Ground-effect conveyor adopting distributed propulsion

Abstract

The invention discloses a ground effect transporter adopting distributed propulsion, and belongs to the technical field of traffic transportation equipment, front and back tandem double wings are adopted, telescopic flaps are arranged on the rear edges of the front and rear wings, the front and rear wings are connected into a whole after stretching, and the rear wing is closer to the water surface so as to enhance the ground effect; meanwhile, a hybrid power system, a retractable and foldable floating device and a distributed propelling system based on an embedded ducted fan are adopted, high-economical-efficiency flight can be achieved on the basis of large load, efficient cargo storage, transportation, loading and unloading are achieved, and the possibility of being modified into passenger transport is achieved. The invention has the characteristics of large load, high controllability, good economical efficiency and adaptability and the like, and provides a supplementary solution for the coastal logistics system in China.

Description

Technical Field

[0001] The present invention belongs to the technical field of transportation equipment, and particularly relates to a ground effect transport aircraft adopting distributed propulsion. Background Art

[0002] In the modern logistics transportation system, maritime shipping occupies an irreplaceable core position. Currently, the maritime shipping system is mainly composed of traditional large cargo ships. Although they have a large transport capacity and low costs, they have obvious shortcomings in terms of timeliness. In order to improve the speed of maritime shipping, a solution using a ground effect vehicle as a transport tool has been proposed. It combines the advantages of an airplane and a ship, and utilizes the "ground effect" to achieve efficient transportation. When a ground effect vehicle flies at a low altitude close to the water surface or the ground (usually the flight altitude does not exceed half of the wingspan), the air under the wing is compressed, resulting in a significant increase in lift and a decrease in drag, enabling it to achieve high-speed flight with a large load at low power consumption. This unique working principle allows the ground effect vehicle to carry a large amount of goods while flying at high speed, thus playing an important role in logistics transportation. Compared with traditional transport aircraft, ground effect vehicles rely less on runways and can take off and land on water surfaces, ice surfaces or flat ground, with strong adaptability; compared with ships, their speed far exceeds that of traditional ships, enabling them to quickly reach the target area and significantly shortening the transport time.

[0003] Although ground effect vehicles have the above advantages in logistics and transportation, their many shortcomings cannot be ignored. These shortcomings may seriously affect their performance and safety in practical applications. First of all, ground effect vehicles are highly dependent on terrain and sea conditions. When the waves on the water surface are too large, their flight stability and safety will be seriously affected, and may even lead to loss of control; and if they choose to fly away from the water surface to avoid the influence of waves, they will lose the advantages of ground effect, resulting in a decrease in lift and an increase in energy consumption, making it impossible to play the characteristics of efficient transportation. For example, the "Overview of the Development of Ground Effect Vehicles" (Luo Zhanhu, Science and Technology Innovation Herald, 2021.9) announced the wave resistance height of various types of ground effect vehicles. The wave resistance height of most small and medium-sized aircraft is generally around 1m, and only large aircraft with a take-off weight of 100 tons can reach more than 2m. For such problems, the Chinese invention patent application with application number 202410596349.X discloses a ground effect vehicle active blowing and suction stabilization control method and stabilization control device, which can correct the aerodynamic effect of waves on the wings. However, the method can only consider the case where the wave surface shape is a sine wave, and blowing and sucking air will damage the integrity of the wing aerodynamic shape, reducing the practicality of the method. Secondly, when flying at low altitude, ground effect vehicles are prone to collision with surface obstacles (such as ships and ice floes). Especially in complex sea conditions, waves and water splashes may enter the engine, causing damage to high-speed rotating blades or engine flameout, thereby causing serious safety accidents. For example, the Chinese invention patent with application number 202411550544.5 discloses a distributed electric propulsion box-type wing ground effect vehicle. Although its distributed propeller is hoisted under the tail wing, it increases the distance from the water. However, because the propeller is exposed above the water surface and lacks protection, there is still the possibility of waves hitting the fan blades. In addition, when the ground effect vehicle is parked on the water under a large load, its draft depth will increase significantly due to the lack of dedicated buoyancy equipment. During takeoff, this will not only increase the resistance of the water flow to the body, but also make it difficult to jump out of the water. These shortcomings make ground effect vehicles face many challenges in practical applications. Although they have significant theoretical advantages, further technical improvements and design optimizations are still needed to fully realize their potential under complex environments and mission requirements. Summary of the invention

[0004] The present invention aims to overcome the shortcomings of the prior art and provides a ground-effect transport aircraft using distributed propulsion, which adopts a front-to-back tandem double-wing aerodynamic layout, a hybrid power system, a retractable and foldable floating device, and a distributed propulsion system based on an embedded ducted fan. It can achieve high-economic flight on the basis of large load, and realize efficient cargo storage and loading and unloading, and has the possibility of being converted into passenger transport. The present invention has the characteristics of large load, high controllability, good economy and adaptability, and provides a supplementary solution for the coastal logistics system.

[0005] The technical solution adopted by the present invention is as follows:

[0006] An in-ground effect transport aircraft using distributed propulsion includes a fuselage structure 10 and a power propulsion system 20.

[0007] The fuselage structure 10 includes a fuselage, wings, a tail, and landing gears.

[0008] The fuselage is located at the symmetric center of the aircraft, is streamline as a whole, has an approximately rectangular cross-sectional shape, is approximately conical at the front part of the fuselage, and the top surface of the rear part of the fuselage slopes downward to the bottom surface; a tail elevator 100 is rotatably connected to the tail end of the bottom of the fuselage, and is folded and stored in the tail of the fuselage. After folding and storing, its outer surface is integrated with the fuselage, and after unfolding, it is used to change the distance between the tail of the fuselage and the water surface, so as to adjust the lift.

[0009] The wings include a front wing 101, a rear wing 102, a retractable flap 103 of the front wing, a retractable flap 104 of the rear wing, and a wingtip strut 110; the front wing 101 and the rear wing 102 are symmetrically distributed on both sides of the fuselage. The front wing 101 and the rear wing 102 are both rectangular in top view. The front wing 101 is connected to the upper part of the fuselage, and the rear wing 102 is connected to the middle part of the fuselage. The leading edge of the rear wing 102 is located below the trailing edge of the front wing 101, and there is a gap between them; a plurality of air flow channels are symmetrically and equally spaced on both the front and rear wings, for forming a propeller duct 235 to install a distributed propeller 230. One end of the propeller duct 235 opens at the leading edges of the front and rear wings, and the other end opens at the lower surfaces of the front and rear wings. Air is inhaled and pressurized by the distributed propeller 230 and then ejected downward from the front and rear wings; a retractable flap 103 of the front wing and a retractable flap 104 of the rear wing are respectively arranged at the trailing edges of the front wing 101 and the rear wing 102, and both the retractable flaps of the front and rear wings can be extended. After the retractable flap 103 of the front wing is extended, the front and rear wings are aerodynamically integrated, so that the high-pressure air discharged from the distributed propeller 230 on the front wing 101 is always located below the front wing 101, to increase the ground effect and lift, and improve the load capacity of the in-ground effect transport aircraft. After the retractable flap 104 of the rear wing is extended, it can expand the wing profile area and shorten the distance between the rear wing 102 and the water surface, to provide additional lift and pitching moment; the outer ends of the front and rear wings on the same side are fixedly connected to the same wingtip strut 110, jointly forming a box-shaped structure. The wingtip strut 110 is a thin box body, with smooth front and rear ends. Its upper surface matches the upper surface shapes of the front wing 101 and the rear wing 102. The lower half of the wingtip strut 110 protrudes from the lower surfaces of the front and rear wings, for closing the high-pressure air below the wings, preventing the high-pressure air at the bottom of the wings from overflowing outward to increase the lift, and also for suppressing the wingtip induced vortex to reduce the flight resistance.

[0010] The said tail fin includes a fuselage vertical fin 107, a horizontal stabilizer 105 and a vertical fin rudder 108; the two fuselage vertical fins 107 are symmetrically distributed and rotatably connected to both sides of the rear of the fuselage, and can be rotated and folded backward for adjusting the flight attitude. The two fuselage vertical fins 107 are both trapezoidal and inclined backward, and a horizontal stabilizer 105 is provided between their tops to jointly form a box-shaped structure to maintain strength and stability. The horizontal stabilizer 105 is arranged in three sections. The middle section is rectangular, and two engine nacelles are arranged side by side. Its two ends are rotatably connected to the two fuselage vertical fins 107. The two side sections of the horizontal stabilizer 105 are trapezoidal and inclined backward, and are respectively rotatably connected to the outside of the two fuselage vertical fins 107 for the pitch balance of the aircraft. The horizontal stabilizer 105 can swing up and down; vertical fin rudders 108 are provided at the trailing edges of the two fuselage vertical fins 107 and can swing left and right relative to the fuselage vertical fins 107 to provide a yaw moment to assist in steering.

[0011] The said landing gear is arranged at the bottom of the fuselage and includes a fuselage nose landing gear bay 120, a fuselage nose landing gear bay cover 121, a fuselage nose landing gear 122, a fuselage rear landing gear bay 123, a fuselage rear landing gear bay cover 124 and a fuselage rear landing gear 125. The fuselage nose landing gear 122 is located at the front of the fuselage, and the fuselage rear landing gear 125 is located in the middle and rear of the fuselage. In the folded state, the fuselage nose landing gear 122 is stored in the fuselage nose landing gear bay 120 inside the fuselage, and a fuselage nose landing gear bay cover 121 is arranged at the opening of the storage position; in the folded state, the fuselage rear landing gear 125 is stored in the fuselage rear landing gear bay 123. The fuselage rear landing gear bay 123 protrudes from the fuselage. It is located on both sides of the lower part of the fuselage and has a smooth transition with the fuselage to reduce air resistance. A fuselage rear landing gear bay cover 124 is installed at the opening of the fuselage rear landing gear bay 123. After the front and rear landing gears of the fuselage are retracted into the fuselage, the corresponding bay covers are closed simultaneously.

[0012] The frontmost part inside the fuselage is a radar bay 140, in which a radar 141 is installed; above the rear of the radar bay 140 is a cockpit 130, and below the cockpit 130 is the fuselage nose landing gear bay 120; behind the cockpit 130 and the fuselage nose landing gear bay 120 is a cargo bay 150. A cargo bay cover 151 is arranged at the tail of the cargo bay 150, that is, at the downwardly inclined position of the rear of the fuselage, and can be tilted upward to open.

[0013] The said power propulsion system 20 includes a gas turbine engine 200, a fuel tank 210, a generator 220, a power battery and a power management system 222, a distributed thruster 230 and related pipelines.

[0014] There are two gas turbine engines 200, which are respectively installed in two engine nacelles on the horizontal tail 105. The rear part is the engine nozzle 202. Two generators 220 are respectively installed at the centers of the engine inlets 201 of the two gas turbine engines 200. The power battery and power management system 222 are arranged below the cargo hold 150 at the bottom of the fuselage. The fuel tank 210 is arranged in the front wing 101 and the rear wing 102 to store fuel. A fuel pipe 211 is connected between the fuel tank 210 and the gas turbine engine 200. The generator 220, the power battery and power management system 222 are connected to the distributed thrusters 230 through a cable 221. The fuel in the fuel tank 210 is transported to the gas turbine engine 200 through the fuel pipe 211. The gas turbine engine 200 converts the chemical energy in the fuel into shaft work and outputs it to the generator 220, and then the generator 220 converts it into electrical energy and stores it in the power battery and power management system 222 to provide power for the distributed thrusters 230.

[0015] A plurality of distributed thrusters 230 are provided and are respectively installed in the thruster ducts 235 on the front and rear wings on both sides. They are used to suck in the oncoming air, accelerate and pressurize it, and then eject it downward from the wing to generate thrust and increase the lift of the wing. And each distributed thruster 230 is independently controlled. At the positions of the upper surfaces of the front and rear wings corresponding to each air flow channel, there are semicircular thruster duct housings 236, which together with the air flow channels form the thruster ducts 235.

[0016] Furthermore, above the rear parts of the two wing tip struts 110, there are wing tip vertical tails 113, which extend obliquely backward and upward in a trapezoidal shape to improve flight stability. At the trailing edge of the wing tip vertical tail 113, there is a wing tip vertical tail rudder 114, which can swing left and right relative to the wing tip vertical tail 113 to control the flight direction.

[0017] Furthermore, both the front landing gear hatch 121 and the rear landing gear hatch 124 of the fuselage are composed of multiple rotatable doors to avoid interference with the landing gear. And when taxiing in water, it can reduce the impact of water flow on the landing gear, which can not only protect each landing gear but also reduce the forward resistance.

[0018] Furthermore, the thruster ducts 235 on the rear wing 102 are distributed between the two thruster ducts 235 on the front wing 101 in the spanwise position and are arranged at intervals, so that the air leaking through between the two thruster ducts 235 on the upper surface of the front wing 101 is sucked in, pressurized and then ejected by the distributed thrusters 230 on the downstream rear wing 102, thus avoiding insufficient air intake and reduced propulsion efficiency caused by blockage.

[0019] Furthermore, each distributed thruster 230 includes a primary thruster blade 231, a thruster hub 232, a thruster drive motor 233, and a thruster drive motor bracket 234. The primary thruster blade 231 is a thin sheet structure with curvature and inclination. Each primary thruster blade 231 is connected to the thruster hub 232. The thruster hub 232 is a cylindrical structure with a smooth head and is driven to rotate by the thruster drive motor 233 located downstream of it. The rotational speed and direction of each thruster drive motor 233 can be independently controlled, so that the magnitude and direction of the thrust generated by each distributed thruster 230 are different. The thruster drive motor 233 is supported by the thruster drive motor bracket 234. The thruster drive motor brackets 234 are distributed centripetally. Their inner parts are connected to the outer shell of the thruster drive motor 233, and their outer parts are connected to the inner wall of the thruster duct 235 and further fixed to each wing, so as to transfer the thrust and torque generated by the distributed thruster 230 to the wing and the fuselage. In addition, the thruster drive motor bracket 234 has a streamlined shape and the function of guiding the airflow, and is responsible for converting the incoming flow with vorticity after passing through the primary thruster blade 231 into axial flow to increase the generated thrust effect.

[0020] Furthermore, the distributed thrusters 230 are divided into two types: the first distributed thruster 230A and the second distributed thruster 230B. The difference between the two is that their rotation directions are opposite. During installation, the two types of thrusters are arranged at intervals and are arranged oppositely at symmetrical positions on both wings.

[0021] Furthermore, a wingtip front landing gear bay and a wingtip rear landing gear bay are respectively provided at the front and rear parts of the wingtip strut 110. The wingtip front landing gear 116 and the wingtip rear landing gear 118 are respectively folded and stored in the two landing gear bays. Wingtip front landing gear bay covers 115 and wingtip rear landing gear bay covers 117 are respectively arranged at the openings of the two landing gear bays. When the covers are opened, the wingtip front landing gear 116 and the wingtip rear landing gear 118 are respectively released to support the weight of the wingtip strut 110 and the front and rear wings.

[0022] Furthermore, a foldable and inflatable wingtip inflatable float 112 and a fuselage inflatable float 127 are respectively stored in the wingtip strut 110 and the fuselage rear landing gear bay 123. A wingtip float bay cover 111 is provided at the lower half of the outside of the wingtip strut 110, and a fuselage float bay cover 128 is provided at the corresponding position of the fuselage rear landing gear bay 123. By opening the float bay covers, the internal inflatable floats are released, and prefabricated high-pressure gas is conveyed into the inflatable floats to make them expand into a long tube shape to provide additional buoyancy as floats. At the same time, the opening angles of the wingtip float bay cover 111 and the fuselage float bay cover 128 are 90°, which are used to resist the expanded inflatable floats from above, and the inner surface of the fixed side of the wingtip strut 110 also resists the wingtip inflatable float 112 to prevent it from shaking and becoming unstable.

[0023] Furthermore, a front hull skid 126 is provided at the front part of the front landing gear hatch 121 of the fuselage, and a front wingtip landing gear hatch 115 is designed at the front end of the bottom of the wingtip strut 110. Both of them and the tail elevator 100 can be opened and released to the water surface during water landing and takeoff, and are used as skids.

[0024] Furthermore, the wingtip vertical tail 113 is rotatably connected to the fuselage and can be folded inward by 90°. At the same time, the fuselage vertical tail 107 tilts backward and downward, and the horizontal tail 105 rotates to turn the engine nacelle to be horizontal and close to the cargo hatch 151, so as to reduce the height of the wing-in-ground effect transport aircraft and reduce the occupied space during its parking and maintenance.

[0025] Furthermore, the fuel tank 210 is divided into multiple parts, all of which are arranged in a saddle-like shape and are scattered on the outer shells 236 of the thruster ducts on the front wing 101 and the rear wing 102, so as to make full use of the narrow space inside the wings.

[0026] Furthermore, to solve the problem that the wing-in-ground effect transport aircraft is greatly affected by sea waves, the wing-in-ground effect transport aircraft has a wave-resistant function. By predicting the distance between the wing-in-ground effect transport aircraft and the water surface, the extension amplitudes of the retractable flaps 103 of the front wing and the retractable flaps 104 of the rear wing are adjusted in real time while maintaining the stability of the fuselage, so as to maintain the stability of the overall lift. The specific method is as follows:

[0027] S1. Through the radar 141 provided at the front part of the fuselage, detect the sea conditions on the traveling route of the wing-in-ground effect transport aircraft, including the wave height H W , the wave traveling speed V W , and the horizontal distance between the wave and each main aerodynamic component of the wing-in-ground effect transport aircraft, specifically including: the horizontal distance L between the wave and the front wing f , the horizontal distance L between the wave and the rear wing b , and the horizontal distance L between the wave and the tail elevator t .

[0028] S2. Input the parameters measured in S1 into the on-board computer in real time to obtain the change curve of H W with respect to time t. According to the flight speed V A of the wing-in-ground effect transport aircraft, the time prediction values can be calculated, specifically including: the time prediction value Δt f = L f / (VA + VW) for the target wave to move under the front wing, the time prediction value Δt b = L b / (VA + VW) for the target wave to move under the rear wing, and the time prediction value Δt t = L t / (VA + VW). For the case where the wave and the wing-in-ground effect vehicle move towards each other, V W should be taken as positive. For the case where they move in the same direction, V W should be taken as negative. Since the flight speed of the wing-in-ground effect vehicle is generally much greater than that of the wave, there is no situation where the predicted values at each time are negative; combined with the pre-set vertical height H A between the wing-in-ground effect vehicle and the horizontal plane, the vertical distance h f between the front wing of the wing-in-ground effect vehicle and the wave surface, the vertical distance h b between the rear wing of the wing-in-ground effect vehicle and the wave surface, and the vertical distance h t between the tail elevator and the wave surface can be predicted in advance, as well as the variation law of each vertical distance value with time t. When each vertical distance value is too small, the ground effect is enhanced, and the lift obtained by the wing-in-ground effect vehicle is too large, which will cause a tendency of tilting and pulling up, and then the ground effect will be weakened due to the increase in distance, causing the wing-in-ground effect vehicle to sink, and so on, resulting in bumps. Especially when the vertical distance values change violently with time, accidents are extremely likely to occur.

[0029] S3. Taking the variation law of each vertical distance value with t as the input, correspondingly changing the extension length l f of the front wing flap, the extension length l b of the rear wing flap, and the angle γ between the tail elevator and the horizontal plane, so as to make the lift obtained by the wing-in-ground effect vehicle close to constant and avoid the bumps and dangers brought by the wing-in-ground effect vehicle fluctuating with the water surface waves. Specifically:

[0030] By controlling the lengths of the telescopic flaps of the front and rear wings, adjusting the distance between the leading edge of the rear wing 102 and the trailing edge of the front wing 101, and at the same time adjusting the distance between the trailing edge of the rear wing 102 (i.e., the trailing edge of the telescopic flap 104 of the rear wing) and the water surface; when l f and l b increase simultaneously, the front and rear wings are integrated in aerodynamic shape, forcing the oncoming air flow in front to flow through the narrow space between the trailing edge of the rear wing 102 and the water surface only after being pressurized by the distributed thruster 230, forming a strong ground effect on the water surface, thereby increasing the pressure on the lower surfaces of both wings at the same time. Coupled with the increase in the wing area, together they make the lift obtained by the wing-in-ground effect vehicle increase. When the extension length l f of the front wing flap and the extension length l b of the rear wing flap decrease, causing the distance between the leading edge of the rear wing 102 and the trailing edge of the front wing 101 and the distance between the trailing edge of the rear wing 102 and the water surface to increase simultaneously, a part of the air flow that originally flowed under the front wing 101 changes to flow over the upper surface of the rear wing 102, and the air flow under each wing is also easier to pass through, that is, the ground effect is weakened, and the lift obtained by the wing-in-ground effect vehicle decreases.

[0031] In addition, during flight, the tail elevator 100 unfolds rearward from the stowed state. At this time, the tail elevator 100 is close to the inclination angle of the tail of the fuselage. By adjusting the angle γ between the tail elevator and the horizontal plane, the airflow flowing through the lower surface of the fuselage can be controlled, thereby playing a role in adjusting the lift. When γ increases, the distance between the trailing edge of the tail elevator 100 and the water surface decreases, and the lift obtained by the ground effect transport aircraft also increases; conversely, it decreases.

[0032] When the waves are small, only l can be adjusted. b to control the distance between the trailing edge of the rear wing 102 and the water surface, so as to reduce the difficulty of adjusting the overall wing.

[0033] S4. During the process of adjusting the retractable flaps of the front and rear wings and the tail elevator, not only the lift obtained by the overall ground effect transport aircraft will be changed, but also its pitch angle will be affected. Therefore, it is necessary to match and adjust the angle α between the vertical tail of the fuselage and the horizontal plane, and the angle β between the horizontal tail and the horizontal plane, and balance the pitching moment brought by the wings by changing the aerodynamic force of the horizontal tail 105 and the vector thrust of the engine nozzle 202 to maintain the stability of the ground effect transport aircraft.

[0034] S5. Coordinately adjust the rotational speed and direction of each distributed thruster 230, and redistribute the distribution of thrust and lift to cope with the change of the ground effect caused by the waves.

[0035] S6. As the fuel in the fuel tank 210 is consumed and the center of gravity of the ground effect transport aircraft changes due to cargo loading and unloading, the adjustment methods of S3 to S5 are comprehensively adopted to maintain the balance of the ground effect transport aircraft.

[0036] Furthermore, when there is an angle between the waves and the traveling direction of the ground effect transport aircraft, since the variation laws of the vertical distance values on both sides of the fuselage with respect to t are not synchronized, when the adjustment methods in S3 to S5 are adopted, the two sides of the fuselage are adjusted separately.

[0037] Advantages of the present invention:

[0038] 1) Adopt a tandem double-wing aerodynamic layout with extendable flaps to flexibly control the ground effect;

[0039] The present invention adopts a tandem double-wing aerodynamic layout with extendable flaps in the aircraft aerodynamic layout. The two rows of wings can be approximately connected into one body by the extension of the retractable flaps of the front wing, thereby avoiding air leakage and enhancing the ground effect; the rear wing can also make its trailing edge closer to the water surface by extending the retractable flap, which can also enhance the ground effect. In addition, the two wings can work independently by retracting the flaps to weaken the ground effect (the trailing edge of the rear wing is far from the water surface). By flexibly controlling the obtained ground effect to adapt to the mission requirements of the aircraft, different load levels and water conditions are met, and the availability and safety of the aircraft are improved.

[0040] 2) The wingtip strut structure is adopted to increase the ground effect and lift and reduce the induced drag.

[0041] In the present invention, vertical plate wingtip struts are used to connect the outer ends of the front and rear wings. Structurally, it can improve the overall strength and rigidity of the aircraft; aerodynamically, it can enclose the high-pressure air below the wings, maintain the high pressure to increase the lift, and at the same time suppress the wingtip induced vortex to reduce the flight resistance, thereby improving the load capacity and speed of the aircraft and reducing fuel consumption.

[0042] 3) A radar system is adopted to detect the water condition and achieve the active control of the fuselage stability.

[0043] The present invention adopts an automatic control system. By detecting the water wave height, distance and propulsion speed with a radar, it predicts in advance the time when the main aerodynamic components of the aircraft reach above the waves, and then adjusts the extension amplitude of the flaps and the angles of each control surface accordingly. Through this "moving with the waves" control method, the constant total lift and the stability of the aircraft center of gravity are achieved, avoiding the damage to the aircraft and the personnel and goods inside it caused by bumps, thereby improving the adaptability of the aircraft to the water condition.

[0044] 4) A distributed propulsion system is adopted to reduce the accident risk caused by failures and improve the flexibility of the aircraft.

[0045] In the present invention, the traditional centralized propeller is converted into multiple small propellers distributed on the wings, dispersing the failure risk. When a single small propeller fails or is damaged, the reduction in the overall thrust is small and will not affect the overall performance of the aircraft. This propulsion method can also conveniently control the power distribution of individual propellers, assist the pitch of the aircraft through the power difference between the front and rear rows of propellers, assist the yaw of the aircraft through the difference on the left and right sides, or reverse the thrust to shorten the landing roll distance by reversing, improving the flexibility and controllability of the aircraft.

[0046] 5) A ducted fan embedded in the wing is adopted to achieve the lift-thrust integrated structural scheme and improve the safety.

[0047] The present invention uses a ducted fan as a thruster and embeds it in the front part of the wing, thus forming a more compact lift-thrust integrated solution. On the one hand, this structure extracts air from the upper surface of the wing, reducing the pressure there; on the other hand, after being pressurized by the thruster, this air is then injected into the lower surface of the wing to increase the pressure in this area. Combined with the ground effect, the high-pressure area can be maintained, so that the cooperation between the thruster and the airfoil can generate both thrust and lift, realizing an improvement in the load-carrying capacity of the transport aircraft. In addition, burying the high-speed rotating fan blades in the wing and the duct can also isolate the spray stirred up by the water surface and prevent it from hitting the fan blades and causing damage, thereby improving safety. In addition, the design of the spanwise position interval of the ducted fans on the front and rear two rows of wings can solve the influence of the ducted fan protruding from the front wing on the fan of the rear wing.

[0048] 6) Adopt a gas turbine engine that tilts integrally with the horizontal tail to achieve vector thrust;

[0049] The present invention installs the gas turbine engine on the horizontally tilting tail that can tilt integrally and can rotate with it. By changing the direction of the ejected gas, vector thrust can be achieved, so as to improve the performance and adaptability of the aircraft - making the thrust more backward when pursuing the cruising speed; while providing additional lift downward when heavy load is required, which can significantly shorten the takeoff distance and increase the flexibility and load-carrying capacity of the aircraft.

[0050] 7) Adopt a hybrid electric power system to improve fuel utilization rate and reduce pollution emissions, noise and infrared signature;

[0051] The present invention connects a power battery in series between the engine and the thruster as energy storage and buffering. Its main advantage is to improve the fuel utilization rate, so that the gas turbine engine and each thruster do not need to coordinate their work, but always make the former work in the high-efficiency area, and also avoid the problem of high pollution emissions when working in the low fuel efficiency area. Especially in densely populated areas, by shutting down the engine and flying only with the stored electricity, exhaust emissions and noise pollution can be reduced.

[0052] 8) Adopt inflatable floats to achieve amphibious takeoff and landing;

[0053] In order to expand the application scenarios and reduce the investment in airport infrastructure construction, the present invention adopts an amphibious design to achieve two takeoff and landing methods, namely on land and on water. For this design requirement, inflatable floats are used at both ends of the wing and on the fuselage - when taking off and landing on land and cruising, the floats are in a deflated state and stored in the storage compartment, which can reduce the windward area and resistance of the aircraft; while when taking off and landing on water and mooring, the floats are in an inflated state and submerged in the water, providing buoyancy to reduce the draft of the fuselage, so as to reduce the difficulty of takeoff and landing, and can also enable the transport aircraft to increase the load and reduce the risk of water ingress into the fuselage.

[0054] 9) Adopt foldable skis to reduce the difficulty of takeoff and landing on water;

[0055] To increase the acceleration of the aircraft during takeoff on water and reduce the takeoff difficulty, the present invention designs skis that can be folded and lifted. The skis can utilize the lift generated during water skiing to raise the fuselage, causing the fuselage and floats to leave the water surface and reducing the resistance during forward movement in water. During water landing, these skis can first contact the water surface, helping to decelerate and replacing the fuselage and floats to bear the impact of the water surface, playing a protective role. During flight in the air, these skis can be folded and retracted, integrating with the fuselage and not generating additional flight resistance.

[0056] 10) Adopt tilting vertical and horizontal tails to reduce the fuselage height and the windward area of the aircraft;

[0057] The vertical tail designed in the present invention can not only improve flight stability and yaw control, but also fold downward by tilting. Meanwhile, in cooperation with the tilting of the horizontal tail and the engine nacelle, it can greatly reduce the overall height of the aircraft, which is beneficial for entering and exiting the hangar, thus reducing the construction requirements for auxiliary facilities such as factories, helping to reduce investment costs and improve profitability. After the tail is folded and retracted, the engine is hidden behind the fuselage, which can greatly reduce the windward resistance and is suitable for the scenario of flying only using stored electricity after the engine is shut down.

[0058] 11) Adopt an upward-opening wide-body cabin door, which is beneficial for loading and unloading;

[0059] The present invention adopts a design with the tail of the aircraft tilted downward. Firstly, it maintains a relatively small rear body resistance in terms of aerodynamic shape. Secondly, it enables the cargo door at the tail to rotate upward as a whole. On the one hand, it can expand the width of the cabin door to the same width as the cargo hold, improving the adaptability to different types of goods; on the other hand, it also increases the floor area of the cargo hold, increasing the loading space and improving the transport capacity. In addition, this design is also convenient for connecting with a lift platform vehicle, reducing the difficulty of cargo loading and unloading and improving work efficiency.

[0060] 12) Reserve modification space to change the cargo hold layout or convert it into a passenger plane to achieve multi-purpose use of the aircraft;

[0061] When designing the cargo hold of the present invention, an expandable space is reserved. For example, by installing a lift double-layer cargo board, the aircraft can change from focusing on transporting large items to transporting medium and small items, improving the adaptability to work tasks. It can also be converted into a passenger plane model by installing seats, luggage racks, toilets and cabin service facilities, etc., to meet the passenger transport demand and achieve multi-purpose use of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] Figure 1 It is a top view of the shape of the ground effect transport aircraft;

[0063] Figure 2 It is a side view of the external shape of the wing-in-ground effect transport aircraft;

[0064] Figure 3 It is a front view of the external shape of the wing-in-ground effect transport aircraft;

[0065] Figure 4 It is a schematic diagram of the internal layout of the fuselage and cargo loading and unloading;

[0066] Figure 5 It is a schematic diagram of the power propulsion system;

[0067] Figure 6 It is a diagram of the anti-wave working principle and parameter definition;

[0068] Figure 7 It is a diagram of the anti-wave working principle and parameter change;

[0069] Figure 8 It is a schematic diagram of the floating state;

[0070] Figure 9 It is a schematic diagram of the takeoff and landing states on water;

[0071] Figure 10 It is a schematic diagram of the parking state;

[0072] Figure 11 It is a schematic diagram of the typical working process;

[0073] Figure 12 It is a schematic diagram of the double-deck cargo hold layout;

[0074] Figure 13 It is a schematic diagram of the passenger cabin layout and passenger transport mode. Among them, (a) is a side perspective view, and (b) is a top perspective view;

[0075] In the figure: 10 - airframe structure; 100 - tail elevator; 101 - front wing; 102 - rear wing; 103 - retractable flap of the front wing; 104 - retractable flap of the rear wing; 105 - horizontal stabilizer; 106 - pivot shaft of the horizontal stabilizer; 107 - vertical fin of the fuselage; 108 - rudder of the vertical fin; 109 - pivot shaft of the vertical fin; 110 - wingtip strut; 111 - wingtip buoy hatch; 112 - wingtip inflatable buoy; 113 - wingtip vertical fin; 114 - rudder of the wingtip vertical fin; 115 - wingtip nose landing gear hatch; 116 - wingtip nose landing gear; 117 - wingtip main landing gear hatch; 118 - wingtip main landing gear; 120 - nose landing gear bay of the fuselage; 121 - hatch of the nose landing gear bay of the fuselage; 122 - nose landing gear of the fuselage; 123 - main landing gear bay of the fuselage; 124 - hatch of the main landing gear bay of the fuselage; 125 - main landing gear of the fuselage; 126 - front skid of the fuselage; 127 - inflatable buoy of the fuselage; 128 - hatch of the buoy of the fuselage; 130 - cockpit; 131 - cockpit glass; 132 - control console; 133 - pilot's seat; 134 - seat for accompanying personnel; 140 - radar bay; 141 - radar; 150 - cargo hold; 151 - cargo hold hatch; 152 - cargo hold floor; 153 - liftable double-deck cargo pallet; 160 - passenger cabin; 161 - passenger cabin aisle; 162 - passenger seat; 163 - overhead luggage rack; 164 - toilet; 165 - in-cabin service equipment; 166 - passenger cabin door; 20 - power propulsion system; 200 - gas turbine engine; 201 - engine air intake; 202 - engine nozzle; 210 - fuel tank; 211 - fuel pipe; 220 - generator; 221 - cable; 222 - power battery and power management system; 230 - distributed thruster; 230A - first distributed thruster; 230B - second distributed thruster; 231 - thruster blade; 232 - thruster hub; 233 - thruster drive motor; 234 - thruster drive motor bracket; 235 - thruster duct; 236 - thruster duct housing; 30 - loading vehicle; 301 - lifting platform; 302 - large air freight container; 303 - medium air freight container; 304 - freight pallet; 305 - bulk cargo; 306 - small air freight container; 40 - boarding ramp.

[0076] H W - Wave height; H A - Vertical height between the aircraft and the horizontal plane; V W - Wave propagation speed; V A - Aircraft flight speed; L f - Horizontal distance between the wave and the front wing; L b - Horizontal distance between the wave and the rear wing; L t - Horizontal distance between the wave and the tail elevator; h f - Vertical distance between the front wing of the aircraft and the wave surface; hb - The vertical distance between the rear wing of the aircraft and the wave surface; h t - The vertical distance between the tail elevator and the wave surface; α - The angle between the vertical tail of the fuselage and the horizontal plane; β - The angle between the horizontal tail and the horizontal plane; γ - The angle between the tail elevator and the horizontal plane; t - Time; Δt f - The predicted value of the time when the target wave moves under the front wing; Δt b - The predicted value of the time when the target wave moves under the rear wing; Δt t - The predicted value of the time when the target wave moves under the tail elevator; l f - The extended length of the front wing flap; l b - The extended length of the rear wing flap; D0 - The height between the vertical tail of the fuselage when erected and the ground; D1 - The height between the vertical tail of the fuselage when flattened and the ground. Detailed implementation manners

[0077] The following further illustrates the detailed implementation manners of the present invention in conjunction with the accompanying drawings and technical solutions.

[0078] Embodiment 1

[0079] This embodiment provides a ground effect transport aircraft adopting distributed propulsion, and the main parameters are as follows:

[0080] Wingspan of the aircraft: 25.0 m; Total wing area: 203.8 m 2 ; Aircraft length: 20.4 m; Aircraft height: 7.0 m; Cargo hold height: 2.65 m; Cargo hold width: 3.6 m; Cargo hold floor length: 14.6 m; Volume: 119.0 m 3 ; Effective payload: 18 t; Fuel capacity: 7.4 t; Maximum takeoff weight: 52 t; Cruise speed: 260 km / h; Range: 1800 km; Power of gas turbines: 4 MW * 2; Number of distributed thrusters: 22 sets; Power of a single distributed thruster: 350 kW; Thrust of a single distributed thruster: 4100 N; Capacity of power battery: 3200 kWh; Typical load: 4 large containers with model codes of AAA or RAA, 1 medium container with model codes of ALP, DLP, MLP or RLP, 1 open tray with model code of P1P, 4 crew members (including 2 pilots); Adaptable highest sea state: Level 4 (wave height 2.5 m).

[0081] The specific structure is as follows:

[0082] The ground effect transport aircraft described above includes a fuselage structure 10 and a power propulsion system 20.

[0083] As Figures 1 to 3As shown in the figure, the main body of the airframe structure 10 is the fuselage, which is located at the symmetry center of the aircraft. It is mainly used to carry structures such as wings and utilize its internal space to load goods, personnel, and airborne equipment, etc. The front part of the fuselage is approximately conical to reduce flight resistance, and the rear top surface slopes downward to the bottom surface to increase the floor area in the cargo hold 150. A cargo hold cover 151 is installed at the downward-sloping position for convenient loading and unloading of goods. The cross-sectional shape of the fuselage is approximately rectangular to maximize the use of its internal space for loading goods. At the tail end of the bottom of the fuselage, a tail elevator 100 is rotatably connected. It is folded and stored at the tail of the fuselage. After folding and storage, its outer surface merges with the fuselage as a whole. When unfolded, it is used to change the distance between the tail of the fuselage and the water surface, thereby playing a role in adjusting lift.

[0084] The ground effect transport aircraft adopts a tandem double-wing layout. On both sides of the fuselage, a front wing 101 and a rear wing 102 are fixedly connected. The front wings 101 and the rear wings 102 on both sides are symmetrically arranged. The front wing 101 is connected to the upper part of the fuselage, and the rear wing 102 is connected to the middle part of the fuselage. The two wings are mainly used to generate lift during flight to balance the weight of the whole aircraft (including internal personnel, goods, etc.), so that the ground effect transport aircraft remains in a state of leaving the ground. When viewed from above, both the front wing 101 and the rear wing 102 are rectangular, which is convenient for installing and arranging equipment such as distributed thrusters 230. The leading edge of the rear wing 102 is located below and behind the trailing edge of the front wing 101, and there is a gap between them, allowing the airflow to pass through, thus avoiding the interference of the wake of the front wing 101 on the rear. On both the front and rear wings, a plurality of air channels are symmetrically and equally spaced. On the upper surfaces of the front and rear wings, at the positions corresponding to the air channels, there are semi-circular ring-shaped thruster duct housings 236, which together with the air channels form thruster ducts 235. The thruster duct housings 236 protrude from the upper surfaces of the front wing 101 and the rear wing 102 and are smoothly transitioned with them to reduce the damage to the airfoil. One end of the thruster duct 235 is open at the leading edge of the wing, and the other end is open at the lower surface of the wing. A distributed thruster 230 is installed in each thruster duct 235. Air is inhaled by the distributed thruster 230, pressurized, and then ejected downward from the front and rear wings. The number of thruster ducts 235 on each rear wing 102 is one less than that on the front wing 101. In this embodiment, there are 6 thruster ducts 235 on both front wings 101, and 5 thruster ducts 235 on both rear wings 102. Moreover, the thruster ducts 235 on the rear wing 102 are distributed between two thruster ducts 235 on the front wing 101 in the spanwise direction, arranged at intervals, so that the air leaking through between the two thruster ducts 235 on the upper surface of the front wing 101 is inhaled by the distributed thrusters 230 on the downstream rear wing 102, pressurized, and then ejected, thus avoiding the intake shortage and the decrease in propulsion efficiency caused by occlusion.

[0085] Retractable flaps 103 and 104 are respectively installed at the trailing edges of the front wing 101 and the rear wing 102. After the retractable flap 103 of the front wing extends, the front and rear wings are aerodynamically integrated, so that the high-pressure air discharged from the distributed thruster 230 is always located below the wings, to increase the ground effect and lift, and improve the load capacity of the ground effect transport aircraft; after the retractable flap 104 of the rear wing extends, it is used to expand the airfoil area and shorten the distance between the wing and the water surface, to provide additional lift and pitching moment; by making the extension amplitudes of the retractable flaps on both sides of the front and rear wings different, a rolling moment is provided for the ground effect transport aircraft, for maintaining the balance of the ground effect transport aircraft and generating turning.

[0086] The outer ends of the front wing 101 and the rear wing 102 on the same side of the fuselage are jointly connected to the wing tip support plate 110. The wing tip support plate 110 is in the shape of a thin box, with its front and rear ends being smooth to reduce the resistance during flight. Its upper surface slopes downward, matching the upper surface shape of the front wing 101 and the rear wing 102. The front part of its lower surface slopes upward, which can reduce the resistance and provide lift to lift the ground effect transport aircraft during water taxiing and air flight; the lower half of the wing tip support plate 110 protrudes from the lower surfaces of the front and rear wings, jointly forming a box-shaped structure with the front and rear wings to prevent the high-pressure air at the bottom of the wings from overflowing outward, thereby increasing the lift. The functions of the wing tip support plate 110 are mainly in three aspects: structurally, it is used to jointly form a closed mechanical framework with the front and rear wings to improve the overall strength and rigidity of the ground effect transport aircraft; aerodynamically, it is used to enclose the high-pressure air below the front and rear wings to prevent its leakage and reduce lift, and is also used to suppress the wing tip induced vortex to reduce flight resistance; in addition, the wing tip support plate 110 is a hollow structure, and its internal space houses equipment such as the fuselage inflatable float 127 and the landing gear: at the front and rear of the two wing tip support plates 110, there are respectively a wing tip front landing gear compartment and a wing tip rear landing gear compartment, in which the wing tip front landing gear 116 and the wing tip rear landing gear 118 are respectively folded and stored. At the openings of the wing tip front and rear landing gear compartments, there are respectively installed a wing tip front landing gear compartment cover 115 and a wing tip rear landing gear compartment cover 117. After the covers are opened, the wing tip front and rear landing gears are released to support the weight of the wing tip support plate 110 and the front and rear wings. After the wing tip front and rear landing gears are folded and retracted, the flight resistance can be reduced; the wing tip inflatable float 112 is folded and stored inside the wing tip support plate 110. A wing tip float compartment cover 111 is provided on the outer lower half of the wing tip support plate 110, for releasing the internal wing tip inflatable float 112 by opening, and delivering prefabricated high-pressure gas into the wing tip inflatable float 112 to make it expand into a long tube shape to provide additional buoyancy as a float.

[0087] Above the rear parts of both wingtip struts 110, there are wingtip vertical stabilizers 113, which extend obliquely rearward and upward in a trapezoidal shape, playing a role in improving stability during flight. The wingtip vertical stabilizers 113 are rotatably connected to the wingtip struts 110 and can be folded inward by 90° to reduce the fuselage height. On the trailing edges of the wingtip vertical stabilizers 113, there are wingtip vertical stabilizer rudders 114, which can swing left and right relative to the wingtip vertical stabilizers 113 and are used to control the flight direction.

[0088] On both sides of the tail of the fuselage, two fuselage vertical stabilizers 107 are symmetrically distributed, which are used to maintain the flight stability of the wing-in-ground effect vehicle and provide a steering moment. The two fuselage vertical stabilizers 107 are respectively rotatably connected to the fuselage through vertical stabilizer rotating shafts 109, so that the fuselage vertical stabilizers 107 can be rotated and folded backward. On the trailing edges of the two fuselage vertical stabilizers 107, there are vertical stabilizer rudders 108, which can swing relative to the fuselage vertical stabilizers 107, providing a yaw moment for the wing-in-ground effect vehicle and assisting the wing-in-ground effect vehicle to turn. Between the tops of the two fuselage vertical stabilizers 107 (i.e., above the cargo hatch 151), there is a horizontal stabilizer 105, which together forms a box-shaped structure for maintaining the strength and stability of the structure. The fuselage vertical stabilizers 107 are in a trapezoidal shape that slopes backward as a whole, making the horizontal stabilizer 105 away from the fuselage, increasing the lever arm formed between it and the center of gravity of the wing-in-ground effect vehicle, so as to improve the pitch control moment provided by the horizontal stabilizer 105 for the wing-in-ground effect vehicle. The horizontal stabilizer 105 is divided into three parts. The middle part is rectangular, and there are two engine nacelles arranged side by side and symmetrically. The gas turbine engines 200 of the power propulsion system 20 are installed in the engine nacelles. Placing the engines and the engine nacelles on the horizontal stabilizer 105, which is a position away from the fuselage, can also play a role in reducing the internal noise level of the wing-in-ground effect vehicle. The two ends of the middle part of the horizontal stabilizer 105 are rotatably connected to the two fuselage vertical stabilizers 107 through horizontal stabilizer rotating shafts 106, so that the horizontal stabilizer 105 and the engine nacelles can swing up and down around the horizontal stabilizer rotating shafts 106, which is used to change the flow field near the tail of the wing-in-ground effect vehicle and the engine exhaust direction, so as to provide additional lift or assist in providing a pitch moment for the wing-in-ground effect vehicle. The two side parts of the horizontal stabilizer 105 are in a trapezoidal shape and slope backward. They are also respectively rotatably connected to the outside of the two fuselage vertical stabilizers 107 through horizontal stabilizer rotating shafts 106 and can swing up and down around the horizontal stabilizer rotating shafts 106, which is used for the pitch balance of the wing-in-ground effect vehicle. During use, the horizontal stabilizer 105 is adjusted according to the center of gravity of the wing-in-ground effect vehicle and the lift of the front and rear pairs of wings to maintain the pitch balance of the wing-in-ground effect vehicle.

[0089] The fuselage is provided with a foldable landing gear at the bottom for providing support when the wing-in-ground effect vehicle taxis on the ground and parks, including the front landing gear 122 of the fuselage and the rear landing gear 125 of the fuselage. Among them, there are two groups of the front landing gear 122 of the fuselage, which are distributed on the left and right at the front of the fuselage and are folded and stored in the front landing gear bay 120 inside the fuselage. An access door 121 of the front landing gear bay of the fuselage is installed at the opening of the front landing gear bay 120 of the fuselage. After the front landing gear 122 of the fuselage is folded and retracted into the fuselage, the access door 121 of the front landing gear bay of the fuselage also closes simultaneously to form a smooth and continuous surface of the fuselage. Each group of the front landing gear 122 of the fuselage is provided with two wheels (which can also be increased or decreased according to actual situations) to improve the load-carrying capacity; the rear landing gear 125 of the fuselage is located below the cargo hold 150 in the middle and rear of the wing-in-ground effect vehicle, and there are also two groups which are respectively folded and stored in two rear landing gear bays 123 of the fuselage. Since it is necessary to ensure the volume and shape of the cargo hold 150, the rear landing gear bays 123 of the fuselage adopt a design protruding from the fuselage. The two rear landing gear bays 123 are located on both sides of the lower part of the fuselage and are smoothly transitioned with the fuselage to reduce air resistance; an access door 124 of the rear landing gear bay of the fuselage is installed at the opening of the rear landing gear bay 123 of the fuselage. After the rear landing gear 125 of the fuselage is folded and retracted into the rear landing gear bay 123 of the fuselage, the access door 124 of the rear landing gear bay of the fuselage also closes simultaneously. Each group of the rear landing gear 125 of the fuselage is provided with two rows of two tires in the front and rear, totaling 8 tires (which can also be increased or decreased according to actual situations) to greatly improve the load-carrying capacity and cope with the pressure on the landing gear when the cargo is fully loaded. The access door 121 of the front landing gear bay of the fuselage and the access door 124 of the rear landing gear bay of the fuselage are both composed of multiple rotatable doors to avoid interference with the landing gear, and when taxiing in water, it can play a role in reducing the impact of water flow on the landing gear, which can not only protect each landing gear but also reduce the forward resistance. The landing gear of the fuselage of this wing-in-ground effect vehicle adopts a "two in the front and two in the rear" layout, and the front and rear landing gears at the lower part of the two side wingtip struts 110 can support the wing-in-ground effect vehicle more stably and fully avoid tipping due to imbalance during loading and unloading of goods or when traveling. In addition, an inflatable fuselage float 127 that can be folded and inflated is provided in the rear landing gear bay 123 of the fuselage, and a fuselage float access door 128 is provided at the corresponding position of the rear landing gear bay 123 of the fuselage; when in use, the fuselage float access door 128 is opened to release the inflatable fuselage float 127, and prefabricated high-pressure gas is delivered into the inflatable fuselage float 127 to make it expand into a long tube shape to provide additional buoyancy as a float.

[0090] The layout inside the fuselage and the method of loading and unloading goods are as Figure 4As shown in the figure, at the very front of the fuselage is the radar compartment 140, which is used to install the radar 141 to facilitate detection in front of the wing-in-ground effect vehicle. Above the rear side of the radar compartment 140 is the cockpit 130, which is used to accommodate the pilot, accompanying personnel and the control equipment of the wing-in-ground effect vehicle, including the console 132, which contains a joystick, a display, instruments, control buttons, etc., and also includes the pilot seat 133. To ensure flight reliability, when two pilots, a primary pilot and a co-pilot, are required, two seats will be correspondingly equipped. In addition, accompanying personnel seats 134 are provided. In front of the cockpit 130 and corresponding to the head of the fuselage, there is a cockpit glass 131, which is convenient for the pilot to observe the scene in front of the wing-in-ground effect vehicle, determine the travel route and operate the wing-in-ground effect vehicle. Below the cockpit 130 is the nose landing gear compartment 120 of the fuselage, which is used to provide a folding storage space for the nose landing gear 122 of the fuselage. At the outer front part of the nose landing gear compartment 120 of the fuselage, there is a nose skid 126 of the fuselage, which can be opened during water landing and takeoff to produce a skid effect. The rear part of the fuselage, that is, behind the cockpit 130, is the cargo compartment 150, which has a large space and is used to store goods. For example Figure 4 the large air cargo container 302, the medium air cargo container 303 and the bulk cargo 305 fixed on the cargo pallet 304 in Figure 4 . As shown in

[0091] The power propulsion system 20 of the wing-in-ground effect vehicle is as shown in Figure 5As shown, there are two gas turbine engines 200, which are respectively installed in two engine nacelles on the horizontal tail 105. The rear part thereof is the engine nozzle 202. Two generators 220 are respectively installed at the centers of the engine air intakes 201 of the two gas turbine engines 200. The power battery and power management system 222 is arranged below the cargo hold 150 at the bottom of the fuselage. The fuel tank 210 is arranged in the front wing 101 and the rear wing 102. Fuel is stored in the fuel tank 210. The fuel tank 210 is divided into multiple parts, all of which are arranged in a saddle-like shape and are scattered on the outer shells 236 of the respective propulsion ducts on the front wing 101 and the rear wing 102, so as to make full use of the narrow space inside the wing. A fuel pipe 211 is connected between the fuel tank 210 and the gas turbine engine 200. The generator 220, the power battery and power management system 222 are connected to the distributed thruster 230 through a cable 221. The fuel in the fuel tank 210 is transported to the gas turbine engine 200 through the fuel pipe 211. The gas turbine engine 200 enables the inhaled working medium to complete a thermodynamic cycle through components such as a compressor, a combustion chamber, and a turbine, converts the chemical energy in the fuel into shaft work and outputs it to the generator 220 externally, and then the generator 220 converts it into electric energy, transports it through the cable 221 and stores it in the power battery and power management system 222. The power battery and power management system 222 provides power for the distributed thruster 230 through the cable 221. The power battery and power management system 222 is divided into multiple relatively independent small pieces to facilitate placement at the bottom of the fuselage for the purpose of saving space; in order to ensure that the ground effect transport aircraft still has a certain ability to get out of trouble when the gas turbine engine 200 fails, the electricity storage capacity of the power battery and power management system 222 should meet the requirement that all the distributed thrusters 230 work at high load for 15 to 30 minutes; during the startup process of the gas turbine engine 200, the generator 220 can also be used as a starter. The generator 220 extracts electric energy from the power battery and power management system 222 and drives the gas turbine engine 200 to rotate. After the rotational speed increases to the critical value, fuel is injected and ignited, and it is maintained to operate by its own converted power. In the connection of the fuel pipe 211 and the cable 221 leading to the gas turbine engine 200 and the generator 220, it is necessary to pass through the centers of the horizontal tail shaft 106 and the vertical tail shaft 109 to ensure the integrity of the cable and pipeline when the horizontal tail 105 and the vertical tail 107 of the fuselage rotate.

[0092] There are a total of 22 distributed thrusters 230, which are arranged at the leading edges of the front and rear wings 102 and are embedded in each thruster duct 235 one by one. The two front wings 101 are respectively embedded with 6 thrusters, and the two rear wings 102 are respectively embedded with 5 thrusters (the number can also be increased or decreased according to actual conditions); each distributed thruster 230 is driven by an independent power, which can greatly reduce the risk of damage to the entire machine when a single device is damaged compared to the solution of using a centralized thruster. In addition, the power and speed of each distributed thruster 230 can be adjusted separately to assist each rudder to adjust the attitude of the ground effect transport aircraft, for example, by creating a thrust difference on both sides of the fuselage to form a yaw moment and a roll moment to assist the ground effect transport aircraft in turning, or by creating a thrust difference on the front and rear wings to form a pitch moment, so as to cooperate in solving the problem of center of gravity shift of the ground effect transport aircraft caused by cargo; when the ground effect transport aircraft needs to brake, each distributed thruster 230 can also provide reverse thrust by reverse rotation to reduce the taxiing distance. The distributed propellers 230 are divided into a first distributed propeller 230A and a second distributed propeller 230B. The difference between the two types is that the rotation directions are opposite. When installed, the two types of propellers are arranged at intervals from each other and arranged oppositely at symmetrical positions on the wings on both sides. This can maximize the balance of the gyroscopic effect brought by the rotating parts to the ground effect transport aircraft, and can also balance the drag torque on each propeller, avoiding structural damage to the wings caused by the concentration of drag torque and generating additional rolling torque on the ground effect transport aircraft, making the ground effect transport aircraft more stable, safe and reliable.

[0093] Each distributed thruster 230 includes a first-stage thruster blade 231, which is a thin sheet structure with curvature and inclination. It can do work on the air flowing through it during high-speed rotation, increasing its pressure and speed. The curvature and inclination directions of the first-stage thruster blades 231 in the first distributed thruster 230A and the second distributed thruster 230B are opposite to adapt to different rotation directions. There is a certain gap between the tip of the first-stage thruster blade 231 and the thruster duct 235 to avoid rubbing during high-speed rotation. Each first-stage thruster blade 231 is connected to the thruster hub 232. The thruster hub 232 is a cylindrical structure with a smooth head, which supports the blades and drives them to rotate. The thruster hub 232 is driven to rotate by a thruster drive motor 233 located downstream of it. The thruster drive motor 233 uses a permanent magnet synchronous motor, which has the characteristics of small volume, light weight, and high power density, and is suitable for the application scenario of ducted thrusters; the rotation speed and direction of each thruster drive motor 233 can be independently controlled, so that the thrust magnitude and direction generated by each distributed thruster 230 are different, to assist the rudder surface in attitude control or braking of the wing-in-ground effect vehicle, etc.; the thruster drive motor 233 is supported by a thruster drive motor bracket 234. The thruster drive motor brackets 234 are radially distributed. Their inner parts are connected to the outer shell of the thruster drive motor 233, and their outer parts are connected to the inner wall of the thruster duct 235 and further fixed to each wing, so as to transfer the thrust and torque generated by the distributed thruster 230 to the wing and the fuselage. In addition, the thruster drive motor bracket 234 has a streamlined shape and the function of guiding air flow, and is responsible for converting the incoming flow with vorticity after passing through the first-stage thruster blade 231 into axial flow to increase the generated thrust effect. All thruster drive motors 233 are connected to the power battery and the power management system 222 through cables 221 to provide power.

[0094] The wing-in-ground effect vehicle of this embodiment can take off, land, and be used both on land and on water. Its floating state is as Figure 8As shown. To avoid water ingress, the fuselage in the floating state should close the front landing gear hatch cover 121, the rear landing gear hatch cover 124 and the cargo hatch cover 151, and the wing end support plate 110 should also close the front landing gear hatch cover 115 and the rear landing gear hatch cover 117 to ensure airtightness. At the same time, in order to reduce the draft of the fuselage and prevent the rear wing 102 and its distributed thruster 230 from being submerged in water after loading and affecting propulsion, the wing end pontoon hatch cover 111 and the fuselage pontoon hatch cover 128 are opened to release the wing end inflatable pontoon 112 and the fuselage inflatable pontoon 127, and the prefabricated high-pressure gas is delivered to the wing end inflatable pontoon 112 and the fuselage inflatable pontoon 127 to expand them into a long cylinder shape, which acts as a float to provide additional buoyancy. In order to convert buoyancy into supporting force for ground effect transport aircraft, the opening angle of wing tip pontoon hatch cover 111 and fuselage pontoon hatch cover 128 should be 90 °, and use their inner surface to resist the inflated pontoon, and the fixed side of wing tip support plate 110 also needs to use its surface to resist the wing tip inflatable pontoon 112 to avoid its shaking and instability; when the ground effect transport aircraft is parked in a hangar or flying in the air, the wing tip inflatable pontoon 112 and the fuselage inflatable pontoon 127 are deflated to make them retracted, and the process is opposite to that when inflated, and the high pressure gas is directly released. In order to ensure that the resistance of the pontoon is small when moving in water, the wing tip inflatable pontoon 112 and the fuselage inflatable pontoon 127 should be elongated cylindrical as a whole, and the head and tail should be smooth and streamlined. In order to keep the balance of the ground effect transport aircraft, the fuselage inflatable pontoon 127 is located in front of the wing tip inflatable pontoon 112, so that the buoyancy distribution is more even.

[0095] When the ground effect transport aircraft takes off from water, the wing tip inflatable floats 112 and the fuselage inflatable floats 127, which have a deeper draft after expansion, will produce greater resistance, thereby affecting the speed increase of the ground effect transport aircraft and causing insufficient lift. To solve this problem, the front water ski 126 of the fuselage, the front landing gear canopy 115 of the wing tip and the tail elevator 100 are designed, such as Figure 9As shown. The front hull skis 126 are arranged at the bottom of the nose, the tail elevator 100 is arranged at the bottom of the tail, and the wingtip nose landing gear hatch 115 is arranged at the front end of the bottom of the wingtip strut 110. During takeoff on water, it can be released downward to reach the water surface and be used as a ski. By using its smooth lower surface to rub against the water surface at high speed, the resistance is converted into lift to lift the hull. At the same time, the air pressure of each inflatable float is reduced, causing it to shrink until it completely leaves the water surface. Since only the skis are in contact with the water surface at this time, the resistance is much smaller than when the inflatable floats are in the water, which is beneficial for the ground effect transport aircraft to accelerate takeoff. To increase the lift during takeoff, the front wing retractable flap 103 and the rear wing retractable flap 104 should both be in the fully extended and open state. After the ground effect transport aircraft takes off successfully, the skis are retracted and attached to the surface of the hull to reduce air resistance. When the ground effect transport aircraft lands on the water, each ski can also be released and contact the water surface prior to the hull and each inflatable float, thereby absorbing the main impact energy and preventing the ground effect transport aircraft from losing balance and damaging low-strength components such as inflatable floats.

[0096] During parking and maintenance, to reduce the occupied space and the requirements for facilities such as hangars, the wingtip vertical fin 113 is folded inward by 90°, and at the same time, the fuselage vertical fin 107 is tilted backward and downward, that is, the typical value of α is reduced from 60° to 0°, and the engine nacelle is rotated to be horizontal and close to the cargo hatch 151, as Figure 10 shown, so that the height of the ground effect transport aircraft is reduced from the height D0 = 7.0 m between the ground and the erected fuselage vertical fin to the height D1 = 4.8 m between the ground and the leveled fuselage vertical fin, thereby greatly reducing the height of the ground effect transport aircraft and thus greatly reducing the height of the hangar door, as Figure 10 shown.

[0097] In the state of flying completely relying on pre-stored electric energy, at this time the gas turbine engine 200 is shut down, and the gas turbine engine 200 can also be placed behind the windward cross-section of the fuselage by folding the fuselage vertical fin 107 to reduce flight resistance. At this time, the pitch adjustment of the ground effect transport aircraft mainly relies on the tail elevator 100, and the yaw adjustment relies on the wingtip vertical fin rudder 114.

[0098] To solve the problem that the ground effect transport aircraft is greatly affected by sea waves, this embodiment adopts a tandem double-wing layout with retractable flaps and has a wave-resistant function. The principle is as Figure 6 shown. By predicting the distance between the ground effect transport aircraft and the water surface, while maintaining the stability of the fuselage, the extension amplitude of the front wing retractable flap 103 and the rear wing retractable flap 104 is adjusted in real time to maintain the stability of the overall lift. The specific method is as follows:

[0099] S1, through the radar 141 set at the front of the fuselage, detect the sea conditions on the travel route of the ground effect transport aircraft, including the wave height HW 、The wave traveling speed V W , and the horizontal distance between the wave and each main aerodynamic component, specifically including: the horizontal distance L between the wave and the front wing f 、the horizontal distance L between the wave and the rear wing b 、the horizontal distance L between the wave and the tail elevator t .

[0100] S2. Input the parameters measured in S1 into the on-board computer in real time to obtain H W The variation curve of H with time t. According to the flight speed V of the wing-in-ground effect transport aircraft A , the predicted values at each time can be calculated, specifically including: the predicted value of the time Δt when the target wave moves under the front wing f =L f / (VA + VW), the predicted value of the time Δt when the target wave moves under the rear wing b =L b / (VA + VW), the predicted value of the time Δt when the target wave moves under the tail elevator t =L t / (VA + VW). For the case where the wave and the wing-in-ground effect transport aircraft move towards each other, V W should be taken as a positive value. For the case where they move in the same direction, V W should be taken as a negative value. Since the flight speed of the wing-in-ground effect transport aircraft is generally much greater than that of the wave, there is no situation where the predicted values at each time are negative; combined with the pre-set vertical height H A (which should be greater than H W ), the vertical distance h between the front wing of the wing-in-ground effect transport aircraft and the wave surface can be predicted in advance f , the vertical distance h between the rear wing of the wing-in-ground effect transport aircraft and the wave surface b and the vertical distance h between the tail elevator and the wave surface t , as well as the variation law of each vertical distance value with time t, such as Figure 7 . Each vertical distance has a significant impact on the lift obtained by the wing-in-ground effect transport aircraft. That is, when the value is too small, the ground effect is enhanced, and the lift obtained by the wing-in-ground effect transport aircraft is too large, which will cause a tendency of tilting and pulling up, and then the ground effect will be weakened due to the increase in distance, causing the wing-in-ground effect transport aircraft to sink, and so on, forming bumps. Especially when the vertical distance values change violently with time, accidents are extremely likely to occur.

[0101] S3. Using the variation law of each vertical distance value with t as the input, correspondingly change the extension length l of the front wing flap f 、the extension length l of the rear wing flap band the angle γ between the tail elevator and the horizontal plane, so that the lift obtained by the ground effect transport aircraft is close to being constant, and the bumps and dangers caused by the ground effect transport aircraft rising and falling with the water waves are avoided.

[0102] By controlling l f and l b , the distance between the leading edge of the rear wing 102 and the trailing edge of the front wing 101 is adjusted, and the distance between the trailing edge of the rear wing 102 (i.e., the trailing edge of the retractable flap 104 of the rear wing) and the water surface; when l f and l b increase simultaneously, the front and rear wings are integrally formed in terms of aerodynamic shape, forcing the oncoming air flow in front to flow through the narrow space between the trailing edge of the rear wing 102 and the water surface only after being pressurized by the distributed thruster 230, forming a strong ground effect on the water surface, thereby increasing the pressure on the lower surfaces of both wings at the same time. Coupled with the increase in the wing area, the lift obtained by the ground effect transport aircraft is increased together. When l f and l b decrease and the above two distances increase simultaneously, a part of the air flow that flows under the front wing 101 is changed to flow over the upper surface of the rear wing 102, and the air flow under each wing is also easier to pass through, that is, the ground effect is weakened, and the lift obtained by the ground effect transport aircraft is reduced.

[0103] During flight, the tail elevator 100 is deployed backward from the stowed state. At this time, the tail elevator 100 has an inclination angle similar to that of the tail of the fuselage. The angle γ between the tail elevator 100 and the horizontal plane is adjusted to control the air flow flowing through the lower surface of the fuselage, thereby playing a role in adjusting the lift; when γ increases, the distance between the trailing edge of the tail elevator 100 and the water surface decreases, and the lift obtained by the ground effect transport aircraft also increases; otherwise it decreases.

[0104] When the waves are small, only l b can also be adjusted to control the distance between the trailing edge of the rear wing 102 and the water surface, so as to reduce the difficulty of overall wing adjustment.

[0105] S4. During the process of adjusting the retractable flaps of the front and rear wings and the tail elevator, not only the lift obtained by the ground effect transport aircraft as a whole will be changed, but also its pitch angle will be affected. Therefore, the angle α between the vertical tail of the fuselage and the horizontal plane and the angle β between the horizontal tail and the horizontal plane are adjusted in a matching manner. By changing the aerodynamic force of the horizontal tail 105 and the vector thrust of the engine nozzle 202, the pitching moment brought by the wings is balanced, and the stability of the ground effect transport aircraft is maintained.

[0106] S5. Coordinately adjust the rotation speed and direction of each distributed thruster 230, and redistribute the distribution of thrust and lift to cope with the change of the ground effect caused by the waves.

[0107] S6. As the fuel in the fuel tank 210 is consumed and the center of gravity of the wing-in-ground effect vehicle changes due to cargo loading and unloading, the adjustment methods of S3 to S5 are comprehensively adopted to maintain the balance of the wing-in-ground effect vehicle.

[0108] When there is an angle between the wave and the traveling direction of the wing-in-ground effect vehicle, since the variation laws of the vertical distance values on both sides of the fuselage with respect to t are not synchronized, when adopting the adjustment methods of S3 to S5, the adjustments on both sides of the fuselage are not synchronized.

[0109] l f and l b Another advantage of being adjustable is that the wing-in-ground effect vehicle can adapt to the situation of horizontal taxiing on water or on the ground. At this time, the front and rear wings and the distributed thrusters 230 do not need to generate lift, so the retractable flaps of the front and rear wings can be completely retracted. In addition to changing the lift generated by the wing-in-ground effect vehicle and causing bumps, waves may also pose a threat to the safety of the gas turbine engine 200 and the distributed thrusters 230 - when the spray enters these two components, it may cause damage to the blades and engine flameout. Therefore, protective measures also need to be taken. In this embodiment, the gas turbine engine 200 and the engine nacelle are arranged at a high position at the tail of the wing-in-ground effect vehicle, and the fuselage can be used to block the spray from entering; at the same time, the deeper thruster duct 235 and the thruster duct housing 236 above the leading edge of the wing are used for protection to prevent the spray from hitting the first-stage thruster fan blades 231 and the thruster hub 232. The cooperation with each wing is also considered in the design of the rear landing gear bay 123 of the fuselage. The position can be selected to avoid interference with it and ensure that the spray of the duct airflow will not be blocked. In order to avoid excessive damage to the wing structure by the thruster duct 235, its cross-sectional shape is designed to be S-shaped curved. Although this will cause some loss of aerodynamic performance, more space will be obtained for installing the fuel tank 210 and the retractable flaps of the front and rear wings.

[0110] The typical usage method of the wing-in-ground effect vehicle is as Figure 11 shown, and it will be described step by step as follows:

[0111] Step a. Loading cargo;

[0112] The wing-in-ground effect vehicle is parked at the departure place, supported and fixed on the ground by the opened wingtip front landing gear 116, wingtip rear landing gear 118, fuselage front landing gear 122 and fuselage rear landing gear 125. The cargo hatch 151 is opened, and the cargo is loaded into the cargo hold 150 with the assistance of the loading vehicle 30, and then the cargo hatch 151 is closed. At the same time, fuel is filled into the fuel tank 210.

[0113] Step b. Land taxiing (outbound);

[0114] The power battery and the power management system 222 supply power to the generator 220, driving the gas turbine engine 200 to rotate. Meanwhile, fuel is supplied and ignition is carried out to start it, and then the generator 220 charges the power battery and the power management system 222. Then, electrical energy is supplied to the distributed thruster 230 to make it rotate and generate thrust, driving the ground effect aircraft to taxi on the ground to the take-off position. During this process, the front wing retractable flap 103 and the rear wing retractable flap 104 are in the retracted state so that the generated thrust is mainly used for horizontal taxiing.

[0115] Step c. Take-off on land (for the condition of having an airport);

[0116] When the departure place has an airport (such airports specifically refer to those located by the sea, with the runway end directly leading to the coast and a small drop), the ground effect aircraft can complete take-off on land. At this time, increase the power of the distributed thruster 230 to increase the thrust. Meanwhile, deploy the front wing retractable flap 103 and the rear wing retractable flap 104, that is, increase l f and l b , and increase β to increase the lift and ensure taking off into the air before reaching the end of the runway, and then entering above the water area. After take-off, quickly retract each landing gear and close the landing gear hatch covers to make the fuselage restore a smooth shape to reduce flight resistance.

[0117] Step d. Take-off on water (for the condition of having no airport);

[0118] d1. Slide into the water: In the case where only a dock is available for take-off and landing, take-off on water can be adopted. First, open the wingtip float hatch 111 and the fuselage float hatch 128 on land, and inflate high-pressure gas into the wingtip inflatable float 112 and the fuselage inflatable float 127 to make them expand and get ready for floating. Then, make the distributed thruster 230 in a low-power state and keep the front wing retractable flap 103 and the rear wing retractable flap 104 in the retracted state, and push the ground effect aircraft to slide into the water through the sloping dock on the shore relying on the support and rolling of each landing gear. Such a sloping dock should be smooth and flat, have a hard surface, extend into the water at an angle of 10 - 15°, and the extension length should ensure meeting the draft depth requirement of the ground effect aircraft when fully loaded.

[0119] d2. Water taxiing (offshore): After completely entering the water, retract each landing gear and close the landing gear hatch covers, and drain the accumulated water. Increase the power of the distributed thruster 230 to overcome the water resistance and make the ground effect aircraft enter an open water area suitable for take-off. At this time, lower the wingtip nose landing gear hatch 115, the fuselage front skid 126, and the tail elevator 100, and use the skid lift to reduce the draft depth or lift the fuselage off the water surface.

[0120] d3. Water takeoff: Increase the power of the gas turbine engine 200 and the distributed thrusters 230 to increase the thrust. At the same time, fully deploy the telescopic flaps 103 of the front wing and the telescopic flaps 104 of the rear wing, and deflect the engine nacelles and the horizontal tail 105 backward and downward to increase lift, enabling the ground effect transport aircraft to gradually leap out of the water. At the same time, deflate the wingtip inflatable floats 112 and the fuselage inflatable floats 127 to make them contract. After they shrink, close the wingtip float hatch 111 and the fuselage float hatch 128 to reduce flight resistance and takeoff distance.

[0121] Step e. Water cruise;

[0122] After takeoff, according to the water wave conditions, adjust the power of the distributed thrusters 230, l f , l b , γ, and cooperate with each rudder surface to adjust the height and speed of the ground effect transport aircraft to ensure that the ground effect transport aircraft can not only obtain sufficient ground effect but also maintain a sufficient safety distance from the waves to avoid hitting them. To enhance the air pressure under the front and rear wings and the fuselage and obtain greater thrust, β should be close to 0°, making the engine nozzle 202 face backward. During the cruise stage, the ground effect transport aircraft is in the open sea, where the wave height is usually higher than that in the coastal area. At this time, the anti-wave function of the ground effect transport aircraft should be activated, and dynamic adjustment should be made according to the wave conditions detected by the radar 141 to maintain the stability of the fuselage.

[0123] Step g. Water landing (for the condition of no airport);

[0124] g1. Water landing: For the case where there are no airport takeoff and landing conditions at the destination, before approaching the destination, use the water landing method. First, reduce the power of the gas turbine engine 200 and the distributed thrusters 230 to decelerate the ground effect transport aircraft. At the same time, to ensure that the lift reduction rate is not too fast at this time, keep the telescopic flaps 103 of the front wing and the telescopic flaps 104 of the rear wing in the deployed state. Then open the wingtip float hatch 111 and the fuselage float hatch 128, and inflate the wingtip inflatable floats 112 and the fuselage inflatable floats 127 to make preparations for entering the water. Then lower the wingtip nose gear hatch 115 and the fuselage front skids 126, and at the same time increase γ, using these skids to contact the water surface to decelerate the ground effect transport aircraft.

[0125] g2. Water taxiing (to the shore): The operation process is first similar to d2. Use the lift of the skids to reduce the draft or lift the fuselage out of the water. Then, before approaching the dock for landing, lower each landing gear in the water in advance and retract each skid at the same time.

[0126] g3. Dock landing: The operation process is the opposite of d1. Sliding into the water. If the ground effect transport aircraft cannot climb up the dock ramp due to too large slope angle and load, ground traction measures can be used for assistance.

[0127] Step h. Land landing (for the condition of having an airport);

[0128] When the takeoff and landing conditions of the destination airport are good, the land landing method can be adopted. The operation process is the opposite of step c. However, in order to increase lift at a low speed, the front wing retractable flap 103 and the rear wing retractable flap 104 should be kept in the deployed state, and β should be increased.

[0129] Step h. Land taxiing (to the shore);

[0130] The operation is the same as step b. If rapid braking is required after landing, the thruster drive motor 233 can be rotated in the reverse direction to generate reverse thrust to accelerate braking.

[0131] Step i. Unload the goods;

[0132] The ground effect transport aircraft relies on its own power or the traction of a ground vehicle to reach the unloading location. The gas turbine engine 200 is shut down, the cargo hatch 151 is opened, the loading and unloading vehicle 30 is connected, and then the goods are transported out of the cargo hold 150. Then, maintenance and repair of the ground effect transport aircraft are carried out, or the transportation task is performed again, repeating the above process.

[0133] Embodiment 2

[0134] As Figure 12 shown, when transporting small goods of multiple categories, in order to improve the adaptability of the layout of the cargo hold 150 to the size of the goods, a lifting double-layer cargo board 153 is added in the middle of the cargo hold 150, dividing the cargo hold 150 into upper and lower layers. Relatively small goods can be loaded in each layer. When in use, first open the cargo hatch 151, then adjust the lifting double-layer cargo board 153 to a height matching the size of the goods, and then load the goods layer by layer on the upper and lower layers through the loading and unloading vehicle 30. A typical implementation method is to place larger goods, such as medium-sized air freight containers 303, on the cargo hold floor 152 with better load-bearing capacity; place small air freight containers 306 on the lifting double-layer cargo board 153 with relatively weak load-bearing capacity; and place the remaining freight pallets 304 and bulk goods 305 in the remaining spaces. After loading is completed, close the cargo hatch 151, and the remaining usage methods are the same as in Embodiment 1.

[0135] Embodiment 3

[0136] The structure of the ground effect transport aircraft in this embodiment is basically the same as that in Embodiment 1, except that the original cargo hold 150 space is transformed into a passenger cabin 160. Correspondingly, the cargo hatch 151 is changed to a passenger cabin door 166, so that the use of the ground effect transport aircraft is changed from freight to passenger transport. The layout of the passenger cabin 160 is as Figure 13As shown, on both sides of the upper part are luggage racks 163 for placing passengers' carry-on luggage. Below the luggage racks 163 are passenger seats 162, which are distributed on both sides of the cabin aisle 161. In a typical layout, 9 rows can be placed, with 4 seats in each row, accommodating 36 passengers. At the tail of the cabin 160 is a toilet 164, and the inclined space at the tail is fully utilized to place cabin service equipment 165. When in use, first rotate upward to open the cabin door 166 at the tail of the fuselage, dock the boarding ramp 40 to the cabin aisle 161, and passengers and crew can enter the cabin 160 along the boarding ramp 40. There is a passage door between the cockpit 130 and the cabin 160 for the pilot and stewardess to enter and exit. After the passengers are seated, close the cabin door, and the remaining usage method is the same as that in Embodiment 1.

[0137] The description presented in the above exemplary embodiments is only intended to illustrate the technical solutions of the present invention and is not intended to be exhaustive or to limit the present invention to the precise forms described. Obviously, many changes and variations are possible for those of ordinary skill in the art according to the above teachings. The selection of the exemplary embodiments and the description are for explaining the specific principles of the present invention and its practical applications, so that other technical personnel in the art can easily understand, implement, and utilize the various exemplary embodiments of the present invention and their various alternative forms and modifications. The scope of protection of the present invention is intended to be defined by the appended claims and their equivalent forms.

Claims

1. A ground effect transport aircraft using distributed propulsion, characterized in that, It includes an airframe structure (10) and a power propulsion system (20); The main body of the airframe structure (10) is the fuselage, which is located at the symmetry center of the aircraft and is streamline-shaped as a whole. A radar (141) is installed at the front part inside the fuselage; The front wings (101) and the rear wings (102) are symmetrically arranged and fixedly connected on both sides of the fuselage. The leading edge of the rear wing (102) is located below the trailing edge of the front wing (101), and there is a gap between them. A plurality of propeller ducts (235) are symmetrically and equidistantly arranged on the front and rear wings. One end of the propeller duct (235) opens at the leading edges of the front and rear wings, and the other end opens at the lower surfaces of the front and rear wings. A number of distributed propellers (230) in the power propulsion system (20) are respectively installed in the propeller ducts (235), and each distributed propeller (230) can be independently controlled. Retractable flaps (103) of the front wing and retractable flaps (104) of the rear wing are respectively arranged at the trailing edges of the front wing (101) and the rear wing (102), and the retractable flaps of the front and rear wings can both extend. The outer ends of the front wing (101) and the rear wing (102) on the same side of the fuselage are jointly connected to the wing tip strut (110). The upper surface of the wing tip strut (110) matches the upper surface shapes of the front and rear wings, and the lower half protrudes from the lower surfaces of the front and rear wings, jointly forming a box-shaped structure with the front and rear wings. The fuselage vertical tails (107) are symmetrically distributed and rotatably connected on both sides of the tail of the fuselage. A horizontal tail (105) is rotatably connected between the tops of the two fuselage vertical tails (107). An engine nacelle is arranged on the horizontal tail (105), and a gas turbine engine (200) of the power propulsion system (20) is installed in the engine nacelle, and the gas turbine engine (200) can swing up and down synchronously with the horizontal tail (105); The ground effect transport aircraft has a wave resistance function: S1. Detect the sea conditions on the travel route of the wing-in-ground effect vehicle through a radar (141), including the wave height H W , the wave travel speed V W , and the horizontal distance L between the wave and the front wing f , the horizontal distance L between the wave and the rear wing b ; S2, obtain H W The variation curve with time t, according to the flight speed V of the wing-in-ground effect aircraft A , calculate the predicted value Δt of the time when the target wave moves under the front wing f =L f / (VA + VW), the predicted value Δt of the time when the target wave moves under the rear wing b =L b / (VA + VW), and then combined with the pre-set vertical height H between the wing-in-ground effect aircraft and the horizontal plane A , the vertical distance h between the front wing of the wing-in-ground effect aircraft and the wave surface can be predicted in advance f , the vertical distance h between the rear wing of the wing-in-ground effect aircraft and the wave surface b , and the variation law of each vertical distance value with time t; S3. Taking the variation law of each vertical distance value with respect to t as the input, correspondingly change the extension length l of the front wing flap f and the extension length l of the rear wing flap b so that the lift obtained by the ground effect transport aircraft is close to being constant; according to the wave size, l b can also be adjusted only. S4. Match and adjust the angle α between the fuselage vertical tail and the horizontal plane, and the angle β between the horizontal tail and the horizontal plane to balance the pitching moment brought by the wings; S5. Coordinately adjust the rotation speed and direction of each distributed propeller (230) to redistribute the distribution of thrust and lift; S6. When the center of gravity of the ground effect transport aircraft changes, comprehensively adopt the adjustment methods of S3 to S5 to maintain the balance of the ground effect transport aircraft.

2. The ground effect transport aircraft using distributed propulsion according to claim 1, characterized in that, The tail end of the bottom of the fuselage is rotatably connected with a tail elevator (100), which is folded and stored at the tail of the fuselage and is used to change the distance between the tail of the fuselage and the water surface after being unfolded to assist in realizing the anti-wave function of the ground effect transport aircraft: detecting the horizontal distance L between the wave and the tail elevator through a radar (141) t ; calculating the predicted value Δt of the time when the target sea wave moves under the tail elevator t =L t / (VA + VW), the vertical distance h between the tail elevator and the wave surface t and the variation law of h t with time t; taking the variation law of h t with t as the input, correspondingly changing the angle γ between the tail elevator and the horizontal plane to assist the ground effect transport aircraft in realizing constant lift.

3. The ground effect transport aircraft adopting distributed propulsion according to claim 1 or 2, characterized in that, When there is an angle between the wave and the traveling direction of the ground effect transport aircraft, since the variation laws of the vertical distance values on both sides of the fuselage with respect to t are not synchronous, when adopting the adjustment methods in S3 to S5, the two sides of the fuselage are adjusted separately.

4. The ground effect transport aircraft using distributed propulsion according to claim 1, characterized in that, The specific structure is as follows: The cross-sectional shape of the fuselage is approximately rectangular, the front part of the fuselage is approximately conical, and the top surface of the rear part of the fuselage slopes downward to the bottom surface; Both the front wing (101) and the rear wing (102) are rectangular in top view. The front wing (101) is connected to the upper part of the fuselage, and the rear wing (102) is connected to the middle part of the fuselage; The wingtip strut (110) is a thin box body with smooth front and rear ends. Above the rear of the two wingtip struts (110), there is a wingtip vertical fin (113). At the trailing edge of the wingtip vertical fin (113), there is a wingtip vertical fin rudder (114) that can swing left and right relative to the wingtip vertical fin (113) for controlling the flight direction. The two fuselage vertical fins (107) are both trapezoidal and inclined rearward. The horizontal tail (105) is divided into three sections. The middle section is rectangular, and there are two engine nacelles arranged side by side. The two ends of the middle section are rotatably connected to the two fuselage vertical fins (107). The two side sections of the horizontal tail (105) are trapezoidal and inclined rearward, and are respectively rotatably connected to the outside of the two fuselage vertical fins (107). At the trailing edge of the two fuselage vertical fins (107), there are vertical fin rudders (108) that can swing left and right relative to the fuselage vertical fins (107) to provide a yaw moment. The bottom of the fuselage is provided with a foldable landing gear, including a front fuselage landing gear (122) and a rear fuselage landing gear (125). The front fuselage landing gear (122) is located at the front of the fuselage, and the rear fuselage landing gear (125) is located in the mid-rear of the fuselage. The front fuselage landing gear (122) is stored in the front fuselage landing gear bay (120) inside the fuselage, and a front fuselage landing gear bay cover (121) is provided at the opening of the storage position. The rear fuselage landing gear (125) is stored in the rear fuselage landing gear bay (123). The rear fuselage landing gear bay (123) is located on both sides of the lower part of the fuselage, and a rear fuselage landing gear bay cover (124) is installed at the opening. The frontmost part inside the fuselage is the radar bay (140), where a radar (141) is installed. Above the rear of the radar bay (140) is the cockpit (130), and below the cockpit (130) is the front fuselage landing gear bay (120). Behind the cockpit (130) and the front fuselage landing gear bay (120) is the cargo bay (150), and a cargo bay cover (151) is provided at the tail of the cargo bay (150). The described power propulsion system (20) includes a gas turbine engine (200), a fuel tank (210), a generator (220), a power battery and a power management system (222), a distributed thruster (230) and related pipelines. There are two gas turbine engines (200) in total, which are respectively installed in the two engine nacelles on the horizontal tail (105). The generator (220) is installed at the center of the engine air intake (201) of the gas turbine engine (200). The power battery and the power management system (222) are arranged below the cargo bay (150) at the bottom of the fuselage. The fuel tank (210) is arranged in the front wing (101) and the rear wing (102). The generator (220) converts the shaft work output by the gas turbine engine (200) into electrical energy and transports it to the power battery and the power management system (222) for storage to provide power for the distributed thruster (230). Each distributed thruster (230) includes a first-stage thruster blade (231). The first-stage thruster blade (231) is connected to a thruster hub (232). The thruster hub (232) is driven to rotate by a thruster drive motor (233) located downstream of it. Each thruster drive motor (233) is independently controlled. The thruster drive motor (233) is supported by a thruster drive motor bracket (234). The inside of the thruster drive motor bracket (234) is connected to the outer shell of the thruster drive motor (233), and the outside is connected to the inner wall of the thruster duct (235).

5. A ground effect transport aircraft using distributed propulsion according to claim 1 or 4, characterized in that, The thruster ducts (235) on the rear wing (102) are distributed in the spanwise position between the two thruster ducts (235) on the front wing (101), arranged at intervals.

6. A ground effect transport aircraft using distributed propulsion according to claim 1 or 4, characterized in that The described distributed thrusters (230) are divided into two types: the first distributed thruster (230A) and the second distributed thruster (230B). The difference between the two is that their rotation directions are opposite. When installed, the two types of thrusters are arranged at intervals and are arranged oppositely at the symmetrical positions on both wings.

7. A ground effect transport aircraft using distributed propulsion according to claim 1 or 4, characterized in that, The front part and the rear part of the wingtip strut (110) are respectively provided with a wingtip front landing gear bay and a wingtip rear landing gear bay. The wingtip front landing gear (116) and the wingtip rear landing gear (118) are respectively folded and stored in the two landing gear bays. After being released, they support the wingtip strut (110) and the front and rear wings.

8. The ground effect transport aircraft adopting distributed propulsion according to claim 4, characterized in that A foldable and inflatable wingtip inflatable float (112) and a fuselage inflatable float (127) are respectively stored in the wingtip strut (110) and the fuselage rear landing gear bay (123). A wingtip float hatch (111) is provided at the lower half of the outside of the wingtip strut (110), and a fuselage float hatch (128) is provided at the corresponding position of the fuselage rear landing gear bay (123). By opening the float hatch, the internal inflatable float is released, and prefabricated high-pressure gas is conveyed into the inflatable float to make it expand into a long cylindrical shape to provide additional buoyancy as a float.

9. A ground effect transport aircraft using distributed propulsion according to claim 1 or 4, characterized in that, A front fuselage skid (126) is additionally provided at the front of the fuselage, and a wingtip front landing gear hatch (115) is provided at the front end of the bottom of the wingtip strut (110). Both of them are opened and lowered to the water surface during water landing and takeoff and are used as skids.

10. A ground effect transport aircraft using distributed propulsion according to claim 4, characterized in that, The two wingtip vertical tails (113) are rotatably connected to the wingtip strut (110). The wingtip vertical tails (113) are folded inward by 90°. At the same time, the fuselage vertical tail (107) tilts backward and downward, and the engine nacelle is turned to be horizontal and close to the fuselage to reduce the occupied space of the ground effect transport aircraft.

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