A ground effect transport aircraft with tiltable wings

Abstract

The present invention provides a ground effect transport aircraft with tiltable wings, belonging to the technical field of transport equipment. The aircraft adopts a front-to-rear tandem double-wing aerodynamic layout, and the rear wing can be tilted as a whole to adjust the distance between the trailing edge of the rear wing and the water surface, ultimately achieving ground effect and lift adjustment. At the same time, the present invention adopts a hybrid power system, a retractable and foldable flotation device and a distributed propulsion system based on an embedded ducted fan, which can achieve high-speed maneuvering flight and rapid loading and release of equipment on the basis of a large load.

Description

Technical Field

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

[0002] Landing is an important form of modern transportation, and traditional landing and transportation equipment mainly relies on landing craft and amphibious vehicles themselves. Although landing craft have a large carrying capacity, their speed is relatively low, which not only reduces transportation efficiency but also makes them susceptible to interference. Especially when close to the shore, they must rely on the coordination of other equipment to ensure survival and a successful landing. In addition, natural conditions such as tides and water depths also limit the use of landing craft and weaken their transportation efficiency. As for amphibious vehicles, although they have certain water navigation capabilities, they are slow and have poor wind and wave resistance. Therefore, it is difficult for them to complete long-distance sea crossings independently, and they still rely on a large number of vehicles to quickly transport them to the shore.

[0003] Aircraft, such as large fixed-wing transport aircraft or helicopters, can also serve as important vehicles for transporting landing equipment. The greatest advantages of this mode of transport lie in its speed and flexibility, significantly shortening response times and overcoming geographical limitations, enabling the direct delivery of equipment to areas inaccessible to traditional ships. However, aircraft transport also has certain limitations, including relatively small payloads, demanding takeoff and landing environments, and susceptibility to weather and terrain restrictions.

[0004] To combine the advantages of aircraft speed with the large payload capacity of ships, the concept of using ground-effect vehicles (GIEs) as a means of transporting landing equipment has been proposed. This concept combines the advantages of aircraft and ships, leveraging the "ground effect" to achieve efficient transport. When a GIE flies at low altitude, close to the water or ground (typically no more than half its wingspan), the air beneath its wings is compressed, significantly increasing lift and reducing drag. This allows GIEs to achieve high-speed flight with high payloads while using less power. This unique operating principle enables GIEs to carry large amounts of heavy equipment and personnel at high speeds. Compared to traditional transport aircraft, GIEs are less dependent on runways and can take off and land on water, ice, or flat ground, making them highly adaptable. Compared to ships, their speed far exceeds that of traditional vessels, significantly reducing reaction time. Furthermore, their low-altitude flight makes them stealthy, allowing them to avoid radar detection and reduce the likelihood of detection. For example, Chinese utility model patent application number 202321348140.9 discloses a large, dual-purpose passenger and cargo ground-effect vehicle (GEV) with a large payload and strong adaptability. However, it lacks a landing gear system, limiting its takeoff and landing to water. This design restricts personnel access and cargo loading and unloading to water locations, requiring the use of specialized loading and unloading equipment. This not only reduces transportation efficiency but also makes it unsuitable for land transport.

[0005] While ground-effect vehicles (GEVs) possess the aforementioned advantages for equipment transportation, they also have significant drawbacks that can severely impact their performance and safety in practical applications. First, GEVs are highly dependent on topography and sea conditions. Excessive surface waves can severely impact their flight stability and safety, potentially leading to loss of control. Furthermore, flying above the surface to avoid wave effects can negate the advantages of ground effect, resulting in reduced lift and increased energy consumption, hindering their ability to effectively transport aircraft. For example, "A Review of the Development of Ground-Effect Vehicles" (Luo Zhanhu, Science and Technology Innovation Herald, September 2021) lists the wave-resistance heights of various GEVs. Most small and medium-sized GEVs typically have a wave-resistance height of around 1 meter, while only large aircraft with takeoff weights exceeding 100 tons can achieve heights exceeding 2 meters. To address these issues, Chinese invention patent application number 202410596349.X discloses an active air-breathing stabilization control method and device for GEVs, which can compensate for the aerodynamic effects of waves on the wings. However, this method can only consider the case where the wave surface shape is a sine wave, and blowing and sucking air will damage the integrity of the wing's aerodynamic shape, reducing the practicality of this method. Secondly, when flying at low altitude, ground effect vehicles are prone to collisions with surface obstacles (such as ships and ice floes). Especially in complex sea conditions, waves and water spray may enter the engine, causing damage to the high-speed rotating blades or engine flameout, thereby causing serious safety accidents. For example, Chinese invention patent application number 202411550544.5 discloses a distributed electric propulsion box-wing ground effect vehicle. Although its distributed propeller is hoisted under the tail, increasing the distance from the water, because the propeller is exposed above the water surface and lacks protection, there is still the possibility of wave spray hitting the fan blades. In addition, when the ground effect vehicle is parked on the water under a heavy load, its draft will increase significantly due to the lack of dedicated buoyancy equipment. During takeoff, this not only increases the resistance of the water flow to the aircraft body, but also makes it difficult for it to jump out of the water, thus limiting its use in landing transportation. Summary of the Invention

[0006] To achieve the above-mentioned objectives, the present invention provides a ground effect transport aircraft with tiltable wings, which adopts a front-to-back tandem biplane aerodynamic layout that can be tilted as a whole, a hybrid power system, a retractable and foldable flotation device and a distributed propulsion system based on an embedded ducted fan, and can achieve high-speed maneuverable flight and rapid loading and release of equipment on the basis of large load capacity.

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

[0008] A ground effect transport aircraft with tiltable wings comprises an airframe structure 1 and a power propulsion system 2.

[0009] The main body of the airframe structure 1 is the fuselage 100, which is located at the symmetric center of the ground effect transport aircraft. The fuselage 100 is streamlined as a whole, with a cross-sectional shape that is approximately rectangular. The front part is approximately conical, and the rear bottom surface is inclined upward.

[0010] A front wing 101 and a tiltable rear wing 102 are connected to both sides of the fuselage 100, and the front and rear wings on both sides are symmetrically arranged, wherein 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 the rear wing rotation axis 103, so that the tiltable rear wing 102 can be tilted around the rear wing rotation axis 103; the front wing 101 and the tiltable rear wing 102 are rectangular when viewed from above, and the leading edge of the tiltable rear wing 102 is located below the front wing 101. The two overlap in a top view but leave a gap, and the tiltable rear wing 102 is tilted to the left and right sides of the front wing 101. When the rear wing 102 is not tilted, the airflow passes between the front and rear wings to avoid interference of the wake of the front wing 101 on the rear. 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 ground effect transport aircraft; the trailing edge of the tiltable rear wing 102 is provided with a rear wing flap 104, which can swing up and down relative to the tiltable rear wing 102 to change the overall airfoil profile of the wing and the nearby flow field to provide additional lift or assist in providing pitch and roll moments for the ground effect transport aircraft.

[0011] The outer ends of the front wing 101 and the tiltable rear wing 102 on the same side are connected to the wing end support plate 110, and the front wing 101 and the wing end support plate 110 are fixedly connected, and the tiltable rear wing 102 is rotatably 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 flight resistance. The upper surface is inclined downward to match the upper shape of the front wing 101 and the tiltable rear wing 102, and the front part of the lower surface is inclined downward to reduce resistance and provide lift. The lower half of the wing end support plate 110 protrudes from the lower surfaces of the front and rear wings, and is aligned with the front and rear wings. The rear wings together form a box-like structure, which improves the overall strength and rigidity of the ground effect transport aircraft. At the same time, it prevents the high-pressure air at the bottom of the wing from overflowing outward, thereby increasing lift and suppressing wingtip induced vortices to reduce flight resistance; the bottom of the wingtip support plate 110 is provided with a wingtip support plate gas nozzle 208, from which the exhaust gas discharged from the engine can be ejected downward to form an air curtain to strengthen the obstruction of the high-pressure airflow under the wing, further improving lift. By asymmetrically controlling the opening of the wingtip support plate gas nozzle 208, a difference in the gas flow rate ejected on both sides is formed, and the difference in reaction force is used to provide a rolling torque to assist in adjusting the direction and attitude of the ground effect transport aircraft.

[0012] Two vertical stabilizers 107 are symmetrically arranged on both sides of the tail of the fuselage 100. The top ends of the two vertical stabilizers are fixedly connected to the same horizontal stabilizer 105 to form a box-like structure to maintain structural strength. The horizontal stabilizer 105 is rectangular, and its trailing edge is provided with an elevator 106, which can swing up and down relative to the horizontal stabilizer 105 to change the overall airfoil profile of the stabilizer and the surrounding flow field, thereby providing additional lift or assisting in providing pitch and roll moments for the ground effect transport. The vertical stabilizers 107 are trapezoidal, tilted backward, so that the horizontal stabilizer 105 is away from the fuselage 100, increasing the moment arm formed between the horizontal stabilizer 105 and the center of gravity of the ground effect transport, and can improve the pitch control moment provided by the horizontal stabilizer 105 and the elevator 106. The trailing edges of the two vertical stabilizers 107 are both provided with a rudder 108, which can swing relative to the vertical stabilizer 107 to provide a yaw moment for the ground effect transport and assist the ground effect transport in steering. When in use, the elevator 106 needs to be adjusted according to the center of gravity of the ground effect transport and the lift conditions of the front and rear wings to maintain the pitch balance of the ground effect transport.

[0013] The fuselage 100 is equipped with foldable landing gear at the bottom, including a front landing gear 122 and two rear landing gears 125. The front landing gear 122 is located at the front of the fuselage 100 and folds and is stored inside the fuselage 100. A front landing gear cover 121 is installed at a corresponding position on the fuselage 100. The rear landing gear 125 is located at the middle and rear of the fuselage 100 and folds and is stored in a rear landing gear well 123. The rear landing gear well 123 is equipped with a rear landing gear cover 124. The rear landing gear well 123 protrudes from the fuselage 100, and a smooth transition is formed between the two. When the front and rear landing gear are folded and retracted, the corresponding covers close simultaneously. Both the front and rear landing gear covers are composed of multiple doors that can be opened and closed to prevent interference with the landing gear. The front door tilts downward when opened to reduce water impact and reduce forward resistance.

[0014] Multiple compartments are arranged inside the fuselage 100, the frontmost part is the radar compartment 140, which contains a radar 141; the upper and rear side of the radar compartment 140 is the cockpit 130; the lower and rear side of the radar compartment 140 is the front landing gear compartment 120, which contains a foldable front landing gear 122; behind the cockpit 130 and the front landing gear compartment 120, from top to bottom are the engine compartment 170, the power compartment 180 and the auxiliary equipment compartment 160. The engine compartment 170 is used to install a gas turbine engine and a generator 220. The engine compartment 170 is symmetrically provided with two rectangular engine compartment covers 171 at the opening of the fuselage 100. They are in a closed state during flight and are integrated with the fuselage 100. Each engine compartment cover 171 is provided with an engine air intake cover 200 and an engine exhaust cover 205. Both are rectangular and the engine air intake cover 200 is in front. The opening and closing angles of the two are controllable to adjust the engine intake and exhaust volume; the power compartment 180 is installed with a power battery and a power management system 222, and the auxiliary equipment compartment 160 is installed with auxiliary equipment such as pumps and gas tanks; the rear part of the fuselage 100 is the cargo compartment 150. The opening of the cargo compartment 150 is set at the upward inclined part of the rear part of the fuselage 100 and is equipped with a cargo compartment cover 151, which serves as the entrance and exit for loading and unloading cargo.

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

[0016] A plurality of propeller ducts 235 are symmetrically arranged at equal intervals on the leading edges of the front wing 101 and the tiltable rear wing 102. The front opening is at the leading edge of the wing, and the rear opening is at the bottom of each wing. A distributed propeller 230 is arranged in each propeller duct 235 for sucking in the future airflow and then pressurizing it and ejecting it to the bottom of the corresponding wing. At the same time, the reaction of the ground or water surface is used to increase the air pressure under the ground effect transport aircraft to increase the lift and load capacity. Each distributed propeller 230 includes a propeller blade 231, a propeller hub 23 2. Propeller drive motor 233 and propeller drive motor bracket 234. The propeller blade 231 is connected to the propeller hub 232. The propeller hub 232 is driven to rotate by the propeller drive motor 233 located downstream thereof. The propeller drive motor 233 is connected to the inner wall of the propeller duct 235 through the propeller drive motor bracket 234 and is further fixed to each wing. The speed and direction of each propeller drive motor 233 are independently controlled, so that the thrust generated by each distributed propeller 230 is different in magnitude and direction.

[0017] There are two gas turbine engines, which are symmetrically installed side by side in the engine compartment 170. Both are connected to the engine intake duct 201 and the engine exhaust duct 204 respectively through the engine intake volute 202 and the engine exhaust volute 203, together forming the engine's intake and exhaust channels; the generator 220 is arranged at the front of the gas turbine engine, for extracting shaft work from the gas turbine engine and converting it into electrical energy, and the generated electrical energy is transmitted to the power battery and power management system 222 through the cable 221 and stored, and the power battery and power management system 222 is connected to the propeller 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, and the fuel is stored in the fuel tank 210 and transmitted to the gas turbine engine through the oil pipe 211.

[0018] The engine air intake duct 201 and the engine exhaust duct 204 are fixed on the engine hood 171, and the engine air intake duct cover 200 and the engine exhaust duct cover 205 are respectively provided at the openings, wherein the engine air intake duct cover 200 is used to prevent waves from entering the gas turbine engine; the engine air intake duct 201 and the engine exhaust duct 204 can be flipped open synchronously with the engine hood 171, and after opening, they are separated from the engine air intake volute 202 and the engine exhaust volute 203 respectively. The air intake systems of the two gas turbine engines are relatively independent, while the two engine exhaust volutes 203 are interconnected. Gas delivery pipes 206 are provided on the sides of the two engine exhaust volutes 203. The two gas delivery pipes 206 pass through the fuselage 100 from the side, enter the front wings 101 and the wingtip struts 110 on both sides, and communicate with the wingtip strut gas pipes 207 provided inside the wingtip struts 110. The wingtip strut gas pipes 207 are connected to the wingtip strut gas nozzles 208. There are two types of gas exhaust channels, which can be opened or closed as needed. The first type is to discharge from the upper part of the fuselage 100 through the engine exhaust duct 204; the second type is to transport the gas through the gas delivery pipes 206 and the wingtip strut gas pipes 207, and then ejected from the wingtip strut gas nozzles 208. The ejected gas forms an air curtain to prevent the high-pressure airflow under the front and rear wings from escaping, thereby increasing the lift of the ground effect transport aircraft and assisting the control surfaces in the ground effect transport aircraft's attitude control.

[0019] Furthermore, the distributed propeller 230 includes a first distributed propeller 230A and a second distributed propeller 230B. The bending and tilting directions of the propeller blades 231 in the two distributed propellers 230 are opposite, so that the two rotate in opposite directions; during installation, the two distributed propellers are arranged at intervals from each other and arranged in opposite positions at symmetrical positions on the front and rear wings on both sides.

[0020] Furthermore, the gas delivery pipeline 206 crosses a series of propeller ducts 235, and its cross-section is elliptical, thereby reducing the flow resistance of the internal gas and the external air.

[0021] Furthermore, the two wingtip support plates 110 contain wingtip inflatable pontoons 112, and the lower half of the outer surface of the wingtip support plate 110 is set as a pontoon hatch cover 111, which is released by opening. After being released, the wingtip inflatable pontoons 112 are filled with cooling gas from the wingtip support plate gas pipeline 207, and expand into a long cylindrical shape, acting as a float to provide additional buoyancy for the ground effect transport aircraft. The opening angle of the pontoon hatch cover 111 is 90°, and the angle between its inner surface and the wingtip support plate 110 is used to support the expanded wingtip inflatable pontoons 112 to prevent them from shaking and becoming unstable.

[0022] Furthermore, to address the issue of ground effect transport aircraft being significantly affected by waves, the ground effect transport aircraft has a wave resistance function. By predicting the distance between the ground effect transport aircraft and the water surface, the tilting rear wing 102's angle of attack and the distance between the aircraft and the water surface are adjusted in real time while maintaining the stability of the fuselage, thereby maintaining the stability of the overall lift. The specific method is as follows:

[0023] S1, using the radar 141 set at the front of the fuselage 100, measures the sea state parameters on the path of the ground effect transport aircraft, including the wave height H W , wave travel speed V W , and the horizontal distance L between the wave and the tiltable rear wing.

[0024] S2, input the measured sea state parameters into the onboard computer in real time to obtain H W The curve of the change with time t, combined with the ground effect transport aircraft flight speed V A , according to Δt=L / (V A +V W ), calculate the predicted time Δt of the wave moving to the bottom of the tiltable rear wing, where V W Take positive value, when moving in the same direction, V W Take a negative value. According to the pre-set vertical height H between the ground effect transport aircraft and the horizontal plane A (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 Δt time, as well as the curve of h changing with t.

[0025] S3, using the variation of h along with t as input, changes the size of the rear wing tilt angle α, making the lift obtained by the ground effect transport aircraft close to constant, avoiding the turbulence and danger caused by the ground effect transport aircraft due to wave action. When the waves are small, 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, to reduce the difficulty brought by the overall adjustment wing.

[0026] Controlling the rear wing tilt angle α 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 are simultaneously reduced, the front and rear wings become aerodynamically connected as a whole, forcing the incoming airflow, after being pressurized by the distributed propellers 230, to flow only through the narrow space between the trailing edge of the tiltable rear wing 102 and the water surface, creating a strong ground effect on the water surface. This increases the pressure on the undersides of the front and rear wings, and in other words, improves the lift achieved by the ground effect transport. However, when the rear wing tilt angle α is reduced, thereby simultaneously increasing these two distances, a portion of the airflow flowing under the front wing 101 flows through the upper surface of the tiltable rear wing 102, and the airflow under each wing becomes more easily accessible, which in turn weakens the ground effect and reduces the lift achieved by the ground effect transport.

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

[0028] S5. During the angle adjustment of the tiltable rear wing 102, the distributed propellers 230 and propeller ducts 235 inside the wing rotate together, the vector direction of the jet airflow changes, and the corresponding propulsion and lift magnitudes change accordingly. Therefore, it is necessary to coordinately adjust the propeller drive motors 233 on the front and rear wings, change the rotation speed of each propeller blade 231, and redistribute the distribution of thrust and lift to cope with the change in the wave effect on the ground.

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

[0030] Furthermore, when the waves and the ground effect transport aircraft are at an inclined angle, that is, when L on both sides of the fuselage 100 is different, the tiltable rear wings 102 on both sides are adjusted respectively.

[0031] Beneficial effects of the present invention:

[0032] 1) A tandem twin-wing aerodynamic layout with integrally tiltable rear wings allows for flexible control of ground effect;

[0033] The present invention employs a tandem twin-wing configuration with integrally tiltable rear wings in the aerodynamic layout of a ground-effect transport aircraft. The front wing is located above the front of the fuselage, while the rear wing is located at the rear center of the fuselage and can tilt as a whole. This tilting mechanism allows the front and rear wings to be integrated to enhance ground effect (with the trailing edge of the rear wing close to the water surface), or to operate independently to reduce ground effect (with the trailing edge of the rear wing away from the water surface). This flexible control of the resulting ground effect allows the aircraft to adapt to its mission requirements, meet different load levels and water conditions, and improve its usability and safety.

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

[0035] The present invention adopts vertical plates at the outer ends of the front and rear wings for connection. Structurally, this can improve the overall strength and rigidity of the ground effect transport aircraft and provide support for the rotating shaft of the tiltable rear wing. Aerodynamically, this can seal the high-pressure air below the wing, maintain the high pressure and increase lift, and also suppress wingtip induced vortices to reduce flight resistance, thereby improving the load capacity and speed of the ground effect transport aircraft and reducing fuel consumption.

[0036] 3) Using a radar system to detect water conditions and achieve active control of fuselage stability;

[0037] The present invention adopts an automatic control system that uses radar to detect the height, distance and propulsion speed of water surface waves, predicts in advance the time when the ground effect transport aircraft will reach 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 total lift is constant and the center of gravity of the ground effect transport aircraft is stable, avoiding damage to the ground effect transport aircraft and the personnel and equipment inside the ground effect transport aircraft due to turbulence, thereby improving the adaptability of the ground effect transport aircraft to water conditions.

[0038] 4) Adopting a distributed propulsion system to reduce the risk of accidents caused by failures and increase the flexibility of the ground effect transport aircraft;

[0039] The present invention converts traditional centralized propellers into multiple small propellers distributed on the wings, thereby also reducing the risk of failure to zero. When a single small propeller breaks down or is damaged, the reduction in overall thrust is small, which will not affect the overall effectiveness of the ground effect transport aircraft, thereby ensuring stable performance. This propulsion method can also easily control the power distribution of a single propeller, assisting the pitch of the ground effect transport aircraft through the power difference between the front and rear rows of propellers, assisting the yaw of the ground effect transport aircraft through the difference between the left and right sides, or realizing thrust reversal by reversing and shortening the landing run distance, thereby improving the flexibility and controllability of the ground effect transport aircraft.

[0040] 5) The use of ducted fans embedded in the wings achieves a lift-thrust integrated structure and improves safety;

[0041] The present invention uses a ducted fan as a propeller and embeds it within the leading edge of the wing, resulting in a more compact lift-thrust integrated solution. This structure extracts air from the upper surface of the wing, reducing the pressure there. Furthermore, this air, after being pressurized by the propeller, is injected into the lower surface of the wing, increasing the pressure in that area. Combined with the ground effect, this high-pressure area is maintained, allowing the propeller and airfoil to cooperate to generate both thrust and lift, thereby increasing the transport aircraft's load capacity. Furthermore, embedding the high-speed rotating blades within the wing and duct also isolates them from waves stirred up by the water, preventing them from hitting the blades and causing damage, thereby improving safety.

[0042] 6) Use propellers that tilt with the wings to achieve vector thrust;

[0043] The present invention also provides distributed thrusters on the rear wing that can be tilted as a whole, and the thrusters can tilt together with the wing. By changing the direction of the jet, vector thrust can be achieved, thereby improving the capability and adaptability of the ground effect transport aircraft - when pursuing level flight speed, more thrust is directed backward; and when carrying load, additional lift is provided downward, which can significantly shorten the take-off distance and increase the flexibility and load-carrying capacity of the ground effect transport aircraft.

[0044] 7) Adopting hybrid power system to improve fuel efficiency and reduce pollution emissions and noise;

[0045] The present invention connects a power battery in series between the engine and the propeller as energy storage and buffer. Its main advantage is that it improves fuel utilization, eliminating the need for coordinated operation between the gas turbine engine and the various propellers. Instead, the former always operates in a high-efficiency area, avoiding the problem of high pollution emissions when operating in a low-fuel-efficiency area. It is suitable for flying in areas that are highly sensitive to pollution (such as scenic spots, etc.).

[0046] 8) A dual-engine parallel dual-path exhaust system is used to achieve efficient utilization of exhaust gas and assist in the control of the ground effect transport aircraft;

[0047] The present invention utilizes a parallel dual-path exhaust system for the gas turbine engine. The exhaust gas generated by combustion can be discharged through either the conventional first-type gas exhaust channel at the top of the ground effect transport aircraft or through the second-type gas exhaust channel, ejected from nozzles below the wingtip support plate. This forms an air curtain and, in conjunction with the wingtip support plate, seals the high-pressure air below the wing, maintaining high pressure and increasing lift. The exhaust gas can also be distributed and selected between channels on both sides of the ground effect transport aircraft to assist in stability adjustment and attitude control, achieving efficient utilization of the exhaust gas's residual energy and conserving fuel.

[0048] 9) Adopt inflatable floats to achieve amphibious take-off and landing;

[0049] To expand its application scenarios and reduce investment in airport infrastructure, the ground-effect transport aircraft of the present invention adopts an amphibious design, which allows it to take off and land both on land and on water. This design requirement is addressed by using inflatable floats at both ends of the wings. During takeoff and landing on land and level flight, the floats are in a collapsed state and stored in a storage compartment, reducing the ground-effect transport aircraft's frontal area and drag. During takeoff and landing on water and mooring, the floats are in an expanded state and submerged in water, providing buoyancy to reduce the aircraft's draft, thereby making takeoff and landing easier. This also allows the transport aircraft to carry more load and reduces the risk of water ingress. Especially when the ground-effect transport aircraft lands on water, the elastic floats are the first to contact the water surface, helping to slow down the aircraft and taking the place of the fuselage in bearing the impact of the water surface, thus providing protection.

[0050] 10) Dynamically deploying cargo and vehicles improves operational efficiency. Compared to landing craft and other equipment that must come to a complete stop before releasing personnel and vehicles, the present invention can complete this process during low-altitude flight over the water, thereby significantly improving operational efficiency.

[0051] 11) Use cargo door to load and improve cargo hold space utilization;

[0052] To reduce aerodynamic drag, ground-effect transport aircraft typically require a tapered tail design. This inevitably results in a lack of a flat floor in the cargo hold's tail, which impacts cargo storage, reduces space utilization and transport efficiency, and also affects the efficiency of landing transport. The present invention fully utilizes the tapered space at the cargo hold's tail, allowing cargo to be stored and locked on the inner surface of the cargo hold door. It also enables automatic delivery after the door is opened, allowing for the transport of cargo containers or other supplies, thereby enhancing transport efficiency and capabilities. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 This is a top view of the ground effect transport aircraft.

[0054] Figure 2 This is a side view of the ground effect transport aircraft.

[0055] Figure 3 This is the front view of the ground effect transport aircraft.

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

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

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

[0059] Figure 7 Schematic diagram of floating state.

[0060] Figure 8 A schematic diagram of a typical working process.

[0061] Figure 9 Schematic diagram of the released vehicle.

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

[0063] In the figure: 1- fuselage 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 support plate; 111- pontoon hatch; 112- wingtip inflatable pontoon; 120- front landing gear bay; 121- front landing gear hatch; 122 -Front landing gear; 123-Rear landing gear compartment; 124-Rear landing gear compartment cover; 125-Rear landing gear; 130-Cockpit; 131-Cockpit glass; 132-Control console; 133-Pilot seat; 140-Radar compartment; 141-Radar; 150-Cargo compartment; 151-Cargo compartment cover; 152-Double cargo pallet; 160-Auxiliary equipment compartment; 170-Engine compartment; 171-Engine compartment cover; 180-Electric Source cabin; 2-Power propulsion system; 200-Engine air intake cover; 201-Engine air intake; 202-Engine air intake volute; 203-Engine exhaust volute; 204-Engine exhaust duct; 205-Engine exhaust cover; 206-Gas transmission pipeline; 207-Wing end support gas pipeline; 208-Wing end support 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 blades; 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 travel speed, L - horizontal distance between the wave and the rear wing, V A - Ground effect transport aircraft flight speed, V T - vehicle speed, Δt - predicted time for the detected wave to move under the tiltable rear wing, H A -The vertical height between the ground effect transport aircraft and the horizontal plane, α-the tilt angle of the rear wing, β-the flap angle, γ-the elevator angle, h-the vertical distance between the ground effect transport aircraft and the wave surface. DETAILED DESCRIPTION

[0065] The specific implementation of the present invention is further described below in conjunction with the accompanying drawings and technical solutions.

[0066] Example 1

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

[0068] Aircraft wingspan: 26.4m; total wing area: 292m 2 Aircraft length: 26.4m; Aircraft height: 11.1m; Cargo hold 150 height: 3.8m; Cargo hold 150 width: 4.2m; Cargo hold 150 floor length: 8.5m; Volume: 187.0m 3 ; Payload: 30t; Fuel capacity: 15t; Maximum take-off weight: 90t; Cruising speed: 300km / h; Range: 2000km; Total power of gas turbine engines: 7MW*2; Number of distributed thrusters 230: 32; Power of single distributed thruster 230: 400kW; Thrust of single distributed thruster 230: 5000N; Power battery capacity: 6400kWh; Typical load: 1 engineering vehicle of a certain type, 10 crew members, 2 pilots; Adaptable to the highest sea condition: Level 4 (wave height 2.5m).

[0069] like Figures 1 to 3 As shown, the fuselage 100 of the ground effect transport aircraft is located at the symmetric center of the ground effect transport aircraft and is streamlined as a whole. It is mainly used to carry structures such as wings and use its internal space to load cargo, personnel and onboard equipment. The cross-sectional shape of the fuselage 100 is approximately rectangular to maximize the use of the internal space for loading cargo; the head is approximately conical to reduce flight resistance; the rear bottom surface is tilted upward to accommodate a cargo hatch 151 for entering and exiting cargo during loading and unloading, and to prevent the fuselage 100 from scraping the ground or water during takeoff and landing or water landing.

[0070] A front wing 101 and a tiltable rear wing 102 are connected to both sides of the fuselage 100, 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 rotatably connected to the middle part of the fuselage 100 through the rear wing rotation axis 103. The two wings are mainly used to generate lift during flight to balance the weight of the entire aircraft and keep the ground effect transport aircraft off the ground; the front wing 101 and the tiltable rear wing 102 are both rectangular when viewed from above, and the leading edge of the tiltable rear wing 102 is located at the front wing 10 1, there is a slight overlap in the top view, so that the front and rear wings can be aerodynamically integrated after the tiltable rear wing 102 is tilted. When the tiltable rear wing 102 is in a horizontal state, there is a gap between the two, allowing airflow to pass through, avoiding interference with the wake 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 to change the overall airfoil of the wing and the nearby flow field, so as to provide additional lift or assist in providing pitch and roll 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 commonly connected to the wingtip support plate 110. The front wing 101 is fixedly connected to the wingtip support plate 110, and the tiltable rear wing 102 is rotationally connected to the wingtip support plate 110 via the rear wing rotation shaft 103. The wingtip support plate 110 is in the shape of a hollow thin box, with smooth front and rear ends to reduce resistance during flight. Its upper surface is inclined downward to match the upper shape of the front wing 101 and the 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 wingtip support plate 110 is in the shape of a hollow thin box, with smooth front and rear ends to reduce resistance during flight. 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-shaped structure, which improves the overall strength and rigidity of the ground effect transport aircraft in structure, and provides support for the rotating shaft of 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 vortices induced at the wing tips to reduce flight resistance; the two wing end support plates 110 are internally provided with wing end support plate gas pipelines 207, and the front and rear ends of the bottom of the two wing end support plates 110 are provided with wing end support plate gas nozzles 208, and the wing end support plate gas pipelines 207 are connected to the wing end support plate gas nozzles 208 to pass the gas The exhaust gas discharged by the turbine engine is transported to the wingtip support plate gas nozzle 208 through the wingtip support plate gas pipeline 207 and ejected downward to form an air curtain, which strengthens the resistance to the high-pressure airflow under the front and rear wings and further improves the lift. The opening of the wingtip support plate gas nozzle 208 is adjustable, and the asymmetric opening can be used to form a difference in the gas flow rate ejected 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 wingtip support plate 110 contains an inflatable wingtip float 112, and the lower half of the outer side of the wingtip support plate 110 is provided with a float hatch 111. The wingtip inflatable pontoons 112 are released by opening. After being released, the wingtip inflatable pontoons 112 are filled with cooling gas from the wingtip support plate gas pipeline 207, and expand into a long cylindrical shape, acting as floats to provide additional buoyancy for the ground effect transport aircraft. The opening area of ​​the pontoon 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 pontoons 112; the opening angle of the pontoon hatch cover 111 is 90°, and the angle between its inner surface and the wingtip support plate 110 is used to support the inflated wingtip inflatable pontoons 112 to prevent it from shaking and becoming unstable.

[0072] Two vertical stabilizers 107 are symmetrically distributed on both sides of the tail of the fuselage 100, which are mainly used to maintain the flight stability of the ground effect transport aircraft and provide steering torque. The trailing edges of the two vertical stabilizers 107 are provided with rudders 108, which can swing relative to the vertical stabilizers 107 to provide yaw torque for the ground effect transport aircraft and assist the ground effect transport aircraft in steering. The tops of the two vertical stabilizers 107 are connected together with a horizontal stabilizer 105 that is rectangular in shape as a whole. The two together form a box-like structure to maintain structural strength and stability. The trailing edge of the horizontal stabilizer 105 is provided with an elevator 106, which can swing relative to the horizontal stabilizer 107 to provide a yaw torque for the ground effect transport aircraft and assist the ground effect transport aircraft in steering. The wing 105 swings up and down to change the overall airfoil profile of the tail and the nearby flow field to provide additional lift or assist in providing pitch and roll moments for the ground effect transport aircraft. When in use, the elevator 106 needs to be adjusted according to the center of gravity of the ground effect transport aircraft and the lift conditions of the front and rear wings to maintain the pitch balance of the ground effect transport aircraft; the vertical tail 107 is a trapezoidal shape tilted backward, so that the horizontal tail 105 at its top is away from the fuselage 100, increasing the lever arm formed between the horizontal tail 105 and the center of gravity of the ground effect transport aircraft, so as to improve the pitch control moment provided by the horizontal tail 105 and the elevator 106.

[0073] A foldable landing gear is provided at the bottom of the fuselage 100, including a front landing gear 122 and a rear landing gear 125, which are used to provide support for the ground effect transport aircraft when taxiing and parking on the ground. The front three-point layout of "one in front and two in the rear" is adopted. The front landing gear 122 is located at the front of the ground effect transport aircraft and is provided with two symmetrical wheels (which can be increased or decreased according to actual conditions) to improve the load-bearing capacity. For the middle and rear part where the weight of the fuselage is relatively more concentrated, that is, under the cargo hold 150, rear landing gears 125 are arranged on both sides to support the internal load and avoid tipping over during loading and unloading; the front landing gear 122 can be folded and retracted into the front landing gear compartment 120 inside the fuselage 100, and a landing gear compartment cover 121 is provided at the opening of the front landing gear compartment 120. After the front landing gear 122 is retracted, the front landing gear compartment cover 121 is closed at the same time to form a smooth continuous surface of the fuselage 100; the two sets of rear landing gears 125 are provided with two front and rear The rear landing gear 125 is folded and stored in the rear landing gear bay 123. In order to ensure the volume and shape of the cargo hold 150, the rear landing gear bay 123 protrudes from the fuselage 100, and a smooth transition is adopted between the two 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 injection of ducted airflow. A rear landing gear bay cover 124 is installed at the opening of the rear landing gear bay 123. When the rear landing gear 125 is retracted, the rear landing gear bay cover 124 is closed at the same time. Both the front landing gear bay cover 121 and the rear landing gear bay cover 124 are composed of multiple rotatable doors to avoid interference with the landing gear. The doors at the front are tilted downward when opened to reduce the impact of water on the landing gear, protect the landing gear and reduce forward resistance.

[0074] The internal layout of the fuselage 100 is as follows Figure 4As shown, at the front of the fuselage 100 is a radar cabin 140, which houses a radar 141 for forward detection. Above and behind the radar cabin 140 is a cockpit 130, which houses a control console 132 and pilot seats 133. The control console 132 includes a joystick, display, instruments, and control buttons. Pilot seats 133 are provided based on the number of pilots. A cockpit window 131 is located at the front of the cockpit 130, i.e., at the head of the fuselage 100, allowing the pilot to observe the scene ahead of the ground effect transport aircraft, determine the route, and operate the ground effect transport aircraft. Below the cockpit 130 is the front landing gear bay 120, which provides a folding storage space for the front landing gear 122, and a front landing gear bay cover 121 is provided at the bottom; behind the cockpit 130 and the front landing gear bay 120, from top to bottom are the engine bay 170, the power bay 180 and the auxiliary equipment bay 160; the engine bay 170 is used to install the gas turbine engine and the generator 220, and the engine bay 170 is symmetrically provided with two rectangular engine bay covers 171 at the opening of the fuselage 100, that is, above the front part of the fuselage 100. They are in a closed state during flight and are integrated with the fuselage 100 to ensure a smooth appearance and reduce flight resistance. They are opened when the ground effect transport aircraft is being maintained; the power battery and The power management system 222, the engine compartment 170 and the power compartment 180 are designed to be both separate and adjacent, which can not only reduce the transmission distance to reduce the use of cables, but also allow independent installation and disassembly to avoid mutual interference during operation; the auxiliary equipment compartment 160 is used to install auxiliary equipment such as pumps and gas tanks; in the middle and rear part of the fuselage 100, that is, the rear part of the engine compartment 170, the power compartment 180 and the auxiliary equipment compartment 160 is the cargo compartment 150, which is used to store large equipment, such as vehicle 4. A cargo compartment cover 151 is installed at the exit of the cargo compartment 150. When the cargo compartment cover 151 is open, it serves as a loading platform for vehicle 4 or cargo. After loading, the vehicle track 400 of vehicle 4 or cargo is fixed to the floor of the cargo compartment 150 to avoid bumps and shaking. To fully utilize the space within the cargo hold 150, when the cargo hatch 151 is closed, the space between it and the vehicle 4 can be used to accommodate a cargo container 3, which is secured to the inner surface of the cargo hatch 151 via container pulleys 300. When the cargo hatch 151 is opened, the container 3 is released and slides out of the cargo hold 150 via the container pulleys 300, completing its automatic release. To facilitate operation and inspection, each compartment within the fuselage 100 is equipped with a hatch for personnel to pass through.

[0075] The propulsion system of the ground effect transport aircraft Figure 5 As shown, the core components include a gas turbine engine, a generator 220, a fuel tank 210, a distributed propulsion unit 230, a battery and power management system 222 and related pipelines.

[0076] Eight propeller ducts 235 are evenly spaced on each front wing 101 and tiltable rear wing 102, with the front opening at the leading edge of the wing and the rear opening at the bottom of each wing. Distributed propellers 230 are installed in each propeller duct 235, totaling 32 units, which are responsible for sucking in the front flow, then pressurizing it through the rotating fan blades, and then spraying it to the bottom of each wing. At the same time, the reaction of the ground or water surface is used to increase the air pressure under the ground effect transport aircraft, further improving the lift and load-bearing capacity; each distributed propeller 230 has an independent drive, which is more convenient than using a centralized propeller. The propeller solution can significantly reduce the risk of damage to a single device to the entire aircraft. In addition, by individually adjusting the power and speed of each distributed propeller 230, each control surface can be assisted in adjusting the attitude of the ground effect transport aircraft. For example, a yaw moment and a roll moment are generated by creating a thrust difference on both sides of the fuselage 100 to assist in steering the ground effect transport aircraft, or a pitch moment is generated by creating a thrust difference on the front and rear wings to help solve the problem of center of gravity offset of the ground effect transport aircraft. When the ground effect transport aircraft is braked, each distributed propeller 230 provides reverse thrust by rotating in the opposite direction to reduce the rolling distance. Each distributed propeller 230 includes a propeller blade 231, a propeller hub 232, a propeller drive motor 233 and a propeller drive motor bracket 234; the propeller blade 231 is a thin-film structure with bending and tilting, which can do work on the airflow passing through when rotating at high speed, thereby increasing its pressure and speed. There is a certain gap between the tip of the propeller blade 231 and the propeller duct 235 to avoid scratching during high-speed rotation; each propeller blade 231 is connected to the propeller hub 232, which is a cylindrical structure with a smooth head, which plays a role in supporting the blade and driving its rotation; the propeller hub 232 is driven to rotate by the propeller drive motor 233 located downstream thereof, and the propeller drive motor 233 adopts a permanent magnet synchronous motor, which has the characteristics of small size, light weight and high power density, and is suitable for the application scenario of ducted propellers. In addition The speed and direction of each propeller drive motor 233 can be independently controlled, so that the thrust generated by each distributed propeller 230 is different in size and direction. All propeller drive motors 233 are connected to the power battery and power management system 222 through cables 221, and draw electrical energy from them to drive the motor to rotate; a propeller drive motor bracket 234 is used to support the propeller drive motor 233, which is centripetally distributed, internally connected to the outer casing of the propeller drive motor 233, and 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 airflow, converting the incoming flow with rotation after passing through the propeller blades 231 into axial flow to increase the thrust effect.

[0077] The distributed propellers 230 are divided into a first distributed propeller 230A and a second distributed propeller 230B. The propeller blades 231 of the two are bent and tilted in opposite directions, so that the two rotate in opposite directions. During installation, the two distributed propellers 230 are arranged at intervals and in opposite positions on the symmetrical positions of the wings on both sides to maximize the balance of the gyroscopic effect brought to the ground effect transport by the rotating parts, and to balance the drag torque on each distributed propeller 230, avoiding structural damage to the wings caused by the concentration of drag torque and generating additional rolling torque on the ground effect transport, making the ground effect transport more stable, safe and reliable.

[0078] Two gas turbine engines are provided, symmetrically mounted within the engine compartment 170. Two generators 220 are located at the front of the gas turbine engines, extracting shaft power from the gas turbine engines and converting it into electrical energy. A power battery and power management system 222 is installed within the power compartment 180 and connected to the generators 220 via cables 221. The power battery and power management system 222 are also connected to the propeller drive motor 233 via cables 221 to drive the motor's rotation. A fuel tank 210 is connected to the gas turbine engines via oil pipes 211 and is used to store fuel. The fuel tank is divided into multiple small tanks, distributed and symmetrically located within the two front wings 101. Fuel is transported to the gas turbine engines via oil pipes 211. The gas turbine engines complete a thermodynamic cycle of the working fluid drawn into them through components such as the compressor, combustor, and turbine, converting the chemical energy in the fuel into shaft power for external output. The generators 220 then convert this energy into electrical energy, which is stored in the power battery and power management system 222 to power the propeller drive motor 233. In order to ensure that the ground effect transport aircraft 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 be sufficient for all distributed thrusters 230 to work at high load for 15 to 30 minutes; during the startup 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 speed reaches a critical level, it injects fuel and ignites, so that it can maintain operation by relying on the power converted by itself.

[0079] There are two gas turbine engines connected to the engine intake duct 201 and the engine exhaust duct 204 through the engine intake volute 202 and the engine exhaust volute 203, which together constitute the engine intake and exhaust channels. The intake and exhaust channels lead to the engine nacelle 171. Each engine nacelle 171 is provided with an engine intake duct cover 200 and an engine exhaust duct cover 205, which correspond to the intake and exhaust channels of the two gas turbine engines respectively. The engine intake duct cover 200 and the engine exhaust duct cover 205 are both rectangular, with the engine intake duct cover 200 in front. The two are placed in the ground effect transport aircraft. When the engine is in a closed state, the engine intake cover 200 and the engine exhaust cover 205 are in a closed state to prevent debris and rainwater from entering the engine. When the gas turbine engine is working, the engine intake cover 200 is opened to allow air to enter and exit. When the engine intake cover 200 is opened, the engine intake cover 200 and the engine exhaust cover 205 are in a windward structure to facilitate the entry of air. In order to adapt to the changes in the working conditions of the gas turbine engine, the opening and closing angles of the engine intake cover 200 and the engine exhaust cover 205 are controllable to adjust the intake and exhaust volume. The engine intake duct 201 and the engine exhaust duct 204 are both flipped open synchronously with the engine bonnet 171, thereby separating from the engine intake volute 202 and the engine exhaust volute 203.

[0080] The air intake systems of the two gas turbine engines (including the engine air intake volute 202 and the engine air intake duct 201) are relatively independent and do not mix with each other, so as to ensure the reliability of the air supply system and meet the air intake flow requirements of the two gas turbine engines respectively; and the engine exhaust volutes 203 of the two gas turbine engines are interconnected, so that the exhaust gas is collected uniformly for secondary distribution. The sides of the two engine exhaust volutes 203 are respectively provided with gas transmission pipelines 206. The two gas transmission pipelines 206 pass through the fuselage 100 from the side and enter the front wing 101 and the wing end support plate 110 on both sides respectively, and are connected to the wing end support plate gas pipeline 207 provided inside the wing end support plate 110. The wing end support plate gas pipeline 207 is connected to the wing end support plate gas nozzle 208. There are two types of gas exhaust 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. The cross-sectional area of ​​this channel is large and is suitable for situations where the gas flow rate is large when the engine is running at high power; the second type is transported to the wingtip support plate gas pipeline 207 through the gas delivery pipeline 206 connected to the side of the engine exhaust volute 203, and then ejected from the wingtip support plate gas nozzle 208. The ejected gas is used to form an air curtain to prevent the high-pressure airflow under the wing from escaping, so as to increase lift and assist the rudder to perform attitude control of the ground effect transport aircraft; the gas in the second type of exhaust channel is also used to fill the wingtip inflatable float 112 to enable it to complete the attitude transition from compression to expansion. In order to prevent excessive gas temperature from burning the components in the front wing 101 and the wingtip strut 110, the gas delivery pipeline 206 crosses a series of propeller ducts 235. The airflow in the ducts exchanges heat on the duct walls, taking away the heat of the gas in the ducts and reducing the gas temperature. This heat increases the temperature and pressure of the airflow in the propeller ducts 235, thereby increasing thrust and avoiding energy waste. Figure 6It can be seen that the cross-sectional shape of the gas delivery pipeline 206 is elliptical, which reduces the flow resistance of the internal gas and the external air at the same time. The gas delivery pipeline 206 is arranged in the propeller duct 235 of the front wing 101, and is not arranged in the tiltable rear wing 102. On the one hand, the length of the pipeline is reduced to reduce the weight of the ground effect transport aircraft. On the other hand, the movable rear wing is not suitable for installing complex components. The two types of gas exhaust channels are opened or closed according to different needs during use. For example, when the ground effect transport aircraft floats on the water or glides on the water, the wing end support plate gas nozzle 208 sinks below the water surface and closes, then the gas transmission pipeline 206 is closed at the same time, and all the engine gas is discharged from the engine exhaust duct 204; when the ground effect transport aircraft is flying in the air, the opening and closing states of the above two channels can be exchanged; when the gas turbine engine is running at high power, both channels can be opened to increase the gas flow; when the needs of the distributed propulsion system 230 can be met only by the power battery and the power stored in the power management system 222, the gas turbine engine and all the intake and exhaust channels can be closed to reduce flight resistance; through the design of multiple exhaust channels, both the effective utilization of exhaust gas is achieved and the safety of the ground effect transport aircraft is guaranteed.

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

[0082] S1, using the radar 141 set at the front of the fuselage 100, measures the sea state parameters on the path of the ground effect transport aircraft, including the wave height H W , wave travel speed V W , and the horizontal distance L between the wave and the tiltable rear wing.

[0083] S2, input the measured sea state parameters into the onboard computer in real time to obtain H W The curve of the change with time t, combined with the ground effect transport aircraft flight speed V A , according to Δt=L / (V A +V W ), calculate the predicted time Δt of the wave moving to the bottom of the tiltable rear wing, where V W Take positive value, when moving in the same direction, V W Take a negative value. According to the pre-set vertical height H between the ground effect transport aircraft and the horizontal plane A (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 Δt time, as well as the curve of h changing with t.

[0084] S3, using the variation of h along with t as input, changes the size of the rear wing tilt angle α, making the lift obtained by the ground effect transport aircraft close to constant, avoiding the turbulence and danger caused by the ground effect transport aircraft due to wave action. When the waves are small, 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, to reduce the difficulty brought by the overall adjustment wing.

[0085] Controlling the rear wing tilt angle α 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 are simultaneously reduced, the front and rear wings become aerodynamically connected as a whole, forcing the incoming airflow, after being pressurized by the distributed propellers 230, to flow only through the narrow space between the trailing edge of the tiltable rear wing 102 and the water surface, creating a strong ground effect on the water surface. This increases the pressure on the undersides of the front and rear wings, and in other words, improves the lift achieved by the ground effect transport. However, when the rear wing tilt angle α is reduced, thereby simultaneously increasing these two distances, a portion of the airflow flowing under the front wing 101 flows through the upper surface of the tiltable rear wing 102, and the airflow under each wing becomes more easily accessible, which in turn weakens the ground effect and reduces the lift achieved by the ground effect transport.

[0086] S4, matching and adjusting the elevator angle γ of the elevator 106 to balance the pitching moment caused by the adjustment of the wing tilt angle α to maintain the stability of the ground effect transport aircraft.

[0087] S5. During the angle adjustment of the tiltable rear wing 102, the distributed propellers 230 and propeller ducts 235 inside the wing rotate together, the vector direction of the jet airflow changes, and the corresponding propulsion and lift magnitudes change accordingly. Therefore, it is necessary to coordinately adjust the propeller drive motors 233 on the front and rear wings, change the rotation speed of each propeller blade 231, and redistribute the distribution of thrust and lift to cope with the change in the wave effect on the ground.

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

[0089] When the waves and the ground effect transport aircraft form an inclined angle, that is, when L on both sides of the fuselage 100 is different, the tiltable rear wings 102 on both sides are adjusted respectively.

[0090] In addition, another function of the adjustable α is that when the ground-effect transport aircraft is sliding horizontally in water or on the ground, the wings and propulsion system are not needed to generate lift, and the tiltable rear wing 102 is turned to a completely horizontal state.

[0091] In addition to changing the lift and causing turbulence, waves may also threaten the safety of the gas turbine engine and the distributed propeller 230. This embodiment uses the engine air intake cover 200 to prevent waves from entering the gas turbine engine, and uses the deeper propeller duct 235 at the leading edge of the wing to prevent waves from hitting the propeller blades 231 and the propeller hub 232.

[0092] Ground effect transport aircraft can take off and land and be used amphibiously on land and water. Its floating state is as follows: Figure 7 As shown. To prevent water from entering, the front landing gear hatch 121, rear landing gear hatch 124 and cargo hatch 151 are closed when in the floating state and ensure they are airtight. At the same time, in order to reduce the draft of the fuselage 100 and prevent the tiltable rear wing 102 and its distributed thrusters 230 from being submerged in water after loading, which affects propulsion, the pontoon hatch 111 is opened to release the wingtip inflatable pontoons 112 in the wingtip support plate 110. Cooled gas is transported to the wingtip inflatable pontoons 112 through the wingtip support plate gas pipeline 207, causing them to expand into a slender, streamlined cylinder with a smooth head and tail, acting as a float to provide additional buoyancy; the opening angle of the pontoon hatch 111 is The angle is 90°, and its inner surface presses against the wingtip inflatable buoy 112 from above. The fixed surface of the wingtip support plate 110 presses against the wingtip inflatable buoy 112 from the side to prevent it from shaking and becoming unstable. To ensure a high air pressure within the wingtip inflatable buoy 112 and to replenish air with air using an air pump or high-pressure gas cylinder when the gas turbine engine is shut down, the wingtip inflatable buoy 112 is deflated and retracted into the wingtip support plate 110. This process is the opposite of inflation, and the high-pressure air inside is directly released. When floating, the wingtip support plate gas nozzle 208 will sink below the water surface. If the gas turbine engine needs to be started at this time, the first exhaust channel is selected, and the engine air intake cover 200 and the engine exhaust cover 205 are opened to ensure normal engine intake and exhaust.

[0093] Typical usage of ground effect transport aircraft, such as Figure 8 As shown, the steps are as follows:

[0094] Step a. Loading cargo;

[0095] The ground effect transport aircraft is parked at the departure location, supported and fixed to the ground with the front landing gear 122 and the rear landing gear 125 opened. The cargo hatch 151 is opened to form a ramp for the vehicle 4 to drive into the cargo hatch 150 under its own power, and then load the cargo container 3. The cargo hatch 151 is then closed. At the same time, fuel is added to the fuel tank 210.

[0096] Step b. Land taxiing;

[0097] The engine intake and exhaust covers 200 and 205 are opened, and the wingtip gas vents 208 are closed. The power battery and power management system 222 supplies power to the generator 220, which drives the gas turbine engine. Fuel is supplied and ignited to start the engine. The gas turbine engine then charges the power battery and power management system 222 via the generator 220. The power is supplied to the distributed propulsion system 230, which rotates and generates thrust, driving the ground-effect transport aircraft to its takeoff position. During this process, the tiltable rear wing 102 should be horizontal so that the generated thrust is primarily used for horizontal rolling.

[0098] Step c. Land takeoff (if there is an airport);

[0099] If the home base has an airport, particularly one located near the sea, with a runway that leads directly to the coast and a small drop in elevation, a ground-effect transport aircraft can complete a land-based takeoff. At this point, increase the power of the distributed thrusters 230 to increase thrust, while simultaneously tilting the tiltable rear wing 102 downward (i.e., increasing α) to increase lift and ensure that the aircraft is airborne before reaching the end of the runway and then over the water. After takeoff, quickly retract the front and rear landing gear 122, 125, and close the front and rear landing gear covers 121, 124, restoring the fuselage 100 to a smooth shape to reduce flight resistance.

[0100] Step d. Water takeoff (for conditions without an airport);

[0101] d1. Slide into the water: When there is only a dock for takeoff and landing, water takeoff can be used. First, open the pontoon hatch 111 on land, and fill the wingtip inflatable pontoons 112 with fuel gas or other types of high-pressure gas to expand them and prepare for floating on the water. Then put the distributed thrusters 230 in a low-power state, and keep the tiltable rear wing 102 in a horizontal state, pushing the ground effect transport aircraft to rely on the support and rolling of the front landing gear 122 and the rear landing gear 125, and slide into the water through the sloped dock on the shore. Such a sloped dock should be smooth and flat, have a hard surface, extend into the water at an angle of 10 to 15 degrees, and the extension length must ensure that the draft depth requirements of the ground effect transport aircraft when fully loaded are met.

[0102] D2. Water taxiing (outbound): After fully entering the water, the nose and rear landing gears 122 and 125 are retracted, the nose and rear landing gear covers 121 and 124 are closed, and the accumulated water is drained, restoring the fuselage 100 to a smooth profile. The distributed thrusters 230 are increased in power to overcome the water's resistance, allowing the GEF to enter open water suitable for takeoff. At this point, the tilting rear wing 102 can be kept horizontal or tilted slightly downward. The generated lift is used to reduce the draft and water taxiing resistance, thereby minimizing energy consumption and the impact of surrounding waves on the GEF's attitude.

[0103] D3. Water Takeoff: Increase the power of the distributed thrusters 230 to increase thrust. Simultaneously, tilt the rear tiltable wing 102 downward (i.e., increase α) to increase lift, allowing the GIT to gradually clear the water. Deflate the wingtip inflatable buoys 112. Once deflated, close the buoy hatches 111 to reduce flight resistance and takeoff distance.

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

[0105] After finishing takeoff, according to the surface wave situation, by adjusting the power of distributed propeller 230, rear wing tilt angle α, and coordinating each control surface, adjust ground effect transport aircraft height and speed, guarantee that ground effect transport aircraft can obtain enough ground effects, can again keep enough safe distances between the waves, avoid colliding with it.For strengthening the airflow pressure under front and rear wings and fuselage, can open wing end support plate gas nozzle 208, stop the leakage of underwing airflow by the air curtain formed by gas injection, close engine exhaust duct cover 205 simultaneously, to guarantee the gas supply to the air curtain.In the cruising stage, ground effect transport aircraft is in the open sea, and its wave height is usually higher than offshore area, should activate the anti-wave function of ground effect transport aircraft at this moment, detect the wave situation dynamic adjustment rear wing tilt angle α and other control surface angle according to radar 141, keep the stability of fuselage.Can also reduce or close gas turbine engine at this moment, only rely on the electric energy stored in advance by power battery and power management system 222 to fly, to reduce gas emission.

[0106] Step f. placing cargo on water;

[0107] When the ground effect transport aircraft is in flight, the cargo hatch cover 151 is opened. After being unlocked, the cargo container 3 slides out of the ground effect transport aircraft along the inclined cargo hatch cover 151 by means of the container pulley 300 at the bottom thereof and falls into the water, and is then collected and processed by the receiving personnel.

[0108] Step g. Release the vehicle;

[0109] like Figure 9As shown, first, in flight, the cargo hatch 151 is opened, the pontoon hatch 111 is opened, and gas is injected into the wingtip inflatable pontoons 112. The power of the distributed thrusters 230 is reduced to reduce the GEF's flight speed, providing better conditions for vehicle 4 to enter the water, while still maintaining the speed value at or above the safety limit. Since the lift generated by the wings is insufficient at this time, the rear wing tilt angle α is increased to assist in generating lift, and the vertical height H between the GEF and the horizontal plane is lowered. A , so that the wingtip inflatable buoy 112 sinks slightly into the water, relying on buoyancy to support the weight of the ground effect transport and vehicle 4. Because the draft is shallow at this time, the resistance is not large, so the ground effect transport does not need to consume too much power to achieve floating and gliding. Then the fixation between the vehicle crawler 400 and the cargo hold 150 floor is released, and the vehicle 4 is driven at a vehicle speed V T (Compared to the ground effect transport) relies on autonomous power to drive out of the cargo hold 150 and enter the water. In order to avoid the relative speed between the vehicle 4 and the water surface being too large and causing overturning, V T The value should be close to V A After the cargo hatch 151 is opened, a portion of its end is sunk into the water, which improves the success rate of the vehicle 4 entering the water. After entering the water, the vehicle 4 can go ashore by its own power or with the help of the outside world.

[0110] Step h. Evacuate;

[0111] After releasing the vehicle 4 and cargo container 3, the GET turns around, first closing the cargo hatch 151 and draining the water from the cargo hold 150. The wingtip inflatable pontoons 112 are then deflated, and after they collapse, the hatches 111 are closed to reduce flight resistance. Simultaneously, the power of the distributed thrusters 230 is increased, allowing the GET to clear the water and fly at high speed toward the home base.

[0112] Step i. Water cruise (return trip);

[0113] The GEF enters cruising mode again. Unlike the outbound flight, the GEF is now lightly loaded and flying at a high speed. The rear wing tilt angle α is smaller than that of the outbound flight, thus meeting the GEF's lift requirements. The remaining operations are the same as in step e.

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

[0115] j1. Water landing: If there is no airport available, use the water landing method before approaching the shore of the camp. The operation process is the opposite of D3.

[0116] J2. Hydroplaning (return): The operation is the opposite of D2.

[0117] J3. Dock landing: The operation is the reverse of D1. If the ground effect transport aircraft is unable to climb the dock ramp due to insufficient power due to damage during use, ground traction measures will be used to assist.

[0118] Step k. Landing on land (if there is an airport);

[0119] If the airport take-off and landing conditions are good, land landing is adopted, and the operation process is opposite to step c.

[0120] Step 1. Return to camp;

[0121] If rapid braking is required after landing, the propeller drive motor 233 is rotated in the opposite direction, and the distributed propeller 230 generates reverse thrust to accelerate braking. The ground effect transport aircraft then returns to the camp by its own power or the traction of a ground vehicle, and is then inspected or transported again, repeating the above process.

[0122] Example 2

[0123] like Figure 10 As shown, its application scenario is to use the ground effect transport aircraft simply as a cargo carrying platform, carry a large number of cargo containers 3, and carry out non-landing cargo transportation between two shore camps. In order to adapt to this usage, the layout of the cargo hold 150 is transformed, and a double-layer cargo plate 152 is added in the middle thereof, and the cargo hold 150 is divided into two layers, upper and lower. In each layer, cargo containers 3 can be loaded, or stacking pallets etc. are adopted, and the container pulleys 300 are relied on to be fixed to the floor. Due to the inclination of the tail of the ground effect transport aircraft, the upper space is relatively larger, so more cargo can be loaded. With this usage, the ground effect transport aircraft can be used according to conventional transport aircraft, and has given full play to the strong advantage of the load-bearing capacity of the present invention, achieved multi-purpose use, and expanded practical value.

Claims

1. A ground effect transport aircraft with tiltable wings, characterized in that: The ground effect transport aircraft comprises an airframe structure (1) and a power propulsion system (2); The main body of the fuselage structure (1) is a fuselage (100), which is located at the symmetrical center of the ground effect transport aircraft and is streamlined as a whole. A radar (141) is installed in the front part of the fuselage (100); both sides of the fuselage (100) are connected to the front wing (101) and the tiltable rear wing (102), and the outer ends of the front wing (101) and the tiltable rear wing (102) on the same side are connected to the wing end support plate (110). The front wing (101) is fixedly connected to the fuselage (100) and the wing end support plate (110), and the two ends of the tiltable rear wing (102) are rotatably connected to the fuselage ( 100) and the wing end support plate (110) to achieve tilting; the upper part of the wing end support plate (110) matches the upper surface of the front wing (101) and the tiltable rear wing (102), and the lower part protrudes from the lower surface of the front and rear wings, forming a box-shaped structure together with the front and rear wings to prevent the high-pressure air at the bottom of the wing from overflowing to the outside; two vertical tails (107) are symmetrically arranged on both sides of the tail of the fuselage (100), and the top ends of the two are fixedly connected to the same horizontal tail (105). The trailing edge of the horizontal tail (105) is provided with an elevator (106) that can swing up and down relative to the horizontal tail (105); A plurality of propeller ducts (235) are symmetrically arranged at the leading edges of the front wing (101) and the tiltable rear wing (102), the front portion of the propeller duct (235) opening at the leading edge of each wing, and the rear portion opening below each wing, each propeller duct (235) is provided with a distributed propeller (230) in the power propulsion system (2), and each distributed propeller (230) independently controls the magnitude and direction of thrust; The ground effect transport aircraft has wave-resistance function: S1, using radar (141) to measure the sea state parameters on the path of the ground effect transport aircraft, including the wave height H W , wave travel speed V W , and the horizontal distance L between the wave and the tiltable rear wing; S2, calculate H W The curve of change with time t, combined with the aircraft flight speed V A , according to Δt=L / (V A +V W ), calculate the time prediction value Δt for the discovered wave to move to the bottom of the tiltable rear wing; according to the pre-set vertical height H between the ground effect transport aircraft and the horizontal plane A , we can predict the vertical distance h between the aircraft and the wave surface and the curve of h changing with t in advance Δt time; S3, using the variation of h with t as input, changes 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 caused by the adjustment α; S5, since during the angle adjustment process of the tiltable rear wing (102), the distributed propeller (230) and the propeller duct (235) inside it rotate together, and the corresponding propulsion force and lift force change accordingly, the propeller drive motors (233) on the front and rear wings are coordinated and adjusted.

2. A ground effect transport aircraft with tiltable wings according to claim 1, characterized in that: In the aforementioned S3, for small wave sea 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. A ground effect transport aircraft with tiltable wings according to claim 1, characterized in that: When the waves and the aircraft are at an inclined angle, that is, when the L on both sides of the fuselage (100) are different, the tiltable rear wings (102) on both sides are adjusted respectively.

4. A ground effect transport aircraft with tiltable wings 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). The two are rectangular in a top-down view. The leading edge of the tiltable rear wing (102) is located below the front wing (101). The two overlap but leave a gap when viewed from above. When the tiltable rear wing (102) is not flipped, airflow passes between the front and rear wings. After the tiltable rear wing (102) is tilted, the front and rear wings form a whole in aerodynamics. The trailing edge of the tiltable rear wing (102) is provided with a rear wing flap (104) that can swing up and down relative to the tiltable rear wing (102). The wing end support plate (110) is in the shape of a hollow thin box, with its front and rear ends being rounded to reduce flight resistance; The vertical tail (107) is in an inclined trapezoidal shape, which increases the moment arm formed between the horizontal tail (105) and the center of gravity of the aircraft. The trailing edges of the two vertical tails (107) are both provided with rudders (108) that can swing relative to the vertical tail (107); A foldable landing gear is provided at the bottom of the fuselage (100), and the landing gear includes a front landing gear (122) and two rear landing gears (125). The front landing gear (122) is located at the front of the fuselage (100) and is folded and stored inside the fuselage (100), and a front landing gear compartment cover (121) is provided at a corresponding position on the fuselage (100). The rear landing gear (125) is located at the middle and rear part of the fuselage (100) and is folded and stored in the rear landing gear compartment (123), and the rear landing gear compartment (123) is installed with a rear landing gear compartment cover (124). The rear landing gear compartment (123) protrudes from the fuselage (100); A plurality of compartments are provided inside the fuselage (100), the frontmost being a radar compartment (140) in which a radar (141) is installed; the upper rear side of the radar compartment (140) is a cockpit (130), and the lower rear side is a front landing gear compartment (120), in which a front landing gear (122) is folded and stored; behind the cockpit (130) and the front landing gear compartment (120), from top to bottom are an engine compartment (170), a power compartment (180), and an auxiliary equipment compartment (160); a gas turbine engine and a generator (220) are installed in the engine compartment (170), and an engine compartment cover (171) is symmetrically provided at the opening of the fuselage (100); a power battery and a power management system (222) are installed in the power compartment (180); the rear part of the fuselage (100) is a cargo compartment (150), and the opening of the cargo compartment (150) is provided at an upwardly inclined position at the rear of the fuselage (100) and is provided with a cargo compartment cover (151); The power propulsion system (2) includes a gas turbine engine, a generator (220), a fuel tank (210), a distributed thruster (230), a battery and power management system (222), and related pipelines; Each distributed propeller (230) includes a propeller blade (231), a propeller hub (232), a propeller drive motor (233) and a propeller drive motor bracket (234). The propeller blade (231) is connected to the propeller hub (232). The propeller hub (232) is driven to rotate by the propeller drive motor (233) located downstream thereof. The propeller drive motor (233) is connected to the inner wall of the propeller duct (235) through the propeller drive motor bracket (234) and is further fixed to each wing. The speed and direction of each propeller drive motor (233) are independently controlled, so that the thrust generated by each distributed propeller (230) is different in magnitude and direction. Two gas turbine engines are provided and symmetrically installed side by side in the engine compartment (170). Both engines are connected to the engine air intake duct (201) and the engine exhaust duct (204) respectively through the engine air intake volute (202) and the engine exhaust volute (203). The engine air intake duct (201) and the engine exhaust duct (204) are fixed to the engine compartment cover (171) on the top of the fuselage (100). The engine air intake duct cover (200) and the 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 power from the gas turbine engine and converts it into electrical energy, which is then transmitted to the power battery and power management system (222) for storage, and provides kinetic energy for the distributed propulsion unit (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 with tiltable wings according to claim 1 or 4, characterized in that: The distributed propellers (230) include a first distributed propeller (230A) and a second distributed propeller (230B), and the two distributed propellers (230) rotate in opposite directions; when installed, the two propellers are arranged at intervals from each other and are arranged in opposite directions at symmetrical positions on the front and rear wings on both sides.

6. A ground effect transport aircraft with tiltable wings according to claim 4, characterized in that: The ground effect transport aircraft is also provided with another exhaust channel, specifically: A wing end support plate gas pipeline (207) is provided inside the wing end support plate (110), and a wing end support plate gas nozzle (208) is provided at the bottom thereof. The wing end support plate gas pipeline (207) is communicated with the wing end support plate gas nozzle (208). A gas delivery pipeline (206) is provided on the side of the engine exhaust volute (203). The gas passes through the fuselage (100) from the side, enters the front wing (101) and the wing end support plate (110), and is communicated with the wing end support plate gas pipeline (207). The gas is transported through the gas delivery pipeline (206) and the wing end support plate gas pipeline (207), and then ejected from the wing end support plate gas nozzle (208), forming an air curtain to prevent the high-pressure airflow under the wing from leaking out.

7. A ground effect transport aircraft with tiltable wings according to claim 1 or 4, characterized in that: Wing-end inflatable floats (112) are folded and stored in the two wing-end support plates (110). The lower half of the outer surface of the two wing-end support plates (110) is provided as a float hatch (111). The wing-end inflatable floats (112) are released by opening. After being released, the wing-end inflatable floats (112) are filled with cooled fuel gas or other high-pressure gas, expanded into a long cylindrical shape, and serve as floats to provide additional buoyancy for the aircraft.

8. A ground effect transport aircraft with tiltable wings according to claim 4, characterized in that: The locked cargo is stored on the inner surface of the cargo hatch cover (151) to improve space utilization.

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