Ground-effect transporter adopting tiltable wings

Abstract

The invention provides a ground-effect conveyor adopting tilting wings, which belongs to the technical field of transportation equipment, and adopts a front-back tandem type double-wing aerodynamic layout, and the rear wings can integrally tilt, so that the distance between the rear edges of the rear wings and the water surface is adjusted, and finally the ground effect and the lift force adjustment are realized. Meanwhile, a hybrid power system, a retractable and foldable floating device and a distributed propelling system based on an embedded ducted fan are adopted, and high-speed maneuvering flight and rapid loading and releasing of equipment can be achieved on the basis of large load.

Description

Technical Field

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

[0002] Landing is an important form in modern transportation. Traditional landing transportation equipment mainly relies on landing craft and amphibious vehicles themselves. Although landing craft have a large load capacity, their speed is relatively low, which not only reduces the transportation efficiency but also makes them vulnerable to interference. Especially when approaching the shore, they must rely on the cooperation of other equipment to ensure survival and successful landing. In addition, natural conditions such as tides and water depths also limit the usage scenarios of landing craft and weaken their transportation efficiency. For amphibious vehicles, although they have a certain ability to navigate on water, they are slow and have poor resistance to wind and waves. Therefore, it is difficult for them to complete long-distance sea crossings independently and still rely on a large number of carriers to quickly transport them to the shore.

[0003] Aircraft can also be important carriers for transporting landing equipment, such as large fixed-wing transport aircraft or helicopters. The greatest advantage of this type of transportation method lies in its high speed and high flexibility, which can significantly shorten the response time, break through geographical restrictions, and directly transport equipment to areas that are difficult for traditional ships to reach. However, aircraft transportation also has certain limitations, including relatively small load capacity, high requirements for takeoff and landing environments, and being easily restricted by weather and terrain.

[0004] In order to simultaneously take into account the advantages of high aircraft speed and large ship load capacity, a solution using a ground effect vehicle as a transportation tool for landing equipment has been proposed. It combines the advantages of aircraft and ships and utilizes the "ground effect" to achieve efficient transportation. When a ground effect vehicle flies at a low altitude close to the water surface or the ground (usually the flight altitude does not exceed half of the wingspan), the air under the wing is compressed, resulting in a significant increase in lift and a decrease in drag, enabling it to achieve high-speed flight with a large load at relatively low power consumption. This unique working principle allows the ground effect vehicle to carry a large number of heavy equipment and personnel while flying at high speed. Compared with traditional transport aircraft, ground effect vehicles rely less on runways and can take off and land on water surfaces, ice surfaces, or flat ground, with strong adaptability; compared with ships, their speed far exceeds that of traditional ships, significantly shortening the response time. In addition, the low-altitude flight characteristics of ground effect vehicles also endow them with a certain degree of concealment, enabling them to avoid radar detection and reduce the probability of being discovered. For example, the Chinese utility model patent with the application number 202321348140.9 discloses a large passenger and cargo dual-purpose ground effect vehicle, which has characteristics such as large load capacity and strong adaptability, but does not have a landing gear system, making it only able to take off and land on water surfaces. This design restricts the entry of personnel and the loading and unloading of goods to water scenarios and must rely on special loading and unloading equipment, not only with low transportation efficiency but also not suitable for landing transportation.

[0005] Although wing-in-ground effect vehicles have the above advantages in equipment transportation, their disadvantages cannot be ignored. These disadvantages may seriously affect their performance and safety in practical applications. First of all, wing-in-ground effect vehicles are highly dependent on terrain and sea conditions. When the water surface waves are too large, their flight stability and safety will be severely affected, and even may lead to out of control. If they choose to fly away from the water surface to avoid the influence of waves, they will lose the advantages of ground effect, resulting in a decrease in lift and an increase in energy consumption, making it impossible to play the characteristics of efficient transportation. As published in "Review of the Development of Wing-in-Ground Effect Vehicles" (Luo Zhanhu, Science and Technology Innovation Herald, 2021.9), the wave-resistant heights of multiple types of wing-in-ground effect vehicles are disclosed. The wave-resistant heights of most small and medium-sized vehicles are generally about 1m, and only large vehicles with a take-off weight reaching the hundred-ton level may reach more than 2m. For such problems, a Chinese invention patent with the application number 202410596349.X discloses an active blowing and suction stability augmentation control method and a stability augmentation control device for a wing-in-ground effect vehicle, which can correct the aerodynamic influence of waves on the wing. However, its method can only consider the case where the wave surface shape is a sine wave, and the blowing and suction will also damage the integrity of the wing aerodynamic shape, reducing the practicality of this method. Secondly, when flying at low altitude, wing-in-ground effect vehicles are prone to collide with water surface obstacles (such as ships, floating ice). Especially in complex sea conditions, sea waves and water splashes may enter the engine, causing damage to the high-speed rotating blades or engine flameout, and then triggering serious safety accidents. A Chinese invention patent with the application number 202411550544.5 discloses a distributed electric propulsion box-wing wing-in-ground effect vehicle. Although its distributed thrusters are hoisted under the tail wing, increasing the distance from the water surface, because the thrusters are exposed above the water surface and lack protection, there is still a possibility of water splashes hitting the fan blades. In addition, when a wing-in-ground effect vehicle is moored on the water in a large-load state, due to the lack of special buoyancy equipment, its draft depth will increase significantly. During takeoff, this will not only increase the resistance of the water flow to the body, but also may make it difficult to jump out of the water surface, thus restricting its use in landing transportation. Summary of the Invention

[0006] To achieve the above object, the present invention provides a wing-in-ground effect transport aircraft with tiltable wings, adopting a tandem double-wing aerodynamic layout that can be tilted as a whole, a hybrid power system, a retractable and foldable floating device, and a distributed propulsion system based on embedded ducted fans, capable of achieving high-speed maneuvering flight and rapid loading and release of equipment on the basis of large load.

[0007] The present invention adopts the following technical solutions:

[0008] A wing-in-ground effect transport aircraft with tiltable wings, the wing-in-ground effect transport aircraft includes a fuselage structure 1 and a power propulsion system 2.

[0009] The main body of the described airframe structure 1 is the fuselage 100. The fuselage 100 is located at the symmetry center of the wing-in-ground effect vehicle and is streamline-shaped as a whole. Its cross-sectional shape is approximately rectangular, with its front part approximately conical and the bottom surface of its rear part tilting upward.

[0010] On both sides of the fuselage 100, a front wing 101 and a tiltable rear wing 102 are connected. The front and rear wings on both sides are symmetrically arranged respectively. Among them, the front wing 101 is fixedly connected to the upper part of the fuselage 100, and the tiltable rear wing 102 is rotatably connected to the middle part of the fuselage 100 through a rear wing rotation shaft 103, enabling the tiltable rear wing 102 to tilt around the rear wing rotation shaft 103; the front wing 101 and the tiltable rear wing 102 are rectangular in the top view. The leading edge of the tiltable rear wing 102 is located below the front wing 101. There is an overlap but a gap between them in the top view. When the tiltable rear wing 102 is not tilted, the air flow passes through between the front and rear wings, avoiding the interference of the wake of the front wing 101 on the back. After the tiltable rear wing 102 is tilted, the front and rear wings are aerodynamically integrated, and the distance between the trailing edge of the tiltable rear wing 102 and the water surface is shortened to increase the ground effect and lift and improve the load-carrying capacity of the wing-in-ground effect vehicle; a rear wing flap 104 is provided at the trailing edge of the tiltable rear wing 102, which can swing up and down relative to the tiltable rear wing 102, used to change the overall airfoil of the wing and the nearby flow field to provide additional lift or assist in providing pitching and rolling moments for the wing-in-ground effect vehicle.

[0011] The outer ends of the front wing 101 and the tiltable rear wing 102 on the same side are jointly connected to a wingtip support plate 110. The front wing 101 is fixedly connected to the wingtip support plate 110, and the tiltable rear wing 102 is rotatably connected to the wingtip support plate 110 through a rear wing rotation shaft 103; the wingtip support plate 110 is in the shape of a hollow thin box, with its front and rear ends being smooth to reduce flight resistance. Its upper surface tilts downward, matching the upper surface shape of the front wing 101 and the tiltable rear wing 102. The front part of its lower surface tilts downward to reduce resistance and provide lifting force. The lower half of the wingtip support plate 110 protrudes from the lower surfaces of the front and rear wings, jointly forming a box-shaped structure with the front and rear wings to improve the overall strength and rigidity of the wing-in-ground effect vehicle. At the same time, it prevents the high-pressure air at the bottom of the wing from overflowing outward, thereby increasing lift and suppressing the wingtip induced vortex to reduce flight resistance; a wingtip support plate gas nozzle 208 is provided at the bottom of the wingtip support plate 110. The exhaust gas discharged from the engine can be ejected downward from here to form an air curtain to strengthen the blocking of the high-pressure air flow below the wing, further increasing lift. By asymmetrically controlling the opening of the wingtip support plate gas nozzle 208, a difference in the gas flow rate ejected from both sides is formed, and different reaction forces are used to provide a rolling moment to assist in adjusting the direction and attitude of the wing-in-ground effect vehicle.

[0012] On both sides of the tail of the fuselage 100, two vertical stabilizers 107 are symmetrically arranged. The tops of the two are fixedly connected to the same horizontal stabilizer 105 to form a box-shaped structure to maintain the structural strength. The horizontal stabilizer 105 is rectangular, and an elevator 106 is provided at its trailing edge, which can swing up and down relative to the horizontal stabilizer 105, and is used to change the overall airfoil of the tail and the flow field nearby, so as to provide additional lift or assist in providing pitch and roll moments for the ground effect transport aircraft. The vertical stabilizer 107 is in the shape of a trapezoid that slopes backward, so that the horizontal stabilizer 105 is far away from the fuselage 100, increasing the lever arm formed between it and the center of gravity of the ground effect transport aircraft, and can improve the pitch control moment provided by the horizontal stabilizer 105 and the elevator 106. Rudders 108 are provided at the trailing edges of the two vertical stabilizers 107, which can swing relative to the vertical stabilizers 107, provide a yaw moment for the ground effect transport aircraft, and assist the ground effect transport aircraft to turn. During use, the elevator 106 needs to be adjusted according to the center of gravity of the ground effect transport aircraft and the lift of the two pairs of wings at the front and rear to maintain the pitch balance of the ground effect transport aircraft.

[0013] Foldable landing gears are provided at the bottom of the fuselage 100, including a nose landing gear 122 and two main landing gears 125. The nose landing gear 122 is located at the front of the fuselage 100 and is folded and stored inside the fuselage 100, and a nose landing gear hatch 121 is provided at the corresponding position on the fuselage 100. The main landing gears 125 are located in the middle and rear of the fuselage 100, and are folded and stored in the main landing gear bays 123. The main landing gear bays 123 are provided with main landing gear hatch covers 124. The main landing gear bays 123 protrude from the fuselage 100 and are smoothly transitioned between them. After the nose and main landing gears are folded and retracted, the corresponding hatch covers are closed at the same time. The nose and main landing gear hatch covers are both composed of multiple rotatable and openable hatches to avoid interference with the landing gears. And the hatch at the front tilts downward after being opened to reduce the impact of water flow and the forward resistance.

[0014] There are multiple compartments inside the fuselage 100. The foremost is the radar compartment 140, inside which a radar 141 is installed; above the rear of the radar compartment 140 is the cockpit 130; below the rear of the radar compartment 140 is the front landing gear compartment 120, inside which the front landing gear 122 is folded and stored; behind the cockpit 130 and the front landing gear compartment 120, from top to bottom, are the engine compartment 170, the power supply compartment 180, and the auxiliary equipment compartment 160 in sequence. The engine compartment 170 is used to install a gas turbine engine and a generator 220. At the opening of the engine compartment 170 on the fuselage 100, there are two rectangular engine compartment covers 171 symmetrically arranged. They are in a closed state during flight and integrated with the fuselage 100. Each engine compartment cover 171 is provided with an engine air intake duct cover 200 and an engine exhaust duct cover 205. Both are rectangular and the engine air intake duct cover 200 is in the front. Their opening and closing angles are controllable to adjust the engine's air intake and exhaust volume; the power supply compartment 180 installs a power battery and a power management system 222, and the auxiliary equipment compartment 160 installs auxiliary equipment such as pumps and gas cylinders; the rear of the fuselage 100 is the cargo compartment 150. The opening of the cargo compartment 150 is arranged at the upward-sloping part of the rear of the fuselage 100 and is equipped with a cargo compartment cover 151 as the import and export for loading and unloading goods.

[0015] The described power propulsion system 2 includes a gas turbine engine, a generator 220, a fuel tank 210, distributed thrusters 230, a battery and a power management system 222, and related pipelines.

[0016] A number of thruster ducts 235 are equally spaced and symmetrically arranged at the leading edges of the front wing 101 and the tiltable rear wing 102. Their front parts open at the leading edges of the wings, and their rear parts open below each wing. A distributed thruster 230 is arranged in each thruster duct 235, which is used to suck in the oncoming flow, pressurize it, and then eject it below the corresponding wing. At the same time, the reaction force of the ground or water surface is utilized to increase the air pressure below the ground effect transport aircraft, so as to increase the lift and load capacity; each distributed thruster 230 includes a thruster fan blade 231, a thruster hub 232, a thruster drive motor 233, and a thruster drive motor bracket 234. The thruster fan blade 231 is connected to the thruster hub 232. The thruster hub 232 is driven to rotate by the thruster drive motor 233 located downstream of it. The thruster drive motor 233 is connected to the inner wall of the thruster duct 235 through the thruster drive motor bracket 234 and is further fixed to each wing. The rotational speeds and directions of the respective thruster drive motors 233 are independently controlled, so that the thrust magnitudes and directions generated by the respective distributed thrusters 230 are different.

[0017] Two gas turbine engines are provided. They are symmetrically installed side by side in the engine nacelle 170. Both are connected to the engine air intake duct 201 and the engine exhaust duct 204 through the engine air intake volute 202 and the engine exhaust volute 203 respectively, jointly constituting the intake and exhaust channels of the engine. The generator 220 is arranged at the front of the gas turbine engine, used to extract shaft work from the gas turbine engine and convert it into electrical energy. The generated electrical energy is transmitted to the power battery and power management system 222 through the cable 221 and stored. The power battery and power management system 222 are connected to the thruster drive motor 233 through the cable 221 to drive the motor to rotate. The fuel tank 210 is divided into multiple small fuel tanks, which are dispersed and symmetrically arranged in the two front wings 101. Fuel is stored in the fuel tank 210 and is transported to the gas turbine engine through the fuel pipe 211.

[0018] The engine air intake duct 201 and the engine exhaust duct 204 are fixed on the engine nacelle cover 171. The engine air intake duct cover 200 and the engine exhaust duct cover 205 are respectively arranged at the openings. Among them, the engine air intake duct cover 200 is used to prevent the spray from entering the gas turbine engine. The engine air intake duct 201 and the engine exhaust duct 204 can be flipped and opened synchronously with the engine nacelle cover 171. After opening, they are separated from the engine air intake volute 202 and the engine exhaust volute 203 respectively. The intake systems of the two gas turbine engines are relatively independent, while the two engine exhaust volutes 203 are interconnected. Gas transmission pipelines 206 are arranged on the sides of the two engine exhaust volutes 203. The two gas transmission pipelines 206 respectively pass through the fuselage 100 from the side and enter the interiors of the two front wings 101 and the wing tip struts 110, and are connected to the wing tip strut gas pipelines 207 arranged inside the wing tip struts 110. The wing tip strut gas pipelines 207 are connected to the wing tip strut gas nozzles 208. There are two types of gas discharge channels, which can be selectively opened or closed according to needs. The first type is discharged from the upper part of the fuselage 100 through the engine exhaust duct 204. The second type is that the gas is transported through the gas transmission pipelines 206 and the wing tip strut gas pipelines 207, and then sprayed out from the wing tip strut gas nozzles 208. The gas sprayed out forms an air curtain to prevent the high-pressure air flow under the front and rear wings from leaking out, so as to increase the lift of the ground effect transport aircraft and assist the control surface to control the attitude of the ground effect transport aircraft.

[0019] Furthermore, the distributed thruster 230 includes two types: the first distributed thruster 230A and the second distributed thruster 230B. The bending and tilting directions of the thruster blades 231 in the two types of distributed thrusters 230 are opposite, so that their rotation directions are opposite. When installed, these two types of distributed thrusters are arranged at intervals and are arranged oppositely at the symmetrical positions of the front and rear wings on both sides.

[0020] Further, the gas transmission pipeline 206 horizontally crosses a series of thruster ducts 235, whose cross-sectional shape is oval, while reducing the flow resistance of the internal gas and the external air.

[0021] Further, wingtip inflatable floats 112 are housed inside two wingtip support plates 110. The lower half of the outer surface of the wingtip support plates 110 is provided with a float hatch 111. The wingtip inflatable floats 112 are released by opening. After the wingtip inflatable floats 112 are released, cooling gas from the wingtip support plate gas pipeline 207 is filled into them, and they expand into a long cylindrical shape, serving as floats to provide additional buoyancy for the ground effect transport aircraft. The opening angle of the float hatch 111 is 90°. The included angle between its inner surface and the wingtip support plate 110 is used to resist the expanded wingtip inflatable floats 112 to prevent them from shaking and becoming unstable.

[0022] Further, to solve the problem that the ground effect transport aircraft is greatly affected by sea 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, and while maintaining the stability of the fuselage, the angle of attack of the tiltable rear wing 102 and the distance from the water surface are adjusted in real time to maintain the stability of the overall lift. The specific method is as follows:

[0023] S1. Through the radar 141 installed at the front of the fuselage 100, the sea condition parameters on the travel route of the ground effect transport aircraft are measured, including the wave height H W and the wave travel speed V W , as well as the horizontal distance L between the wave and the tiltable rear wing.

[0024] S2. The measured sea condition parameters are input into the on-board computer in real time to obtain the change curve of H W with time t. Combining with the flight speed V A of the ground effect transport aircraft, according to Δt = L / (V A + V W ), the predicted value Δt of the time when the discovered wave moves under the tiltable rear wing is calculated. Among them, when the wave and the ground effect transport aircraft move in opposite directions, V W takes a positive value, and when they move in the same direction, V W takes a negative value. According to the pre-set vertical height H A between the ground effect transport aircraft and the horizontal plane (H A should be greater than the wave height H W ), the vertical distance h between the ground effect transport aircraft and the wave surface can be predicted in advance by Δt time, as well as the change curve of h with t.

[0025] S3. Using the variation law of h with respect to t as the input, change the magnitude of the tilt angle α of the rear wing after tilting, so that the lift obtained by the wing-in-ground effect transport aircraft is close to being constant, and avoid the bumps and dangers caused by the undulations of the waves. When the waves are small, only adjust the flap angle β of the rear wing flap 104 to control the distance between the trailing edge of the tiltable rear wing 102 and the water surface, so as to reduce the difficulty of overall wing adjustment.

[0026] Controlling the tilt angle α of the rear wing can, on the one hand, adjust the distance between the leading edge of the tiltable rear wing 102 and the trailing edge of the front wing 101, and on the other hand, adjust the distance between the trailing edge of the tiltable rear wing 102 (i.e., the trailing edge of the rear wing flap 104) and the water surface. When both of these distances decrease simultaneously, the front and rear wings are integrated in terms of aerodynamic shape, forcing the oncoming air flow in front to flow only through the narrow space between the trailing edge of the tiltable rear wing 102 and the water surface after being pressurized by the distributed thruster 230, forming a strong ground effect on the water surface, thereby increasing the pressure on the lower surfaces of both the front and rear wings at the same time, that is, the lift obtained by the wing-in-ground effect transport aircraft is increased. When the tilt angle α of the rear wing decreases and the above two distances increase simultaneously, a part of the air flow that originally flowed under the front wing 101 changes to flow over the upper surface of the tiltable rear wing 102, and the air flow under each wing is also more likely to pass through, that is, the ground effect is weakened, and the lift obtained by the wing-in-ground effect transport aircraft is reduced.

[0027] S4. Match and adjust the elevator angle γ of the elevator 106 to balance the pitching moment caused by the adjustment of the wing tilt angle α and maintain the stability of the wing-in-ground effect transport aircraft.

[0028] S5. During the process of adjusting the angle of the tiltable rear wing 102, the distributed thruster 230 and the thruster duct 235 inside it rotate accordingly, the vector direction of the jet flow changes, and the corresponding magnitudes of the thrust and lift change. Therefore, it is necessary to coordinately adjust the propulsion motor 233 of each thruster on the front and rear wings, change the rotation speed of each thruster blade 231, and redistribute the distribution of thrust and lift to cope with the change of the ground effect caused by the waves.

[0029] S6. When the center of gravity of the wing-in-ground effect transport aircraft changes due to fuel consumption and cargo loading and unloading, the adjustment method in S5 is also adopted to maintain the balance of the wing-in-ground effect transport aircraft.

[0030] Furthermore, when there is an inclination angle between the waves and the wing-in-ground effect transport aircraft, that is, when the Ls on both sides of the fuselage 100 are different, the tiltable rear wings 102 on both sides are adjusted separately.

[0031] Advantages of the present invention:

[0032] 1) Adopting a tandem double-wing aerodynamic layout with a rear wing that can be tilted as a whole, flexibly controlling the ground effect;

[0033] In the aerodynamic layout of the wing-in-ground effect (WIG) transport aircraft, the present invention adopts a tandem double-wing structure with an overall tiltable rear wing. The front wing is located above the front part of the fuselage, and the rear wing is located in the middle of the rear part of the fuselage and can be tilted as a whole. Through this tilting, the integrated fusion of the front and rear wings can be achieved to enhance the ground effect (the trailing edge of the rear wing is close to the water surface), or the two wings can work independently to weaken the ground effect (the trailing edge of the rear wing is far from the water surface). By flexibly controlling the obtained ground effect in this way, the task requirements of the WIG transport aircraft are adapted, different load levels and water conditions are satisfied, and the availability and safety of the WIG transport aircraft are improved.

[0034] 2) The wingtip strut structure is adopted to increase the ground effect and lift and reduce the induced drag.

[0035] In the present invention, vertical plates are used to connect the outer ends of the front and rear wings. Structurally, it can improve the overall strength and rigidity of the WIG transport aircraft and provide support for the axis of rotation for the tiltable rear wing. Aerodynamically, it can enclose the high-pressure air under the wings, maintain high pressure to increase lift, and at the same time suppress the wingtip induced vortices to reduce flight resistance, thereby improving the load capacity and speed of the WIG transport aircraft and reducing fuel consumption.

[0036] 3) A radar system is adopted to detect the water condition and realize the active control of the fuselage stability.

[0037] The present invention adopts an automatic control system. By using the radar to detect the water wave height, distance and propulsion speed, it predicts in advance the time when the WIG transport aircraft reaches above the waves, and then adjusts the angle of the rear wing and the distance between its trailing edge and the water surface accordingly. Through this "moving with the waves" control method, the constancy of the total lift and the stability of the center of gravity of the WIG transport aircraft are realized, avoiding the damage to the WIG transport aircraft and the personnel and equipment inside it caused by bumps, thereby improving the adaptability of the WIG transport aircraft to water conditions.

[0038] 4) A distributed propulsion system is adopted to reduce the risk of accident caused by failures and improve the flexibility of the WIG transport aircraft.

[0039] In the present invention, the traditional centralized propeller is transformed into multiple small propellers distributed on the wings, thus also dispersing the risk of failure. When a single small propeller fails or is damaged, the reduction in the overall thrust is small and will not affect the overall performance of the WIG transport aircraft, thereby ensuring stable performance. This propulsion method can also conveniently control the power distribution of individual propellers. By the power difference between the front and rear rows of propellers, it can assist the pitch of the WIG transport aircraft, by the difference between the left and right sides to assist the yaw of the WIG transport aircraft, or by reversing to achieve thrust reversal and shorten the landing roll distance, improving the flexibility and controllability of the WIG transport aircraft.

[0040] 5) Adopt a ducted fan embedded in the wing to achieve a lift-thrust integrated structural solution and improve safety;

[0041] The present invention uses a ducted fan as a thruster and embeds it in the leading edge of the wing, thus forming a more compact lift-thrust integrated solution. On the one hand, this structure extracts air from the upper surface of the wing, reducing the pressure at this location; on the other hand, after being pressurized by the thruster, this air is then injected into the lower surface of the wing to increase the pressure in this area. Combined with the ground effect, the high-pressure area can be maintained, enabling the thruster and the airfoil to cooperate to generate both thrust and lift, thereby achieving an increase in the load-carrying capacity of the transport aircraft. In addition, burying the high-speed rotating fan blades in the wing and the duct can also isolate the spray generated by the water surface, preventing it from hitting the fan blades and causing damage, thus improving safety.

[0042] 6) Adopt a thruster that tilts integrally with the wing to achieve vector thrust;

[0043] The present invention also provides distributed thrusters on the rear wing that can tilt integrally, and the thrusters can tilt together with the wing. By changing the jet direction, vector thrust can be achieved, thereby improving the performance and adaptability of the ground effect transport aircraft - when pursuing level flight speed, making the thrust more backward; while when additional lift is required for load-carrying, providing additional lift downward. This can significantly shorten the takeoff distance and increase the flexibility and load-carrying capacity of the ground effect transport aircraft.

[0044] 7) Adopt a hybrid oil-electric power system to improve fuel utilization rate and reduce pollution emissions and noise;

[0045] The present invention connects a power battery in series between the engine and the thruster as energy storage and buffering. Its main advantage lies in improving the fuel utilization rate, enabling the gas turbine engine and each thruster to work independently without coordination, but always allowing the former to work in the high-efficiency region, and also avoiding the problem of high pollution emissions when working in the low fuel efficiency region, which is suitable for flying in areas with high pollution sensitivity (such as scenic areas, etc.).

[0046] 8) Adopt a dual-engine parallel dual-exhaust system to achieve efficient utilization of exhaust gas and auxiliary control of the ground effect transport aircraft;

[0047] In the exhaust system of a gas turbine engine, the present invention adopts a parallel dual-path exhaust design. The exhaust gas generated by combustion can either be discharged through the first type of gas discharge channel at the top of the ground effect aircraft conventionally; or it can pass through the second type of gas discharge channel and be ejected from the nozzle below the wingtip strut to form an air curtain, which cooperates with the wingtip strut to enclose the high-pressure air below the wing, maintaining high pressure and increasing lift. The discharge of this exhaust gas can also be distributed and selected between the channels on both sides of the ground effect aircraft to assist the ground effect aircraft in stability adjustment and attitude control, achieving efficient utilization of the remaining energy of the exhaust gas and also achieving the purpose of fuel savings.

[0048] 9) Adopt inflatable pontoons to achieve amphibious takeoff and landing;

[0049] To expand the application scenario and reduce the investment in airport infrastructure construction, the ground effect aircraft of the present invention adopts an amphibious design, that is, it can achieve two takeoff and landing methods: on land and on water. For this design requirement, inflatable pontoons at both ends of the wing are used to solve it - when taking off, landing, and flying horizontally on land, the pontoons are in a shrunk state and stored in the storage compartment, which can reduce the windward area and resistance of the ground effect aircraft; while when taking off, landing, and mooring on water, the pontoons are in an inflated state and submerged in water, providing buoyancy to reduce the draft depth of the fuselage, reducing the difficulty of takeoff and landing, and also enabling the transport aircraft to increase the load and reduce the risk of water ingress into the fuselage. Especially when the ground effect aircraft lands on water, the elastic pontoons contact the water surface first, which helps to decelerate and bear the impact of the water surface instead of the fuselage, playing a protective role.

[0050] 10) Can dynamically drop goods and vehicles to improve operation efficiency. Compared with equipment such as landing craft that must be stopped stably before personnel and vehicles can be released, the present invention can complete this link during low-altitude flight over water, thus greatly improving operation efficiency.

[0051] 11) Utilize the cargo door to carry weight to improve the space utilization rate of the cargo hold;

[0052] For the purpose of reducing aerodynamic drag, the tail of a ground effect aircraft generally needs to be designed as a cone, which will inevitably lead to the lack of a flat floor in the tail space of the cargo hold, affecting the storage of goods, resulting in a decrease in space utilization rate and transportation efficiency, and also affecting the efficiency of landing and transportation. The present invention makes full use of the conical space at the tail of the cargo hold, can store and lock goods on the inner surface of the cargo door, and can achieve automatic dropping after opening the cargo door, which is used for the transportation of cargo containers or other supplies, enhancing the transportation efficiency and strength. Brief Description of the Drawings

[0053] Figure 1 It is a top view of the outer shape of the ground effect aircraft.

[0054] Figure 2 It is a side view of the outer shape of the ground effect aircraft.

[0055] Figure 3 Front view of the shape of a wing-in-ground effect transport aircraft

[0056] Figure 4 Schematic diagram of the internal layout of the fuselage

[0057] Figure 5 Schematic diagram of the power propulsion system

[0058] Figure 6 Schematic diagram of the anti-wave working principle. Among them, (a) is the parameter definition diagram, and (b) is the parameter change diagram

[0059] Figure 7 Schematic diagram of the floating state

[0060] Figure 8 Schematic diagram of a typical working process

[0061] Figure 9 Schematic diagram of releasing a vehicle

[0062] Figure 10 Schematic diagram of the layout of a double-deck cargo hold

[0063] In the figure: 1 - airframe structure; 100 - fuselage; 101 - front wing; 102 - tiltable rear wing; 103 - rear wing rotation axis; 104 - rear wing flap; 105 - horizontal tail; 106 - elevator; 107 - vertical tail; 108 - rudder; 110 - wingtip strut; 111 - pontoon hatch; 112 - wingtip inflatable pontoon; 120 - nose landing gear bay; 121 - nose landing gear bay cover; 122 - nose landing gear; 123 - main landing gear bay; 124 - main landing gear bay cover; 125 - main landing gear; 130 - cockpit; 131 - cockpit glass; 132 - console; 133 - pilot seat; 140 - radar bay; 141 - radar; 150 - cargo hold; 151 - cargo hold cover; 152 - double - layer cargo pallet; 160 - auxiliary equipment bay; 170 - engine bay; 171 - engine bay cover; 180 - power supply bay; 2 - power propulsion system; 200 - engine air intake cover; 201 - engine air intake; 202 - engine intake volute; 203 - engine exhaust volute; 204 - engine exhaust duct; 205 - engine exhaust duct cover; 206 - gas transmission pipeline; 207 - wingtip strut gas pipeline; 208 - wingtip strut gas nozzle; 210 - fuel tank; 211 - fuel pipe; 220 - generator; 221 - cable; 222 - power battery and power management system; 230 - distributed thruster; 230A - first distributed thruster; 230B - second distributed thruster; 231 - thruster blade; 232 - thruster hub; 233 - thruster drive motor; 234 - thruster drive motor bracket; 235 - thruster duct; 3 - cargo container; 300 - container pulley; 4 - vehicle; 400 - vehicle track.

[0064] H W - Wave height, V W - Wave propagation speed, L - Horizontal distance between the wave and the rear wing, V A - Ground - effect transport aircraft flight speed, V T - Vehicle driving speed, Δt - Predicted value of the time for the detected ocean wave to move under the tiltable rear wing, H A - Vertical height between the ground - effect transport aircraft and the horizontal plane, α - Rear wing tilt angle, β - Flap angle, γ - Elevator angle, h - Vertical distance between the ground - effect transport aircraft and the wave surface. Detailed implementation mode

[0065] The following further illustrates the detailed implementation mode of the present invention in combination with the attached drawings and technical solutions.

[0066] Embodiment 1

[0067] This embodiment provides a ground - effect transport aircraft with tiltable wings, and the main parameters are as follows:

[0068] Wingspan of the aircraft: 26.4 m; Total wing area: 292 m² 2 ; Length of the aircraft: 26.4 m; Height of the aircraft: 11.1 m; Height of cargo hold 150: 3.8 m; Width of cargo hold 150: 4.2 m; Floor length of cargo hold 150: 8.5 m; Volume: 187.0 m³ 3 ; Payload: 30 t; Fuel capacity: 15 t; Maximum takeoff weight: 90 t; Cruise speed: 300 km / h; Range: 2000 km; Total power of gas turbine engines: 7 MW * 2; Number of distributed thrusters 230: 32 units; Power of a single distributed thruster 230: 400 kW; Thrust of a single distributed thruster 230: 5000 N; Capacity of power battery: 6400 kWh; Typical load: 1 engineering vehicle of a certain type, 10 crew members, 2 pilots; Maximum sea state adapted to: Grade 4 (wave height 2.5 m).

[0069] As Figures 1 to 3 shown, the fuselage 100 of the ground effect transport aircraft is located at the symmetry center of the ground effect transport aircraft, and is streamline-shaped as a whole. It is mainly used to carry structures such as wings and utilize its internal space to load goods, personnel, and airborne equipment, etc.; the cross-sectional shape of the fuselage 100 is approximately rectangular to maximize the use of the internal space to load goods; the head is approximately conical to reduce flight resistance; the bottom surface at the rear is inclined upward, which is used to place the cargo hatch 151 for the entry and exit of goods during loading and unloading, and to avoid the fuselage 100 scraping against the ground or water surface during takeoff, landing, or water landing.

[0070] On both sides of the fuselage 100, a front wing 101 and a tiltable rear wing 102 are connected, and the front and rear wings on both sides are symmetrically arranged. Among them, the front wing 101 is fixedly connected to the upper part of the fuselage 100, and the tiltable rear wing 102 is rotationally connected to the middle part of the fuselage 100 through the rear wing rotation shaft 103. The two wings are mainly used to generate lift during flight to balance the weight of the whole aircraft and keep the ground effect transport aircraft in a state of leaving the ground; both the front wing 101 and the tiltable rear wing 102 are rectangular in top view. The leading edge of the tiltable rear wing 102 is located below the front wing 101, and there is a small overlap in the top view, so that after the tiltable rear wing 102 is tilted, the front and rear wings can form an aerodynamic whole. When the tiltable rear wing 102 is in a horizontal state, there is a gap between them, allowing the airflow to pass through, avoiding the wake interference of the front wing 101; at the trailing edge of the tiltable rear wing 102, a rear wing flap 104 is provided, which can swing up and down relative to the tiltable rear wing 102, and is used to change the overall airfoil of the wing and the nearby flow field to provide additional lift or assist in providing pitching and rolling moments for the ground effect transport aircraft.

[0071] The ends of the front wing 101 and the tiltable rear wing 102 on the same side away from the fuselage 100 are connected to the wing end support plate 110. The front wing 101 is fixedly connected to the wing end support plate 110, and the tiltable rear wing 102 is rotationally connected to the wing end support plate 110 through the rear wing rotation shaft 103. The wing end support plate 110 is in the shape of a hollow thin box, and its front and rear ends are smooth to reduce resistance during flight. Its upper surface is inclined downward to match the upper surface of the front wing 101 and the tiltable rear wing 102, and the front part of its lower surface is inclined downward to reduce resistance and provide lift for the ground effect transport aircraft to lift up; the lower part of the wing end support plate 110 The half part protrudes from the lower surface of the front and rear wings, and together with the front and rear wings, forms a box-like structure, which improves the overall strength and rigidity of the ground effect transport aircraft in structure, provides support for the rotating shaft for the tiltable rear wing 102, aerodynamically seals the high-pressure air under the wing to prevent it from leaking out and reducing lift, and is also used to suppress vortex induced at the wing tip to reduce flight resistance; wing end support plate gas pipelines 207 are arranged inside the two wing end support plates 110, and wing end support plate gas nozzles 208 are arranged at the front and rear ends of the bottom of the two wing end support plates 110, and the wing end support plate gas pipelines 207 are connected to the wing end support plate gas nozzles 208 to transfer gas The exhaust gas discharged by the turbine engine is transported to the wing end support plate gas nozzle 208 through the wing end support plate gas pipeline 207 and sprayed downward to form an air curtain, which strengthens the blocking of the high-pressure airflow under the front and rear wings and further improves the lift. The opening of the wing end support plate gas nozzle 208 is adjustable, and the asymmetric opening can be used to form a difference in the gas flow rate sprayed on both sides. The different reaction forces formed provide a rolling moment for the ground effect transport aircraft to assist in adjusting the direction and attitude of the ground effect transport aircraft; in addition, the wing end support plate 110 has an inflatable wing end float 112 stored inside, and a float hatch cover 111 is provided on the lower half of the outer side of the wing end support plate 110. The wingtip inflatable buoy 112 is released in an opening manner. After being released, the wingtip inflatable buoy 112 is filled with cooling gas from the wingtip support plate gas pipeline 207, expands into a long cylinder, and acts as a float to provide additional buoyancy for the ground effect transport aircraft. The opening area of the buoy hatch cover 111 accounts for half of the thickness of the wingtip support plate 110, and the unopened fixed area can always keep the airflow blocked and provide auxiliary support for the inflated wingtip inflatable buoy 112; the opening angle of the buoy hatch cover 111 is 90°, and the angle between its inner surface and the wingtip support plate 110 is used to resist the inflated wingtip inflatable buoy 112 to prevent it from shaking and becoming unstable.

[0072] On both sides of the tail of the fuselage 100, two vertical stabilizers 107 are symmetrically distributed, mainly used to maintain the flight stability of the wing-in-ground effect vehicle and provide a turning moment. At the trailing edges of the two vertical stabilizers 107, rudders 108 are provided, which can swing relative to the vertical stabilizers 107 to provide a yaw moment for the wing-in-ground effect vehicle and assist the wing-in-ground effect vehicle in turning; at the tops of the two vertical stabilizers 107, a horizontal stabilizer 105 with a rectangular shape as a whole is commonly connected, and the two together form a box-shaped structure to maintain the strength and stability in structure; at the trailing edge of the horizontal stabilizer 105, an elevator 106 is provided, which can swing up and down relative to the horizontal stabilizer 105, used to change the overall airfoil of the tail and the nearby flow field to provide additional lift or assist in providing pitching and rolling moments for the wing-in-ground effect vehicle. During use, the elevator 106 needs to be adjusted according to the center of gravity of the wing-in-ground effect vehicle and the lift conditions of the two pairs of wings in the front and rear to maintain the pitching balance of the wing-in-ground effect vehicle; the vertical stabilizer 107 is in the shape of a trapezoid inclined backward, making the horizontal stabilizer 105 at its top far away from the fuselage 100, increasing the lever arm formed between the horizontal stabilizer 105 and the center of gravity of the wing-in-ground effect vehicle, so as to improve the pitching control moment provided by the horizontal stabilizer 105 and the elevator 106.

[0073] At the bottom of the fuselage 100, there is a foldable landing gear including a nose landing gear 122 and a rear landing gear 125, which is used to provide support for the ground effect transport aircraft during ground taxiing and parking. It adopts a nose-wheel landing gear layout with "one in the front and two in the rear". The nose landing gear 122 is located at the front of the ground effect transport aircraft and is provided with two symmetrical wheels (increased or decreased according to actual situations) to improve the load-carrying capacity. For the middle and rear parts where the fuselage weight is relatively more concentrated, that is, below the cargo hold 150, the rear landing gears 125 are arranged on both the left and right sides to support the internal load and prevent tipping during loading and unloading. The nose landing gear 122 can be folded and retracted into the nose landing gear bay 120 inside the fuselage 100. A landing gear bay cover 121 is provided at the opening of the nose landing gear bay 120. After the nose landing gear 122 is retracted, the landing gear bay cover 121 closes simultaneously to form a smooth and continuous surface of the fuselage 100. Both groups of rear landing gears 125 are provided with two rows of tires, two tires in each row, for a total of eight (increased or decreased according to actual situations) to improve the load-carrying capacity. The rear landing gears 125 are folded and stored in the rear landing gear bay 123. To ensure the volume and shape of the cargo hold 150, the rear landing gear bay 123 protrudes from the fuselage 100 and there is a smooth transition between them to reduce air resistance. At the same time, the position of the rear landing gear bay 123 does not interfere with the tiltable rear wing 102 and does not block the ejection of the ducted air flow. A rear landing gear bay cover 124 is installed at the opening of the rear landing gear bay 123. After the rear landing gears 125 are retracted, the rear landing gear bay cover 124 closes simultaneously. Both the nose landing gear bay cover 121 and the rear landing gear bay cover 124 are composed of multiple rotatable and openable hatch doors to avoid interference with the landing gear. And the hatch doors located at the front are all tilted downward after opening to reduce the impact of water flow on the landing gear, protect the landing gear and reduce the forward resistance.

[0074] The internal layout of the fuselage 100 is as Figure 4As shown in the figure, at the very front of the fuselage 100 is the radar compartment 140, where a radar 141 is installed inside for forward detection. Above the rear of the radar compartment 140 is the cockpit 130, which is internally provided with a console 132 and a pilot seat 133. The console 132 includes a joystick, a display, instruments, control buttons, etc. The pilot seat 133 is equipped according to the number of pilots. At the front of the cockpit 130, that is, the head of the fuselage 100, a cockpit glass 131 is provided for the pilot to observe the scene in front of the wing-in-ground effect vehicle, determine the travel route, and operate the wing-in-ground effect vehicle. Below the cockpit 130 is the nose landing gear compartment 120, which provides a folding and storage space for the nose landing gear 122, and a nose landing gear compartment cover 121 is provided at its bottom; behind the cockpit 130 and the nose landing gear compartment 120, from top to bottom are the engine compartment 170, the power supply compartment 180, and the auxiliary equipment compartment 160 in sequence; the engine compartment 170 is used to install a gas turbine engine and a generator 220. At the opening of the engine compartment 170 on the fuselage 100, that is, above the front part of the fuselage 100, there are two rectangular engine compartment covers 171 symmetrically arranged, which are in a closed state during flight, integrated with the fuselage 100, ensuring a smooth appearance and reducing flight resistance, and are opened during the maintenance of the wing-in-ground effect vehicle; the power supply compartment 180 installs a power battery and a power management system 222. The design of separating the engine compartment 170 and the power supply compartment 180 while being adjacent can not only reduce the power transmission distance to reduce the amount of cables used, but also allow for independent installation, disassembly, and avoid mutual interference during operation; the auxiliary equipment compartment 160 is used to install auxiliary equipment such as pumps and gas cylinders; in the mid-rear part of the fuselage 100, that is, behind the engine compartment 170, the power supply compartment 180, and the auxiliary equipment compartment 160 is the cargo compartment 150, which is used to store large equipment, such as a vehicle 4. A cargo compartment cover 151 is installed at the exit of the cargo compartment 150. When the cargo compartment cover 151 is in the open state, it serves as a loading ramp for the vehicle 4 or goods. After loading, the vehicle tracks 400 of the vehicle 4 or the goods are fixed on the floor of the cargo compartment 150 to avoid jolting and shaking. In order to make full use of the space inside the cargo compartment 150, after the cargo compartment cover 151 is closed, the gap between it and the vehicle 4 can be used to place a cargo container 3, which is fixed on the inner surface of the cargo compartment cover 151 through a container pulley 300. After the cargo compartment cover 151 is opened, the fixation is released, and the cargo container 3 slides out of the cargo compartment 150 by relying on the container pulley 300 to complete automatic release. For the convenience of operation and inspection, hatches are provided in each compartment inside the fuselage 100 for personnel to pass through.

[0075] The power propulsion system 2 of the wing-in-ground effect vehicle is as Figure 5 shown, and the core components include a gas turbine engine, a generator 220, a fuel tank 210, a distributed thruster 230, a battery and a power management system 222, and related pipelines.

[0076] On each front wing 101 and tiltable rear wing 102, eight propeller ducts 235 are evenly spaced. The front of each propeller duct opens at the leading edge of the wing, and the rear opens below each wing. A distributed propeller 230 is installed in each propeller duct 235, with a total of 32 units. They are responsible for sucking in the oncoming flow from the front, then increasing its pressure through rotating fan blades, and then ejecting it below each wing. At the same time, the reaction force of the ground or water surface is used to increase the air pressure below the wing-in-ground effect transport aircraft, further improving the lift and load-carrying capacity. Each distributed propeller 230 has an independent drive. Compared with the scheme using a centralized propeller, the risk of damage to a single device affecting the whole machine can be greatly reduced. In addition, by individually adjusting the power and rotation speed of each distributed propeller 230, it can assist each control surface in adjusting the attitude of the wing-in-ground effect transport aircraft. For example, by creating a thrust difference on both sides of the fuselage 100 to form a yaw moment and a roll moment to assist the wing-in-ground effect transport aircraft in turning, or by creating a thrust difference on the front and rear wings to form a pitch moment to cooperate in solving the problem of the center-of-gravity shift of the wing-in-ground effect transport aircraft. When the wing-in-ground effect transport aircraft brakes, each distributed propeller 230 provides reverse thrust by rotating in the reverse direction to reduce the sliding distance. Each distributed propeller 230 includes a propeller fan blade 231, a propeller hub 232, a propeller drive motor 233, and a propeller drive motor bracket 234. The propeller fan blade 231 is a thin sheet structure with curvature and inclination, which can do work on the flowing air when rotating at high speed, increasing its pressure and speed. There is a certain gap between the tip of the propeller fan blade 231 and the propeller duct 235 to avoid rubbing during high-speed rotation. Each propeller fan blade 231 is connected to the propeller hub 232, which is a cylindrical structure with a rounded head, playing the role of supporting the fan blade and driving it to rotate. The propeller hub 232 is driven to rotate by the propeller drive motor 233 located downstream of it. The propeller drive motor 233 uses a permanent magnet synchronous motor, which has the characteristics of small volume, light weight, and high power density, and is suitable for the application scenario of ducted propellers. In addition, the rotation speed and direction of each propeller drive motor 233 can be independently controlled, so that the thrust magnitude and direction generated by each distributed propeller 230 are different. All propeller drive motors 233 are connected to the power battery and power management system 222 through cables 221 to draw electrical energy to drive the motor to rotate. The propeller drive motor bracket 234 is used to support the propeller drive motor 233. It is radially distributed, internally connected to the outer shell of the propeller drive motor 233, externally connected to the inner wall of the propeller duct 235, and further fixed to the front wing 101, thereby transmitting the thrust and torque generated by the distributed propeller 230 to the wing and fuselage 100. In addition, the propeller drive motor bracket 234 has a streamlined shape and the function of guiding the airflow, converting the incoming flow with vorticity after passing through the propeller fan blade 231 into axial flow to increase the thrust effect.

[0077] The distributed thrusters 230 are divided into a first distributed thruster 230A and a second distributed thruster 230B. The propeller blades 231 of the two have opposite bending and tilting directions, causing them to rotate in opposite directions. During installation, the two types of distributed thrusters 230 are arranged at intervals and are oppositely arranged at symmetric positions on both wings to balance the gyroscopic effect brought by the rotating components to the wing-in-ground effect vehicle to the greatest extent and to balance the drag torque on each distributed thruster 230, avoiding structural damage to the wing caused by the concentration of the drag torque and additional rolling torque on the wing-in-ground effect vehicle, making the wing-in-ground effect vehicle more stable, safe and reliable.

[0078] Two gas turbine engines are provided, symmetrically installed on the left and right in the engine compartment 170. Two generators 220 are arranged in the front of the gas turbine engines to extract shaft work from the gas turbine engines and convert it into electrical energy. The power battery and power management system 222 is installed in the power supply compartment 180 and is connected to the generator 220 through a cable 221. The power battery and power management system 222 is connected to the thruster drive motor 233 through a cable 221 to drive the motor to rotate; the fuel tank 210 is connected to the gas turbine engine through a fuel pipe 211 for fuel. It is divided into multiple small fuel tanks, which are dispersed and symmetrically arranged in the two front wings 101. The fuel is transported to the gas turbine engine through the fuel pipe 211. The gas turbine engine enables the working medium inhaled into it to complete a thermodynamic cycle through components such as a compressor, a combustion chamber, and a turbine, converts the chemical energy in the fuel into shaft work and outputs it externally, and then the generator 220 converts it into electrical energy and stores it in the power battery and power management system 222 to provide power for the thruster drive motor 233. To ensure that the wing-in-ground effect vehicle still has a certain ability to escape when the gas turbine engine fails, the storage capacity of the power battery and power management system 222 should meet the requirement that all distributed thrusters 230 operate at high load for 15 to 30 minutes; during the startup process of the gas turbine engine, the generator 220 is used as a starter, which extracts electrical energy from the power battery and power management system 222 and drives the gas turbine engine to rotate. After the rotational speed increases to the critical value, fuel is injected and ignited, and it relies on its own converted power to maintain operation.

[0079] There are two gas turbine engines, both of which are connected to the engine air inlet scroll 202 and the engine exhaust scroll 203 through the engine air inlet duct 201 and the engine exhaust duct 204, jointly constituting the air intake and exhaust channels of the engine. The air intake and exhaust channels lead to the engine hood 171. An engine air inlet duct cover 200 and an engine exhaust duct cover 205 are provided on each engine hood 171, corresponding to the air intake and exhaust channels of the two gas turbine engines respectively. The engine air inlet duct cover 200 and the engine exhaust duct cover 205 are both rectangular, and the engine air inlet duct cover 200 is in the front. Both of them are in a closed state when the ground effect aircraft is parked to prevent sundries, rainwater, etc. from entering the engine interior, and are opened when the gas turbine engine is operating for the inflow and outflow of air. After the engine air inlet duct cover 200 is opened, it has a windward structure that is conducive to the entry of air. In order to adapt to the working condition changes of the gas turbine engine, the opening and closing angles of the engine air inlet duct cover 200 and the engine exhaust duct cover 205 are controllable to adjust the air intake and exhaust volumes. The engine air inlet duct 201 and the engine exhaust duct 204 both rotate and open synchronously with the engine hood 171, thus separating from the engine air inlet scroll 202 and the engine exhaust scroll 203.

[0080] The intake systems of two gas turbine engines (including the engine intake volute 202 and the engine intake duct 201) are relatively independent and do not mix with each other to ensure the reliability of the gas supply system and separately meet the intake air flow requirements of the two gas turbine engines; while the engine exhaust volutes 203 of the two gas turbine engines are interconnected, so that the discharged gas is collected uniformly for secondary distribution. Gas transmission pipelines 206 are provided on the sides of the two engine exhaust volutes 203. The two gas transmission pipelines 206 respectively pass through the fuselage 100 from the side and enter the inner parts of the front wings 101 and the wingtip struts 110 on both sides, and are connected to the wingtip strut gas pipelines 207 provided inside the wingtip struts 110. The wingtip strut gas pipelines 207 are connected to the wingtip strut gas nozzles 208. There are two types of gas discharge channels: The first type is discharged from the upper part of the fuselage 100 through the engine exhaust duct 204 and the engine exhaust duct cover 205. This channel has a larger cross-sectional area and is suitable for the case where the gas flow is large during high-power operation of the engine; The second type is transported to the wingtip strut gas pipeline 207 through the gas transmission pipeline 206 connected to the side of the engine exhaust volute 203, and then ejected from the wingtip strut gas nozzle 208. The gas ejected therefrom is used to form an air curtain to prevent the high-pressure air flow under the wing from leaking out, so as to increase lift and assist the control surface to control the attitude of the ground effect transport aircraft; The gas in the second type of discharge channel is also used to fill the wingtip inflatable float 112 to complete the attitude transformation from compression to expansion. In order to prevent the components in the front wing 101 and the wingtip strut 110 from being burned out due to excessive gas temperature, the gas transmission pipeline 206 passes through a series of thruster ducts 235 horizontally, and uses the air flow in the duct to exchange heat on the pipe wall, taking away the heat of the gas in the pipe and reducing the gas temperature. This part of the heat increases the temperature and pressure of the air flow in the thruster duct 235, playing a role in increasing thrust, thus avoiding energy waste; From Figure 6It can be seen that the cross-sectional shape of the gas transmission pipeline 206 is elliptical, which can reduce the flow resistance of the internal gas and the external air at the same time. The gas transmission pipeline 206 is arranged in the thruster duct 235 of the front wing 101 and is not arranged in the tiltable rear wing 102. On the one hand, the pipeline length is reduced to lighten the weight of the ground effect transport aircraft. On the other hand, it is not suitable to install complex components in the movable rear wing. The two types of gas discharge channels are selectively opened or closed according to different needs during use. For example, when the ground effect transport aircraft floats or glides on the water surface, the wingtip strut gas nozzle 208 is submerged under the water surface and closed, and then the gas transmission pipeline 206 is also closed, and all the gas of the engine is discharged from the engine exhaust duct 204. When the ground effect transport aircraft flies in the air, the opening and closing states of the above two channels can be exchanged. When the gas turbine engine operates at high power, both channels can be opened to increase the gas flow. When the demand of the distributed thruster 230 can be met only by relying on the electric quantity stored in the power battery and the power management system 222, the gas turbine engine and all the intake and exhaust channels can be closed to reduce the flight resistance. Through the design of multiple exhaust channels, the effective utilization of exhaust gas is realized and the safety of the ground effect transport aircraft is ensured.

[0081] To solve the problem that the ground effect transport aircraft is greatly affected by sea waves, as Figure 6 shown, the ground effect transport aircraft has a wave-resistant function, that is, by predicting the distance between the ground effect transport aircraft and the water surface, and maintaining the stability of the fuselage, the angle of attack of the tiltable rear wing 102 and the distance from the water surface are adjusted in real time accordingly to maintain the stability of the overall lift. The specific method is as follows:

[0082] S1. The sea condition parameters on the travel route of the ground effect transport aircraft are measured by the radar 141 arranged at the front of the fuselage 100, including the wave height H W , the wave travel speed V W , and the horizontal distance L between the wave and the tiltable rear wing.

[0083] S2. The measured sea condition parameters are input into the on-board computer in real time to obtain the change curve of H W with time t, combined with the flight speed V A of the ground effect transport aircraft. According to Δt = L / (V A + V W ), the time prediction value Δt of the discovered sea wave moving under the tiltable rear wing is calculated. Among them, when the wave and the ground effect transport aircraft move in opposite directions, V W takes a positive value, and when they move in the same direction, V W takes a negative value. According to the preset vertical height H A between the ground effect transport aircraft and the horizontal plane (H A should be greater than the wave height H W), it is possible to predict in advance the vertical distance h between the wing-in-ground effect vehicle and the wave surface at time Δt in advance, as well as the change curve of h with respect to t.

[0084] S3: Using the variation law of h with respect to t as the input, change the magnitude of the tilt angle α of the rear wing after tilting, so that the lift obtained by the wing-in-ground effect vehicle is close to constant, and avoid the bumps and dangers caused by the undulation of the waves to the wing-in-ground effect vehicle. When the waves are small, only adjust the flap angle β of the rear wing flap 104 to control the distance between the trailing edge of the tiltable rear wing 102 and the water surface, so as to reduce the difficulty of adjusting the whole wing.

[0085] Controlling the tilt angle α of the rear wing can, on the one hand, adjust the distance between the leading edge of the tiltable rear wing 102 and the trailing edge of the front wing 101, and on the other hand, adjust the distance between the trailing edge of the tiltable rear wing 102 (i.e., the trailing edge of the rear wing flap 104) and the water surface. When these two distances decrease simultaneously, the front and rear wings are integrated in terms of aerodynamic shape, forcing the oncoming air flow in front to flow only through the narrow space between the trailing edge of the tiltable rear wing 102 and the water surface after being pressurized by the distributed thruster 230, forming a strong ground effect on the water surface, thereby increasing the pressure on the lower surfaces of the front and rear wings at the same time, that is, the lift obtained by the wing-in-ground effect vehicle is increased. When the tilt angle α of the rear wing decreases and the above two distances increase simultaneously, a part of the air flow flowing under the front wing 101 changes to flow over the upper surface of the tiltable rear wing 102, and the air flow under each wing is also easier to pass through, that is, the ground effect is weakened, and the lift obtained by the wing-in-ground effect vehicle is reduced.

[0086] S4: Matching and adjusting the elevator angle γ of the elevator 106 to balance the pitching moment caused by the adjustment of the tilt angle α of the wing and maintain the stability of the wing-in-ground effect vehicle.

[0087] S5: During the process of adjusting the angle of the tiltable rear wing 102, the distributed thruster 230 and the thruster duct 235 inside it rotate accordingly, the vector direction of the jet air flow changes, and the corresponding magnitudes of the thrust and lift change. Therefore, it is necessary to coordinately adjust the propulsion motor 233 of each thruster on the front and rear wings, change the rotation speed of each thruster blade 231, and redistribute the distribution of thrust and lift to cope with the change of the ground effect caused by the waves.

[0088] S6: When the center of gravity of the wing-in-ground effect vehicle changes due to fuel consumption and cargo loading and unloading, the adjustment method in S5 is also adopted to maintain the balance of the wing-in-ground effect vehicle.

[0089] When the angle between the wave and the wing-in-ground effect vehicle is inclined, that is, when the Ls on both sides of the fuselage 100 are different, the tiltable rear wings 102 on both sides are adjusted separately.

[0090] In addition, another function of the adjustable α is that when the wing-in-ground effect vehicle is taxiing horizontally on water or on the ground and there is no need for the wing and the propulsion system to generate lift, the tiltable rear wing 102 can be rotated to a completely horizontal state.

[0091] In addition to changing the lift to cause bumps, waves may also pose a threat to the safety of the gas turbine engine and the distributed thruster 230. In this embodiment, the engine air intake cover 200 is used to block the waves from entering the gas turbine engine, and the deeper thruster duct 235 at the leading edge of the wing is used to prevent the waves from hitting the thruster blades 231 and the thruster hub 232.

[0092] The wing-in-ground effect vehicle can take off and land and be used both on land and on water. Its floating state is as Figure 7 shown. To avoid water ingress, when in the floating state, the front landing gear hatch 121, the rear landing gear hatch 124, and the cargo hatch 151 are closed and sealed. At the same time, to reduce the draft of the fuselage 100 and prevent the tiltable rear wing 102 and its distributed thruster 230 from being submerged in water and affecting propulsion after loading, the pontoon hatch 111 is opened to release the wingtip inflatable pontoons 112 inside the wingtip struts 110, and cooled gas is delivered to the wingtip inflatable pontoons 112 through the wingtip strut gas pipeline 207 to expand them into slender streamline cylinders with smooth heads and tails as floats to provide additional buoyancy; the opening angle of the pontoon hatch 111 is 90°, and its inner surface is used to hold the wingtip inflatable pontoons 112 from above, and the surface of the fixed side of the wingtip strut 110 is used to hold the wingtip inflatable pontoons 112 from the side to prevent them from shaking and becoming unstable; to ensure that there is a higher air pressure inside the wingtip inflatable pontoons 112 and when the gas turbine engine stops, an air pump or a high-pressure gas cylinder is used to replenish the air; after the wingtip inflatable pontoons 112 are deflated, they are retracted into the wingtip struts 110, and the process is opposite to that during inflation, and the internal high-pressure gas is directly released. In the floating state, the wingtip strut gas nozzles 208 will be submerged below the water surface. If the gas turbine engine needs to be started at this time, the first type of exhaust passage is selected, and the engine air intake cover 200 and the engine exhaust cover 205 are opened to ensure the normal intake and exhaust of the engine.

[0093] The typical usage method of the wing-in-ground effect vehicle is as Figure 8 shown and is described step by step as follows:

[0094] Step a. Load the goods;

[0095] The wing-in-ground effect vehicle is parked at the departure place, supported and fixed on the ground by the opened front landing gear 122 and the rear landing gear 125. The cargo hatch 151 is opened to form a ramp for the vehicle 4 to drive into the cargo hold 150 by its own power, and then the cargo container 3 is loaded, and then the cargo hatch 151 is closed. At the same time, fuel is filled into the fuel tank 210.

[0096] Step b. Ground taxiing;

[0097] Open the engine air intake cover 200 and the engine exhaust cover 205, close the wingtip strut gas nozzle 208, supply power from the power battery and the power management system 222 to the generator 220 to drive the gas turbine engine to rotate, while supplying fuel and igniting it to start. The gas turbine engine then charges the power battery and the power management system 222 through the generator 220. The electric energy is supplied to the distributed thruster 230 to make it rotate and generate thrust, driving the wing-in-ground effect vehicle to taxi on the ground to the takeoff position. During this process, the tiltable rear wing 102 should be in a horizontal state so that the generated thrust is mainly used for horizontal taxiing.

[0098] Step c. Ground takeoff (for the condition of having an airport);

[0099] When there is an airport in the home camp, this kind of airport specifically refers to being located by the sea, with the runway end directly leading to the coast and having a small elevation difference, and the wing-in-ground effect vehicle can complete a ground takeoff. At this time, increase the power of the distributed thruster 230 to increase the thrust, and at the same time tilt the tiltable rear wing 102 downward (i.e., increase α) to increase the lift, and ensure takeoff before reaching the runway end, and then enter above the water area. After takeoff, quickly retract the front landing gear 122 and the rear landing gear 125, and close the front landing gear hatch 121 and the rear landing gear hatch 124 to make the fuselage 100 return to a smooth shape to reduce flight resistance.

[0100] Step d. Water takeoff (for the condition of having no airport);

[0101] d1. Slide into the water: In the case where only a dock is used for takeoff and landing, water takeoff can be adopted. First, open the float hatch 111 on land and fill the wingtip inflatable float 112 with gas or other types of high-pressure gas to make it expand and get ready for floating. Then make the distributed thruster 230 in a low-power state and keep the tiltable rear wing 102 in a horizontal state, and push the wing-in-ground effect vehicle to slide into the water through the sloping dock on the shore relying on the support and rolling of the front landing gear 122 and the rear landing gear 125. Such a sloping dock should be smooth and flat, have a hard surface, extend into the water at an angle of 10 - 15°, and the extension length should ensure to meet the draft depth requirement of the wing-in-ground effect vehicle when fully loaded.

[0102] d2. Hydroplaning (outbound journey): After fully entering the water, retract the front landing gear 122 and the rear landing gear 125, close the front landing gear hatch 121 and the rear landing gear hatch 124, and drain the accumulated water to restore the smooth shape of the fuselage 100. Increase the power of the distributed thrusters 230 to overcome the water resistance and make the wing-in-ground effect vehicle enter the open water area suitable for takeoff. At this time, the tiltable rear wing 102 can be kept horizontal or tilted slightly downward, and the generated lift is used to reduce the draft and the hydroplaning resistance, so as to reduce the energy consumption and the influence of the surrounding waves on the attitude of the wing-in-ground effect vehicle.

[0103] d3. Water takeoff: Increase the power of the distributed thrusters 230 to increase the thrust. At the same time, tilt the tiltable rear wing 102 downward (i.e., increase α) to increase the lift and make the wing-in-ground effect vehicle gradually leap out of the water. Deflate the wingtip inflatable floats 112, and close the float hatch 111 after it shrinks, so as to reduce the flight resistance and the takeoff distance.

[0104] Step e. Water cruise (outbound journey);

[0105] After takeoff, according to the water wave conditions, adjust the height and speed of the wing-in-ground effect vehicle by adjusting the power of the distributed thrusters 230, the tilt angle α of the rear wing, and coordinating with each rudder surface, to ensure that the wing-in-ground effect vehicle can obtain sufficient ground effect and maintain a sufficient safety distance from the waves to avoid collision with them. To enhance the air pressure of the front and rear wings and under the fuselage, the wingtip strut gas nozzles 208 can be opened, and the air curtain formed by gas injection is used to prevent the leakage of the air flow under the wings. At the same time, close the engine exhaust duct cover 205 to ensure the gas supply for the air curtain. During the cruise stage, the wing-in-ground effect vehicle is in the open sea, and the wave height is usually higher than that in the coastal area. At this time, the anti-wave function of the wing-in-ground effect vehicle should be activated, and the tilt angle α of the rear wing and other rudder surface angles should be dynamically adjusted according to the wave conditions detected by the radar 141 to keep the fuselage stable. At this time, the gas turbine engine can also be reduced or turned off, and only rely on the electric energy pre-stored in the power battery and the power management system 222 for flight to reduce gas emissions.

[0106] Step f. Waterborne cargo delivery;

[0107] Open the cargo hatch 151 when the wing-in-ground effect vehicle is in flight. After unlocking, the cargo container 3 slides out of the wing-in-ground effect vehicle along the inclined cargo hatch 151 by means of the container pulley 300 at its bottom and falls into the water, and then is collected and processed by the receiving personnel.

[0108] Step g. Release the vehicle;

[0109] As Figure 9As shown, first, open the cargo hatch 151 in flight. At the same time, open the pontoon hatch 111 and fill the wingtip inflatable pontoon 112 with gas. Reduce the power of the distributed thrusters 230 to decrease the flight speed of the ground effect aircraft, providing better conditions for the vehicle 4 to enter the water, but still maintain the speed value not lower than the safety limit. Since the lift generated by the wings is insufficient at this time, increase the tilt angle α of the rear wings to assist in generating lift, and lower the vertical height H between the ground effect aircraft and the horizontal plane A , causing the wingtip inflatable pontoon 112 to sink slightly into the water, and relying on buoyancy to support the weight of the ground effect aircraft and the vehicle 4. Because the draft is shallow and the resistance is not large at this time, the ground effect aircraft can achieve sea gliding without consuming too much power. Then release the fixation between the vehicle track 400 and the floor of the cargo hold 150, and the vehicle 4 travels at the vehicle speed V T (relative to the ground effect aircraft) and drives out of the cargo hold 150 by its own power and enters the water. To avoid the vehicle 4 capsizing due to too large a relative speed with the water surface, V T should be numerically close to V A . After the cargo hatch 151 is opened, let a part of its end sink into the water, which plays a role in increasing the success rate of the vehicle 4 entering the water. After entering the water, the vehicle 4 can come ashore by its own power or with external assistance.

[0110] Step h. Evacuation;

[0111] After the vehicle 4 and the cargo container 3 are released, the ground effect aircraft turns around. First, close the cargo hatch 151, and at the same time drain the water entering the cargo hold 150. Then deflate the wingtip inflatable pontoon 112, and after it shrinks, close the pontoon hatch 111 to reduce the flight resistance. At the same time, increase the power of the distributed thrusters 230 to make the ground effect aircraft leave the water and fly at high speed towards its own camp.

[0112] Step i. Sea cruise (return journey);

[0113] The ground effect aircraft enters the cruise state again. Different from the outbound journey, since the ground effect aircraft is in a light load state at this time, with a fast flight speed, the tilt angle α of the rear wings is smaller than that of the outbound journey, which can meet the lift requirement of the ground effect aircraft. The rest of the operations are the same as in step e.

[0114] Step j. Water landing (for conditions without an airport);

[0115] j1. Water landing: For takeoff and landing conditions without an airport, before approaching the shore of its own camp, adopt the method of water landing, and its operation process is opposite to that of d3;

[0116] j2. Sea gliding (return journey): The operation process is opposite to that of d2;

[0117] j3. Dock landing: The operation process is the opposite of d1. If the wing-in-ground effect transport aircraft is damaged during use and lacks power to climb the slope of the dock, ground traction measures are adopted for assistance.

[0118] Step k. Landing on land (for conditions with an airport);

[0119] Under good takeoff and landing conditions at the airport, the landing-on-land method is adopted, and the operation process is the opposite of step c.

[0120] Step l. Return to the camp;

[0121] If rapid braking is required after landing, the propeller drive motor 233 is rotated in the reverse direction, and the distributed propellers 230 generate reverse thrust to accelerate braking. Then the wing-in-ground effect transport aircraft returns to the camp by its own power or the traction of a ground vehicle for maintenance or to perform the transportation task again, repeating the above process.

[0122] Embodiment 2

[0123] As Figure 10 shown, its application scenario is that the wing-in-ground effect transport aircraft is used solely as a cargo-carrying platform, carrying a large number of cargo containers 3, and performing non-landing cargo transportation between two shore camps. To adapt to this usage method, the layout of the cargo hold 150 is modified. A double-layer cargo board 152 is added in the middle, dividing the cargo hold 150 into upper and lower layers. Cargo containers 3 can be loaded in each layer, or stacking pallets, etc. are used, and they are fixed to the floor by container pulleys 300. Due to the inclination of the tail of the wing-in-ground effect transport aircraft, the upper space is relatively larger, so more cargo can be loaded. In this usage method, the wing-in-ground effect transport aircraft can be used according to the conventional transport aircraft, and the advantage of the strong load-carrying capacity of the present invention is fully utilized, realizing multi-purpose of one aircraft and expanding the practical value.

Claims

1. A ground effect transport aircraft with tilting wings, characterized in that, The described ground effect transport aircraft includes a fuselage structure (1) and a power propulsion system (2); The main body of the fuselage structure (1) is the fuselage (100), which is located at the symmetry center of the ground effect transport aircraft and is streamline-shaped as a whole. A radar (141) is installed at the front part inside the fuselage (100); both sides of the fuselage (100) are connected with a front wing (101) and a tiltable rear wing (102). The outer ends of the front wing (101) and the tiltable rear wing (102) on the same side are jointly connected to the wing tip strut (110). The front wing (101) is fixedly connected to the fuselage (100) and the wing tip strut (110), and both ends of the tiltable rear wing (102) are rotatably connected to the fuselage (100) and the wing tip strut (110) to achieve tilting; the upper part of the wing tip strut (110) matches the upper surface shapes of the front wing (101) and the tiltable rear wing (102), and the lower half protrudes from the lower surfaces of the front and rear wings, jointly forming a box-shaped structure with the front and rear wings to prevent the high-pressure air at the bottom of the wings from overflowing to the outside; two vertical tails (107) are symmetrically arranged on both sides of the tail of the fuselage (100), and their tops are fixedly connected to the same horizontal tail (105). An elevator (106) is provided at the trailing edge of the horizontal tail (105) and can swing up and down relative to the horizontal tail (105); A number of propeller ducts (235) are symmetrically arranged at the leading edges of the front wing (101) and the tiltable rear wing (102). The front part of the propeller duct (235) opens at the leading edge of each wing, and the rear part opens below each wing. A distributed propeller (230) in the power propulsion system (2) is arranged in each propeller duct (235), and the thrust magnitude and direction of each distributed propeller (230) are independently controlled; The described ground effect transport aircraft has a wave resistance function: S1. Measure the sea condition parameters on the traveling route of the ground effect transport aircraft through the radar (141), including the wave height H W , the wave traveling speed V W , and the horizontal distance L between the wave and the tiltable rear wing; S2. Calculate and obtain H W The variation curve with respect to time t, combined with the flight speed V of the aircraft A , according to Δt = L / (V A + V W ), calculate the predicted value Δt of the time when the discovered ocean wave moves to below the tiltable rear wing; according to the preset vertical height H A between the ground effect transport aircraft and the horizontal plane, the vertical distance h between the aircraft and the wave surface can be predicted Δt time in advance, as well as the variation curve of h with respect to t; S3, taking the change law of h with t as the input, changing the magnitude of the tilt angle α of the rear wing to make the lift obtained by the ground effect transport aircraft close to constant; S4, matching and adjusting the elevator angle γ of the elevator (106) to balance the pitching moment brought by the adjustment of α; S5, during the angle adjustment process of the tiltable rear wing (102), the distributed propeller (230) and the propeller duct (235) inside it rotate accordingly, and the corresponding propulsion force and lift magnitude change accordingly. Therefore, the propulsion motor (233) of each propeller on the front and rear wings is adjusted cooperatively.

2. The ground effect transport aircraft with tiltable wings according to claim 1, characterized in that, In the described S3, for small wave conditions, only the flap angle β of the rear wing flap (104) is adjusted to control the distance between the trailing edge of the tiltable rear wing (102) and the water surface.

3. The ground effect transport aircraft with a tiltable wing according to claim 1, characterized in that, When the wave is at an inclined angle with the aircraft, that is, when L on both sides of the fuselage (100) is different, the tiltable rear wings (102) on both sides are adjusted separately.

4. The ground effect transport aircraft with a tiltable wing according to claim 1, characterized in that, The specific structure is: The front wing (101) is located at the upper part of the fuselage (100), and the tiltable rear wing (102) is located at the middle part of the fuselage (100). In a top view, both are rectangular. The leading edge of the tiltable rear wing (102) is located below the front wing (101). There is an overlap but a gap between them in a top view. When the tiltable rear wing (102) is not tilted, the airflow passes through between the front and rear wings. After the tiltable rear wing (102) is tilted, the front and rear wings are aerodynamically integrated; a rear wing flap (104) is provided at the trailing edge of the tiltable rear wing (102), which can swing up and down relative to the tiltable rear wing (102). The wing tip strut (110) is in the shape of a hollow thin box, and its front and rear ends are smooth to reduce flight resistance; The vertical tail (107) is in an inclined trapezoidal shape, increasing the lever arm formed between the horizontal tail (105) and the center of gravity of the aircraft. Rudders (108) are provided at the trailing edges of both vertical tails (107), which can swing relative to the vertical tails (107); A foldable landing gear is provided at the bottom of the fuselage (100). The landing gear includes a nose landing gear (122) and two main landing gears (125). The nose landing gear (122) is located at the front of the fuselage (100) and is folded and stored inside the fuselage (100), and a nose landing gear hatch (121) is provided at the corresponding position on the fuselage (100). The main landing gears (125) are located at the mid-rear of the fuselage (100) and are folded and stored in the main landing gear bays (123), and the main landing gear bays (123) are equipped with main landing gear hatch covers (124). The main landing gear bays (123) protrude from the fuselage (100); Multiple compartments are provided inside the fuselage (100). The frontmost part is the radar compartment (140), inside which a radar (141) is installed; above the rear of the radar compartment (140) is the cockpit (130), and below the rear is the nose landing gear bay (120), inside which the nose landing gear (122) is folded and stored; behind the cockpit (130) and the nose landing gear bay (120), from top to bottom are the engine compartment (170), the power supply compartment (180), and the auxiliary equipment compartment (160) in sequence; a gas turbine engine and a generator (220) are installed in the engine compartment (170), and engine compartment covers (171) are symmetrically provided at the openings of the engine compartment (170) on the fuselage (100); a power battery and a power management system (222) are installed in the power supply compartment (180); the rear part of the fuselage (100) is the cargo compartment (150), and the opening of the cargo compartment (150) is provided at the upwardly inclined part at the rear of the fuselage (100) and is equipped with a cargo compartment cover (151); The described power propulsion system (2) includes a gas turbine engine, a generator (220), a fuel tank (210), distributed thrusters (230), a battery and a power management system (222), and related pipelines; Each distributed thruster (230) includes a thruster blade (231), a thruster hub (232), a thruster drive motor (233), and a thruster drive motor bracket (234). The thruster blade (231) is connected to the thruster hub (232). The thruster hub (232) is driven to rotate by the thruster drive motor (233) located downstream thereof. The thruster drive motor (233) is connected to the inner wall of the thruster duct (235) through the thruster drive motor bracket (234) and is further fixed to each wing. The rotational speeds and directions of the respective thruster drive motors (233) are independently controlled, so that the magnitudes and directions of the thrusts generated by the respective distributed thrusters (230) are different; Two of the described gas turbine engines are provided and are symmetrically installed side by side in the engine nacelle (170). Both of them are respectively connected to the engine inlet duct (201) and the engine exhaust duct (204) through the engine inlet volute (202) and the engine exhaust volute (203). The engine inlet duct (201) and the engine exhaust duct (204) are fixed to the engine nacelle cover (171) on the top of the fuselage (100), and an engine inlet duct cover (200) and an engine exhaust duct cover (205) are respectively provided at the openings; The generator (220) and the battery and power management system (222) are installed inside the fuselage (100). The generator (220) extracts shaft work from the gas turbine engine and converts it into electric energy, which is transmitted to the power battery and power management system (222) for storage and provides kinetic energy for the distributed thrusters (230). The fuel tank (210) is symmetrically arranged inside the front wing (101) and is connected to the gas turbine engine.

5. A ground effect transport aircraft using a tiltable wing according to claim 1 or 4, characterized in that, The described distributed thrusters (230) include two types, namely a first distributed thruster (230A) and a second distributed thruster (230B). The rotational directions of the two types of distributed thrusters (230) are opposite; during installation, these two types of thrusters are arranged at intervals and are arranged oppositely at symmetrical positions on the front and rear wings on both sides.

6. The ground effect transport aircraft with a tiltable wing according to claim 4 is characterized in that, The ground effect transport aircraft is further provided with another exhaust passage. Specifically: A wingtip strut gas pipeline (207) is arranged inside the wingtip strut (110), and a wingtip strut gas nozzle (208) is provided at the bottom thereof. The arranged wingtip strut gas pipeline (207) is communicated with the wingtip strut gas nozzle (208). A gas transmission pipeline (206) is provided on the side of the engine exhaust volute (203). It passes through the fuselage (100) from the side and enters the front wing (101) and the wingtip strut (110) inside, and is communicated with the wingtip strut gas pipeline (207). The gas is transported through the gas transmission pipeline (206) and the wingtip strut gas pipeline (207) and then ejected from the wingtip strut gas nozzle (208) to form an air curtain that prevents the high-pressure air flow under the wing from leaking out.

7. A ground effect transport aircraft with tilting wings according to claim 1 or 4, characterized in that, Two wingtip support plates (110) are folded and stored inside with wingtip inflatable pontoons (112). The lower half of the outer surface of the two wingtip support plates (110) is provided as pontoon hatches (111). The wingtip inflatable pontoons (112) are released by opening them. After being released, they are filled with cooled gas or other high-pressure gases and expand into a long cylindrical shape to provide additional buoyancy for the aircraft as floats.

8. A ground effect transport aircraft using tiltable wings according to claim 4, characterized in that, Locking goods are stored on the inner surface of the cargo hatch (151) described above to improve space utilization.

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