Passenger and freight dual-purpose large ground-effect aircraft and obstacle avoidance method thereof

Abstract

A passenger and freight dual-purpose large ground-effect aircraft comprises a ground-effect aircraft body, the ground-effect aircraft body comprises a ground-effect aircraft head, a ground-effect aircraft body and a ground-effect aircraft tail, a bionic flow breaking sharp mouth is arranged at the front end of the ground-effect aircraft head, and a radar radio wave emitter is arranged in the ground-effect aircraft head. A cockpit is arranged on the upper portion of the ground effect aircraft nose, second jet engines are symmetrically arranged on the oblique rear portion of the cockpit, a pair of oblique supporting beams symmetrically stretching out towards the oblique rear portion are arranged on the top of a rear cabin of the cockpit, and two first jet engines are symmetrically arranged on each oblique supporting beam. And radar wave receivers are respectively arranged at the top of the nose and two ends of the wings between the two inclined support beams. The invention further comprises an obstacle avoidance method of the passenger and freight dual-purpose large ground effect aircraft. According to the invention, small-radius rapid turning, emergency lift-off and obstacle avoidance in advance of the passenger and freight dual-purpose large ground effect aircraft can be realized.

Description

Technical Field

[0001] The invention relates to a ground effect vehicle, in particular to a large-scale ground effect vehicle for both passengers and cargo and an obstacle avoidance method thereof. Background Art

[0002] When an aircraft with spread wings flies close to the ground or water, the lift-to-drag ratio increases and the induced drag decreases because the air flow is constrained by the ground or water, which creates the "aerodynamic ground effect". The closer the effect is to the ground, the stronger the ground effect is, the greater the lift the aircraft obtains, and the greater the weight it can carry.

[0003] A ground effect vehicle is a means of transportation that flies over the ground or sea and is developed using this principle.

[0004] According to the transportation efficiency chart drawn by the famous scientist von Karman, in the range of 150 to 500 kilometers per hour, there is a vehicle with higher carrying efficiency (weight that can be transported per unit energy), and its unit lift can reach 40 to 50 times the lift obtained by an airplane. Therefore, its transportation timeliness is greatly enhanced compared to cars, and its carrying capacity will be much higher than that of airplanes. Ground effect vehicles may be an effective form of transportation to fill this range.

[0006] But the ground effect vehicle disclosed in the prior art fails to completely solve the following problems, such as: 1. The height from the ground or water surface is small, and it is easy to run into trees, houses or islands and reefs when flying over the ground, and it is necessary to have a stronger emergency lift-off capability, otherwise its flight safety will be affected; 2. When flying over the sea, if there is a large storm on the sea, the wind and waves may have a certain impact on the stability of its flight, and the emergency landing capability is not perfect enough; 3. When avoiding ship bridges, the ground effect vehicle causes evasion difficulties because of the faster speed (it is too late when the pilot finds it). Also because of this series of reasons, the ground effect vehicle has not been effectively realized for civilian use at present, and only a small number of models are put into use as scientific research and military purposes.

[0007] But it is foreseeable that if the new ground effect vehicle can solve the above problems, it will be widely used in the fields of maritime transportation, maritime rescue, and maritime sightseeing. Summary of the invention

[0008] The technical problem to be solved by the present invention is to overcome the deficiencies of the prior art and provide a large-scale ground effect vehicle for both passenger and cargo use which can make a small-radius rapid turn or take off in an emergency and an obstacle avoidance method thereof.

[0009] The technical solution adopted by the present invention to solve the technical problem is:

[0010] A large-scale ground effect vehicle for both passenger and cargo use comprises a ground effect vehicle body, wherein the ground effect vehicle body comprises three major parts: a ground effect vehicle nose, a ground effect vehicle fuselage and a ground effect vehicle tail. A bionic flow-breaking nozzle is arranged at the front end of the ground effect vehicle nose, a radar radio wave transmitter is arranged inside the ground effect vehicle nose, and can emit specially modulated radio waves in a hemispherical direction directly in front of the nose. A cockpit is arranged at the upper part of the ground effect vehicle nose, the cockpit adopts an integrated double-layer adhesive tempered glass outer cover, an emergency ejection seat for a pilot with a parachute is also arranged in the cockpit, and a symmetrical oblique rear portion of the cockpit is arranged at the upper part of the cockpit. An elliptical flat second jet engine is provided, the axis of the air inlet of the second jet engine is vertical or has a small angle with the vertical (obliquely rearward), after starting, the second jet engine absorbs airflow from the upper part of the engine and ejects it downward, a pair of oblique support beams extending symmetrically obliquely rearward are provided on the top of the rear cabin of the cockpit, the oblique support beams adopt a streamlined structure with a bullet-shaped cross-section, two first jet engines are symmetrically arranged on each oblique support beam, the airway of the first jet engine is arranged horizontally or has a slight angle with the horizontal, and at least one radar wave receiver is installed on the top of the nose between the two oblique support beams;

[0011] The two sides of described ground effect vehicle fuselage are provided with elastic wings of streamlined structure, the end of elastic wing is provided with floating streamlined cabin, described floating is equipped with the 3rd jet engine in the middle front part of the streamlined cabin, its air duct is vertical or with vertical at a small angle (towards the tail oblique rear arrangement), the air duct adopts rounded corner design (can reduce the resistance when absorbing air) at the junction of the cabin outer surface, will absorb airflow from engine top and spray downwards during starting, can provide upward lift (lift is transmitted to fuselage by wing) for ground effect vehicle fuselage, maintain the overall stable rise or aerial hovering of ground effect vehicle together with the nose lift that provides of the second jet engine, described floating is provided with air bag inflation device and stacked air bag (can adopt high-quality rubber to make) in the middle and rear part of the streamlined cabin;

[0012] The tail of the ground effect vehicle is provided with a streamlined vertical tail, and a horizontally arranged whale tail-shaped balance wing is provided on the streamlined vertical tail, which can minimize the turbulence behind the fuselage;

[0013] The streamlined design of the whole aircraft means that all intersections of fuselage components and windward surfaces are chamfered with appropriate radius, that is, arc-shaped curves are connected tangentially.

[0014] Furthermore, the first jet engine is provided with two groups, one group is located at the ends of the oblique support beams on both sides, and the other group is located above the middle position of the oblique support beams on both sides, and the oblique support beams are internally provided with oil pipelines for supplying fuel thereto.

[0015] Further, a central control system is provided at the lower part of the cockpit, and the central control system includes a central processing unit (hardware) and a flight attitude control program and an obstacle avoidance program (software). Three radar wave receivers are provided, which are respectively located at the top of the nose of the ground effect vehicle (radar receiver 7-1 on the upper fuselage, numbered as shown in the attached figure); Figure 1 ) and the streamlined cabin on both sides of the ground effect vehicle's wings (radar receivers 7-2 and 7-3 at both ends of the wings, see the attached numbering Figure 1 ), the obstacle avoidance program can automatically calculate T according to the time difference T1, T2, T3 of the radio wave signals received by the three radar wave receivers (assuming that the time of sending the radio wave is T = 0s), the x, y coordinates of the three radar wave receivers at T = 0s and the real-time flight speed, azimuth and other data of the aircraft max (T max The azimuth angle and distance between the obstacle and the radar receiver 7-1 on the aircraft fuselage at the time (the maximum value of T1, T2, and T3) are determined, and the pilot is warned, and the pilot issues an evasion instruction to perform evasive flight. When the pilot fails to perform his duties for some reason, the central control system automatically takes over and performs evasive flight a certain time before the critical time; the azimuth angle is the angle θ between the 'line connecting the obstacle and the radar receiver 7-1 on the upper fuselage of the aircraft' and the 'flight direction of the aircraft' J .

[0016] Furthermore, the evasive flight is controlled by a flight attitude control program, which is divided into two types: (1) during a jump flight, the program will control the oil pipeline to supply equal amounts of oil to the second jet engine and the third jet engine on both sides of the fuselage, so that the fuselage can steadily increase its flight altitude; (2) during an emergency small-radius turn flight, the program will control the oil pipeline to supply unequal amounts of oil to the second jet engine and the third jet engine on both sides of the fuselage, so that the fuselage can tilt rapidly.

[0017] Furthermore, the front wing edge of the wing is thick, the rear wing edge is thin, and the rear of the wing is slightly tilted downward. When flying forward quickly, the airflow under the wing can be compressed to provide greater buoyancy for the ground effect vehicle; the interior of the wing is provided with an oil pipeline and an auxiliary oil tank for supplying oil to the third jet engine.

[0018] Furthermore, the wing is made of lightweight alloy (such as titanium aluminum alloy) or high-performance fiber (such as C60 carbon fiber or high-strength glass fiber). At the same time, all outer surfaces of the aircraft need to be coated with special paint that prevents seawater corrosion, and the coating of anti-corrosion paint below the waterline should be thickened.

[0019] Furthermore, a bionic flow-breaking beak with a double-sided streamlined structure (imitating the streamlined structure of a swordfish beak) is installed in front of the streamlined cabin to break the airflow in front of the streamlined cabin during flight.

[0020] Furthermore, an openable aircraft hatch is provided on the upper part of the ground effect vehicle fuselage, which is opened by electric split-opening or electric flat-opening, and emergency manual opening wrenches are provided in the cockpit and the flight attendant duty room.

[0021] Further, a fuselage balance display is provided on the wall of the ground effect vehicle fuselage, which can display whether the fuselage load (self-load+cargo, personnel load) of the ground effect vehicle is balanced after the cargo is loaded, i.e., whether it can be in a flight balance state in the air after take-off, according to the distribution of cargo and personnel before take-off (the distribution positions of cargo and personnel determine the draft of the front and rear cabins of the ground effect vehicle).

[0022] Furthermore, a pair of deceleration parachutes are symmetrically installed inside the tail of the ground effect vehicle. When the ground effect vehicle encounters an emergency and needs to make a quick emergency landing, the deceleration parachutes can be manually opened and used by the pilot or automatically opened after the central control system takes over the flight. The deceleration parachutes cooperate with the reverse thrust function of the jet engine to greatly reduce the landing distance of the ground effect vehicle and avoid collision with ships, islands, reefs or other obstacles.

[0023] An obstacle avoidance method for a large-scale ground-effect vehicle for passenger and cargo use, comprising the large-scale ground-effect vehicle for passenger and cargo use, specifically comprising the following steps:

[0024] 1. At T = 0s, the nose of the ground effect vehicle emits specially modulated radar waves;

[0025] 2. Radar waves are emitted when they encounter obstacles;

[0026] 3. After intervals of T1, T2, and T3 s, the three radar receivers receive the transmitted radar waves. Assume that the maximum value among T1, T2, and T3 is T max ;

[0027] 4. The obstacle avoidance program is based on 0~T max The real-time record of flight speed, direction, etc. within the time period and other known data are used to calculate T max The distance and azimuth between the obstacle and the aircraft at all times;

[0028] 5. The obstacle avoidance program automatically determines whether the aircraft is on the flight path. If not, the aircraft continues to fly in a straight line at a constant speed. If it is, the collision time is calculated and the pilot is immediately warned.

[0029] 6. The pilot issues an avoidance order to urgently start the second and third jet engines. The flight attitude control program calculates the fuel supply to each engine based on the emergency take-off altitude or turning radius and turning angle. The aircraft performs jump take-off flight or small-radius turning flight based on the fuel supply pattern on both sides. If the pilot fails to issue an avoidance order before the critical time for some reason, the central control system will automatically take over the flight of the aircraft and issue an avoidance order based on the flight big data.

[0030] The present invention provides three jet engines with different installation positions, wherein the first jet engine is arranged on the oblique support beam above the nose (one group is symmetrically arranged at the end of the oblique support beam, and the other group is symmetrically arranged above the middle position of the oblique support beam), and its air inlet is arranged in the horizontal direction or slightly inclined to the horizontal direction; the second jet engine is symmetrically arranged at the side and rear of the cockpit, is elliptical and flat to reduce wind resistance, and the air inlet is vertical or has a small angle with the vertical (obliquely to the rear); the third jet engine is symmetrically arranged at the front and middle part of the streamlined cabin at the wing ends on both sides of the fuselage, the air inlet is vertical or has a small angle with the vertical (obliquely to the rear), and the intersection of the air inlet and the outer surface of the streamlined cabin adopts an arc chamfer to facilitate airflow inhalation.

[0031] There are two launch modes for ground effect vehicles to take off from the water:

[0032] Mode 1 (normal start): The first jet engine provides horizontal thrust to push the ground effect vehicle forward to glide on the sea surface. The airflow flows rapidly backward under the elastic wing (compressed to a certain extent by the elastic wing and the sea surface), thereby providing a large buoyancy to the ground effect vehicle. As the speed of the ground effect vehicle increases, the buoyancy increases, and the ground effect vehicle gradually leaves the sea surface, thereby flying rapidly at a low altitude, thereby entering the cruise mode.

[0033] Mode 2 (emergency start): The second jet engine and the third jet engine can be directly started (fuel is supplied equally on both sides of the fuselage), so that the aircraft can obtain vertical lifting force, directly break away from the water surface vertically and hover in the air, and then the first jet engine 7-1 is turned on to push the ground effect vehicle forward to accelerate until it reaches the normal air cruising speed (at this speed, the ground effect vehicle no longer needs the buoyancy of water or the lifting force of the second jet engine and the third jet engine), and then the fuel supply of the second jet engine and the third jet engine is slowly reduced until they are turned off, so that the ground effect vehicle gradually decreases to the cruising altitude, thereby entering the normal cruising mode (this starting mode is not recommended in non-emergency situations, as it may damage the second jet engine and the third jet engine).

[0034] When encountering an emergency during normal cruising flight (there are sea obstacles such as ships, bridges, islands and reefs ahead), there are two modes of handling:

[0035] Mode 1 (increasing flight altitude): When an emergency occurs during normal cruising and the flight altitude needs to be increased quickly (the obstacle avoidance program calculates the time difference of radar wave reflection and other known data and warns the pilot), the pilot can manually start the second and third jet engines, and the flight attitude control software controls the oil pipeline to supply equal amounts of oil to the second and third jet engines on both sides of the fuselage, thereby horizontally increasing the altitude of the aircraft;

[0036] Mode 2 (Emergency Small Radius Turn): If an emergency turn is required, the pilot can manually start the second and third jet engines and issue instructions such as the turning angle and radius. At this time, the flight attitude control software controls the oil pipes to supply unequal amounts of aviation kerosene calculated by the software to the second and third jet engines on the nose and wings. The second and third jet engines on both sides of the fuselage will provide different lift forces, allowing the ground effect vehicle to quickly tilt and perform small radius and large angle turns.

[0037] In an emergency, if the pilot fails to give instructions for some reason, the central control system will automatically take over and issue disposal orders (to avoid aircraft crashes) a certain time before the critical time.

[0038] The present invention also symmetrically arranges streamlined cabins on both sides of the wings, and an airbag inflation device and stacked airbags are arranged in the middle and rear parts of the streamlined cabins. When the ground effect vehicle is forced to land on the sea surface far away from the mainland due to an emergency, the aircraft pilot can manually start to inflate the built-in airbags, and the airbags are inflated and expanded at the bottom of the streamlined cabin for floating, thereby providing greater lateral support buoyancy for the ground effect vehicle, which can resist large winds and waves in the open sea and avoid sinking due to a large roll, thereby providing sufficient reaction time for rescue personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a schematic plan view of the ground effect vehicle in the flight state and a schematic vertical cross-sectional view of the streamlined cabin for floating according to Example 1 of the present invention.

[0040] Figure 2 Schematic diagram of the plan layout of Example 1 of the present invention when landing on the sea surface (the airbag is fully inflated).

[0041] Figure 3 This is a side elevational schematic diagram of embodiment 1 of the present invention when the second jet engine and the third jet engine are turned on (only the jet airflow direction of the second jet engine is shown in the figure).

[0042] Figure 4 This is a plan view schematically showing the airflow direction when the second jet engine and the third jet engine are turned on in embodiment 1 of the present invention.

[0043] Figure 5 for Figure 1 Schematic diagram of the cross section at 1-1 in FIG.

[0044] Figure 6 for Figure 1 Schematic diagram of the cross section at 2-2 in FIG.

[0045] Figure 7It is a side elevation schematic diagram of embodiment 1 of the present invention in an emergency landing state (parachute released).

[0046] Figure 8 It is a schematic cross-sectional view of Example 1 of the present invention when flying in a state of continuous rapid small-radius and large-angle turning.

[0047] Fig. 9 This is a schematic diagram of the nose radar receiver receiving radar waves according to Example 2 of the present invention (radar waves are emitted at T=0s, and the radar receiver 7-1 on the upper fuselage receives the reflected radar waves at T1).

[0048] Fig.10 This is a schematic diagram of the nose radar receiver receiving radar waves described in Example 2 of the present invention (radar waves are emitted at T=0s, and the radar receiver 7-2 at the right wing end receives the reflected radar waves at T2).

[0049] Fig.11 This is a radar detection + obstacle avoidance process flow chart of embodiment 2 of the present invention.

[0050] In the figure: 1-bionic flow-breaking tip, 2-radar radio wave transmitter, 3-cockpit (including integrated double-layer adhesive tempered windshield and emergency ejection seat), 4-second jet engine (provides lift for the nose), 5-streamlined oblique support beam (the cross-section shape is a bullet head), 6-first jet engine (provides forward propulsion power), 7-radar wave receiver (7-1 is the radar receiver 1 on the upper fuselage, 7-2 is the radar receiver 2 at the end of the right wing, 7-3 is the radar receiver 3 at the end of the left wing, 8-fuselage cabin or cargo hold, 9-cabin door, 10-elastic wing (light high-strength alloy or high-performance fiber), 11-streamlined cabin for floating, 12-third jet engine (provides lifting force for the fuselage), 13-airbag inflation device (installed in the rear part of the streamlined cabin for floating), 14-stacked airbags (installed in the middle and rear part of the streamlined cabin for floating), 15-openable aircraft hatch (opening in pairs or flat), 16-streamlined vertical tail, 17-whale tail type balance wing, 18-deceleration parachute, 19-central control system (including central processing unit, obstacle avoidance program, flight attitude control program), 20-body balance display. DETAILED DESCRIPTION

[0051] The present invention is further described in detail below with reference to the accompanying drawings and embodiments.

[0052] Example 1

[0053] Refer to the attached Figure 1-8 A medium-to-large ground effect vehicle for both passenger and cargo use comprises a ground effect vehicle body, wherein the ground effect vehicle body comprises three major components: a ground effect vehicle nose, a ground effect vehicle fuselage and a ground effect vehicle tail.

[0054] The front end of the ground effect vehicle nose is provided with a bionic flow-breaking beak 1, which is streamlined in shape, imitating the beak of a swordfish, and can break the oncoming airflow of the nose during flight to reduce resistance. The front end of the ground effect vehicle nose is provided with a radar wave transmitter 2, which transmits specially modulated radar waves to the hemispherical space in front of the ground effect vehicle at certain short time intervals.

[0055] The top of the ground effect vehicle nose is provided with a cockpit 3, which adopts an integrated double-layer adhesive tempered windshield, and an emergency ejection seat for a pilot with a parachute is installed in the cockpit. A pair of second jet engines 4 are symmetrically arranged at the oblique rear of the cockpit 3, and the second jet engines 4 are flat and elliptical, which can reduce wind resistance. The axis of the second jet engine 4 is vertical or has a small angle (tilted backward) with the vertical. After the second jet engine 4 is started, it will absorb airflow from the top of the engine and quickly eject it downwards, providing upward lift for the ground effect vehicle nose.

[0056] The rear cabin top of cockpit 3 is provided with a pair of oblique support beams 5 symmetrically stretched out to the oblique rear, the oblique support beams 5 adopt the streamlined structure of the bullet-shaped cross section, each oblique support beam 5 is provided with two first jet engines 6 (the outermost first jet engine 6 is installed in the end of the oblique support beam 5, and another first jet engine 6 is placed above the middle part of the oblique support beam 5), the air inlet of the first jet engine 6 is horizontal or slightly tilted by a small margin with the horizontal, and the flight of the ground effect vehicle can provide forward thrust, which is transferred to the ground effect vehicle by the oblique support beams 5, and the oil pipeline for providing fuel for the first jet engine is installed in the oblique support beams 5.

[0057] A radar wave receiver 7-1 is installed on the top of the nose between the two oblique support beams 5. At the same time, a radar wave receiver (7-2, 7-3) is respectively arranged in front of the floating streamlined cabin 11 at the wing end, which is used to receive radar waves reflected by flying obstacles such as ships, islands, birds, etc. in front, and transmit the signal to the central control system 19 installed in the nose of the ground effect vehicle (the device is placed in the lower part of the cockpit 3, Figure 7The central control system 19 is composed of a central processing unit (hardware), a flight attitude control program, an obstacle avoidance program (software), etc. The obstacle avoidance program running on the central processing unit can automatically calculate T according to the time difference T1, T2, T3 of the radio wave signals received by the three radar wave receivers (7-1, 7-2, 7-3) (assuming that the time of sending the radio wave is T=0s, and the time when the three radar wave receivers receive the radar wave reflected by the obstacle is T1, T2, T3), and the x, y coordinates of the three radar wave receivers at T=0s and the real-time flight speed, flight direction and other parameters of the aircraft. max (T max The azimuth angle (the angle between the line connecting the obstacle and the aircraft nose radar receiver 7-1 and the flight direction of the aircraft) and the distance between the obstacle and the aircraft at the moment (the maximum value of the moments T1, T2, and T3) are calculated, and the pilot is warned, and the pilot issues an evasion command to perform evasive flight, or the flight attitude control program (when the pilot fails to perform his duties for some reason) automatically takes over and performs evasive flight a certain time before the critical time. After receiving the calculation result of the obstacle avoidance program or the evasion command of the pilot, the flight attitude control program will adjust the fuel supply to each jet engine. For example, if the second jet engine 4 and the third jet engine 12 on the left and right sides are fueled in equal amounts, the flight altitude can be steadily increased and a short-distance jump flight can be performed; if the second jet engine 4 and the third jet engine 12 on the left and right sides are fueled in unequal amounts, an emergency small-radius turn can be performed.

[0058] The ground effect vehicle fuselage is mainly a passenger cabin or a cargo hold 8, the fuselage front is provided with a cabin door 9 that can be opened automatically and manually, the cabin both sides are provided with a pair of elastic wings 10 of streamlined design, the wing 10 adopts light high-strength alloy or high-performance fiber to make, as titanium-aluminum alloy or C60 carbon fiber, its cross section is that the front wing is thick, and the rear wing is thin, and the wing 10 rears are slightly tilted downward, with the airflow that comes in the face during compression flight, for the ground effect vehicle is provided with a larger buoyancy, and the wing 10 insides are also provided with oil pipelines and auxiliary oil storage tanks simultaneously. The two ends of the wing 10 are provided with a pair of floating streamlined cabins 11, and this cabin 11 is used for the ground effect vehicle when landing on the water surface, for aircraft provides lateral support buoyancy, to increase the stability of the ground effect vehicle when floating on the sea surface.

[0059] The front of the floating streamlined cabin 11 is equipped with a bionic flow-breaking nozzle 1 of double-sided streamlined structure design, which is used to break the airflow that comes in front of the floating streamlined cabin 11 during flight. The middle front part of the floating streamlined cabin 11 is equipped with a third jet engine 12, whose airway is vertical or has a small angle (obliquely backward) with the vertical. When starting, it will absorb airflow from the top of the engine and quickly eject it downwards, providing upward lift for the ground effect vehicle nose. When the third jet engine 12 and the second jet engine 4 work simultaneously (fuel is supplied equally on both sides of the fuselage), the ground effect vehicle can be hovered in the air or slowly advanced. An airbag inflation device 13 and a stacked airbag 14 are arranged in the middle and rear part of the streamlined floating cabin 11. When the ground effect vehicle is forced to land on the sea far away from the mainland due to an emergency, the aircraft pilot can manually start to inflate the airbag 14. The airbag 14 is inflated at the lower part of the streamlined floating cabin 11, thereby providing a larger lateral support buoyancy for the ground effect vehicle, which can resist the larger wind and waves in the open sea and buy precious time for the arrival of rescue forces.

[0060] The top of the ground effect aircraft fuselage is provided with a pair of openable aircraft hatches 15, and the aircraft hatches 15 can be opened manually by the aircraft pilot or the flight attendant (two people need to input passwords), and can be opened in pairs or horizontally. When the ground effect aircraft is used as a passenger plane, it is mainly opened for convenient rapid rescue when rescuing after forced landing, or a second escape passage is provided when the cabin door is locked due to a fault; when the ground effect aircraft is used as a cargo plane, it can be opened to facilitate the hoisting of containers or other goods. The aircraft hatch 15 is also provided with a large-size oval airtight double-layer adhesive tempered glass window.

[0061] The middle of the ground effect vehicle fuselage is equipped with a fuselage balance display (see Figure 6 ), which can show whether the fuselage of the ground effect vehicle is balanced after loading based on the distribution of cargo and personnel loads before takeoff, that is, whether it can be in a flying balance state after takeoff (if the distribution of fuselage load + cargo and personnel load is uneven, the draft depths of the front and rear parts of the ground effect vehicle will be different).

[0062] The tail of the ground effect vehicle is provided with a streamlined vertical tail 16, and a pair of horizontally arranged whale tail type balance wings 17 (designed in the shape of a whale's tail) are arranged on the streamlined vertical tail 16. The design of the streamlined vertical tail 16 and the whale tail type balance wings 17 can reduce the turbulence intensity generated behind the fuselage when the gas flows through, thereby reducing resistance and vibration.

[0063] A pair of deceleration parachutes 18 are also installed inside the tail of the ground effect vehicle. When the ground effect vehicle encounters an emergency and needs to make a quick emergency landing, the pilot can manually open and use the deceleration parachutes 18 in conjunction with the reverse thrust function of the first jet engine 6 to greatly reduce the landing distance of the ground effect vehicle and avoid colliding with ships or other obstacles.

[0064] When the large-scale ground-effect vehicle for both passenger and cargo use of the present embodiment is used, the operation steps are as follows:

[0065] (1) The ground effect vehicle is moored on the water surface at a dedicated port. If it is for passenger transport, a special boarding vehicle (retractable and foldable boarding stairs) or a special boat can be used for boarding. If it is for cargo transport, the aircraft hatch 15 that opens in opposite directions can be opened electrically, and a crane can be used to place the cargo in the cargo hold 8 inside the ground effect vehicle (the crew members should adjust the cargo position to the balance of the aircraft according to the data on the aircraft balance display).

[0066] (2) After all passengers have boarded or cargo has been placed, a small towing vessel is used to tow the GIV to the take-off area on an open surface of the port.

[0067] (3) The pilot starts the ground effect vehicle, and the first jet engine 6 starts to spray backward at full speed, driving the ground effect vehicle to sail forward on the water surface. As its speed increases, the ground effect vehicle begins to gradually leave the water surface and fly forward above the water surface at a normal speed.

[0068] (4) After the ground effect vehicle enters normal flight, the automatic cruise mode is turned on, the pilot enters the observation flight state, and the radar wave transmitter 2 starts to work, and continuously transmits specially modulated radio waves and ultrasonic waves in the direction of flight at a short interval each time (assuming that the time of transmitting the radio waves is T=0s). The radio waves are reflected after encountering obstacles on the water surface such as ships, reefs, bridges, etc., and the three radar wave receivers (7-1, 7-2, and 7-3) installed at the front of the floating streamlined cabin 11 at both ends of the wing and the upper part of the nose of the ground effect vehicle will receive the reflected radio waves. The time difference signal from transmission to reception (the time difference from the signal being transmitted to being received by the three radar wave receivers (7-1, 7-2, and 7-3) is T1, T2, and T3) together with the x, y coordinates of the three radar wave receivers (7-1, 7-2, and 7-3) at T=0s and the real-time flight speed, flight direction, and other data of the aircraft are processed by the obstacle avoidance program (running on the central control system), thereby calculating T max (T maxThe azimuth and distance between the obstacle and the aircraft at the moment T1, T2, and T3 are the maximum values, and the pilot is warned. The pilot then issues an evasion command to perform evasive flight. When the pilot fails to perform his duties for some reason, the central control system automatically takes over the evasive flight 10 seconds before the critical time (the transmission / reception and signal processing of ultrasonic waves are the same as those of radio waves, the difference being that ultrasonic waves are used for emergency obstacle avoidance in close-range foggy weather). For the specific calculation process of measuring the azimuth and distance between the obstacle and the radar radio wave transmitter 2 at the nose of the aircraft by three radar receivers 7 in this embodiment, see Example 2.

[0069] (5) The normal mode of landing is to gradually reduce the fuel supply of the first jet engine 6, so that the altitude of the ground effect vehicle is gradually reduced until it touches the water surface and starts to glide. Finally, it gradually stops on the water surface under the combined effect of water resistance and the reverse thrust of the engine reverse thrust mode, and is finally towed by a tugboat to a port for anchoring.

[0070] (6) Handling mode for emergencies (surface obstacles such as ships, bridges, and islands ahead): When the ground effect vehicle is being tracked or needs to avoid obstacles urgently, the pilot can manually start the jump flight mode: start the second jet engine 4 and the third jet engine 12, and control the oil pipeline by the flight attitude control software to supply equal amounts of oil to the second jet engine 4 and the third jet engine 12 on both sides of the fuselage, so that the flight altitude of the ground effect vehicle can be rapidly and steadily increased, and the vehicle can fly over low obstacles on the sea, water, or ground; or the pilot can manually start the emergency small radius turn mode: at this time, the flight attitude control software will control the oil pipeline to supply unequal amounts of oil to the second jet engine 4 and the third jet engine 12 on both sides of the fuselage, so as to provide different lift forces on both sides of the vehicle, allowing the vehicle to tilt quickly and achieve emergency avoidance of obstacles by turning.

[0071] (7) Emergency landing: If the ground effect vehicle needs to land urgently due to fuel shortage or unexpected circumstances, the pilot can issue a command to release the two built-in emergency deceleration parachutes 18 at the tail of the aircraft to reduce the flight and landing distance of the ground effect vehicle.

[0072] (8) Sea surface rescue: If the ground effect vehicle has to make an emergency landing on the sea, the pilot can issue a command to release the airbag 14 in the streamlined floating cabin 11, and the built-in airbag inflation device 13 will inflate it, thereby providing greater buoyancy for the wings of the body, which is helpful to resist the impact of waves and avoid the ground effect vehicle from rolling over, thereby buying more time for the rescue of the ground effect vehicle.

[0073] Example 2

[0074] Refer to the attached Figure 9-11, an obstacle avoidance method for a large ground effect vehicle with both passenger and cargo functions. Since the flight altitude of the ground effect vehicle is relatively low (generally within 100m), it can be approximately considered to be on the same plane as the sea level or ground obstacles. It is assumed that the flight speed of the ground effect vehicle is v (a known value) and it flies in a uniform straight line.

[0075] The t1, t2, and t3 in this embodiment are the same as T1, T2, and T3 in Example 1.

[0076] Assume that when T=0(s), the x,y coordinate of the radar wave transmitter 2 of the ground effect vehicle nose is (0.000,0.000); Then the x,y coordinate of the radar receiver 7-1 of the ground effect vehicle nose is (0.000,-y1), wherein y1 is a known value; The x,y coordinate of the wing radar receiver 7-2 is (x2,-y2), wherein x2 and y2 are known values; And the x,y coordinate of the opposite side wing radar receiver 7-3 is (-x2,-y2), wherein x2 and y2 are known values. Taking the obstacle in the right front as an example, the x,y coordinate value of the obstacle in the right front is (x3, y3).

[0077] 1. At t=0(s), the radar wave transmitter 2 on the nose of the aircraft sends out a specially modulated short radar wave. After t0(s), the radar wave is reflected by an obstacle. After t1-t0(s), the reflected radar wave is received by the nose radar receiver 7-1, where t1 is a known value (which can be measured by the instrument). The whole process is shown in the following figure (9):

[0078] From Figure (9), we can get the following formula:

[0079] S1+S2=V1t1 (1)

[0080] Where V1 is the radar wave speed (known).

[0081]

[0082]

[0083]

[0084] [(vt1-y1)cosθ] 2 +[S1-(vt1-y1)sinθ] 2 =S2 2 (5)

[0085] Substituting formulas (1), (2), (3), and (4) into formula (5), we can obtain the following formula:

[0086]

[0087] Simplifying, we get:

[0088]

[0089] At this point, we get formula (6), which contains two unknown variables, x3 and y3. Another equation is needed to solve for the specific values ​​of x3 and y3.

[0090] Second, at t=0(s), the radar wave transmitter 2 on the nose of the aircraft sends out a short radar wave. After t0(s), the radar wave is reflected by an obstacle. After t2-t0(s), the reflected radar wave is received by the radar receiver 7-2 on the right wing. The process is shown in Figure (10):

[0091] From Figure (10), we can get the following formula:

[0092] S1+S3=V1t2 (7)

[0093] Where V1 is the radar wave speed (known).

[0094]

[0095]

[0096]

[0097]

[0098] After simplifying the trigonometric functions, we get:

[0099]

[0100] Substituting formulas (2), (3), (4), (9), and (10) into formula (12), we can obtain the following formula:

[0101]

[0102] Combining equations (6a) and (13) yields the exact values ​​of x3 and y3.

[0103] In fact, a third equation can be obtained according to the coordinates of the other wing radar receiver 7-3 and the receiving time t3, and this third equation can be used to calibrate the plane coordinates of the obstacle.

[0104] Thus, the distance and direction between the obstacle and the aircraft at time t1 or t2 can be obtained (depending on which time difference between t1 and t2 is longer, which is related to the angle between the line connecting the obstacle and the aircraft nose radar receiver 7-1 and the aircraft flight direction). When t1>t2, the distance between the obstacle and the aircraft nose radar receiver 7-1 at time t1 is:

[0105]

[0106] The angle θ between the line connecting the obstacle and the aircraft nose radar receiver 7-1 and the aircraft flight direction J (That is, the obstacle azimuth mentioned above) is:

[0107]

[0108] When t2>t1, the distance between the obstacle and the aircraft nose radar receiver 7-1 at t2 is:

[0109]

[0110] At this time, the angle θ between the line connecting the obstacle and the aircraft nose radar receiver 7-1 and the aircraft flight direction is J (That is, the obstacle azimuth mentioned above) is:

[0111]

[0112] This can tell us whether the aircraft will collide. If so, the collision time can be calculated based on the flight speed, so that avoidance can be carried out in advance.

[0113] The entire process from transmitting radar waves to calculating the obstacle position and then the aircraft performing manual or automatic avoidance is as follows:

[0114] 1. At T = 0s, the radar wave transmitter 2 on the nose of the aircraft emits specially modulated radar waves;

[0115] 2. Radar waves are reflected when encountering obstacles;

[0116] 3. After intervals of T1, T2, and T3S, the three radar receivers (7-1, 7-2, and 7-3) receive the transmitted radar waves. Assume that the maximum value among T1, T2, and T3 is T max ;

[0117] 4. The obstacle avoidance program is based on 0~T max The real-time record of flight speed, direction, etc. within the time period and other known data are used to calculate T max The distance and azimuth between the obstacle and the aircraft at any given moment (i.e., the angle between the line connecting the obstacle and the aircraft radar receiver 7-1 and the flight direction of the aircraft);

[0118] 5. The obstacle avoidance program determines whether the aircraft is on the flight path. If not, the aircraft continues to fly in a straight line at a constant speed. If it is, the collision time is calculated and the pilot is warned.

[0119] 6. The pilot issues an evasion command to urgently start the second jet engine 4 and the third jet engine 12. The flight attitude control program calculates the fuel supply to each engine according to the emergency take-off altitude or the turning radius and the turning angle. The aircraft performs a jump take-off flight or a small radius turning flight according to the fuel supply mode on both sides. If the pilot fails to issue an evasion command before the critical time for some reason, the central control system automatically takes over the flight of the aircraft and issues an evasion command based on the flight big data.

[0120] Those skilled in the art may make various modifications and variations to the present invention. If these modifications and variations are within the scope of the claims of the present invention and their equivalent technologies, these modifications and variations are still within the scope of protection of the patent of the present invention.

[0121] The contents not described in detail in the specification are prior art known to those skilled in the art.

Claims

1. A large-scale ground effect vehicle for passenger and cargo use, comprising a ground effect vehicle body, wherein the ground effect vehicle body comprises three major parts: a ground effect vehicle nose, a ground effect vehicle fuselage, and a ground effect vehicle tail, and is characterized in that: The front end of the ground effect vehicle nose is provided with a bionic flow-breaking sharp nozzle, the interior of the ground effect vehicle nose is provided with a radar radio wave transmitter, the upper part of the ground effect vehicle nose is provided with a cockpit, a pilot emergency ejection seat with a built-in parachute is installed in the cockpit, a second jet engine is symmetrically arranged at the oblique rear of the cockpit, the axis of the air inlet of the second jet engine is vertical or has a small angle with the vertical, after starting, the second jet engine absorbs airflow from the upper part of the engine and ejects it downward, a pair of oblique support beams symmetrically extending obliquely to the rear are provided at the top of the rear cabin of the cockpit, two first jet engines are symmetrically arranged on each of the oblique support beams, the airway of the first jet engine is horizontally arranged or slightly angled with the horizontal, and at least one radar wave receiver is installed at the top of the nose between the two oblique support beams; Both sides of the ground effect vehicle fuselage are provided with elastic wings of streamlined structure, the ends of the elastic wings are provided with a streamlined cabin for floating, the middle front part of the streamlined cabin for floating is equipped with a third jet engine, the airway of which is vertical or at a small angle to the vertical, and airflow is sucked from the upper part of the engine and ejected downwards during startup, so that upward lift can be provided for the ground effect vehicle fuselage, and the nose lift provided by the second jet engine is jointly maintained to smoothly rise or hover in the air for the ground effect vehicle as a whole, and an air bag and an air bag inflation device are provided inside the streamlined cabin for floating; The tail of the ground effect vehicle is provided with a streamlined vertical tail fin, and the streamlined vertical tail fin is provided with a horizontal whale tail type balance wing.

2. The large-scale ground-effect vehicle for passenger and cargo use according to claim 1, characterized in that: The first jet engine is provided with two groups, one group is located at the ends of the oblique support beams on both sides, and the other group is located above the middle position of the oblique support beams on both sides. The oblique support beams are internally provided with oil pipelines for supplying fuel thereto.

3. The large-scale ground-effect vehicle for passenger and cargo use according to claim 1, characterized in that: The lower part of the cockpit is provided with a central control system, which includes a central processing unit, a flight attitude control program, and an obstacle avoidance program. The radar wave receivers are provided with 3 units, which are respectively located in the middle of the oblique support beam at the top of the ground effect vehicle nose and in the front of the streamlined cabin at the two ends of the ground effect vehicle wing. Assuming that the time of sending the radio wave is T=0s, the obstacle avoidance program can automatically calculate T according to the time difference T1, T2, T3 of the radio wave signals received by the three radar wave receivers, the x, y coordinates of the three radar wave receivers at T=0s and the real-time flight speed, azimuth and other data of the aircraft. max The position and distance between the obstacle and the aircraft at the moment, T max It is the maximum value of the three time differences of T1, T2 and T3, and warns the pilot, who then issues avoidance instructions to perform avoidance flight. When the pilot fails to perform his duties for some reason, the central control system automatically takes over and performs avoidance flight a certain time before the critical time.

4. The large-scale ground-effect vehicle for passenger and cargo use according to claim 3, characterized in that: The evasive flight is controlled by a flight attitude control program and is divided into two types: (1) during a jump flight, the oil pipeline is controlled to supply equal amounts of oil to the second jet engine and the third jet engine on both sides of the fuselage, so that the fuselage can steadily increase its flight altitude; (2) during an emergency small-radius turn flight, the oil pipeline is controlled to supply unequal amounts of oil to the second jet engine and the third jet engine on both sides of the fuselage, so that the fuselage can tilt rapidly.

5. The large-scale ground-effect vehicle for passenger and cargo use according to any one of claims 1 to 4, characterized in that: The front wing edge of the elastic wing is thick, the rear wing edge is thin, and the rear of the wing is slightly tilted downward. When flying forward quickly, the airflow under the wing can be compressed to provide greater buoyancy for the ground effect vehicle; an oil pipeline and an auxiliary oil storage tank for supplying oil to the third jet engine are arranged inside the wing.

6. The large-scale ground-effect vehicle for passenger and cargo use according to any one of claims 1 to 4, characterized in that: The elastic wing is made of a lightweight high-strength alloy or high-performance fiber. All outer surfaces of the aircraft are coated with a special coating that prevents seawater corrosion, and the coating of the anti-corrosion coating below the waterline is thickened.

7. The large-scale ground-effect vehicle for both passenger and cargo use according to any one of claims 1 to 4, characterized in that: A bionic flow-breaking nozzle with a double-sided streamlined structure is installed in front of the streamlined cabin to break the airflow in front of the streamlined cabin during flight.

8. The large-scale ground-effect vehicle for both passenger and cargo use according to any one of claims 1 to 4, characterized in that: The upper part of the ground effect vehicle fuselage is provided with an openable aircraft hatch, which is opened in an electric split-opening or electric flat-opening manner and is provided with an emergency manual opening wrench.

9. The large-scale ground-effect vehicle for both passenger and cargo use according to any one of claims 1 to 4, characterized in that: A fuselage balance display is arranged on the wall of the ground effect vehicle fuselage, which can display whether the fuselage load of the ground effect vehicle is balanced after loading, that is, whether it can be in a flight balance state in the air after taking off, according to the distribution of cargo and personnel in the cabin before takeoff.

10. The large-scale ground-effect vehicle for both passenger and cargo use according to any one of claims 1 to 4, characterized in that: A pair of deceleration parachutes are also symmetrically installed inside the tail of the ground effect vehicle. When the ground effect vehicle encounters an emergency and needs to make a quick emergency landing, the deceleration parachutes can be manually opened and used by the pilot or automatically opened after the central control system takes over the flight. The deceleration parachutes cooperate with the reverse thrust function of the jet engine to greatly reduce the landing distance of the ground effect vehicle and avoid collision with ships, islands, reefs or other obstacles.

11. An obstacle avoidance method for a large passenger and cargo dual-purpose ground effect vehicle, comprising the large passenger and cargo dual-purpose ground effect vehicle according to any one of claims 1 to 10, characterized in that: The following steps are included: (1) T = 0s, the nose of the WIG vehicle emits radar waves; (2) Radar waves are emitted when they encounter obstacles; (3) After intervals of T1, T2, and T3 s, the three radar receivers receive the transmitted radar waves. Assume that the maximum value among T1, T2, and T3 is T max ; (4) The obstacle avoidance program is based on 0~T max The real-time record of flight speed, direction, etc. during the time period and other known data (such as the fuselage coordinates of the radar receiver) are used to calculate T max The distance and azimuth between the obstacle and the radar receiver 1 on the upper part of the aircraft fuselage at any given moment; (5) The obstacle avoidance program determines whether the aircraft is on the flight path. If not, the aircraft continues to fly in a straight line and at a constant speed. If it is, the collision time is calculated and the pilot is warned in advance. (6) The pilot issues an evasion command to urgently start the second and third jet engines. The flight attitude control program calculates the amount of fuel to be supplied to each engine based on the emergency take-off altitude and turning angle and other instructions. The aircraft then performs a jump take-off flight or a small-radius turn flight based on the fuel supply pattern on both sides. If the pilot fails to issue an evasion command before the critical time for some reason, the central control system automatically takes over the flight of the aircraft and issues an evasion command based on the flight big data.

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