A seaplane and its operation method

Abstract

This invention relates to a watercraft, belonging to the field of water transportation technology. By installing wings and air propellers on the top of the hull, the propellers generate powerful thrust through air rotation, propelling the hull forward. A connecting rod and float plate are installed at the bottom of the hull. The float plate generates lift during high-speed navigation, partially lifting the hull out of the water, with only the float plate in contact with the water. This significantly reduces the contact area between the hull and the water, greatly reducing drag and enabling high-speed navigation. This invention integrates the principles of aircraft aerodynamics, ship floating dynamics, and water-based gliding. Through the coordinated operation of the air propeller, wings, and float plate, the watercraft achieves a new dynamic between water surface tension drift and air-based gliding. This overcomes most water resistance, increases carrying capacity, improves energy efficiency, and expands its application range.

Description

Technical Field

[0001] This invention belongs to the field of water transportation technology, specifically relating to a watercraft and its operation method. Background Technology

[0002] Traditional watercraft typically employ a hull design that relies on the hull's own buoyancy to float on the water's surface. When a vessel is in motion, a propeller at the bottom of the hull rotates, pushing against the water to generate a reaction force, thus providing forward propulsion. The hull is generally designed to be relatively wide to ensure sufficient buoyancy and stability, allowing the vessel to navigate smoothly on the water.

[0003] However, the speed of traditional ships is significantly limited by the water medium. Water is much denser than air, and when a ship sails in water, significant frictional resistance is generated between the hull surface and the water. Simultaneously, the ship's movement generates waves, creating wave drag. These resistances increase dramatically with increasing speed, requiring the ship's engine to consume a large amount of energy to overcome them. This significantly limits the ship's speed, making high-speed navigation difficult. Summary of the Invention

[0004] To address the problem that the speed of traditional ships is significantly limited by the water medium, this invention provides a watercraft.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] In a first aspect, the present invention provides a watercraft, comprising a hull, wherein a wing is provided on the top of the hull, and an air propeller is provided on the wing, the air propeller being used to provide a forward thrust to the hull; a connecting rod and a float plate are provided at the bottom of the hull, the connecting rod being provided downward from the bottom side of the hull, the float plate being provided at the bottom end of the connecting rod, the upper side of the float plate being a horizontal plane, and the lower side of the float plate including a lifting surface and a floating surface arranged sequentially from front to back, the connection point of the lifting surface and the floating surface being the lowest point of the float plate, and the angle between the lifting surface and the vertical direction being smaller than the angle between the floating surface and the vertical direction.

[0007] As a preferred embodiment of the present invention, four connecting rods and four float plates are provided. The four connecting rods are respectively connected to the four corners of the bottom of the hull, and the four float plates are respectively connected to the bottom ends of the four connecting rods.

[0008] As a preferred embodiment of the present invention, the wing includes a first wing disposed on the front side of the top of the hull and a second wing disposed on the rear side of the top of the hull. The first wing and the second wing are arranged in parallel, and the area of ​​the second wing is smaller than the area of ​​the first wing.

[0009] As a preferred embodiment of the present invention, the bottom of the hull includes a first bottom surface, a second bottom surface, and a third bottom surface arranged sequentially from left to right. The second bottom surface is a horizontal plane. The height of the first bottom surface gradually decreases from the second bottom surface to the left side of the bottom of the hull, and the height of the third bottom surface gradually decreases from the second bottom surface to the right side of the bottom of the hull.

[0010] As a preferred embodiment of the present invention, a first airbag assembly is provided at the bottom of the hull. The first airbag assembly includes a gas generator built into the hull and a first airbag attached to the second bottom surface. The gas generator is connected to the power system of the seaplane through an automatic activation circuit built into the hull.

[0011] The hull has an internal water inlet cavity, and water inlet channels are located at preset emergency heights on both sides of the hull. The water inlet channels are connected to the upper end of the water inlet cavity. The automatic activation circuit includes a first conductive terminal, a second conductive terminal, and a conductive block disposed in the water inlet cavity. The first conductive terminal and the second conductive terminal are disposed at the same height on opposite sides of the inner wall of the water inlet cavity. The conductive block is connected to the water inlet cavity by an elastic element, and the conductive block is located above the first conductive terminal and the second conductive terminal. The elastic element provides an upward elastic force to the conductive block.

[0012] When water enters the inlet chamber through the inlet channel, the downward pressure on the conductive block increases. When the downward pressure on the conductive block is greater than or equal to the preset emergency pressure, the conductive block overcomes the elastic force of the elastic element and moves downward to abut against the first conductive terminal and the second conductive terminal. The automatic activation circuit is in a loop state, the gas generator is energized and activated, and releases gas into the first airbag.

[0013] As a preferred embodiment of the present invention, the side wall of the water inlet cavity is provided with a water outlet channel, which is connected to the water inlet cavity and the outside of the hull.

[0014] As a preferred embodiment of the present invention, the height of the water inlet channel gradually decreases from the outside of the hull towards the water inlet cavity; the height of the water outlet channel gradually decreases from the water inlet cavity towards the outside of the hull.

[0015] As a preferred embodiment of the present invention, the water outlet channel is equipped with a one-way valve, which guides the water inlet chamber toward the outside of the hull.

[0016] As a preferred embodiment of the present invention, a second airbag assembly is provided at the bottom of the hull. The second airbag assembly includes an air cylinder built into the hull and a second airbag attached to the first bottom surface and the third bottom surface. The air cylinder and the second airbag are connected by an electromagnetic valve, which is electrically connected to the control system of the seaplane.

[0017] Secondly, the present invention provides a method for operating a seaplane, applied to the seaplane described in the first aspect, comprising the following steps:

[0018] The air propeller is activated to provide forward thrust to the hull, enabling it to sail on the water. During this sailing process, the lifting surface of the float plate contacts the water surface and generates lift, causing part of the hull to rise.

[0019] When the water level on both sides of the hull reaches the preset emergency height, water enters the inlet chamber through the inlet channel. When the downward pressure on the conductive block is greater than or equal to the preset emergency pressure, the conductive block overcomes the elastic force of the elastic element and moves downward to abut against the first conductive terminal and the second conductive terminal, forming a loop state of the automatic activation circuit. The gas generator is energized and activated to release gas into the first airbag. The first airbag inflates, providing additional buoyancy to the hull and preventing the hull from sinking.

[0020] The beneficial effects of this invention are as follows:

[0021] This solution involves installing wings and air propellers on the top of the hull. The air propellers generate powerful thrust by rotating in the air, propelling the hull forward. By equipping the bottom of the hull with connecting rods and float plates, the float plates can generate lift when the hull is traveling at high speed, causing part of the hull to leave the water, with only the float plates in contact with the water. This significantly reduces the contact area between the hull and the water, greatly reducing sailing resistance and thus enabling high-speed sailing. Attached Figure Description

[0022] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings.

[0023] Figure 1 This is a three-dimensional structural diagram of a watercraft according to the present invention;

[0024] Figure 2 This is a schematic diagram of the floating plate structure of a watercraft according to the present invention;

[0025] Figure 3 This is a front view structural diagram of a watercraft according to the present invention;

[0026] Figure 4 This is a schematic diagram of the first structure of the water inlet cavity in a seaplane according to the present invention;

[0027] Figure 5 This is a schematic diagram of the second structure of the water inlet cavity in a water-going spacecraft according to the present invention.

[0028] Explanation of main symbols

[0029] In the picture:

[0030] 10. Hull; 11. Wing; 111. First wing; 112. Second wing; 12. Air propeller; 13. Connecting rod; 14. Float plate; 141. Lifting surface; 142. Float surface; 15. First bottom surface; 16. Second bottom surface; 17. Third bottom surface;

[0031] 20. First airbag; 21. Water inlet chamber; 22. Water inlet channel; 23. First conductive terminal; 24. Second conductive terminal; 25. Conductive block; 26. Elastic element; 27. Water outlet channel;

[0032] 30. Second airbag assembly. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0036] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0037] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0038] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0039] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. The illustrative expressions of the above terms in this specification should not be construed as necessarily referring to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0040] Please see Figure 1-5This embodiment provides a watercraft, including a hull 10. A wing 11 is mounted on the top of the hull 10, and an air propeller 12 is mounted on the wing 11. The air propeller 12 provides forward thrust to the hull 10. A connecting rod 13 and a float plate 14 are mounted on the bottom of the hull 10. The connecting rod 13 extends downwards from the bottom side of the hull 10, and the float plate 14 is located at the bottom end of the connecting rod 13. The upper side of the float plate 14 is horizontal, and the lower side of the float plate 14 includes a lifting surface 141 and a floating surface 142 arranged sequentially from front to back. The connection point between the lifting surface 141 and the floating surface 142 is the lowest point of the float plate 14. The angle between the lifting surface 141 and the vertical direction is smaller than the angle between the floating surface 142 and the vertical direction.

[0041] Specifically, in the initial stage of the launch phase of the watercraft in this embodiment, the air propeller 12 starts, generating thrust to accelerate the hull 10 forward. Initially, the bottom of the hull 10 is in contact with the water, resulting in significant resistance. However, as the speed increases, the lifting surface 141 of the float plate 14 and the wings 11 begin to function, generating lift and gradually raising the hull 10, separating the bottom from the water, reducing the contact area, and lowering resistance. During the high-speed navigation phase, the hull 10 travels at high speed under the continuous thrust of the air propeller 12. At this time, the floating surface 142 of the float plate 14 contacts the water surface, providing stable buoyancy to support the weight of the hull 10, while reducing the immersion depth of the hull 10 in the water and reducing the water's resistance to the hull 10. The hull 10 mainly relies on the interaction between the float plate 14 and the water to maintain buoyancy and stability, while the air propeller 12 continues to provide forward propulsion. When the hull 10 needs to decelerate or stop, the thrust of the air propeller 12 gradually decreases. As the speed decreases, the lift generated by the float plate 14 and the wing 11 decreases, and the hull 10 gradually returns to the water surface, returning to the traditional ship navigation state, relying on the buoyancy of the hull 10 itself to float on the water surface.

[0042] Furthermore, there are four connecting rods 13 and four float plates 14. The four connecting rods 13 are respectively connected to the four corners of the bottom of the hull 10, and the four float plates 14 are respectively connected to the bottom of the four connecting rods 13.

[0043] Understandably, when the hull 10 is traveling at high speed, the lifting surfaces 141 of the four float plates 14 simultaneously contact the water surface, generating a lifting force that partially raises the hull 10, reducing the contact area with the water and lowering resistance. The floating surfaces 142 of the float plates 14 provide stable buoyancy after the hull 10 is raised, ensuring the stability of the hull 10 during high-speed travel. Specifically, the four float plates 14 are symmetrically distributed at the four corners of the bottom of the hull 10, providing a uniform buoyancy distribution and enhancing the stability of the hull 10 on the water surface. Especially during takeoff and landing, they effectively reduce the swaying and tilting of the hull 10.

[0044] Furthermore, the wing 11 includes a first wing 111 located on the front side of the top of the hull 10 and a second wing 112 located on the rear side of the top of the hull 10. The first wing 111 and the second wing 112 are arranged in parallel, and the area of ​​the second wing 112 is smaller than that of the first wing 111. The front wing 11 has a larger area, which can generate more lift and help the hull 10 to better lift off the water and stay in the air during high-speed navigation. The rear wing 11 has a smaller area, which can reduce air resistance and provide the necessary aerodynamic balance during takeoff and navigation of the hull 10, preventing the stern of the hull 10 from sinking.

[0045] Specifically, during the start-up phase, the air propeller 12 starts, generating thrust to accelerate the hull 10 forward. The front wing 11 begins to generate lift, which gradually increases with speed, helping to lift the front of the hull 10. Meanwhile, the rear wing 11 generates a smaller lift, assisting the front wing 11 to gradually lift the hull 10 out of the water. When the hull 10 needs to decelerate or land, the thrust of the air propeller 12 gradually decreases, and the lift generated by the front wing 11 also decreases accordingly. The hull 10 gradually descends, and the rear wing 11 helps control the pitch of the hull 10 during this process to ensure a smooth landing.

[0046] Furthermore, the bottom of the hull 10 includes a first bottom surface 15, a second bottom surface 16, and a third bottom surface 17 arranged sequentially from left to right. The second bottom surface 16 is a horizontal plane. The height of the first bottom surface 15 gradually decreases from the second bottom surface 16 toward the left side of the bottom of the hull 10, and the height of the third bottom surface 17 gradually decreases from the second bottom surface 16 toward the right side of the bottom of the hull 10.

[0047] Understandably, the inclined design of the first bottom surface 15 and the third bottom surface 17 generates a certain lifting force when the hull 10 is sailing, helping the hull 10 partially lift off the water surface and reducing water resistance. At the same time, the second bottom surface 16 remains horizontal, providing stable buoyancy and ensuring the stability of the hull 10 on the water surface. Furthermore, the inclined design of the first bottom surface 15 and the third bottom surface 17 helps reduce the wave-making resistance of the hull 10 on the water surface, allowing the hull 10 to pass through the water surface more smoothly at high speeds and reducing energy loss.

[0048] Furthermore, a first airbag 20 assembly is provided at the bottom of the hull 10. The first airbag 20 assembly includes a gas generator built into the hull 10 and a first airbag 20 attached to the second bottom surface 16. The gas generator is connected to the power system of the seaplane through an automatic activation circuit built into the hull 10. The hull 10 has a water inlet cavity 21 inside, and water inlet channels 22 are provided at preset emergency heights on both sides of the hull 10 outside. The water inlet channels 22 are connected to the upper end of the water inlet cavity 21. The automatic activation circuit includes a first conductive terminal 23, a second conductive terminal 24 and a conductive block 25 provided in the water inlet cavity 21. The first conductive terminal 23 and the second conductive terminal 24 are provided at the same height on opposite sides of the inner wall of the water inlet cavity 21. The conductive block 25 is connected to the water inlet cavity 21 through an elastic member 26, and the conductive block 25 is located above the first conductive terminal 23 and the second conductive terminal 24. The elastic member 26 is used to provide an upward elastic force for the conductive block 25.

[0049] Specifically, when water enters the inlet chamber 21 through the inlet channel 22, the downward pressure on the conductive block 25 increases. When the downward pressure on the conductive block 25 is greater than or equal to the preset emergency pressure, the conductive block 25 overcomes the elastic force of the elastic element 26 and moves downward to abut against the first conductive terminal 23 and the second conductive terminal 24. The automatic activation circuit is in a closed loop state, the gas generator is energized and activated, and gas is released into the first airbag 20. It should be noted that the preset emergency height should be higher than the water level when the seaplane is fully loaded and stationary in the water.

[0050] Understandably, during normal navigation, the water level on both sides of the hull 10 is lower than the preset emergency height of the inlet channel 22, and no water enters the inlet chamber 21. The conductive block 25 remains in its initial position under the action of the first elastic element 26, the first conductive terminal 23 and the second conductive terminal 24 are disconnected, the automatic activation circuit is off, the gas generator is in standby mode, and the first airbag 20 is not inflated. When the water level on both sides of the hull 10 rises to the preset emergency height due to special circumstances, water enters the inlet chamber 21 through the inlet channel 22. As water gradually accumulates, the downward pressure on the conductive block 25 gradually increases. When the pressure reaches the preset emergency pressure, the conductive block 25 moves downward, abutting against the first conductive terminal 23 and the second conductive terminal 24. The automatic activation circuit is activated, the gas generator is activated, and gas is rapidly released into the first airbag 20. The first airbag 20 begins to inflate, providing additional buoyancy to the hull 10, helping it stay on the water surface and preventing it from sinking.

[0051] It should be explained that in this embodiment, the gas generator can also be directly controlled by the control system. Specifically, an activation handle can be installed in the cockpit of the hull 10, and the gas generator can be activated by pulling the activation handle. It is worth mentioning that in practical applications, the method of activating the gas generator using an automatic activation circuit mentioned in this embodiment should be retained. The reason is that the control system may fail. Under the premise of control system failure, the activation method of automatic activation circuit can serve as a last resort. It uses water level changes for direct mechanical triggering, without the need for complex electronic sensors and control systems, reducing the number of failure points, improving the system's reliability and response speed, and enabling rapid activation in emergencies to provide timely buoyancy support for the hull 10.

[0052] Furthermore, the side wall of the water inlet chamber 21 is provided with a water outlet channel 27, which connects the water inlet chamber 21 and the outside of the hull 10. Preferably, the diameter of the water inlet channel 22 is larger than the diameter of the water outlet channel 27.

[0053] It should be explained that during actual navigation, the hull 10 may encounter various non-emergency water fluctuations, such as small-scale splashes or brief immersion. Accumulation of this water could lead to a significant amount of water entering the inlet chamber 21, potentially triggering the first airbag 20 assembly and causing unnecessary buoyancy changes and safety hazards. Therefore, the design motivation of this embodiment is to optimize the drainage performance of the inlet chamber 21, ensuring that water does not accumulate in the inlet chamber 21 during non-emergency situations, thereby preventing the accidental triggering of the first airbag 20 assembly and improving the system's reliability and the safety of the hull 10. Specifically, when the hull 10 encounters non-emergency situations such as splashes or brief immersion, a small amount of water may enter the inlet chamber 21 through the inlet channel 22, but this small amount of water will quickly drain through the outlet channel 27, preventing accumulation in the inlet chamber 21 and thus avoiding the accidental triggering of the first airbag 20. When the water level on both sides of the hull 10 reaches the preset emergency height, a large amount of water enters the water inlet chamber 21 quickly through the large-diameter water inlet channel 22. At this time, the water inlet volume is much greater than the water outlet volume, and the water in the water inlet chamber 21 accumulates rapidly, triggering the first airbag 20 component, which then activates.

[0054] Preferably, a rotatable baffle can be provided at the inlet of the water inlet channel 22. A torsion spring is provided at the rotatable connection between the baffle and the water inlet channel 22, and the torsion spring provides elastic force to the baffle to rotate in the direction of blocking the inlet of the water inlet channel 22. Under normal circumstances, such as when encountering rain or a small amount of splashing water, the baffle can remain closed under the action of the torsion spring, preventing these non-emergency water bodies from entering the water inlet chamber 21, thereby avoiding accidental triggering of the first airbag 20 assembly. However, when the hull 10 encounters a real emergency and is submerged in water, the water pressure is sufficient to force the baffle open, allowing water to flow smoothly through the water inlet channel 22 into the water inlet chamber 21, thereby triggering the first airbag 20 assembly.

[0055] Furthermore, the height of the inlet channel 22 gradually decreases from the outside of the hull 10 towards the inlet cavity 21; the height of the outlet channel 27 gradually decreases from the inlet cavity 21 towards the outside of the hull 10. The gradual decrease in the height of the inlet channel 22 from the outside of the hull 10 towards the inlet cavity 21 allows water to flow more smoothly into the inlet cavity 21 when the water level rises outside the hull 10, ensuring that water can quickly enter the inlet cavity 21 in an emergency. The gradual decrease in the height of the outlet channel 27 from the inlet cavity 21 towards the outside of the hull 10 allows water in the inlet cavity 21 to be discharged more easily to the outside of the hull 10, preventing water accumulation in the inlet cavity 21 in non-emergency situations.

[0056] Furthermore, a one-way valve is installed in the water outlet channel 27. The one-way valve is open from the water inlet chamber 21 to the outside of the hull 10, ensuring that the water can only flow from the water inlet chamber 21 to the outside of the hull 10, preventing the water from flowing back into the water inlet chamber 21, and avoiding false triggering and system failure caused by water backflow.

[0057] In some embodiments, a second airbag assembly 30 is provided at the bottom of the hull 10. The second airbag assembly 30 includes an air cylinder built into the hull 10 and a second airbag attached to the first bottom surface 15 and the third bottom surface 17. The air cylinder and the second airbag are connected by a solenoid valve, which is electrically connected to the control system of the seaplane.

[0058] It should be explained that in the actual operation of seaplanes, situations often arise where shallow water hinders the navigation of the hull 10. Considering this, this embodiment designs a second airbag assembly 30 to provide the hull 10 with a manually controllable additional buoyancy source, thereby enhancing the vessel's seaworthiness in shallow water areas and ensuring navigation flexibility and safety. Furthermore, in emergencies, the second airbag assembly 30 can also serve as an emergency measure to prevent sinking, providing dual protection for the safety of passengers and cargo. Specifically, when the hull 10 is navigating in shallow water, the crew can choose to open the solenoid valve according to the water depth and the navigation status of the hull 10. Gas from the gas cylinder flows into the second airbag, which inflates, increasing the contact area between the bottom of the hull 10 and the water, improving the buoyancy of the hull 10 in shallow water areas, reducing the risk of the hull 10 contacting the seabed, ensuring smooth navigation, effectively solving the problem of inconvenient navigation of the hull 10 in shallow water, reducing the risk of grounding, and enabling the seaplane to navigate more flexibly in various aquatic environments, thus expanding the vessel's applicability.

[0059] This invention provides a method for operating a seaplane, applicable to a seaplane of the first aspect, comprising the following steps S100-S200:

[0060] S100. Start the air propeller to provide the hull with a forward thrust, so that the hull can sail on the water. During the hull's sailing, the lifting surface of the float plate contacts the water surface and generates a lifting force, which works together with the lifting force generated by the wings and airflow to lift part of the hull.

[0061] S200 When the water level on both sides of the hull reaches the preset emergency height, water enters the water inlet chamber through the water inlet channel. When the downward pressure on the conductive block is greater than or equal to the preset emergency pressure, the conductive block overcomes the elastic force of the elastic element and moves downward to abut against the first conductive terminal and the second conductive terminal, forming a loop state of the automatic activation circuit. The gas generator is energized and activated to release gas into the first airbag. The first airbag expands, providing additional buoyancy to the hull and preventing the hull from sinking.

[0062] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A watercraft, characterized in that: The vessel includes a hull, with an wing mounted on top of the hull. The wing is equipped with an air propeller, which provides forward thrust to the hull. A connecting rod and a float plate are located at the bottom of the hull. The connecting rod extends downwards from the bottom of the hull, and the float plate is located at the bottom end of the connecting rod. The upper side of the float plate is horizontal, and the lower side of the float plate includes a lifting surface and a floating surface arranged sequentially from front to back. The connection point between the lifting surface and the floating surface is the lowest point of the float plate. The angle between the lifting surface and the vertical direction is smaller than the angle between the floating surface and the vertical direction. The bottom of the hull includes a first bottom surface, a second bottom surface, and a third bottom surface arranged sequentially from left to right. The second bottom surface is a horizontal plane. The height of the first bottom surface gradually decreases from the second bottom surface to the left side of the bottom of the hull, and the height of the third bottom surface gradually decreases from the second bottom surface to the right side of the bottom of the hull. A first airbag assembly is provided at the bottom of the hull. The first airbag assembly includes a gas generator built into the hull and a first airbag attached to the second bottom surface. The gas generator is connected to the power system of the seaplane via an automatic activation circuit built into the hull. The hull has an internal water inlet chamber, and water inlet channels are located at preset emergency heights on both sides of the hull, connecting to the upper end of the water inlet chamber. The automatic activation circuit includes a first conductive terminal, a second conductive terminal, and a conductive block disposed in the water inlet chamber. The first and second conductive terminals are positioned at the same height within the water inlet chamber. On opposite sides of the inner wall of the water chamber, the conductive blocks are connected to the water inlet chamber via elastic elements, and the conductive blocks are located above the first and second conductive terminals. The elastic elements provide an upward elastic force to the conductive blocks. When water enters the water inlet chamber through the water inlet channel, the downward pressure on the conductive blocks increases. When the downward pressure on the conductive blocks is greater than or equal to the preset emergency pressure, the conductive blocks overcome the elastic force of the elastic elements and move downward to abut against the first and second conductive terminals. The automatic activation circuit is in a loop state, the gas generator is energized and activated, and gas is released into the first airbag.

2. The watercraft according to claim 1, characterized in that: There are four connecting rods and four float plates. The four connecting rods are respectively connected to the four corners of the bottom of the hull, and the four float plates are respectively connected to the bottom of the four connecting rods.

3. The watercraft according to claim 1, characterized in that: The wing includes a first wing disposed on the front side of the top of the hull and a second wing disposed on the rear side of the top of the hull. The first wing and the second wing are arranged in parallel, and the area of ​​the second wing is smaller than that of the first wing.

4. The watercraft according to claim 1, characterized in that: The side wall of the water inlet chamber is provided with a water outlet channel, which connects the water inlet chamber and the outside of the hull.

5. The watercraft according to claim 4, characterized in that: The height of the water inlet channel gradually decreases from the outside of the hull towards the water inlet cavity; the height of the water outlet channel gradually decreases from the water inlet cavity towards the outside of the hull.

6. The watercraft according to claim 4, characterized in that: The water outlet is equipped with a one-way valve, which guides the water inlet chamber toward the outside of the hull.

7. The watercraft according to claim 1, characterized in that: A second airbag assembly is provided at the bottom of the hull. The second airbag assembly includes an air cylinder built into the hull and a second airbag attached to the first bottom surface and the third bottom surface. The air cylinder and the second airbag are connected by a solenoid valve, which is electrically connected to the control system of the seaplane.

8. A method for operating a seaplane, characterized in that, The application of the watercraft according to claim 7 includes the following steps: The air propeller is activated to provide forward thrust to the hull, enabling it to sail on the water. During this sailing process, the lifting surface of the float plate contacts the water surface and generates lift, causing part of the hull to rise. When the water level on both sides of the hull reaches the preset emergency height, water enters the inlet chamber through the inlet channel. When the downward pressure on the conductive block is greater than or equal to the preset emergency pressure, the conductive block overcomes the elastic force of the elastic element and moves downward to abut against the first conductive terminal and the second conductive terminal, forming a loop state of the automatic activation circuit. The gas generator is energized and activated to release gas into the first airbag. The first airbag inflates, providing additional buoyancy to the hull and preventing the hull from sinking.

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