An active lift-enhancing tandem-wing ground effect vehicle

Abstract

The present invention relates to an active lift-enhancing tandem-wing ground effect vehicle, and relates to the field of ground effect vehicles. The invention aims to overcome the shortcomings of requiring a stable takeoff environment, a long takeoff time, and complex operation. The active lift-enhancing tandem-wing ground effect vehicle comprises a body, a cockpit is provided in the middle of the top of the body, connecting pieces symmetrically arranged along the body direction are fixedly mounted on the front and rear sides of the body, the front connecting piece and the rear connecting piece are both fixedly connected to a wing structure, the wing structure fixed to the connecting piece on the front side of the body has an inclination angle with the ground, and the wing structure fixed to the connecting piece on the rear side of the body has an inclination angle with the ground, and the front wing inclination angle is greater than the rear wing inclination angle. The invention arranges the aircraft's own equipment load at the front side of the body. The invention increases the inclination angles of the blades and the front and rear wing structures with the ground through a tandem-wing layout. When the aircraft is in operation and is affected by ground effect, the aircraft can obtain maximum lift compensation.

Description

Technical Field

[0001] The present invention relates to the field of ground effect vehicles, in particular to an active lift-enhancing tandem-wing ground effect vehicle. Background Art

[0002] A ground effect vehicle is a multi-media aircraft that can cross water, ground, shallows, reefs, gravel and other terrains without obstacles. It has the advantages of high lift, high flexibility and stable flight.

[0003] When existing aircraft fly over water, they usually need to accelerate and glide on the water surface for a certain distance. During the gliding process, the aircraft needs to rely on the cooperation of the ailerons and multiple flight control surfaces to obtain a sufficiently large lift coefficient to complete takeoff. During this process, a stable takeoff environment is required, the takeoff time is long, and the operation is complicated. Summary of the Invention

[0004] In order to overcome the shortcomings of requiring a stable take-off environment, long take-off time and complex operation, the purpose of the present invention is to provide an active lift-enhancing tandem-wing ground effect vehicle.

[0005] The technical solution is: an active lift-enhancing tandem-wing ground effect vehicle, comprising an organism, a cockpit being provided in the middle of the top of the organism, connecting pieces symmetrically arranged along the direction of the organism being fixedly mounted on the front and rear sides of the organism, the front connecting piece and the rear connecting piece being fixedly connected to a wing structure, the wing structure fixed to the connecting piece on the front side of the organism being inclined at an angle of 7° to 9° to the ground, the wing structure fixed to the connecting piece on the rear side of the organism being inclined at an angle of 6° to 8° to the ground, the front wing being inclined at an angle greater than the rear wing being inclined at an angle, and the aircraft's own equipment load being arranged at the front side of the organism, for To achieve the balance of the aircraft's own load during flight, the fuselage is fixedly connected to a fixing frame symmetrically arranged along the fuselage, a vertical tail is connected to the side of the fuselage away from the fixing frame, the symmetrically arranged fixing frame is fixedly connected to a fixing tube, the fixing tube is fixedly connected to a cable tube symmetrically arranged along the fixing tube, a brushless motor is fixedly installed on the side of the cable tube away from the fuselage, the output end of the brushless motor is fixedly connected to a blade, the outlet surface of the blade is inclined at an angle of 40° to 60° to the bottom surface, and is used to guide air between the wing and the ground, so as to generate a ground effect between the aircraft and the ground or water surface during operation.

[0006] As a further preferred solution, the wing structure on the front side of the fuselage is exactly the same in shape and area as the wing structure on the rear side.

[0007] As a further preferred solution, the height of the trailing edge of the wing structure is flush with the ground or water surface.

[0008] As a further preferred embodiment, a skid is also included, which is fixedly connected to the side of the wing away from the fuselage structure. The skid extends downward from the bottom of the wing to form a support surface for increasing the contact area of ​​the aircraft with the ground or water surface. A retaining wall is formed between the skid and the bottom of the wing to prevent airflow from diffusing.

[0009] As a further preferred solution, a winglet is also included, which is fixedly connected to the side of the rear wing structure away from the fuselage to reduce the wingtip vortex generated by the aircraft during flight.

[0010] As a further preferred solution, it also includes a steering wheel, which is rotatably connected to the fuselage and located on the front side of the cockpit. An angle sensor is fixedly installed on the side of the fuselage adjacent to the steering wheel. The angle sensor is in contact with the steering wheel. The angle sensor is electrically connected to the brushless motor through the control module and is used to control the power of the brushless motor, thereby controlling the turning and U-turn of the aircraft.

[0011] As a further preferred option, the front side of the fuselage is provided with a guide surface inclined toward the rear side to reduce resistance when gliding on the water surface. The bottom of the fuselage is concave upward to form at least two step surfaces to reduce the area of ​​contact with the water surface when the aircraft is flying on the water surface.

[0012] As a further preferred embodiment, the wing structure also includes a circular main beam, which runs through the wall of the fuselage. There are at least four circular main beams, and each circular main beam forms a group of two. The two circular main beams in each group are respectively fixedly connected to the front and rear sides of the fuselage. The two circular main beams in each group are fixedly connected to the wing ribs with equal intervals, and the wing ribs with equal intervals are fixedly connected to each other in an interlaced manner with trusses with equal intervals. The outer sides of the trusses and the wing ribs are fixedly covered with skin.

[0013] The beneficial effects of the present invention are as follows: the present invention increases the inclination angle of the blades and the front and rear wing structures to the ground through a tandem wing layout. When the aircraft is running, under the influence of the ground effect, the aircraft can obtain maximum lift compensation, so that the aircraft can be quickly lifted up without gliding. At the same time, it avoids the phenomenon of separation of the airflow on the upper surface of the wing when the aircraft starts due to the excessive design of the front and rear wing inclination angles, thereby avoiding the occurrence of a decrease in lift compensation.

[0014] The diffusion of high-pressure airflow at the bottom of the wing structure is blocked by the retaining wall, thereby further improving the utilization rate of the ground effect high-pressure airflow.

[0015] By tilting the front wing structure at a greater angle of attack than the rear wing structure, the front wing mechanism can quickly lift the weighted portion of the aircraft, thereby reducing the load pressure on the rear of the aircraft. At the same time, when the front wing structure is lifted at an excessive angle, it stalls, causing the front of the aircraft to drop, preventing the aircraft from over-lifting and automatically maintaining the aircraft's pitch balance for rapid takeoff. By turning the steering wheel to control the power of the brushless motor on one side of the aircraft, small-radius turns and U-turns are achieved. Compared with traditional aircraft that use linkages to control wing control surfaces, this aircraft eliminates the complex multi-link mechanism and does not rely on aerodynamic control surfaces. It is simple to operate, has a small turning radius, and is fast, greatly simplifying the aircraft's operating procedures.

[0016] Through the design of the hull guide surface, the gliding resistance of the aircraft is reduced when gliding on the water.

[0017] Through the multiple step surfaces at the bottom of the wing, the aircraft can take off more smoothly and quickly when flying out of the water.

[0018] By installing a circular main beam that is fixed through the wing structure and the fuselage, the fuselage and the wing structure are firmly fixed together, which greatly improves the strength of the wing structure and the fuselage while reducing weight, ensuring the safety of the structure during flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention.

[0020] Figure 2 It is a side view of the three-dimensional structure of the present invention.

[0021] Figure 3 It is a schematic diagram of the three-dimensional structure of the body and steering wheel components of the present invention.

[0022] Figure 4 It is a schematic diagram of the three-dimensional structure of the components such as the slide, guide surface and step surface of the present invention.

[0023] Figure 5 It is a schematic diagram of the three-dimensional structure of the components such as the cable tray, brushless motor and blades of the present invention.

[0024] Figure 6 It is a schematic diagram of the three-dimensional structure of the circular main beam, trusses, ribs and other components of the present invention.

[0025] The numbers in the figure are: 1- fuselage, 2- cockpit, 21- steering wheel, 22- angle sensor, 3- wing structure, 31- circular main beam, 32- stringer, 33- wing rib, 34- skin, 4- fixing frame, 5- connecting piece, 6- vertical tail, 7- fixing tube, 8- cable tube, 9- brushless motor, 10- blade, 11- skid, 111- retaining wall, 12- wingtip winglet, 13- guide surface, 14- step surface. DETAILED DESCRIPTION

[0026] The following further describes the technical solution with reference to specific embodiments. It should be noted that terms such as "up," "down," "left," and "right" used herein to indicate directions refer only to the positions of the structures depicted in the corresponding drawings. Component numbers, such as "first" and "second," are used solely to distinguish the components being described and do not convey any sequential or technical meaning. References to "connected" and "coupled" in this application, unless otherwise specified, include both direct and indirect connections (couplings).

[0027] Example 1: An active lift-enhancing tandem-wing ground effect vehicle, such as Figure 1-Figure 5 As shown, it includes an organism 1, a cockpit 2 is opened in the middle of the top of the organism 1, and connecting pieces 5 are fixedly installed on the front and rear sides of the organism 1 and are arranged symmetrically along the direction of the organism 1. The front connecting piece 5 and the rear connecting piece 5 are both fixedly connected to a wing structure 3. The wing structure 3 fixed to the connecting piece 5 on the front side of the organism 1 has an inclination angle of 9° with the ground, and the wing structure 3 fixed to the connecting piece 5 on the rear side of the organism 1 has an inclination angle of 8° with the ground. The inclination angle of the front wing is greater than the inclination angle of 1° at the rear. By setting the load of the aircraft's own equipment on the front side of the organism 1, it is used to achieve the balance of the aircraft's own load during flight. The wing structure 3 on the front side of the organism 1 and the wing structure 3 on the rear side of the organism 1 are fixed to the wing structure 3 on the front side of the organism 1. The shape and area of ​​the wing structure 3 are exactly the same. The height of the trailing edge of the wing structure 3 is flush with the ground or water surface. The front side of the fuselage 1 is fixedly connected to a fixing frame 4 symmetrically arranged along the fuselage 1, and a vertical tail 6 is connected to the top of the rear side of the fuselage. The symmetrically arranged fixing frame 4 is fixedly connected to a fixing tube 7, and the fixing tube 7 is fixedly connected to a cable tube 8 symmetrically arranged along the fixed tube 7. A brushless motor 9 is fixedly installed on the outside of the cable tube 8, and a blade 10 is fixedly connected to the output end of the front side of the brushless motor 9. The outlet surface of the blade 10 is inclined at an angle of 60° to the bottom surface, which is used to guide air between the wing and the ground, so as to generate a ground effect with the ground or water surface during the operation of the aircraft.

[0028] like Figure 1 and Figure 4 As shown, it also includes a skid 11, which is fixedly connected to the outside of the wing. The skid 11 extends downward from the bottom of the wing to form a support surface for the aircraft to increase the contact area with the ground or water surface. A retaining wall 111 is formed between the skid 11 and the bottom of the wing to prevent airflow from diffusing.

[0029] First, when the aircraft stays on the water surface, the skid 11 on the outside of the wing structure 3 increases the contact area between the aircraft and the water surface, ensuring that the aircraft does not tilt to one side when it stays on the water surface. When it is necessary to fly, the brushless motor 9 is started, and the brushless motor 9 drives the blades 10 to rotate. The rotation of the blades 10 drives the airflow to flow toward the rear and lower side at high speed. After the airflow passes through the wing structures 3 on the front and rear sides of the fuselage 1, the air flow rate on the upper side of the wing structure 3 is greater than the air flow rate on the lower side of the wing structure 3. The air flow rate on the upper side of the wing structure 3 is fast and the pressure is low, which makes the wing structure 3 generate lift. Then the airflow flows toward the water surface and the ground. Due to the ground effect, after the airflow passes through the wing, when it reaches the bottom of the fuselage 1, the air between the lower surface of the wing structure and the water surface and the ground is squeezed to form a high-pressure area like an air cushion, thereby increasing the lift. The pressure difference between the upper and lower surfaces of the wing structure 3 is increased. At the same time, the diffusion of the airflow in the high-pressure area at the bottom of the wing structure 3 is further blocked by the retaining wall 111 between the skid 11 and the wing structure 3. This enables the aircraft to obtain additional lift, thereby increasing the lift at the bottom of the aircraft. Under the support of the lift generated by the above-mentioned airflow and ground effect, the front wing structure 3 is forced to drive the front side of the fuselage 1 to lift upward rapidly. Since the inclination angle of the front wing is greater than the inclination angle of the rear wing structure 3 during the lifting process of the fuselage 1, the lift coefficient obtained is greater than that of the rear wing structure 3. During the lifting process of the fuselage 1, the main load of the aircraft itself is lifted, and the load pressure of the rear wing structure 3 is reduced. Subsequently, the rear wing structure 3 is affected by the airflow and ground effect, driving the rear side of the fuselage 1 to follow and lift up, completing the takeoff;

[0030] During takeoff, when the front wing structure 3 is subjected to excessive lift, causing the front of the fuselage 1 to pitch excessively, the wing pitches along with the fuselage, and the angle of attack between the wing chord and the relative airflow increases. When the angle of attack exceeds a critical value, the flow state of the airflow on the upper surface of the wing is disrupted, causing stall, reducing the lift of the wing and automatically pressing down the front of the fuselage 1 to restore the pitch balance of the aircraft, thereby ensuring that the aircraft maintains a balanced state during takeoff. When the entire fuselage 1 is about 20 centimeters above the ground, the takeoff maneuver is completed.

[0031] Subsequently, as the throttle continues to increase, the aircraft flies forward, and the vertical tail 6 on the rear side of the fuselage 1 is used to maintain the heading of the aircraft during flight, preventing the aircraft from deviating from the heading or rotating during flight. In summary, the present invention increases the inclination angle of the blades 10 and the front and rear wing structures 3 with the ground through a tandem wing layout. When the aircraft is running, under the influence of the ground effect, the aircraft can obtain maximum lift compensation, so that the aircraft can be quickly lifted up without gliding. At the same time, it avoids the separation of the airflow on the upper surface of the wing when the aircraft starts due to the excessive design of the front and rear wing inclination angles, thereby causing a decrease in lift compensation. The phenomenon of preventing the high-pressure airflow at the bottom of the wing structure 3 from diffusing during takeoff is prevented by the retaining wall 111, thereby further improving the utilization rate of the ground effect high-pressure airflow. During takeoff, the angle of attack of the front wing structure 3 is greater than the angle of attack of the rear wing structure 3, so that the front wing mechanism can drive the weight-bearing part of the fuselage 1 to lift up quickly, thereby reducing the load pressure on the rear side of the fuselage 1. At the same time, when the lifting angle of the front wing structure 3 is too large, the front wing structure 3 stalls, causing the front side of the fuselage 1 to descend, preventing the fuselage 1 from lifting up excessively, and automatically maintaining the pitch balance of the aircraft, thereby achieving a rapid takeoff.

[0032] Example 2: Based on Example 1, Figure 1 As shown, it also includes a wingtip winglet 12, which is fixedly connected to the side of the rear wing structure 3 away from the fuselage 1, and is used to reduce the wingtip vortex generated by the aircraft during flight, while achieving the function of the vertical tail and maintaining flight stability.

[0033] like Figure 1 and Figure 3 As shown, it also includes a steering wheel 21, which is rotatably connected to the top of the body 1 and is located on the front side of the cockpit 2. An angle sensor 22 is fixedly installed on the side of the body 1 adjacent to the steering wheel 21. The angle sensor 22 is in contact with the steering wheel 21. The angle sensor 22 is electrically connected to the brushless motor 9 through the control module and is used to control the power of the brushless motor 9, thereby realizing the control of the aircraft's turning and U-turn.

[0034] In order to make the aircraft easier to control during flight, the specific operations are as follows: by increasing the power of the brushless motor 9, the blades 10 rotate faster, thereby increasing the air flow rate, allowing the aircraft to fly forward, and maintaining the stability of the aircraft through the vertical tail 6 during flight. Then, the winglets 12 set on both sides of the rear wing structure 3 reduce the wingtip vortex caused by the airflow passing through the rear wing structure 3, thereby reducing the induced drag generated by the wingtip vortex, further ensuring the stability of the flight attitude. When the aircraft needs to turn during flight, for example, when turning to the right, by turning the steering wheel 21 clockwise, the angle sensor 22 sends an electrical signal when detecting the rotation of the steering wheel 21. After receiving the electrical signal, the control module controls the brushless motor 9 located on the left side of the body 1 to increase the power, so that the left side of the aircraft turns. The air flow rate on the side is accelerated, and at the same time, the power of the brushless motor 9 located on the right side of the body 1 is adaptively reduced. Through the flow rate difference of the airflow on the left and right sides of the body 1, the wing on the left side of the body 1 is driven to deflect quickly to the right to realize the turning or U-turn of the aircraft. When the steering wheel 21 is rotated more, the power of the controlled brushless motor 9 is greater, and the turning and U-turn speed of the aircraft is faster. When the aircraft completes the turn or U-turn, the steering wheel 21 can be straightened. In summary, the power of the brushless motor 9 on one side of the body 1 is controlled by rotating the steering wheel 21 to realize small-radius turns and U-turns. Compared with traditional aircraft that use connecting rods to control the wing control surfaces to realize turning or U-turns, the complex multi-link mechanism is eliminated, and it does not rely on aerodynamic control surfaces. The operation is simple, the turning radius is small, and the speed is fast, which greatly simplifies the operation process of the aircraft.

[0035] Example 3: Based on Example 2, Figure 2 and Figure 4 As shown, the lower front part of the fuselage 1 is provided with a guide surface 13 inclined toward the rear side, which is used to reduce the resistance when gliding on the water surface. The bottom of the fuselage 1 is concave upward to form two step surfaces 14, which are used to reduce the area of ​​contact with the water surface during the aircraft flying on the water surface.

[0036] When the aircraft is gliding on the water, in order to ensure that the aircraft flies more smoothly from the water surface to the air, the specific operations are as follows: when the aircraft is gliding on the water, the guide surface 13 on the front side of the body 1 is used to reduce the resistance encountered by the aircraft when gliding on the water surface; when it is necessary to fly during the gliding process, the power of the brushless motor 9 is increased to make the body 1 glide quickly on the water surface; the multiple step surfaces 14 at the bottom of the body 1 are used to reduce the contact between the bottom of the body 1 and the water surface; when the aircraft accelerates, the step surfaces 14 can quickly push the water away, reducing the water resistance and making it easier for the aircraft to take off. In summary, the design of the hull guide surface 13 achieves the goal of reducing the gliding resistance of the aircraft when gliding on the water surface; at the same time, when the aircraft is flying out of the water, the multiple step surfaces 14 at the bottom of the wing are used to achieve a smoother and faster take-off when gliding.

[0037] Example 4: Based on Example 3, Figure 6 As shown, the wing structure 3 also includes a circular main beam 31, which runs through the left and right walls of the fuselage 1. There are four circular main beams 31, and each circular main beam 31 forms a group of two. The two circular main beams 31 in each group are respectively fixedly connected to the front and rear sides of the fuselage 1. The circular main beams 31 are made of carbon fiber material. The two circular main beams 31 in each group are fixedly connected with equally spaced ribs 33. The equally spaced wing ribs 33 are fixedly connected with equally spaced stringers 32 in an interlaced manner. The outer sides of the stringers 32 and the wing ribs 33 are fixedly covered with a skin 34.

[0038] In order to further strengthen the strength of the wing structure 3 and the fuselage 1, a circular main beam 31 is fixedly installed between the wing structure 3 and the fuselage 1, so that the fuselage 1 and the wing structure 3 are firmly fixed together, so that the strength of the wing structure 3 and the fuselage 1 is greatly improved while reducing the weight, thereby ensuring the safety of the structure during flight of the aircraft.

[0039] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An active lift-enhancing tandem-wing ground effect vehicle, characterized in that: The invention comprises an organism (1), wherein a cockpit (2) is provided in the middle of the top of the organism (1), and connecting pieces (5) are fixedly installed on the front and rear sides of the organism (1) and are symmetrically arranged along the direction of the organism (1), and the front connecting piece (5) and the rear connecting piece (5) are fixedly connected to a wing structure (3), and the wing structure (3) fixed to the connecting piece (5) on the front side of the organism (1) has an inclination angle of 7° to 9° with the ground, and the wing structure (3) fixed to the connecting piece (5) on the rear side of the organism (1) has an inclination angle of 6° to 8° with the ground, and the inclination angle of the front wing is greater than the inclination angle of the rear wing. By arranging the load of the aircraft's own equipment on the front side of the organism (1), the aircraft can realize its own load when flying. Balance, the fuselage (1) is fixedly connected to a fixing frame (4) symmetrically arranged along the fuselage (1), the fuselage (1) is connected to a vertical tail (6) on a side away from the fixing frame (4), the symmetrically arranged fixing frame (4) is fixedly connected to a fixing pipe (7), the fixing pipe (7) is fixedly connected to a cable duct (8) symmetrically arranged along the fixing pipe (7), a brushless motor (9) is fixedly installed on a side of the cable duct (8) away from the fuselage (1), the output end of the brushless motor (9) is fixedly connected to a blade (10), the wind outlet surface and the bottom surface of the blade (10) are inclined at an angle of 40° to 60°, and are used to guide air between the wing and the ground, so as to generate a ground effect with the ground or water surface during the operation of the aircraft.

2. An active lift-enhancing tandem-wing ground effect vehicle as claimed in claim 1, characterized in that: The wing structure (3) on the front side of the fuselage (1) and the wing structure (3) on the rear side have the same shape and area.

3. An active lift-enhancing tandem-wing ground effect vehicle as claimed in claim 2, characterized in that: The height of the trailing edge of the wing structure (3) is level with the ground or water surface.

4. An active lift-enhancing tandem-wing ground effect vehicle as claimed in claim 3, characterized in that: The invention also includes a skid (11), which is fixedly connected to a side of the wing away from the body (1) structure. The skid (11) extends downward from the bottom of the wing to form a support surface for the aircraft to increase the contact area with the ground or water surface. A retaining wall (111) is formed between the skid (11) and the bottom of the wing to prevent airflow from diffusing.

5. An active lift-enhancing tandem-wing ground effect vehicle as claimed in claim 4, characterized in that: It also includes a winglet (12), which is fixedly connected to the side of the rear wing structure (3) away from the fuselage (1) and is used to reduce wingtip vortices generated by the aircraft during flight.

6. An active lift-enhancing tandem-wing ground effect vehicle as claimed in claim 5, characterized in that: The invention also includes a steering wheel (21), which is rotatably connected to the body (1). The steering wheel (21) is located on the front side of the cockpit (2). An angle sensor (22) is fixedly installed on a side of the body (1) adjacent to the steering wheel (21). The angle sensor (22) is in contact with the steering wheel (21). The angle sensor (22) is electrically connected to the brushless motor (9) through a control module and is used to control the power of the brushless motor (9), thereby realizing the control of turning and U-turning of the aircraft.

7. An active lift-enhancing tandem-wing ground effect vehicle as claimed in claim 6, characterized in that: The front side of the fuselage (1) is provided with a guide surface (13) inclined toward the rear side, which is used to reduce the resistance when gliding on the water surface. The bottom of the fuselage (1) is concave upward to form at least two step surfaces (14), which are used to reduce the area of ​​contact with the water surface during the process of the aircraft flying on the water surface.

8. An active lift-enhancing tandem-wing ground effect vehicle as claimed in claim 7, characterized in that: The wing structure (3) further comprises a circular main beam (31), the circular main beam (31) passing through the wall of the fuselage (1), the number of the circular main beams (31) being at least four, the circular main beams (31) forming a group of two, the two circular main beams (31) in each group being fixedly connected to the front and rear sides of the fuselage (1), the two circular main beams (31) in each group being fixedly connected to wing ribs (33) distributed at equal intervals, the wing ribs (33) distributed at equal intervals being fixedly connected to each other in an interlaced manner with stringers (32), and the outer sides of the stringers (32) and the wing ribs (33) being fixedly covered with skins (34).

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