32 is arranged on the power control surface 3. The power control surface 3 is powered by the second duct 32. In this embodiment, both ends of the power control surface 3 are respectively provided with a through installation groove 31, and a plurality of second ducts 32 are arranged in the installation groove 31. In this embodiment, five second ducts 32 are arranged in parallel in each installation groove 31 to provide power for the take-off and turning of the fuselage 1.

[0045] It should be noted that, in the present embodiment, the second duct 32 of the power control surface 3 is arranged on the inner side of the power control surface 3. This is only one of the implementation modes. In reality, it can be arranged on the upper surface, the lower surface or the positions on both sides. As long as it can realize the function of providing power for the power control surface 3, it should be included in the protection scope of this application.

[0046] Specifically, the second duct 32 comprises a second housing, the second housing is a tubular structure with two ends open, a second duct fan and a second drive motor driving the second duct fan are arranged in the second housing, the second duct fan is driven to work by an electric drive, so that the power control surface 3 is self-powered, the power control surface 3 rotates upward in the take-off stage, and the airflow provided by the second duct 32 is poured into the bottom of the fuselage 1, so that a high-pressure area is formed at the bottom of the fuselage 1 to improve lift, and the pitch state of the aircraft can be changed by rotating the power control surface 3 in the level flight stage, so as to avoid waves or reefs. Because the power control surface 3 is self-powered, it is not necessary to rely on the dynamic pressure of the incoming flow speed to generate the aerodynamic force required for manipulation, and effective pitch manipulation is achieved from 0 speed to 100% forward flight speed full speed range. However, the traditional ground effect aircraft needs to be designed with a huge area to provide effective pitch manipulation maneuvering power under low-speed flight state, and must be installed at a position much higher than the fuselage to avoid receiving airflow disturbance during forward flight, which not only causes a significant increase in structural weight, but also still cannot provide enough maneuvering power when the speed is low.

[0047] like Figure 3 As shown, a powered control surface 3 that can rotate up and down is arranged at the front end of the fuselage 1, one side of the powered control surface 3 is hinged to the fuselage 1 through a hinge structure, and a first adjusting device is arranged at a position of the fuselage 1 close to the powered control surface 3, and the first adjusting device is transmission-connected to the powered control surface 3.

[0048] Specifically, the first adjusting device includes an adjusting motor (not shown in the figure), a worm 34 and a turbine 33. The turbine 33 is fixedly connected to the side of the power control surface 3 close to the fuselage 1 by bolts. The adjusting motor is arranged at a position close to the power control surface 3 inside the fuselage 1. The output shaft of the adjusting motor is transmission-connected to the worm 34. The worm 34 is transmission-connected to the turbine 33. The worm 34 is driven by the adjusting motor to rotate. The rotation of the worm 34 drives the turbine 33 to move, thereby driving the power control surface 3 to rotate up and down. The airflow in front of the power control surface 3 is not disturbed by the fuselage 1, the airflow is more stable, and the control is more sensitive. The traditional ground effect vehicle adjusts the pitch of the aircraft by the flat wing at the tail. In the pitch state, the aircraft may lose altitude momentarily during the nose-up maneuver, that is, it will first descend and then ascend. Since the ground effect vehicle flies close to the ground or water, there is a risk of the fuselage 1 touching the ground or reefs through the adjustment of the flat wings at the tail. The present application adjusts the pitch state of the fuselage 1 by rotating the front power control surface 3, which can avoid the risk of instantaneous loss of altitude, and second ducts 32 are provided at both ends of the power control surface 3, which are self-powered. In the flight state, the airflow ejected by the second duct 32 is poured into the bottom of the fuselage 1, so that a high-pressure area is formed at the bottom of the fuselage 1, thereby increasing the lift and stability of the aircraft. This design significantly improves the aerodynamic efficiency of the aircraft, reduces energy consumption during flight, and increases the range.

[0049] Furthermore, it should be noted that driving the power control surface 3 to move by means of a motor-driven worm 34 and turbine 33 is only one embodiment, and other conventional driving structures that can also drive the power control surface 3 to move should also be included in the protection scope of this application.

[0050] like Fig.14 As shown, it is shown that when the forward flight speed decreases, the control efficiency of the traditional high-mounted horizontal tail drops sharply, while the power of the front-mounted power control surface 3 of the present invention drops very little. This is because the front-mounted power control surface 3 has its own power, so it can generate control force through the reaction force of the jet from the second duct 32 to control the pitch attitude, while the traditional high-mounted horizontal tail needs to generate control force through the dynamic pressure of the incoming flow, and the dynamic pressure will decrease rapidly in a square relationship with the flight speed, so it can be seen that the front-mounted power control surface 3 of the present invention can maintain 70% of the control efficiency at 0 flight speed, while the traditional high-mounted horizontal tail has less than 40% of the control efficiency when the speed is reduced to 4 / 6 of the rated forward flight speed. Therefore, the present invention can enable the aircraft to maintain good pitch maneuverability at low speed.

[0051] The front powered control surface 3 can generate a strong vortex effect, which can significantly increase the lift of the wing surface when flowing through the wing 2, especially when flying at a large angle of attack. This effect enables the aircraft to maintain flight at a lower speed, thereby greatly improving the aircraft's maneuverability and short-distance takeoff and landing capabilities. In addition, the design of the front powered control surface 3 also greatly improves the aircraft's maneuverability, because the front powered control surface 3 can serve as the main pitch control surface, providing additional control torque, so that the aircraft can respond to the pilot's control input more quickly and accurately. This improved maneuverability not only makes the aircraft more stable during flight, but also enables the pilot to more effectively control the aircraft's attitude and trajectory.

[0052] In terms of stability, the position of the front powered control surface 3 makes the aircraft more stable when flying at a large angle of attack, because the vortex generated by the main duct device 4 sucking the air above the wing 2 and the front powered control surface 3 can delay the airflow separation of the main wing, thereby increasing the critical stall angle of attack of the aircraft, which means that the aircraft can fly at a higher angle of attack without losing control, which is crucial to improving the safety and reliability of the aircraft. The front powered control surface 3 layout also helps to reduce the trim resistance of the aircraft during cruising flight, because in traditional aircraft design, in order to maintain the pitch balance of the aircraft, the horizontal tail needs to generate downward pressure, which will generate a certain amount of resistance, while the front powered control surface 3 layout can automatically adjust the pitch moment of the aircraft by adjusting the deflection angle of the front powered control surface 3, thereby reducing the downforce that the horizontal tail needs to generate, thereby reducing resistance.

[0053] like Figure 5 As shown, one end of the wing 2 close to the power control surface 3 is hinged with a wingtip front control surface 5, and a third adjusting device is provided at a position of the wing 2 close to the wingtip front control surface 5, and the third adjusting device is transmission-connected to the wingtip front control surface 5.

[0054] Specifically, the third adjusting device includes a hinge plate 51 and a second adjusting electric cylinder 52. The hinge plate 51 is provided on the side of the wing tip front control surface 5. The wing 2 is hinged with the second adjusting electric cylinder 52 near the wing tip front control surface 5. The output shaft of the second adjusting electric cylinder 52 is hinged with the hinge plate 51 through a hinge structure. When the aircraft encounters wind and waves and the fuselage 1 tilts to one side, the second adjusting electric cylinder 52 on that side drives the wing tip front control surface 5 on that side to rotate downward to counteract the tilt, so that the aircraft To restore the balanced state, the wingtip front control surface 5 is set at the front end of the fuselage 1. The airflow passing through the wingtip front control surface 5 is not disturbed by the fuselage 1, the airflow quality is high, and the adjustment is more stable. The wingtip front control surface 5 is set at the wingtip position of the wing 2. The horizontal height of this position is relatively high. When it is swung through the hinged structure, even if it swings to the lowest point, it is higher than the fuselage 1 and is not easy to touch the ground or water surface. It is safer. The wingtip front control surface 5 is far away from the center of gravity of the aircraft, the lever arm is large, the torque is increased, and it is more labor-saving.

[0055] It should be noted that the third adjusting device driving the wingtip front control surface 5 to rotate through the second adjusting electric cylinder 52 is only one embodiment, and other conventional driving structures that can drive the wingtip front control surface to rotate should also be included in the protection scope of this application.

[0056] like Figure 1-2 As shown, two main duct devices 4 are provided at one end of the surface of the fuselage 1 away from the power control surface 3. On the surface of the fuselage 1, the two main duct devices 4 are respectively provided at the connection between the fuselage 1 and the two wings 2. The airflow provided by the main duct devices 4 accelerates the air flow speed on the surfaces of the fuselage 1 and the wings 2, and the lift on the surface of the fuselage 1 is increased by the Coanda effect. By changing the power of the two main duct devices 4, the turning of the aircraft is achieved. For example, when it is necessary to turn left, the main duct device 4 on the right side increases the power, so that the power on the left and right sides is different, driving the aircraft to turn left.

[0057] like Figure 2As shown, the bottom of the fuselage 1 and the connection between the two wings 2 are respectively integrally formed with a hull 6, and the two hulls 6 are hull 6 structures protruding outward. The hull 6 is a support body when the aircraft is docked on the water surface. Through the support structure of the two hulls 6, the fuselage 1 will not touch the water surface when it stays on the water surface, so that there is space at the bottom of the fuselage 1, and air can be poured in to form a high-pressure area. The hull 6 and fuselage 1 of the traditional ground effect vehicle are integrally arranged in the middle of the bottom of the fuselage 1. When the traditional ground effect vehicle lands, the fuselage 1 first contacts the water surface, which will form a lever effect with the fuselage 1 as the fulcrum, resulting in the aircraft being unstable when landing. The present application lowers the center of gravity of the aircraft by arranging two hulls 6 distributed on both sides of the bottom of the fuselage 1, and the supporting point is changed from one to two, so that the landing is more stable. In addition, during the take-off stage of the aircraft, during the movement of the aircraft, the airflow is poured in from the bottom of the fuselage 1, and the two hulls 6 block the airflow from flowing away from both sides, so that the airflow at the bottom of the fuselage 1 gathers to generate a high-pressure area, thereby improving the lift of the aircraft and reducing energy loss.

[0058] The main duct device 4 includes a fairing 41 and a plurality of first ducts 42. The fairing 41 is an arc-shaped structure. The two ends of the fairing 41 are respectively welded and fixed to the fuselage 1 and the wing 2 or integrally connected. The plurality of first ducts 42 are arranged on the inner side of the fairing 41. In the present embodiment, 15 first ducts 42 are arranged in each fairing 41. The 15 first ducts 42 are distributedly installed inside the fairing 41. Specifically, the 15 first ducts 42 are installed in the fairing 41 through a bracket to achieve fixation. The positions of different first ducts 42 can be set according to needs, so as to optimize the airflow distribution. After the first duct 42 is positioned, the position can be fixed by setting a bracket at the corresponding hole position. Compared with traditional aircraft that provide power through a single large duct on each side, if damage occurs, the aircraft will immediately be unable to fly normally. The present application sets 15 first ducts 42 on both sides, so that the aircraft can still maintain flight status even if a few are damaged. It has safety redundancy to ensure the safety of the aircraft. In addition, gaps are left between the first ducts 42 to increase the drainage effect, increase the airflow speed, and increase lift. When turning is required, the power of the first ducts 42 on one side or on both sides is changed at the same time, so that the power on the left and right sides is different, driving the aircraft to turn.

[0059] Specifically, the first duct 42 includes a first shell, which is a tubular structure with openings at both ends, and the first duct 42 fan and a first drive motor for driving the first duct fan are installed inside the first shell. This embodiment uses an electric drive to drive the first duct fan to work, which is more environmentally friendly and energy-saving than the traditional engine drive method; the first drive motor uses a motor with good waterproof performance, and the present application uses multiple small first ducts 42 instead of a single large duct, which has better waterproof performance.

[0060] like Figure 6 As shown, the first duct 42 and the second duct 32 have the same structure. Both the first duct 42 and the second duct 32 are driven by motors. The outside of the motor is wrapped by a shell. Considering the possibility of touching water during flight, we wrap the duct motor separately so that the blades are in close contact with the motor casing. The contact surface is made of silicon carbide (SIC). Silicon carbide has the characteristic of high hardness, so it can be polished to be very smooth, so that when the blades are working, the friction between the blades and the silicon carbide surface can be almost ignored, thereby achieving a waterproof effect.

[0061] It should be noted that the specific structure of the first duct 42 and the second duct 32 described above is only one embodiment, and other conventional duct structures that can achieve air jetting and waterproofing should be included in the protection scope of this application.

[0062] The purpose of this design is that when ground effect vehicles flying near the water surface use fuel engines, they face a series of challenges caused by the design of the air intake duct. These challenges mainly come from the large demand for air when the engine is working, and the inevitable inhalation of water mist and spray in the water surface flight environment. The normal operation of the fuel engine depends on the precise mixing and combustion of air and fuel in the combustion chamber to generate thrust. However, when the aircraft is flying over the water, the air intake duct may inhale water, and once this water enters the engine, it may cause a series of serious problems. First, water entering the combustion chamber may quickly reduce the combustion temperature. Due to the large specific heat capacity of water, it needs to absorb a lot of heat to convert into steam. During this process, the temperature in the combustion chamber will drop significantly, which may cause the fuel to not burn fully, thus affecting the performance of the engine. In extreme cases, if there is too much water, it may even cause the engine to stall, which is a great threat to flight safety. Secondly, water may also damage the mechanical parts inside the engine. The moving parts inside the engine, such as the connecting rod and crankshaft, work in a high temperature and high pressure environment. If water enters these parts, it may cause corrosion, accelerated wear of the parts, and even in some cases, the water may cause the parts to break. The bending of the connecting rod or the damage of the crankshaft may cause the engine to lose power, thereby affecting the normal flight of the aircraft and may even cause a flight accident. In addition, the inhalation of water may also affect the fuel system of the engine. The water in the fuel system may cause the fuel injector to be blocked, affecting the injection amount and injection timing of the fuel, thereby affecting the combustion efficiency of the engine. In some cases, the water may also react chemically with the fuel to produce sediment, further affecting the performance of the fuel system. The Caspian Monster in the prior art was equipped with 8 VD-7 turbojet engines in the front. In 1969, when flying, it encountered heavy fog on the sea surface, which made it impossible for the pilot to judge the direction ahead, causing large waves to hit the hull, destroying the engine and causing the aircraft to crash.

[0063] In one embodiment, a curved air duct 11 is provided at the connection between the fuselage 1 and the wing 2, and the main duct device 4 is provided at one end of the air duct 11. A curved transition is adopted at the connection between the fuselage 1 and the wing 2 to form a curved air duct 11. Such a structural design forms a Custer Channel Wing negative pressure area. According to Bernoulli's principle, the pressure is low where the flow rate is fast, and the pressure is high where the flow rate is slow.

[0064] like Figure 11-12 As shown in FIG. 1 , it can be seen that when the airflow flows through the area between the wing tip front control surface 5 and the fuselage 1, the airflow velocity in this area increases due to the existence of the Coanda effect ( Fig.12 is the airflow field distribution diagram), the air pressure decreases ( Fig.11A negative pressure area is formed by the pressure distribution diagram, thereby realizing a Custer Channel Wing-like negative pressure lift-enhancing wing design utilizing the Coanda effect.

[0065] The Coanda effect, the phenomenon that fluids tend to adhere to adjacent surfaces, provides additional lift and maneuverability for our aircraft. The use of this effect enables this embodiment to more effectively utilize the surrounding air during flight, thereby increasing lift without adding additional energy. This negative pressure lift wing design not only reduces energy consumption, but also significantly improves the maneuverability of the aircraft, allowing it to perform well when flying at low altitudes.

[0066] The core of the technological breakthrough lies in the precise control of the airflow pressure field and velocity distribution of the main duct device 4 on the top of the fuselage 1 and wing 2. This control is achieved through advanced aerodynamic design and flight control system, which allows us to dynamically adjust the aerodynamic characteristics of the main wing and wing-body fuselage during the flight of the aircraft. Our aircraft design utilizes the Coanda effect. The space between the front control surface 5 of the wing tip and the fuselage 1 forms a negative pressure area. By forming a specific pressure distribution on the airfoil surface, the airflow is guided to adhere to the fuselage 1 and wing 2 and flow along the airfoil contour. This airflow attachment and guidance effect increases the suction of the wing surface, reduces the pressure on the wing surface, reduces the airflow separation, and thus increases the lift.

[0067] like Fig.13 The figure shows the flow field distribution at the bottom of the aircraft. During takeoff, the power control surface 3 continuously sprays high-pressure and high-speed airflow to the closed area on the lower surface of the fuselage 1. Since the air intake is much greater than the air outlet, the air pressure on the lower surface of the fuselage continues to increase until a stable high-pressure area is formed. A pressure difference is formed between the negative pressure area in the air duct 11 and the positive pressure area under the wing 2. This pressure difference provides additional lift for the wing 2.

[0068] like Figure 4 As shown, the end of the fuselage 1 away from the power control surface 3 is hinged with a trailing edge aileron 7. Since the trailing edge aileron 7 will deform when rotating, the trailing edge aileron 7 is made of rubber or other high-toughness materials. The fuselage 1 is provided with a second adjustment device at a position close to the trailing edge aileron 7, and the second adjustment device is transmission-connected to the trailing edge aileron 7.

[0069] Specifically, the second adjusting device includes a first adjusting electric cylinder 71, and the fuselage 1 is hinged with the first adjusting electric cylinder 71 at a position close to the trailing edge aileron 7. The output shaft of the first adjusting electric cylinder 71 is hinged to one side of the trailing edge aileron 7. The output shaft of the first adjusting electric cylinder 71 is extended and retracted to pull the trailing edge aileron 7 to rotate around the hinge. The trailing edge aileron 7 rotates to adjust the smoothness of the airflow at the bottom of the aircraft. During the take-off stage, the trailing edge aileron 7 rotates downward to cooperate with the hulls 6 on both sides so that the bottom of the aircraft forms a bottom similar to the bottom of a hovercraft. The airflow enters the closed area from the end of the power control surface 3 and is blocked by the trailing edge aileron 7 and the two hulls 6, forming a high-pressure area at the bottom of the fuselage 1, further improving the lift. The bottom of the hovercraft is a static air cushion formed by consuming a large amount of energy. The present application forms a high-pressure area at the bottom of the aircraft through the cooperation of the second duct 32, the hull 6 and the trailing edge aileron 7, and cooperates with the main duct device 4 to form a negative pressure area on the surface of the fuselage 1. Compared with the hovercraft, lower energy can be used to obtain sufficient lift, and compared with the traditional ground effect vehicle, it can complete take-off at a lower speed.

[0070] It should be noted that the specific structure of the second adjusting device is only one embodiment, and other conventional driving structures that can drive the trailing edge aileron 7 to rotate should also be included in the protection scope of this application.

[0071] During the take-off phase, the trailing edge aileron 7 is turned downward to form a closed space with the two hulls 6 of the ground effect vehicle and the water surface. Fig. 9The shaded area in is the schematic diagram of the enclosed space, and by the front power control surface 3, this space is pressurized and jetted, thereby a high pressure area is formed below the aircraft. The formation of this high pressure area, this pressure can reach the ground effect vehicle with no pressurized jet design significantly higher than the low-speed flight, closer to the air cushion effect of the hovercraft, for example under the 0 speed state, the lift of the traditional ground effect vehicle is 0, but in the present embodiment, by the pressurized jet of the front power control surface 3, the supercharging above 0.01~0.05 atmospheric pressure can be realized, for the aircraft provides extra lift, this is because the high pressure below the aircraft and the relative low pressure above form a pressure difference, and this pressure difference is the lift of the aircraft. This design makes the aircraft more stable during take-off and flight, especially in the occasion of low-speed flight or needing extra lift, as during short-distance take-off and landing, the design of this high-pressure air cushion is particularly important. This design also helps to improve the aerodynamic efficiency and flight performance of the aircraft. Because the high-pressure air cushion can provide extra lift, the aircraft can be designed to be more light, has reduced the dependence on the large wing, thereby reduced the overall weight and the resistance of the aircraft. At the same time, this design also helps to improve the controllability and maneuverability of the aircraft, because the jet volume of the second duct 32 can be quickly adjusted when necessary, thereby quickly changing the lift of the aircraft. Under the action of the second duct 32, the airflow velocity at the belly of the aircraft increases, and due to the closed area, the pressure below the aircraft increases, forming a high-pressure area.

[0072] In one embodiment, a power source is provided inside the hull 6, and the power source is electrically connected to the main duct device 4 and the second duct 32. By installing the power source inside the hull 6, the main weight of the aircraft can be distributed to both sides, instead of the main weight of the traditional aircraft being in the middle. Such a design can make the aircraft more stable during lift and landing, and avoids the situation that the fuselage 1 of the traditional ground effect vehicle first contacts the water surface during landing, which will form a lever effect with the fuselage 1 as the fulcrum, resulting in the aircraft being unstable during landing; and the power source is arranged inside the hull 6, and the distance from the main duct device 4 and the second duct 32 is small, the length of the cable arranged inside is short, which is more convenient for wiring and saves materials; at the same time, since the force transmission path from the battery weight to the wing lift is short, the structural efficiency is also improved.

[0073] Specifically, a cabin is provided in the middle of the fuselage 1, and the surface of the cabin is covered with a fuselage protection cover 8. A cabin is provided inside the fuselage 1, and seats can be installed in the cabin to carry people or load cargo. The surface of the cabin is covered with a transparent fuselage protection cover 8, and the fuselage protection cover 8 adopts a streamlined design to reduce wind resistance.

[0074] In one embodiment, if Fig.10As shown, the bottom of the two hulls 6 is provided with wheels 91, and the front end of the bottom of the fuselage 1 is provided with landing gear 92. By providing wheels 91 that can be retracted into the hull 6 or extended, and landing gear 92 that can be retracted into the fuselage or extended, the requirements of the aircraft taking off and landing on land are met. The arrangement of wheels 91 and landing gear 92 at the bottom of the aircraft belongs to the prior art, and its working principle and specific structure will not be described in detail here.

[0075] Working principle of the present invention:

[0076] Take-off stage: the power control surface 3 is located at the front end of the aircraft, and the direction of the aircraft is to move forward in the direction of the power control surface 3. During take-off, the trailing edge aileron 7 is turned downward to form a closed space with the two hulls 6 of the ground effect vehicle and the water surface, and the front power control surface 3 is used to pressurize the space to form a high-pressure area under the aircraft. The pressure can reach a significantly higher level than that of a ground effect vehicle without a pressurized jet design under low-speed flight, and is closer to the air cushion effect of a hovercraft. For example, at 0 speed, the traditional ground effect vehicle The lift of the aircraft is 0, but in this embodiment, the boost jet of the front power control surface 3 can achieve a boost of 0.01 to 0.05 atmospheres or more. At the same time, two main duct devices 4 are provided on the surface of the fuselage 1 away from the power control surface 3. On the surface of the fuselage 1, the two main duct devices 4 are respectively provided at the connection between the fuselage 1 and the two wings 2. The airflow provided by the main duct devices 4 accelerates the air flow speed on the surfaces of the fuselage 1 and the wings 2, and utilizes the Coanda effect to increase the lift on the surface of the fuselage 1, thereby driving the aircraft to take off.

[0077] Among them, the static air cushion method can provide a lift of 500 to 2500 kg or more, which is close to or reaches the total take-off weight of this embodiment. It can take off directly in the form of an air cushion craft. Combined with the Coanda effect design, the power required to form the supercharging effect can be further reduced.

[0078] Ground effect flight stage: After takeoff, the aircraft enters the ground effect flight altitude, the front powered control surface 3 turns to the horizontal and reduces the jet power to mainly provide the pitch maneuver of the aircraft, and at this time the trailing edge aileron is turned upward and retracted to reduce the forward flight resistance. At this time, the aircraft forms a high-pressure area under the fuselage and the main wing through the dynamic pressure of the forward flight speed, and the main duct device 4 continues to provide additional lift for the aircraft. The steering operation in this stage is achieved through the power difference between the two main duct devices 4, the pitch control is achieved by the powered control surface through up and down deflection, and the roll control is achieved by the front control surface at the wing tip.

[0079] Leap flight stage: When there are high waves or obstacles in front of the route, such as reefs, islands, bridges, ships, etc., the aircraft can leap to a relative altitude of about 100m in a short time. In this stage, the aircraft will fly out of the ground effect altitude range, and fly at a larger angle of attack and speed. At this time, the power of the power control surface increases, and the jet direction is close to parallel to the flight state, and it and the main duct jointly provide the propulsion required for forward flight. The trailing edge ailerons are retracted to reduce the forward flight resistance. Pitch control is achieved by the power control surface through up and down deflection, and roll control is achieved by the front wing tip control surface.

[0080] Landing phase: When preparing to land, the flight speed is reduced, the trailing edge ailerons rotate downward, and the flight altitude is gradually reduced until it approaches the water surface / ground. The power control surface rotates to spray air to the pressurized area below the main wing surface to form an air cushion pressurization. At this time, the heading control is controlled by the differential of the main ducts on both sides, and reverse thrust can be applied in real time to achieve a flight landing close to zero speed and facilitate free movement in the landing area. At this time, although the flight speed can be reduced to zero, the pitch attitude control of the aircraft is still effectively controlled by the combined control of the jet speed and rotation angle of the power control surface; and the control of the roll attitude can also be achieved by the differential jet of the second duct on both sides of the power control surface.

[0081] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present disclosure, rather than to limit them. Although the present disclosure has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A highly efficient power-enhanced ground effect vehicle, characterized in that: include: A fuselage, wherein the end of the fuselage is hinged with a power control surface, wings are respectively arranged on both sides of the fuselage, one end of the wing close to the power control surface is hinged with a wingtip front control surface, two main duct devices are arranged on the end of the surface of the fuselage away from the power control surface, the bottom of the fuselage and the connection between the two wings are respectively fixedly connected with a hull, the power control surface is used to provide power for the fuselage to take off and turn, and two ends of the power control surface are respectively provided with through installation grooves, and a plurality of second ducts are arranged in the installation grooves.

2. A highly efficient power-enhanced ground effect vehicle according to claim 1, characterized in that: The main duct device includes a fairing and a first duct. The fairing is an arc-shaped structure. The two ends of the fairing are fixedly connected to the fuselage and the wing respectively. A plurality of the first ducts are arranged on the inner side of the fairing, and gaps are left between adjacent first ducts.

3. A highly efficient power-enhanced ground effect vehicle according to claim 2, characterized in that: The first duct includes a first shell, which is a tubular structure with openings at both ends. A first duct fan and a first driving motor for driving the first duct fan are arranged in the first shell.

4. A highly efficient power-enhanced ground effect vehicle according to claim 2, characterized in that: An arc-shaped air duct is arranged at the connection between the fuselage and the wing, and the main duct device is arranged at one end of the air duct.

5. A highly efficient power-enhanced ground effect vehicle according to claim 1, characterized in that: One side of the power control surface is hinged to the fuselage through a hinge structure, and a first adjustment device is arranged at a position of the fuselage close to the power control surface, and the first adjustment device is transmission-connected to the power control surface.

6. A highly efficient power-enhanced ground effect vehicle according to claim 5, characterized in that: The second duct includes a second shell, which is a tubular structure with openings at both ends. A second duct fan and a second drive motor for driving the second duct fan are arranged in the second shell.

7. A highly efficient power-enhanced ground effect vehicle according to claim 1, characterized in that: A trailing edge aileron is hingedly connected to one end of the fuselage away from the power control surface, and a second adjusting device is arranged at a position of the fuselage close to the trailing edge aileron, and the second adjusting device is transmission-connected to the trailing edge aileron.

8. A high-efficiency power-enhanced ground-effect vehicle according to claim 6, characterized in that: A power source is provided in the hull, and the power source is electrically connected to the main duct device and the second duct.

9. A highly efficient power-enhanced ground effect vehicle according to claim 1, characterized in that: Wheels are respectively arranged at the bottom of the two hulls, and a landing gear is arranged at the front end of the bottom of the fuselage.

10. A high-efficiency power-enhanced ground-effect vehicle according to claim 1, characterized in that: A third adjusting device is arranged at a position of the wing close to the front control surface of the wing tip, and the third adjusting device is transmission-connected with the front control surface of the wing tip.

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