A ground effect transport aircraft using distributed propulsion

Abstract

The present invention discloses a ground-effect transport aircraft using distributed propulsion, belonging to the field of transportation equipment technology. It features a front-to-rear tandem twin-wing configuration with retractable flaps on the trailing edges of both wings. When extended, the front and rear wings are connected as one, with the rear wing closer to the water surface, enhancing ground effect. Furthermore, the present invention utilizes a hybrid power system, a retractable and foldable flotation device, and a distributed propulsion system based on embedded ducted fans. This allows for highly economical flight while achieving a high payload, efficient cargo storage and handling, and the potential for conversion to passenger transport. This invention boasts a high payload, high controllability, good economy, and adaptability, providing a complementary solution for my country's coastal logistics system.

Description

Technical Field

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

[0002] Maritime transport holds an irreplaceable core position in the modern logistics and transportation system. Currently, the maritime transport system is dominated by traditional large cargo ships. While these ships offer significant capacity and low costs, they suffer from significant timeliness limitations. To increase the speed of maritime transport, the concept of ground-effect vehicles (GEVs) has been proposed. These vehicles combine the advantages of aircraft and ships, leveraging the "ground effect" to achieve efficient transportation. When GEVs fly at low altitudes close to the water or ground (typically no more than half their wingspan), the air beneath their wings is compressed, significantly increasing lift and reducing drag. This allows them to carry large payloads at high speeds while maintaining low power consumption. This unique operating principle enables GEVs to carry large amounts of cargo at high speeds, playing a vital role in logistics and transportation. Compared to traditional transport aircraft, GEVs are less dependent on runways and can take off and land on water, ice, or flat ground, making them highly adaptable. Compared to ships, GEVs are significantly faster than conventional vessels, enabling them to reach their target locations quickly and significantly reducing transportation time.

[0003] While ground-effect vehicles (GEVs) possess the aforementioned advantages in logistics and transportation, they also possess numerous drawbacks that cannot be ignored. These shortcomings can seriously impact their performance and safety in practical applications. First, GEVs are highly dependent on topography and sea conditions. Excessive surface waves can severely impact their flight stability and safety, potentially leading to loss of control. Furthermore, flying above the surface to avoid wave effects can negate the advantages of ground effect, resulting in reduced lift and increased energy consumption, making them unable to fully utilize their efficient transportation capabilities. For example, "A Review of the Development of Ground-Effect Vehicles" (Luo Zhanhu, Science and Technology Innovation Herald, September 2021) lists the wave-resistance heights of various GEVs. Most small and medium-sized GEVs typically have a wave-resistance height of around 1 meter, while only large GEVs with takeoff weights exceeding 100 tons can achieve heights exceeding 2 meters. To address these issues, Chinese invention patent application number 202410596349.X discloses an active air-breathing stabilization control method and device for GEVs, which can compensate for the aerodynamic effects of waves on the wings. However, this 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's aerodynamic shape, reducing the practicality of this method. Secondly, when flying at low altitude, ground effect vehicles are prone to collisions with surface obstacles (such as ships and ice floes). Especially in complex sea conditions, waves and water spray may enter the engine, causing damage to the high-speed rotating blades or engine flameout, thereby causing serious safety accidents. For example, Chinese invention patent application number 202411550544.5 discloses a distributed electric propulsion box-wing ground effect vehicle. Although its distributed propeller is hoisted under the tail, increasing the distance from the water, because the propeller is exposed above the water surface and lacks protection, there is still the possibility of wave spray hitting the fan blades. In addition, when the ground effect vehicle is parked on the water under a heavy load, its draft will increase significantly due to the lack of dedicated buoyancy equipment. During takeoff, this not only increases the resistance of the water flow to the aircraft body, but also may make it difficult for it 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] This invention aims to overcome the shortcomings of existing technologies by providing a distributed propulsion ground-effect transport aircraft. It utilizes a tandem biplane aerodynamic layout, a hybrid power system, retractable flotation devices, and a distributed propulsion system based on embedded ducted fans. This aircraft is capable of high-load, highly economical flight, efficient cargo storage and handling, and has the potential to be adapted for passenger transport. This invention offers a high payload, high controllability, excellent economy, and adaptability, providing a complementary solution for coastal logistics systems.

[0005] The technical solution adopted in the present invention is:

[0006] A ground effect transport aircraft using distributed propulsion includes an aircraft body structure 10 and a power propulsion system 20.

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

[0008] The fuselage is located at the symmetrical center of the aircraft and is streamlined as a whole. Its cross-section is approximately rectangular, the front of the fuselage is approximately conical, and the top surface of the rear fuselage is tilted downward to the bottom surface. The tail end of the bottom fuselage is rotatably connected to the tail elevator 100, which is folded and stored in the tail of the fuselage. After folding and storage, its outer surface is integrated with the fuselage. 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.

[0009] The wings include a front wing 101, a rear wing 102, a front wing retractable flap 103, a rear wing retractable flap 104 and a wing end support plate 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 when viewed from above. 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 the two. The rear wing is symmetrically and evenly spaced with multiple airflow channels to form a propeller duct 235 for installing a distributed propeller 230. One end of the propeller duct 235 opens at the leading edge of the front and rear wings, and the other end opens at the lower surface of the front and rear wings. The air is sucked in and pressurized by the distributed propeller 230 and then ejected to the bottom of the front and rear wings; the front wing 101 and the rear wing 102 are respectively provided with a front wing retractable flap 103 and a rear wing retractable flap 104 at the trailing edge, and the front and rear wings are respectively provided with a front wing retractable flap 103 and a rear wing retractable flap 104. The retractable flaps of the wings can be extended. After the retractable flaps 103 of the front wing are extended, the front and rear wings are aerodynamically integrated, so that the high-pressure air discharged from the distributed thrusters 230 on the front wing 101 is always located below the front wing 101, thereby increasing the ground effect and lift, and improving the load-carrying capacity of the ground effect transport aircraft. After the retractable flaps 104 of the rear wing are extended, the airfoil area can be expanded and the distance between the rear wing 102 and the water surface can be shortened to provide additional lift and pitching moment. The outer ends of the front and rear wings are fixedly connected to the same wingtip support plate 110, together forming a box-like structure. The wingtip support plate 110 is a thin box body with smooth front and rear ends. The upper surface matches the upper surface of the front wing 101 and the rear wing 102. The lower half of the wingtip support plate 110 protrudes from the lower surface of the front and rear wings to seal the high-pressure air under the wings, preventing the high-pressure air at the bottom of the wings from overflowing to the outside, thereby increasing lift, and also used to suppress vortices induced at the wingtips to reduce flight resistance.

[0010] The tail comprises a fuselage vertical tail 107, a horizontal tail 105 and a vertical tail rudder 108; the two fuselage vertical tails 107 are symmetrically distributed and rotatably connected to the two sides of the tail of the fuselage, and can be rotated and folded backward to adjust the flight attitude. The two fuselage vertical tails 107 are both trapezoidal and tilted backward. A horizontal tail 105 is provided between the tops of the two to form a box-like structure to maintain strength and stability. The horizontal tail 105 is provided in three sections. The middle section is rectangular and has two engine nacelles arranged side by side. The two ends of the horizontal tail 105 are rotatably connected to the two fuselage vertical tails 107. The two side sections of the horizontal tail 105 are trapezoidal and tilted backward. They are rotatably connected to the outside of the two fuselage vertical tails 107 for pitch balance of the aircraft. The horizontal tail 105 can swing up and down; the trailing edges of the two fuselage vertical tails 107 are both provided with vertical tail rudders 108, which can swing left and right relative to the fuselage vertical tail 107 to provide yaw torque and assist in steering.

[0011] The landing gear is arranged at the bottom of the fuselage, including a front landing gear compartment 120, a front landing gear compartment cover 121, a front landing gear 122, a rear landing gear compartment 123, a rear landing gear compartment cover 124 and a rear landing gear 125. The front landing gear 122 is located at the front of the fuselage, and the rear landing gear 125 is located at the middle and rear of the fuselage. The front landing gear 122 is stored in the front landing gear compartment 120 inside the fuselage in a folded state. A front landing gear bay cover 121 is provided at the opening of the position; the rear landing gear 125 of the fuselage is stored in the rear landing gear bay 123 of the fuselage in a folded state. The rear landing gear bay 123 of the fuselage is designed to protrude from the fuselage. It is located on both sides of the lower part of the fuselage and adopts a smooth transition between the fuselage and the fuselage to reduce air resistance. A rear landing gear bay cover 124 is installed at the opening of the rear landing gear bay 123 of the fuselage. After the front and rear landing gears of the fuselage are retracted into the fuselage, the corresponding bay covers are closed at the same time.

[0012] The frontmost part of the fuselage is the radar cabin 140, which has a radar 141 installed inside; the cockpit 130 is located on the upper rear side of the radar cabin 140, and the front landing gear bay 120 is located below the cockpit 130; the rear side of the cockpit 130 and the front landing gear bay 120 is the cargo hold 150, and a cargo hold cover 151 is provided at the tail of the cargo hold 150, that is, at the downward inclined position of the rear part of the fuselage, which can be tilted upward to open.

[0013] The power propulsion system 20 includes a gas turbine engine 200, a fuel tank 210, a generator 220, a power battery and 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, with the engine nozzle 202 at the rear. Two generators 220 are respectively installed at the center of the engine air intake 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 for storing fuel; an oil pipe 211 is connected between the fuel tank 210 and the gas turbine engine 200, and the generator 220, the power battery and power management system 222 are connected to the distributed propulsion system 230 through a cable 221; the fuel in the fuel tank 210 is transported to the gas turbine engine 200 through the oil pipe 211, and the gas turbine engine 200 converts the chemical energy in the fuel into shaft work and outputs it to the generator 220, which then converts it into electrical energy and stores it in the power battery and power management system 222 to provide power for the distributed propulsion system 230.

[0015] There are multiple distributed thrusters 230, which are installed one by one in the thruster ducts 235 on the front and rear wings on both sides. They are used to suck in the incoming air from the front, accelerate and pressurize it, and then eject it toward the bottom of the wing to generate thrust and increase the lift of the wing. Each distributed thruster 230 is independently controlled. A semicircular thruster duct shell 236 is provided on the upper surface of the front and rear wings at the position corresponding to each air flow channel, which forms the thruster duct 235 together with the air flow channel.

[0016] Furthermore, a wingtip vertical tail 113 is provided on the upper rear part of the two wingtip support plates 110, which extends obliquely upward and rearward in a trapezoidal shape to improve flight stability. A wingtip vertical tail rudder 114 is provided on the trailing edge of the wingtip vertical tail 113, which can swing left and right relative to the wingtip vertical tail 113 to control the flight direction.

[0017] Furthermore, the front landing gear cover 121 and the rear landing gear cover 124 of the fuselage are both composed of multiple doors that can be rotated to avoid interference with the landing gear. When gliding in the water, they can reduce the impact of water flow on the landing gear, thereby protecting each landing gear and reducing the resistance to forward movement.

[0018] Furthermore, the propeller duct 235 on the rear wing 102 is distributed between the two propeller ducts 235 on the front wing 101 in the spanwise position and is arranged at intervals, so that the air leaking between the two propeller ducts 235 on the upper surface of the front wing 101 is sucked in and pressurized by the distributed propeller 230 on the downstream rear wing 102 and then ejected, thereby avoiding insufficient air intake and decreased propulsion efficiency caused by obstruction.

[0019] Furthermore, each distributed propeller 230 includes a first-stage propeller blade 231, a propeller hub 232, a propeller drive motor 233 and a propeller drive motor bracket 234. The first-stage propeller blade 231 is a thin-sheet structure with a bend and an inclination. Each first-stage propeller blade 231 is connected to the propeller hub 232. The propeller hub 232 is a cylindrical structure with a smooth head and is driven to rotate by the propeller drive motor 233 located downstream thereof. The speed and direction of each propeller drive motor 233 can be independently controlled, so that the thrust generated by each distributed propeller 230 is different in size and direction. The same; the propeller drive motor 233 is supported by a propeller drive motor bracket 234. The propeller drive motor bracket 234 is distributed centripetally, and its internal part is connected to the outer shell of the propeller drive motor 233, and its external part is connected to the inner wall of the propeller duct 235, and is further fixed to each wing, thereby transmitting the thrust and torque generated by the distributed propeller 230 to the wing and the fuselage. In addition, the propeller drive motor bracket 234 has a streamlined shape and the function of guiding airflow. It is responsible for converting the incoming flow with rotation after passing through the first-stage propeller blade 231 into axial flow to increase the thrust effect generated.

[0020] Furthermore, the distributed propeller 230 is divided into a first distributed propeller 230A and a second distributed propeller 230B. The difference between the two is that the rotation directions are opposite. When installed, the two propellers are arranged at intervals and in opposite positions on the symmetrical positions of the wings on both sides.

[0021] Furthermore, the front and rear parts of the wingtip support plate 110 are respectively provided with a front wingtip landing gear bay and a rear wingtip landing gear bay, in which the front wingtip landing gear 116 and the rear wingtip landing gear 118 are folded and stored respectively. The openings of the two landing gear bays are respectively provided with a front wingtip landing gear bay cover 115 and a rear wingtip landing gear bay cover 117, which release the front wingtip landing gear 116 and the rear wingtip landing gear 118 when the bay covers are opened, thereby supporting the weight of the wingtip support plate 110 and the front and rear wings.

[0022] Furthermore, foldable and inflatable wingtip inflatable pontoons 112 and fuselage inflatable pontoons 127 are respectively housed inside the wingtip support plate 110 and the rear landing gear bay 123 of the fuselage. A wingtip pontoon hatch cover 111 is provided on the lower half of the outer side of the wingtip support plate 110, and a fuselage pontoon hatch cover 128 is provided at the corresponding position of the rear landing gear bay 123 of the fuselage. By opening the pontoon hatch cover, the internal inflatable pontoons are released, and prefabricated high-pressure gas is transported into the inflatable pontoons to inflate them into long cylindrical shapes, which act as floats to provide additional buoyancy. At the same time, the opening angle of the wingtip pontoon hatch cover 111 and the fuselage pontoon hatch cover 128 is 90°, which is used to support the inflated inflatable pontoons from above. The inner surface of the fixed side of the wingtip support plate 110 also supports the wingtip inflatable pontoons 112 to prevent them from shaking and becoming unstable.

[0023] Furthermore, a front water ski 126 is provided at the front of the front fuselage landing gear compartment cover 121, and a wingtip front landing gear compartment cover 115 is designed at the front end of the bottom of the wingtip support plate 110. The two and the tail elevator 100 can be opened and released to the water surface during landing and takeoff to be used as a water ski.

[0024] Furthermore, the wingtip vertical tail 113 is rotatably connected to the fuselage and can be folded inward 90°. At the same time, the fuselage vertical tail 107 tilts rearward and downward, and the horizontal tail 105 is rotated so that the engine nacelle is turned horizontally close to the cargo hold cover 151, so as to lower the height of the ground effect transport aircraft and reduce the space occupied when it is parked and maintained.

[0025] Furthermore, the fuel tank 210 is divided into multiple parts, each of which is saddle-shaped and dispersedly placed on the propeller duct casings 236 on the front wing 101 and the rear wing 102, so as to make full use of the narrow space inside the wing.

[0026] Furthermore, to address the issue of ground effect transport aircraft being significantly affected by waves, the ground effect transport aircraft has a wave resistance function. By predicting the distance between the ground effect transport aircraft and the water surface, the aircraft adjusts the extension range of the front wing retractable flaps 103 and the rear wing retractable flaps 104 in real time while maintaining the stability of the fuselage to maintain the stability of the overall lift. The specific method is as follows:

[0027] S1, through the radar 141 set at the front of the fuselage, detects the sea conditions on the path of the ground effect transport aircraft, including the wave height H W , wave travel speed V W , and the horizontal distance between the wave and the main aerodynamic components of the ground effect transport aircraft, 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 , horizontal distance L between the wave and the tail elevator t .

[0028] S2, input the parameters measured in S1 into the onboard computer in real time to obtain H W The curve of the change with time t, according to the flight speed V of the ground effect transport aircraft A , the time prediction values ​​can be calculated, including: the time prediction value Δt of the target wave moving to the bottom of the front wing f =L f / (VA+VW), the time prediction value Δt of the target wave moving to the bottom of the rear wing b =L b / (VA+VW), the predicted time Δt of the target wave moving to the bottom of the tail elevator t =L t / (VA+VW), for the case where the waves and the ground effect transport aircraft move in opposite directions, V W Should take a positive value, for both moving in the same direction, then V W Take a negative value. Since the flying speed of the ground effect transport aircraft is generally much greater than the waves, there is no case where the predicted value of each time is negative. Combined with the pre-set vertical height H between the ground effect transport aircraft and the horizontal plane A , we can predict in advance the vertical distance h between the front wing of the ground effect transport aircraft and the wave surface f , the vertical distance h between the rear wing of the ground effect transport aircraft and the wave surface b and the vertical distance h between the tail elevator and the wave surface t , and how each vertical distance value changes over time t. When each vertical distance value is too small, the ground effect increases, and the lift obtained by the ground effect transport is too large, which will cause a tendency to tilt and rise. Subsequently, the ground effect will weaken as the distance increases, causing the ground effect transport to sink. This cycle will cause turbulence, especially when the vertical distance values ​​change dramatically over time, which is very likely to cause accidents.

[0029] S3, using the variation of each vertical distance value with t as input, changes the front wing flap extension length l accordingly f , rear wing flap extension length l b The angle γ between the tail elevator and the horizontal plane is used to achieve a nearly constant lift force on the ground effect transport aircraft, thus avoiding the turbulence and danger caused by the ground effect transport aircraft moving with the waves on the water surface.

[0030] By controlling the length of the front and rear wing retractable flaps, the distance between the leading edge of the rear wing 102 and the trailing edge of the front wing 101 is adjusted, and at the same time, the distance between the trailing edge of the rear wing 102 (i.e., the trailing edge of the rear wing retractable flap 104) and the water surface is adjusted; when l f and l b When the front and rear wings are increased simultaneously, they are connected as a whole in terms of aerodynamic shape, forcing the front airflow, after being pressurized by the distributed propeller 230, to flow only through the narrow space between the trailing edge of the rear wing 102 and the water surface, forming a strong ground effect on the water surface, thereby increasing the pressure on the lower surface of both wings. In addition, the increase in wing area jointly increases the lift obtained by the ground effect transport aircraft. f and the rear wing flap extension length l b When 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 increases at the same time, a part of the airflow flowing under the front wing 101 is changed to flow over the upper surface of the rear wing 102, and the airflow 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.

[0031] Furthermore, during flight, the tail elevator 100 is deployed rearward from its stowed state. At this point, the tail elevator 100 and the tail of the fuselage have similar inclination angles. Adjusting the angle γ between the tail elevator and the horizontal plane controls the airflow over the lower surface of the fuselage, thereby regulating 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, the distance decreases.

[0032] When the waves are small, you can also just adjust l 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 wing as a whole.

[0033] S4. During the adjustment of the front and rear wing retractable flaps 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, it is necessary to match and adjust the angle α between the vertical tail of the fuselage and the horizontal plane, as well as the angle β between the horizontal tail and the horizontal plane. By changing the aerodynamic force of the horizontal tail 105 and the vector thrust of the engine nozzle 202, the pitch moment caused by the wings can be balanced to maintain the stability of the ground effect transport aircraft.

[0034] S5, coordinately adjust the rotation speed and direction of each distributed thruster 230 to redistribute the distribution of thrust and lift to cope with the change of wave effect on the ground.

[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 the waves form an angle with the direction of travel of the ground effect transport aircraft, since the vertical distance values ​​on both sides of the fuselage change asynchronously with t, when the adjustment methods S3 to S5 are used, the two sides of the fuselage are adjusted separately.

[0037] Beneficial effects of the present invention:

[0038] 1) A tandem twin-wing aerodynamic layout with extendable flaps allows for flexible control of ground effect;

[0039] The aircraft's aerodynamic layout utilizes tandem twin wings with retractable flaps. The two rows of wings can be virtually connected by extending the retractable flaps on the front wing, thereby preventing air leakage and enhancing ground effect. The rear wing can also be extended with its retractable flaps, bringing its trailing edge closer to the water surface, similarly enhancing ground effect. Furthermore, by retracting the flaps, the two wings can operate independently, reducing ground effect (moving the trailing edge of the rear wing away from the water). This flexible control of the achieved ground effect allows the aircraft to adapt to its mission requirements, meet varying payload levels and water conditions, and improve its usability and safety.

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

[0041] The present invention adopts vertical plate-type wing end supports at the outer ends of the front and rear wings for connection, which can improve the overall strength and rigidity of the aircraft in terms of structure; aerodynamically, it can seal the high-pressure air under the wing, maintain the high pressure and increase the lift, and at the same time, it can also suppress the wingtip induced vortex to reduce flight resistance, thereby improving the aircraft's load capacity and speed, and reducing fuel consumption.

[0042] 3) Using a radar system to detect water conditions and achieve active control of fuselage stability;

[0043] The present invention adopts an automatic control system that uses radar to detect the height, distance and propulsion speed of water surface waves, predicts in advance the time when the main aerodynamic components of the aircraft will reach above the waves, and then adjusts the extension range of the flaps and the angles of each control surface accordingly. Through this "moving with the wave" control method, the total lift is constant and the center of gravity of the aircraft is stable, avoiding damage to the aircraft and its interior personnel and cargo caused by turbulence, thereby improving the aircraft's adaptability to water conditions.

[0044] 4) Adopting a distributed propulsion system to reduce the risk of accidents caused by failures and increase the flexibility of the aircraft;

[0045] The present invention converts traditional centralized thrusters into multiple small thrusters distributed across the wings, minimizing the risk of failure. When a single small thruster fails or is damaged, the reduction in overall thrust is minimal, and will not affect the overall performance of the aircraft. This propulsion method can also conveniently control the power distribution of individual thrusters, assisting the aircraft's pitch through the power difference between the front and rear rows of thrusters, assisting the aircraft's yaw through the difference between the left and right sides, or achieving thrust reversal through reversal to shorten the landing roll distance, thereby improving the aircraft's flexibility and controllability.

[0046] 5) The use of ducted fans embedded in the wings achieves a lift-thrust integrated structure and improves safety;

[0047] The present invention uses a ducted fan as a propeller and embeds it in the front part of the wing, thus achieving a more compact lift-thrust integrated solution. On the one hand, this structure extracts air from the upper surface of the wing to reduce the pressure there; on the other hand, this air is pressurized by the propeller and then injected into the lower surface of the wing to increase the pressure in this area. In combination with the ground effect, the high-pressure area is maintained, so that the propeller and the airfoil can cooperate to generate thrust and increase lift, thereby improving the load-bearing capacity of the transport aircraft. In addition, burying the high-speed rotating blades in the wings and ducts can also isolate the waves stirred up by the water surface, preventing them from hitting the blades and causing damage, thereby improving safety. In addition, the span-wise spacing design of the ducted fans on the front and rear rows of wings can solve the impact of the protruding ducts on the front wing on the fans on the rear wing.

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

[0049] The present invention installs a gas turbine engine on a horizontal tail that can be tilted as a whole, and can rotate with the tail. By changing the direction of the injected gas, vector thrust can be achieved, thereby improving the capability and adaptability of the aircraft - when pursuing level flight speed, more thrust is directed backward; and when load is required, additional lift is provided downward, which can significantly shorten the take-off distance and increase the aircraft's flexibility and load-carrying capacity.

[0050] 7) Adopting a hybrid power system to improve fuel efficiency and reduce pollution emissions, noise and infrared characteristics;

[0051] This invention connects a power battery in series between the engine and propellers, acting as both an energy storage and buffer. Its primary advantage is improved fuel utilization, eliminating the need for coordinated operation between the gas turbine engine and the propellers. The former consistently operates in its high-efficiency range, thus avoiding the high emissions associated with operating in low-fuel-efficiency zones. In densely populated areas, the aircraft can shut down the engine and fly solely on stored electricity, reducing exhaust emissions and noise pollution.

[0052] 8) Adopt inflatable floats to achieve amphibious take-off and landing;

[0053] To expand its application scenarios and reduce investment in airport infrastructure, this invention adopts an amphibious design, enabling both land and water takeoff and landing. To meet this design requirement, inflatable floats are used on both ends of the wings and on the fuselage. During land takeoff and landing and level flight, the floats are collapsed and stored in the storage compartment, reducing the aircraft's frontal area and drag. During water takeoff and landing and mooring, the floats are inflated and submerged in the water, providing buoyancy to reduce the aircraft's draft, making takeoff and landing easier. This also allows the transport aircraft to increase its payload and reduces the risk of water ingress.

[0054] 9) Use foldable water skis to reduce the difficulty of taking off and landing on water;

[0055] To increase the aircraft's acceleration and reduce takeoff difficulty during water takeoff, the present invention incorporates foldable and retractable water skis. These skis utilize the lift generated by paddling to elevate the aircraft's fuselage, lifting it and its buoys out of the water and reducing drag. During water landing, these skis are the first to contact the water, aiding deceleration and protecting the aircraft from impact. During flight, these skis can fold and retract, becoming integrated with the aircraft's fuselage, eliminating any additional drag.

[0056] 10) Using tiltable vertical and horizontal tail fins to reduce fuselage height and aircraft frontal area;

[0057] The vertical tail designed in this invention not only improves flight stability and yaw control, but also tilts downward and folds. This, combined with the tilting of the horizontal tail and engine nacelles, significantly reduces the aircraft's overall height, facilitating access to and from the hangar. This reduces the need for auxiliary facilities such as workshops, helps lower investment costs, and improves profitability. When the tail is folded and stowed, the engine is hidden behind the fuselage, significantly reducing headwind drag and making it suitable for flight with the engine shut down and powered solely by stored electricity.

[0058] 11) The wide-body door that opens upwards is convenient for loading and unloading;

[0059] This invention utilizes a downward-sloping tail design, which not only minimizes rearward drag in terms of aerodynamics but also allows the tail cargo door to swing upward as a whole. This not only expands the door width to the same width as the cargo hold, improving adaptability to cargo types, but also increases the cargo hold floor area, increasing cargo space and improving transport capacity. Furthermore, this design facilitates docking with lift trucks, reducing the difficulty of cargo loading and unloading and improving work efficiency.

[0060] 12) Renovation space is reserved to change the cargo hold layout or convert it to passenger transport, achieving multiple uses of one aircraft;

[0061] The cargo hold design of this invention allows for expansion. For example, by adding a liftable double-deck cargo pallet, the aircraft can be adapted from a focus on large-scale transport to medium- and small-scale transport, improving its adaptability to various missions. It can also be converted into a passenger aircraft by adding seats, luggage racks, toilets, and cabin amenities to meet passenger transport needs, achieving multi-purpose use. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0063] Figure 2 This is a side view of the ground effect transport aircraft;

[0064] Figure 3 This is the front view of the ground effect transport aircraft;

[0065] Figure 4 Schematic diagram of the fuselage's internal layout and cargo loading and unloading;

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

[0067] Figure 6 This is the working principle and parameter definition diagram of wave resistance;

[0068] Figure 7 The working principle of wave resistance and parameter change diagram;

[0069] Figure 8 Schematic diagram of floating state;

[0070] Figure 9 This is a schematic diagram of water takeoff and landing;

[0071] Figure 10 Schematic diagram of parking state;

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

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

[0074] Figure 13 Schematic diagram of cabin layout and passenger transportation mode, where (a) is a side perspective view and (b) is a top perspective view;

[0075] In the figure: 10- fuselage structure; 100- tail elevator; 101- front wing; 102- rear wing; 103- front wing retractable flap; 104- rear wing retractable flap; 105- horizontal stabilizer; 106- horizontal stabilizer shaft; 107- fuselage vertical stabilizer; 108- vertical stabilizer rudder; 109- vertical stabilizer shaft; 110- wingtip support plate; 111- wingtip pontoon hatch cover; 112- wingtip inflatable pontoon; 113- wingtip vertical stabilizer; 114- wingtip vertical stabilizer rudder; 115- wingtip front landing gear hatch cover; 116 -Front landing gear on wingtip; 117-Rear landing gear canopy on wingtip; 118-Rear landing gear on wingtip; 120-Front landing gear bay on fuselage; 121-Front landing gear canopy on fuselage; 122-Front landing gear on fuselage; 123-Rear landing gear bay on fuselage; 124-Rear landing gear canopy on fuselage; 125-Rear landing gear on fuselage; 126-Front water ski on fuselage; 127-Inflatable floats on fuselage; 128-Float canopy on fuselage; 130-Cockpit; 131-Cockpit glass; 132-Control console; 133-Pilot seat; 134-Guardian seat; 140-Radar cabin ;141-Radar;150-Cargo hold;151-Cargo hold cover;152-Cargo hold floor;153-Liftable double-deck cargo pallet;160-Passenger cabin;161-Cabin passage;162-Passenger seats;163-Luggage rack;164-Toilet;165-Cabin service equipment;166-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 System; 230-distributed propeller; 230A-first distributed propeller; 230B-second distributed propeller; 231-propeller blade; 232-propeller hub; 233-propeller drive motor; 234-propeller drive motor bracket; 235-propeller duct; 236-propeller duct housing; 30-loading and unloading vehicle; 301-lifting platform; 302-large air cargo container; 303-medium air cargo container; 304-freight pallet; 305-bulk cargo; 306-small air cargo container; 40-boarding ladder.

[0076] H W - wave height; H A - Vertical height between the aircraft and the horizontal plane; V W - Wave travel 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 -The 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 -vertical distance between the tail elevator and the wave surface; α-angle between the vertical tail and the horizontal plane; β-angle between the horizontal tail and the horizontal plane; γ-angle between the tail elevator and the horizontal plane; t-time; Δt f - The estimated time for the target wave to reach the bottom of the front wing; Δt b - The estimated time for the target wave to reach the bottom of the rear wing; Δt t - The estimated time for the target wave to reach the bottom of the tail elevator; f - Front wing flap extension length; l b -Extension length of rear wing flaps; D0-height between the fuselage and the ground when the vertical tail is erected; D1-height between the fuselage and the ground when the vertical tail is flat. DETAILED DESCRIPTION

[0077] The specific implementation of the present invention is further described below in conjunction with the accompanying drawings and technical solutions.

[0078] Example 1

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

[0080] Aircraft wingspan: 25.0m; total wing area: 203.8m 2 Aircraft length: 20.4m; Aircraft height: 7.0m; Cargo hold height: 2.65m; Cargo hold width: 3.6m; Cargo hold floor length: 14.6m; Volume: 119.0m 3 ; Payload: 18t; Fuel capacity: 7.4t; Maximum take-off weight: 52t; Cruising speed: 260km / h; Range: 1800km; Gas turbine power: 4MW*2; Number of distributed thrusters: 22; Power of single distributed thruster: 350kW; Thrust of single distributed thruster: 4100N; Power battery capacity: 3200kWh; Typical load: 4 large containers with model code AAA or RAA, 1 medium container with model code ALP, DLP, MLP or RLP, 1 open pallet with model code P1P, 4 crew members (including 2 pilots); Suitable for the highest sea condition: Level 4 (wave height 2.5m).

[0081] The specific structure is as follows:

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

[0083] like Figures 1 to 3As shown, the main body of the airframe structure 10 is the fuselage, which is located at the symmetric center of the aircraft and is mainly used to support structures such as wings and use its internal space to load cargo, personnel and onboard equipment; the front part of the fuselage is approximately conical to reduce flight resistance, and the top surface of the rear part is tilted downward to the bottom surface to increase the floor area in the cargo hold 150. A cargo hold cover 151 is installed in a downward tilted position to facilitate cargo loading and unloading; the cross-sectional shape of the fuselage is approximately rectangular, which can maximize the use of its internal space for loading cargo; the tail end of the bottom of the fuselage is rotatably connected to the tail elevator 100, which is folded and stored at the tail of the fuselage. After folding and storage, its outer surface is integrated with the fuselage. After unfolding, 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] Described ground effect transport aircraft adopts front and back tandem double wings, is all fixedly connected with front wing 101 and rear wing 102 on both sides of fuselage, and the front wing 101 and rear wing 102 on both sides are all symmetrically arranged, and the front wing 101 is connected to the top of fuselage, and the rear wing 102 is connected to the middle part of fuselage.Two auxiliary wings are mainly used for producing lift when flying, and balance the weight of full machine (containing interior personnel cargo etc.), and make ground effect transport aircraft keep lift-off state.The front wing 101 and rear wing 102 are all rectangles when looking down, so that equipment such as distributed propeller 230 is installed and arranged.The leading edge of rear wing 102 is positioned at the rear lower part of the front wing 101 trailing edge, and there is gap between the two, can allow airflow therefrom pass through, thereby avoid the wake of front wing 101 to interfere with back. There are multiple airflow channels symmetrically and evenly spaced on the front and rear wings, and a semicircular propeller duct housing 236 is provided on the upper surface of the front and rear wings corresponding to the position of each airflow channel, forming a propeller duct 235 together with the airflow channel. The propeller duct housing 236 protrudes from the upper surface of the front wing 101 and the rear wing 102, and smoothly transitions with them to reduce damage to the airfoil. One end of the propeller duct 235 opens at the leading edge of the wing, and the other end opens at the lower surface of the wing. A distributed propeller 230 is installed in each propeller duct 235. Air is sucked in and pressurized from the distributed propeller 230 and then ejected to the bottom of the front and rear wings; each side The number of propeller ducts 235 on the rear wing 102 is one less than that on the front wing 101. In this embodiment, six propeller ducts 235 are provided on both front wings 101, and five propeller ducts 235 are provided on both rear wings 102. The propeller ducts 235 on the rear wing 102 are distributed between the two propeller ducts 235 on the front wing 101 in the spanwise direction and are arranged at intervals. This allows the air leaking between the two propeller ducts 235 on the upper surface of the front wing 101 to be sucked in and pressurized by the distributed propellers 230 on the downstream rear wing 102 and then ejected, thereby avoiding insufficient air intake and decreased propulsion efficiency caused by obstruction.

[0085] The trailing edges of the front wing 101 and the rear wing 102 are respectively equipped with a front wing retractable flap 103 and a rear wing retractable flap 104. After the front wing retractable flap 103 is extended, the front and rear wings are aerodynamically integrated, so that the high-pressure air discharged from the distributed propeller 230 is always located below the wing, so as to increase the ground effect and lift, and improve the load-bearing capacity of the ground effect transport aircraft; after the rear wing retractable flap 104 is extended, 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 front and rear wing retractable flaps on both sides extend at different amplitudes, a rolling moment is provided for the ground effect transport aircraft to maintain the balance of the ground effect transport aircraft and generate steering.

[0086] The outer ends of the front wing 101 and the rear wing 102 on the same side of the fuselage are connected together to the wingtip support plate 110. The wingtip support plate 110 is thin and box-shaped, with smooth front and rear ends to reduce resistance during flight. Its upper surface is inclined downward to match the upper shape of the front wing 101 and the rear wing 102. The front part of its lower surface is inclined upward, which can reduce resistance and provide lift for the ground effect transport aircraft when gliding on water and flying in the air; the lower half of the wingtip support plate 110 protrudes from the lower surfaces of the front and rear wings, and together with the front and rear wings forms a box-shaped structure to prevent high-pressure air at the bottom of the wing from overflowing outward, thereby increasing lift. The wingtip struts 110 have three main functions: structurally, they form a closed mechanical frame together with the front and rear wings to improve the overall strength and rigidity of the ground effect transport aircraft; aerodynamically, they are used to seal the high-pressure air under the front and rear wings to prevent it from leaking out and reducing lift, and are also used to suppress vortices induced at the wingtips to reduce flight resistance; in addition, the wingtip struts 110 are hollow structures, and their internal space accommodates equipment such as the fuselage inflatable floats 127 and landing gear: the front wingtip landing gear compartment and the rear wingtip landing gear compartment are respectively provided at the front and rear of the two wingtip struts 110, and the front wingtip landing gear 116 and the rear wingtip landing gear 118 are folded and stored in the compartments. The front and rear landing gear compartment openings of the wingtip are respectively installed with a front landing gear compartment cover 115 and a rear landing gear compartment cover 117. When the compartment cover is opened, the front and rear landing gears of the wingtip are released to support the weight of the wingtip support plate 110 and the front and rear wings. When the front and rear landing gears of the wingtip are folded and retracted, the flight resistance can be reduced; the wingtip inflatable floats 112 are folded and stored inside the wingtip support plate 110, and the lower half of the outer side of the wingtip support plate 110 is provided with a wingtip float compartment cover 111, which is used to release the internal wingtip inflatable floats 112 by opening, and to transport prefabricated high-pressure gas into the wingtip inflatable floats 112 to make them expand into a long cylinder shape, which acts as a float to provide additional buoyancy.

[0087] A wingtip vertical tail 113 is provided above and behind the two wingtip support panels 110. It is trapezoidal and extends obliquely upward and rearward, which serves to improve stability during flight. The wingtip vertical tail 113 is rotatably connected to the wingtip support panel 110 and can be folded inward 90° to lower the height of the fuselage. The trailing edge of the wingtip vertical tail 113 is provided with a wingtip vertical tail rudder 114, which can swing left and right relative to the wingtip vertical tail 113 to control the flight direction.

[0088] Two vertical tail wings 107 are symmetrically distributed on both sides of the tail of the fuselage to maintain the flight stability of the ground effect transport aircraft and provide steering torque. The two vertical tail wings 107 are rotationally connected to the fuselage through vertical tail wing shafts 109, so that the vertical tail wings 107 can be rotated and folded backward; vertical tail rudders 108 are provided at the trailing edges of the two vertical tail wings 107, which can swing relative to the vertical tail wings 107 to provide a yaw torque for the ground effect transport aircraft and assist the ground effect transport aircraft in steering. A horizontal stabilizer 105 is connected between the top ends of the two fuselage vertical stabilizers 107 (i.e., above the cargo hatch 151), forming a box-like structure to maintain structural strength and stability. The fuselage vertical stabilizer 107 is generally in the shape of a trapezoid, tilted backward. This allows the horizontal stabilizer 105 to be positioned away from the fuselage, increasing the moment arm formed between the horizontal stabilizer 105 and the center of gravity of the ground effect transport aircraft, thereby improving the pitch control torque provided by the horizontal stabilizer 105 for the ground effect transport aircraft. The horizontal stabilizer 105 is divided into three sections. The middle section is rectangular and contains two symmetrically arranged engine nacelles. The gas turbine engines 200 of the propulsion system 20 are installed in the engine nacelles. Placing the engines and engine nacelles on the horizontal stabilizer 105, away from the fuselage, can also reduce the noise level inside the ground effect transport aircraft. The two ends of the horizontal tail 105 middle part are rotationally connected on the two fuselage vertical tails 107 by the horizontal tail shaft 106, so that the horizontal tail 105 and the engine nacelle can swing up and down around the horizontal tail shaft 106, and are used to change the flow field and the engine exhaust direction near the tail of the ground effect transport aircraft, to provide extra lift or to assist in providing a pitching moment for the ground effect transport aircraft; the horizontal tail 105 side parts are trapezoidal, tilted backward, and are also rotationally connected to the outside of the two fuselage vertical tails 107 respectively by the horizontal tail shaft 106 and can swing up and down around the horizontal tail shaft 106, and are used for the ground effect transport aircraft pitch balance; during use, the horizontal tail 105 is adjusted according to the center of gravity of the ground effect transport aircraft and the lift situation of the two front and rear wings, to maintain the pitch balance of the ground effect transport aircraft.

[0089] A foldable landing gear is provided at the bottom of the fuselage for providing support when the ground effect transport aircraft is taxiing and parking on the ground, including a front fuselage landing gear 122 and a rear fuselage landing gear 125. There are two sets of the front fuselage landing gear 122, which are distributed on the left and right sides of the front fuselage and are folded and stored in the front fuselage landing gear compartment 120 inside the fuselage. A front fuselage landing gear compartment cover 121 is installed at the opening of the front fuselage landing gear compartment 120. After the front fuselage landing gear 122 is folded and retracted into the fuselage, the front fuselage landing gear compartment cover 121 is also closed at the same time to form a smooth continuous surface of the fuselage. Each set of the front fuselage landing gear 122 is provided with two wheels (which can also be increased or decreased according to actual conditions) to increase the load capacity; the rear fuselage landing gear 125 is located below the cargo hold 150 in the middle and rear part of the ground effect transport aircraft, and is also provided with two sets, which are folded and stored in the two rear fuselage landing gear compartments 123 respectively. Since the volume and shape of the cargo hold 150 need to be guaranteed, the rear fuselage landing gear compartment 123 is provided with a plurality of wheels. The landing gear bay 123 is designed to protrude from the fuselage. The two rear fuselage landing gear bays 123 are located on both sides of the lower part of the fuselage and adopt a smooth transition to the fuselage to reduce air resistance. A rear fuselage landing gear bay cover 124 is installed at the opening of the rear fuselage landing gear bay 123. After the rear fuselage landing gear 125 is folded and retracted into the rear fuselage landing gear bay 123, the rear fuselage landing gear bay cover 124 is also closed at the same time. Each set of rear fuselage landing gear 125 is provided with two rows of tires in each row, for a total of 8 tires (which can also be increased or decreased according to actual conditions) to greatly increase the load capacity and cope with the pressure on the landing gear when fully loaded with cargo. The front fuselage landing gear bay cover 121 and the rear fuselage landing gear bay cover 124 are both composed of multiple rotatable doors to avoid interference with the landing gear. When gliding in water, they can reduce the impact of water flow on the landing gear, which can not only protect each landing gear but also reduce the resistance to forward movement. The ground-effect transport aircraft's fuselage landing gear adopts a "two front, two rear" layout. Together with the front and rear wingtip landing gear located below the wingtip struts 110 on either side, this provides a more stable support for the ground-effect transport aircraft, effectively preventing it from tipping over due to imbalance during loading and unloading or travel. Furthermore, a foldable and expandable fuselage inflatable float 127 is located within the rear landing gear bay 123, and a fuselage float hatch cover 128 is located at a corresponding position within the rear landing gear bay 123. During use, the fuselage float hatch 128 is opened to release the fuselage inflatable float 127, which is then fed with prefabricated high-pressure gas, causing it to expand into a long cylindrical shape, acting as a float and providing additional buoyancy.

[0090] The layout of the fuselage and the method of loading and unloading cargo are as follows: Figure 4As shown, the foremost part of the fuselage is a radar cabin 140, which is used to install a radar 141 so that it can detect the ground effect transport aircraft ahead. The upper side of the rear of the radar cabin 140 is a cockpit 130, which is used to place the control equipment of the pilot, the attendant and the ground effect transport aircraft. The cockpit 130 comprises a control console 132, which contains a joystick, a display, an instrument and control buttons, etc. The cockpit 130 also comprises a pilot seat 133. For ensuring flight reliability, when the main and deputy pilots are needed, two seats are provided accordingly. The attendant seat 134 is also provided. The head of the corresponding fuselage at the front of the cockpit 130 is provided with a cockpit glass 131 so that the pilot can observe the scene ahead of the ground effect transport aircraft and determine the route and operation of the ground effect transport aircraft. Below the cockpit 130 is a nose landing gear bay 120, which is used to provide a folding storage space for the nose landing gear 122. The outer front portion of the nose landing gear bay 120 is provided with a front water ski 126, which can be opened when landing on the water or taking off to produce a water ski effect. The rear part of the fuselage, i.e. the rear side of the cockpit 130, is the cargo hold 150, which has a large space and is used to store cargo, such as Figure 4 The layout of the large air cargo container 302, the medium air cargo container 303 and the bulk cargo 305 fixed on the cargo pallet 304 can be optimized in the cargo hold 150 according to the size of the cargo boxes stored to improve space utilization; the floor of the cargo hold 150 is paved with a cargo hold floor 152, and the surface of the cargo hold floor 152 is provided with automatic rollers. Figure 4 As shown, the cargo hatch 151 at the rear of the cargo hold 150 can be tilted upward to open, allowing cargo and personnel to enter and exit. When loading and unloading cargo, the loading and unloading vehicle 30 is parked at the rear end of the ground effect conveyor. The loading and unloading vehicle 30 is equipped with a lifting platform 301. When the lifting platform 301 is raised to the same height as the cargo hold floor 152, the cargo can be moved horizontally via the lifting platform 301 and the automatic rollers on the surface of the cargo hold floor 152. After reaching a predetermined position, the cargo is fixed to the cargo hold floor 152 by a locking mechanism to prevent it from moving within the cargo hold 150 and damaging the ground effect conveyor.

[0091] The power propulsion system 20 of the ground effect transport aircraft is as follows: Figure 5As shown, there are two gas turbine engines 200, which are respectively installed in two engine nacelles on the horizontal tail 105, with the engine nozzle 202 at the rear. Two generators 220 are respectively installed at the center of the engine air intake 201 of the two gas turbine engines 200, and 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, and the fuel is stored in the fuel tank 210 located there. The fuel tank 210 is divided into multiple parts, all of which are arranged in a saddle shape and are dispersed on the propeller duct housings 236 on the front wing 101 and the rear wing 102, so as to make full use of the narrow space in the wing. An oil pipe 211 is connected between the oil tank 210 and the gas turbine engine 200, and the generator 220, the power battery and power management system 222 and the distributed thruster 230 are connected through a cable 221. The fuel in the oil tank 210 is transported to the gas turbine engine 200 through the oil pipe 211. The gas turbine engine 200 completes the thermodynamic cycle of the inhaled working fluid through the compressor, combustion chamber, turbine and other components, and converts the chemical energy in the fuel into shaft work and outputs it to the generator 220, which then converts it into electrical 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 to the distributed thruster 230 through the cable 221. The power battery and power management system 222 is divided into multiple relatively independent small blocks for easy placement at the bottom of the fuselage, saving space. To ensure that the ground effect transport aircraft still has a certain ability to escape in the event of a gas turbine engine 200 failure, the power battery and power management system 222's storage capacity should be sufficient to allow all distributed propulsors 230 to operate 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, extracting electrical energy from the power battery and power management system 222 and driving the gas turbine engine 200. After the speed reaches a critical level, the generator 220 injects fuel and ignites, allowing the gas turbine engine 200 to maintain operation based on its own power. The oil pipe 211 and cable 221 connecting the gas turbine engine 200 and the generator 220 must pass through the center of the horizontal tail shaft 106 and the vertical tail shaft 109 to ensure the integrity of the cables and pipes when the horizontal tail 105 and the fuselage vertical tail 107 rotate.

[0092] There are 22 distributed thrusters 230, located at the leading edges of the front and rear wings 102 and embedded in corresponding thruster ducts 235. Six thrusters are embedded in each of the front wings 101, and five thrusters are embedded in each of the rear wings 102 (the number can be increased or decreased depending on actual conditions). Each distributed thruster 230 is independently powered, significantly reducing the risk to the entire aircraft if a single device is damaged compared to a centralized thruster solution. Furthermore, the power and speed of each distributed thruster 230 can be individually adjusted to assist the control surfaces in adjusting the GEF's attitude. For example, a thrust difference between the two sides of the fuselage can be used to generate yaw and roll moments to assist in steering the GEF, or a thrust difference between the front and rear wings can be used to generate pitch moments to help address the GEF's center of gravity shift caused by cargo. When the GEF needs to brake, each distributed thruster 230 can also provide reverse thrust by rotating in the opposite direction to reduce the runway. 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 directions of rotation are opposite. During installation, the two propellers are spaced apart 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 components 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 propeller blade 231, a thin, curved and tilted structure that can generate work on the airflow passing through it during high-speed rotation, increasing its pressure and velocity. The first-stage propeller blades 231 in the first distributed thruster 230A and the second distributed thruster 230B have opposite curvatures and tilts to accommodate the different rotational directions. A certain gap exists between the tips of the first-stage propeller blades 231 and the propeller duct 235 to prevent scraping during high-speed rotation. Each first-stage propeller blade 231 is connected to the propeller hub 232. The propeller hub 232 is a cylindrical structure with a smooth head, which supports the blades and drives them to rotate. The propeller hub 232 is driven to rotate by the propeller drive motor 233 located downstream thereof. The propeller drive motor 233 adopts a permanent magnet synchronous motor, which has the characteristics of small size, light weight and high power density, and is suitable for the application scenario of ducted propellers; the speed and direction of each propeller drive motor 233 can be controlled independently, so that the thrust generated by each distributed propeller 230 is different in size and direction, to assist the rudder in the posture control of the ground effect transport aircraft. State control or braking, etc.; the propeller drive motor 233 is supported by a propeller drive motor bracket 234. The propeller drive motor bracket 234 is distributed centripetally, and is internally connected to the outer shell of the propeller drive motor 233 and externally connected to the inner wall of the propeller duct 235. It is further fixed to each wing, thereby transmitting the thrust and torque generated by the distributed propeller 230 to the wing and fuselage. In addition, the propeller drive motor bracket 234 has a streamlined shape and the function of guiding airflow. It is responsible for converting the incoming flow with rotation after passing through the first-stage propeller blade 231 into axial flow to increase the thrust effect generated. All propeller drive motors 233 are connected to the power battery and power management system 222 through cables 221 to provide power.

[0094] The ground effect transport aircraft of this embodiment can be used for amphibious take-off and landing on land and water. Figure 8To prevent water ingress, the front landing gear cover 121, rear landing gear cover 124, and cargo hatch cover 151 should be closed when the fuselage is in the floating state. The wingtip struts 110 should also close the front landing gear cover 115 and rear landing gear cover 117 to ensure airtightness. To reduce the draft of the fuselage and prevent the loaded rear wing 102 and its distributed thrusters 230 from being submerged in water, which would affect propulsion, the wingtip pontoon covers 111 and fuselage pontoon covers 128 are opened to release the wingtip inflatable pontoons 112 and fuselage inflatable pontoons 127. Pre-pressurized air is then pumped into the wingtip inflatable pontoons 112 and fuselage inflatable pontoons 127, causing them to expand into long cylindrical shapes and act as floats to provide additional buoyancy. In order to convert buoyancy into support for the ground effect transport aircraft, the opening angle of the wingtip pontoon hatch 111 and the fuselage pontoon hatch 128 should be 90 °, and their inner surfaces should be used to resist the inflated pontoons. At the same time, the fixed side of the wingtip support plate 110 also needs to use its surface to resist the wingtip inflatable pontoons 112 to prevent them from shaking and becoming unstable. When the ground effect transport aircraft is parked in a hangar or flying in the air, the wingtip inflatable pontoons 112 and the fuselage inflatable pontoons 127 are deflated to be retracted. 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 pontoons when moving in water is small, the wingtip inflatable pontoons 112 and the fuselage inflatable pontoons 127 should be elongated cylindrical as a whole, and the head and tail should be smooth and streamlined. In order to maintain the balance of the ground effect transport aircraft, the fuselage inflatable pontoons 127 are positioned forward of the wingtip inflatable pontoons 112 so that the buoyancy distribution is more even.

[0095] When the ground effect transport aircraft takes off from water, the wingtip 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. In order to solve this problem, the fuselage front water ski 126, the wingtip front landing gear canopy 115 and the tail elevator 100 are designed, as shown in FIG. Figure 9As shown. A front water ski 126 is mounted at the bottom of the nose, a tail elevator 100 is mounted at the bottom of the tail, and a wingtip front landing gear canopy 115 is mounted at the front end of the bottom of the wingtip strut 110. During water takeoff, the water ski can be lowered to the water surface to act as a water ski. Its smooth lower surface rubs against the water surface at high speed, converting resistance into lift to lift the fuselage. Simultaneously, the air pressure in each inflatable buoy is reduced, causing it to shrink completely out of the water. Since only the water ski is in contact with the water surface, the resistance is much less than when the inflatable buoy is in water, facilitating accelerated takeoff of the ground effect transport aircraft. To increase lift during takeoff, the front wing retractable flaps 103 and the rear wing retractable flaps 104 should both be fully extended and opened. After the ground effect transport aircraft successfully takes off, the water ski is retracted and attached to the fuselage surface to reduce air resistance. When the ground effect transport aircraft lands on the water, the water skis can also be released and contact the water surface before the fuselage and the inflatable floats, thereby absorbing the main impact energy, preventing the ground effect transport aircraft from losing balance and damaging low-strength components including the inflatable floats.

[0096] During parking and maintenance, in order to reduce the space occupied and the need for hangar facilities, the wing end vertical tail 113 is folded inward 90 degrees, and the fuselage vertical tail 107 is tilted backward and downward, that is, the typical value of α is reduced from 60 degrees to 0 degrees, and the engine nacelle is turned horizontally close to the cargo hatch 151, as shown in FIG. Figure 10 As shown in FIG. 1 , the height of the ground effect transport aircraft is reduced from the height D0 = 7.0 m between the fuselage vertical tail and the ground when the fuselage vertical tail is erected to the height D1 = 4.8 m between the fuselage vertical tail and the ground when the fuselage vertical tail is flat. This greatly reduces the height of the ground effect transport aircraft, thereby greatly reducing the height of the hangar door, as shown in FIG. Figure 10 shown.

[0097] When the flight is completely dependent on pre-stored electrical energy, the gas turbine engine 200 is turned off. The gas turbine engine 200 can also be placed behind the windward section of the fuselage by folding the fuselage vertical tail 107 to reduce flight resistance. At this time, the pitch adjustment of the ground effect transport aircraft mainly depends on the tail elevator 100, and the yaw adjustment depends on the wingtip vertical tail rudder 114.

[0098] In order to solve the problem that the ground effect transport aircraft is greatly affected by the waves, this embodiment adopts a tandem double wing layout equipped with extendable flaps and has a wave-resistant function. The principle is as follows Figure 6 As shown, by predicting the distance between the ground effect transport aircraft and the water surface, the extension range of the front wing retractable flaps 103 and the rear wing retractable flaps 104 is adjusted in real time while maintaining the stability of the fuselage 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, detects the sea conditions on the path of the ground effect transport aircraft, including the wave height HW , wave travel speed V W , and the horizontal distance between the waves and the main aerodynamic components, including: the horizontal distance L between the waves and the front wing f , the horizontal distance L between the wave and the rear wing b , horizontal distance L between the wave and the tail elevator t .

[0100] S2, input the parameters measured in S1 into the onboard computer in real time to obtain H W The curve of the change with time t, according to the flight speed V of the ground effect transport aircraft A , the time prediction values ​​can be calculated, including: the time prediction value Δt of the target wave moving to the bottom of the front wing f =L f / (VA+VW), the time prediction value Δt of the target wave moving to the bottom of the rear wing b =L b / (VA+VW), the predicted time Δt of the target wave moving to the bottom of the tail elevator t =L t / (VA+VW), for the case where the waves and the ground effect transport aircraft move in opposite directions, V W Should take a positive value, for both moving in the same direction, then V W Take a negative value. Since the flying speed of the ground effect transport aircraft is generally much greater than the waves, there is no case where the predicted value of each time is negative. Combined with the pre-set vertical height H between the ground effect transport aircraft and the horizontal plane A (Should be greater than H W ), the vertical distance h between the front wing of the ground effect transport aircraft and the wave surface can be predicted in advance f , the vertical distance h between the rear wing of the ground effect transport aircraft and the wave surface b and the vertical distance h between the tail elevator and the wave surface t , and the variation 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 ground effect transport aircraft. That is, if the value is too small, the ground effect will be enhanced, and the lift obtained by the ground effect transport aircraft will be too large, which will cause a tendency to tilt and rise. Subsequently, the ground effect will be weakened as the distance increases, causing the ground effect transport aircraft to sink. This reciprocating process will cause turbulence, especially when the vertical distance values ​​change dramatically over time, which is very likely to cause accidents.

[0101] S3, using the variation of each vertical distance value with t as input, changes the front wing flap extension length l accordingly f , rear wing flap extension length l band the size of the angle γ between the tail elevator and the horizontal plane, so as to achieve a nearly constant lift obtained by the ground effect transport aircraft, avoiding the turbulence and danger caused by the ups and downs of the water surface.

[0102] By controlling f and l b , adjust 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 (i.e., the trailing edge of the rear wing retractable flap 104) and the water surface; when l f and l b When the front and rear wings are enlarged at the same time, they are connected as a whole in terms of aerodynamic shape, forcing the front air flow to flow through the narrow space between the trailing edge of the rear wing 102 and the water surface after being pressurized by the distributed propeller 230, forming a strong ground effect on the water surface, thereby increasing the pressure on the lower surface of the two wings at the same time. In addition, the increase in wing area jointly increases the lift obtained by the ground effect transport aircraft. When l f and l b When the reduction causes the above two distances to increase at the same time, a portion of the airflow flowing from under the front wing 101 is changed to flow from the upper surface of the rear wing 102, and the airflow 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 rearward from its stowed position. At this point, the tail elevator 100 and the tail of the fuselage have similar inclination angles. Adjusting the angle γ between the tail elevator 100 and the horizontal plane controls the airflow over the lower surface of the fuselage, thereby regulating lift. As γ increases, the distance between the trailing edge of the tail elevator 100 and the water surface decreases, increasing the lift achieved by the ground effect transport aircraft. Conversely, the distance decreases.

[0104] When the waves are small, you can also just adjust l 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 wing as a whole.

[0105] S4. During the adjustment of the retractable flaps on the front and rear wings and the tail elevator, not only the lift obtained by the GIT 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, as well as the angle β between the horizontal tail and the horizontal plane, are adjusted to match the aerodynamic force of the horizontal tail 105 and the vector thrust of the engine nozzle 202 to balance the pitch moment caused by the wings and maintain the stability of the GIT.

[0106] S5, coordinately adjust the rotation speed and direction of each distributed thruster 230 to redistribute the distribution of thrust and lift to cope with the change of wave effect on the ground.

[0107] 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.

[0108] When the waves form an angle with the direction of travel of the GEF, the vertical distance values ​​on both sides of the fuselage vary asynchronously with t. Therefore, when the adjustment methods S3 to S5 are used, the two sides of the fuselage are adjusted asynchronously.

[0109] l f and l b Adjustable another benefit is that for the ground effect transport aircraft to adapt to the situation of horizontal sliding in water or on the ground, do not need front and rear wing and distributed propeller 230 to produce lift at this moment, so can allow front and rear wing telescopic flaps to be in the stowed state fully. Waves are except that the lift that can change the ground effect transport aircraft produces produces turbulence, and also may threaten the safety of gas turbine engine 200 and distributed propeller 230---when spray enters these two parts, may cause the damage of blade and the flameout of engine, therefore also need to adopt protective measures. Present embodiment is arranged on the ground effect transport aircraft tail height with gas turbine engine 200 and nacelle, can utilize fuselage to block spray to enter; Simultaneously, utilize the darker propeller duct 235 and propeller duct shell 236 above the wing leading edge to implement protection, avoid spray to hit first-stage propeller blade 231 and propeller hub 232. In the design of fuselage rear landing gear bay 123, also considered the coordination problem with each wing, can avoid interfering with it on position selection, and guarantee can not block the injection of ducted airflow. In order to prevent the propeller duct 235 from causing excessive damage to the wing structure, its cross-sectional shape is designed to be S-shaped. Although this will result in some loss of aerodynamic performance, it will gain more space for installing the fuel tank 210 and the front and rear wing retractable flaps.

[0110] Typical usage of ground effect transport aircraft is as follows: Figure 11 As shown, the following steps are explained:

[0111] Step a. Loading cargo;

[0112] The ground effect transport aircraft is parked at the departure location, supported and fixed to the ground by the unfolded 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 cargo is loaded into the cargo hatch 150 with the assistance of the loading and unloading vehicle 30. The cargo hatch 151 is then closed. At the same time, fuel is added to the fuel tank 210.

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

[0114] The power battery and power management system 222 supplies power to the generator 220, driving the gas turbine engine 200 to rotate. Fuel supply and ignition are then started, and the generator 220 then charges the power battery and power management system 222. Electric energy is then supplied to the distributed propeller 230, causing it to rotate and generate propulsion, driving the ground-effect transport aircraft to glide on the ground to the takeoff position. During this process, the front wing retractable flaps 103 and the rear wing retractable flaps 104 are in a stowed state, so that the thrust generated is primarily used for horizontal glide.

[0115] Step c. Land takeoff (if there is an airport);

[0116] When there is an airport at the departure location (this type of airport is particularly located at the seaside, with the runway leading directly to the coast and a small drop in altitude), the ground effect transport aircraft can complete the land takeoff. At this time, the power of the distributed propeller 230 is increased to increase the thrust, and the front wing retractable flaps 103 and the rear wing retractable flaps 104 are deployed at the same time, that is, the l is increased. f and l b , and increase β to increase lift and ensure that the aircraft is airborne before reaching the end of the runway and then enters the water. After takeoff, the landing gear should be quickly retracted and the landing gear hatches closed to restore the fuselage to a smooth shape to reduce flight resistance.

[0117] Step d. Water takeoff (for conditions without an airport);

[0118] d1. Slide into the water: In the case where only a dock is available for takeoff and landing, water takeoff can be used. First, open the wingtip pontoon hatch 111 and the fuselage pontoon hatch 128 on land, and fill the wingtip inflatable pontoons 112 and the fuselage inflatable pontoons 127 with high-pressure gas to expand them and prepare for floating. Then, put the distributed thrusters 230 in a low-power state, and keep the front wing retractable flaps 103 and the rear wing retractable flaps 104 in a retracted state, pushing the ground effect transport aircraft to slide into the water through the sloped dock on the shore with the support and rolling of each landing gear. This type of sloped dock should be smooth and flat, have a hard surface, extend into the water at an angle of 10 to 15 degrees, and the extension length must ensure that it meets the draft depth requirements of the ground effect transport aircraft when fully loaded.

[0119] D2. Water taxiing (offshore): After fully entering the water, the landing gear is retracted, the landing gear hatches are closed, and any accumulated water is drained. The distributed thrusters 230 are increased in power to overcome the water's resistance, allowing the ground-effect transport aircraft to enter open water suitable for takeoff. The nose landing gear hatches 115, the front water skis 126, and the tail elevators 100 are lowered, using the water skis' lift to reduce the aircraft's draft or lift the aircraft out of the water.

[0120] D3. Water Takeoff: The gas turbine engine 200 and distributed propulsor 230 are powered up to increase thrust. The front and rear wing retractable flaps 103 and 104 are fully deployed, and the engine nacelles and horizontal stabilizer 105 are tilted rearward and downward to increase lift, allowing the ground effect transport aircraft to gradually clear the water. Simultaneously, the wingtip inflatable pontoons 112 and fuselage inflatable pontoons 127 are deflated, causing them to collapse. Once they have collapsed, the wingtip pontoon hatches 111 and fuselage pontoon hatches 128 are closed, thereby reducing flight resistance and takeoff distance.

[0121] Step e. Water cruise;

[0122] After takeoff, the power of the distributed propeller 230 is adjusted according to the wave conditions on the water surface. f 、l b , γ, and coordinate with each control surface to adjust the height and speed of the ground effect transport aircraft to ensure that the ground effect transport aircraft can obtain enough ground effect while maintaining a sufficient safe distance from the waves to avoid collision with them. In order to enhance the airflow pressure under the front and rear wings and the fuselage and obtain larger thrust, β should be close to 0 ° so that the engine nozzle 202 is facing backwards. During the cruising phase, the ground effect transport aircraft is in the open sea, and its wave height is usually higher than that of the offshore area. At this moment, the wave resistance function of the ground effect transport aircraft should be activated, and the wave situation detected by the radar 141 should be dynamically adjusted to keep the stability of the fuselage.

[0123] Step g. Water landing (for conditions without an airport);

[0124] g1. Water Landing: If the destination does not have airport takeoff and landing facilities, a water landing is performed before approaching the destination. First, reduce the power of the gas turbine engine 200 and the distributed propulsion system 230 to decelerate the GIT. To ensure that the reduction in lift is not too rapid, the front wing retractable flaps 103 and the rear wing retractable flaps 104 are kept deployed. The wingtip pontoon hatches 111 and the fuselage pontoon hatches 128 are then opened, and the wingtip inflatable pontoons 112 and the fuselage inflatable pontoons 127 are inflated, preparing for entry into the water. The wingtip nose landing gear hatches 115 and the fuselage front water skis 126 are then lowered, while increasing γ. These water skis contact the water surface to decelerate the GIT.

[0125] g2. Water taxiing (to shore): The operation is similar to that of d2., using the lift of the water skis to reduce the draft or lift the fuselage out of the water. Then, before approaching the dock for landing, the landing gear is lowered in the water in advance and the water skis are retracted.

[0126] G3. Dock Landing: The operation is the reverse of D1. Slide into the water. If the GET is unable to climb the dock ramp due to the steep slope angle and load, ground traction can be used to assist.

[0127] Step h. Landing on land (if there is an airport);

[0128] If the take-off and landing conditions at the destination airport are good, a land landing method can be adopted. The operation process is opposite to step c, but in order to increase lift at low speed, the front wing retractable flaps 103 and the rear wing retractable flaps 104 should be kept in the expanded state, and β should be increased.

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

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

[0131] Step i. Unloading cargo;

[0132] The GET reaches the unloading location by its own power or by being towed by a ground vehicle, shuts down the gas turbine engine 200, opens the cargo hatch 151, connects to the loading and unloading vehicle 30, and then unloads the cargo from the cargo hatch 150. The GET is then inspected and maintained, or it performs another transport mission, repeating the above process.

[0133] Example 2

[0134] like Figure 12 As shown, when transporting a variety of small cargo items, to improve the adaptability of the cargo hold 150 layout to cargo size, a liftable double-layer cargo pallet 153 is added to the center of the cargo hold 150, dividing the hold 150 into two upper and lower levels, each capable of loading relatively small cargo items. During use, the cargo hold lid 151 is first opened, the liftable double-layer cargo pallet 153 is adjusted to a height appropriate for the cargo size, and then the upper and lower levels are loaded sequentially using a loading and unloading vehicle 30. A typical implementation involves placing larger cargo items, such as medium-sized air cargo containers 303, on the cargo hold floor 152, which has a greater load-bearing capacity; placing small air cargo containers 306 on the liftable double-layer cargo pallet 153, which has a relatively weaker load-bearing capacity; and placing remaining cargo pallets 304 and bulk cargo 305 in the remaining space. After loading is complete, the cargo hold lid 151 is closed, and the remainder of the operation is the same as in Example 1.

[0135] Example 3

[0136] The structure of the ground effect transport in this embodiment is basically the same as that in embodiment 1, except that the original cargo hold 150 is converted into a passenger cabin 160, and accordingly, the cargo hold cover 151 is changed into a passenger cabin door 166, thereby changing the purpose of the ground effect transport from cargo transport to passenger transport. Figure 13As shown, luggage racks 163 are located on both sides of the upper portion for passengers' carry-on luggage. Below the luggage racks 163 are passenger seats 162, located on both sides of the cabin aisle 161. A typical layout accommodates nine rows of four seats, accommodating 36 passengers. A restroom 164 is located at the rear of the cabin 160, and cabin service equipment 165 is housed in the inclined rear portion. To use the cabin, the cabin door 166 at the rear of the fuselage is first rotated upward to open, connecting the boarding ramp 40 to the cabin aisle 161. Passengers and crew members can then enter the cabin 160 along the boarding ramp 40. A passage door is provided between the cockpit 130 and the cabin 160 for the pilot and attendants to enter and exit. After passengers have completed their journey, the cabin door is closed, and the remainder of the operation is the same as in Example 1.

[0137] The descriptions presented in the above exemplary embodiments are only intended to illustrate the technical solutions of the present invention and are not intended to be exhaustive or to limit the present invention to the precise forms described. Obviously, it is possible for a person of ordinary skill in the art to make many changes and variations based on the above teachings. The exemplary embodiments are selected and described in order to explain the specific principles of the present invention and its practical applications, so that other persons skilled in the art can easily understand, implement and utilize the various exemplary embodiments of the present invention and its various selected forms and modified forms. The scope of protection of the present invention is intended to be defined by the appended claims and their equivalents.

Claims

1. A ground effect transport aircraft using distributed propulsion, characterized in that: It includes a body structure (10) and a power propulsion system (20); The main body of the airframe structure (10) is the fuselage, which is located at the symmetrical center of the aircraft and is streamlined as a whole. A radar (141) is installed in the front part of the fuselage. A front wing (101) and a rear wing (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 the two. A plurality of propeller ducts (235) are symmetrically and evenly spaced on the front and rear wings. One end of the propeller duct (235) opens at the leading edge of the front and rear wings, and the other end opens at the lower surface of the front and rear wings. A plurality of distributed propellers (230) in the power propulsion system (20) are installed in the propeller duct (235) in a one-to-one correspondence, and each distributed propeller (230) can be independently controlled. A front wing retractable flap (103) and a rear wing retractable flap (104) are respectively provided at the trailing edges of the front wing (101) and the rear wing (102). The retractable flaps of the rear wing can be extended; the outer ends of the front wing (101) and the rear wing (102) on the same side of the fuselage are connected to the wing end support plate (110) together; the upper surface of the wing end support plate (110) matches the upper surface of the front and rear wings, and the lower half protrudes from the lower surface of the front and rear wings, forming a box-shaped structure together with the front and rear wings; the fuselage vertical tail (107) is symmetrically distributed on both sides of the tail of the fuselage and is rotatably connected; the horizontal tail (105) is rotatably connected between the top ends of the two fuselage vertical tails (107); the horizontal tail (105) is provided with an engine nacelle, and the 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 wave-resistance function: S1, detects the sea conditions on the path of the ground effect transport aircraft through radar (141), including the wave height H W , 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 curve of the change with time t, according to the flight speed V of the ground effect transport aircraft A , calculate the time prediction value Δt of the target wave moving to the bottom of the front wing f =L f / (V A +V W ), the time prediction value Δt of the target wave moving to the bottom of the rear wing b =L b / (V A +V W ), combined with the pre-set vertical height H between the ground effect transport aircraft and the horizontal plane A , we can predict in advance the vertical distance h between the front wing of the ground effect transport aircraft and the wave surface f , the vertical distance h between the rear wing of the ground effect transport aircraft and the wave surface b , and the changing patterns of each vertical distance value with time t; S3, using the variation of each vertical distance value with t as input, changes the front wing flap extension length l accordingly f , rear wing flap extension length l b The size of l can be adjusted to achieve a nearly constant lift force on the ground effect transport aircraft; according to the size of the waves, only l can be adjusted. b ; S4, matching and adjusting the angle α between the vertical tail and the horizontal plane, as well as the angle β between the horizontal tail and the horizontal plane, to balance the pitching moment caused by the wings; S5, coordinately adjusting the rotation speed and direction of each distributed propeller (230) to redistribute the thrust and lift distribution; S6: When the center of gravity of the ground effect transport aircraft changes, the adjustment methods of S3 to S5 are used in combination to maintain the balance of the ground effect transport aircraft.

2. A 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 to a tail elevator (100), which is folded and stored in 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, so as to assist in realizing the anti-wave function of the ground effect transport aircraft: the horizontal distance L between the wave and the tail elevator is detected by the radar (141). t ; Calculate the time prediction value Δt for the target wave to move to the bottom of the tail elevator t =L t / (V A +V W ), the vertical distance h between the tail elevator and the wave surface t and h t The law of change with time t; h t The changing law of t is used as input to change the angle γ between the tail elevator and the horizontal plane accordingly, assisting the ground effect transport aircraft to achieve constant lift.

3. A ground effect transport aircraft using distributed propulsion according to claim 1 or 2, characterized in that: When the waves form an angle with the direction of travel of the GEF, since the vertical distance values ​​on both sides of the fuselage vary asynchronously with t, when the adjustment methods S3 to S5 are used, both sides of the fuselage are adjusted separately.

4. A ground effect transport aircraft using distributed propulsion according to claim 1, characterized in that: The specific structure is: The cross-section 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 is inclined downward to the bottom surface; 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 wing end support plate (110) is a thin box body with smooth front and rear ends. A wing end vertical tail (113) is provided on the upper rear part of each of the two wing end support plates (110). A wing end vertical tail rudder (114) is provided on the trailing edge of the wing end vertical tail (113) and can swing left and right relative to the wing end vertical tail (113) to control the flight direction. The two fuselage vertical tails (107) are both trapezoidal in shape and tilted backward. The horizontal tail (105) is arranged in three sections. The middle section is rectangular and has two engine nacelles arranged side by side. The two ends of the engine nacelles are rotatably connected to the two fuselage vertical tails (107). The two side sections of the horizontal tail (105) are trapezoidal in shape and tilted backward. They are rotatably connected to the outsides of the two fuselage vertical tails (107). The trailing edges of the two fuselage vertical tails (107) are both provided with vertical tail rudders (108) that can swing left and right relative to the fuselage vertical tails (107) to provide a yaw moment. A foldable landing gear is provided at the bottom of the fuselage, comprising a front landing gear (122) and a rear landing gear (125). The front landing gear (122) is located at the front of the fuselage, and the rear landing gear (125) is located at the middle and rear of the fuselage. The front landing gear (122) is stored in a front landing gear compartment (120) inside the fuselage, and a front landing gear compartment cover (121) is provided at the opening of the storage position. The rear landing gear (125) is stored in a rear landing gear compartment (123). The rear landing gear compartment (123) is located on both sides of the lower part of the fuselage, and a rear landing gear compartment cover (124) is provided at the opening of the storage position. The frontmost part of the fuselage is a radar cabin (140), in which a radar (141) is installed; the upper side of the rear of the radar cabin (140) is a cockpit (130), and the lower side of the cockpit (130) is a fuselage front landing gear bay (120); the rear side of the cockpit (130) and the fuselage front landing gear bay (120) is a cargo cabin (150), and a cargo cabin cover (151) is provided at the tail of the cargo cabin (150); The power propulsion system (20) includes a gas turbine engine (200), a fuel tank (210), a generator (220), a power battery and power management system (222), a distributed propulsion system (230) and related pipelines; there are two gas turbine engines (200), which are respectively installed in two engine nacelles on the horizontal tail (105); the generator (220) is installed at the center of the engine air inlet (201) of the gas turbine engine (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); the generator (220) converts the shaft power output by the gas turbine engine (200) into electrical energy and transmits it to the power battery and power management system (222) for storage, thereby providing power for the distributed propulsion system (230); Each distributed propeller (230) includes a first-stage propeller blade (231), which is connected to a propeller hub (232). The propeller hub (232) is driven to rotate by a propeller drive motor (233) located downstream thereof. Each propeller drive motor (233) is independently controlled. The propeller drive motor (233) is supported by a propeller drive motor bracket (234). The propeller drive motor bracket (234) is internally connected to the outer shell of the propeller drive motor (233) and externally connected to the inner wall of the propeller duct (235).

5. A ground effect transport aircraft using distributed propulsion according to claim 1 or 4, characterized in that: The propeller duct (235) on the rear wing (102) is distributed between the two propeller ducts (235) on the front wing (101) in the span direction and is arranged at intervals.

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

7. A ground effect transport aircraft using distributed propulsion according to claim 1 or 4, characterized in that: The front and rear parts of the wingtip support plate (110) are respectively provided with a front wingtip landing gear compartment and a rear wingtip landing gear compartment. The two landing gear compartments respectively fold and store the front wingtip landing gear (116) and the rear wingtip landing gear (118). After being released, they support the wingtip support plate (110) and the front and rear wings.

8. A ground effect transport aircraft using distributed propulsion according to claim 4, characterized in that: A foldable and expandable wingtip inflatable float (112) and a fuselage inflatable float (127) are respectively housed inside the wingtip support plate (110) and the rear landing gear compartment (123). A wingtip float hatch cover (111) is provided on the lower half of the outer side of the wingtip support plate (110), and a fuselage float hatch cover (128) is provided at a corresponding position of the rear landing gear compartment (123). By opening the hatch cover, the inflatable float inside is released, and prefabricated high-pressure gas is transported into the inflatable float to expand it into a long cylindrical shape, thereby providing 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 water ski (126) is provided at the front of the fuselage, and a front landing gear cover (115) is provided at the bottom front end of the wing end support plate (110). The two and the tail elevator (100) are opened and lowered to the water surface during landing and take-off, and are used as a water ski.

10. A ground effect transport aircraft using distributed propulsion according to claim 4, characterized in that: The two wing end vertical tails (113) are rotatably connected to the wing end support plate (110). The wing end vertical tails (113) are folded inwards by 90 degrees. At the same time, the fuselage vertical tail (107) is tilted backward and downward, and the engine nacelle is rotated to be horizontal and close to the fuselage, so as to reduce the space occupied by the ground effect transport aircraft.

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