Low-altitude economic ground-effect web-assisted flight path system for overhead elevated road and railway trunk line

Abstract

The invention relates to a low-altitude economic ground-effect web-assisted flight path system of an overhead elevated road and railway trunk line, in particular to a ground-effect flight path for aircrafts to track and form multiple columns in the same direction based on low-altitude economic development requirements, which is safe, green, service, order, fair, shared, efficient, fast, energy-saving and the like. As a low-altitude economic multi-aspect green low-carbon high-quality development functional facility matched with a low-altitude economic infrastructure, two to a plurality of layers of flying road troughs of viaducts are arranged in the air on highway and railway and urban and rural main roads to form hundreds of flying road troughs which extend throughout the country, and the flying road troughs have thousands of meters. The flight road side is provided with a comprehensive service area, a flight header airport, a variable-frequency high-speed fan and a flight-assisting approach bridge non-turbulent-flow channel; passageway take-off and landing, mutual inductance flight, coupling collision avoidance, absolute safety, ground effect, groove surface reflection, force gathering air cushion and web-assisted bearing air shaft shaft follow-up project web shaft sliding and rolling which are formed by flight control height and low limit instrument and other matched systems and can save energy by about 90% in total, and low-altitude resources can be developed and utilized throughout the country and globally in a manner of overall planning by ten times and hundreds of times. Therefore, a super-green low-carbon low-altitude economic modernization ground-effect web-assisted flight path system is achieved.

Description

Technical Field

[0001] This invention relates to a low-altitude economic ground effect fin-assisted flight path system technology for elevated sections of railway and highway lines. Specifically, it addresses the needs of the low-altitude economy in terms of safety, environmental friendliness, service, order, fairness, sharing, efficiency, and energy conservation. The system utilizes a "super-ground effect 'ground effect airflow reflection cushion' and fin-assisted 'layered energy-saving trough-assembled air shaft full-surface flight path" (including "absolute safety through 'channel takeoff and landing, mutual induction flight, and coupled collision avoidance'", "channel force-assisted takeoff and landing", and "ground effect, trough surface reflection, force-assisted air cushion, and fin-assisted load-bearing air shaft follow-up engineering 'fin-shaft rolling' for energy saving, totaling approximately 90% energy saving"). This innovative low-altitude economic ground effect fin-assisted flight path system is based on the requirements of safety, environmental friendliness, service, order, fairness, sharing, efficiency, and energy conservation in the low-altitude economic field. Background Technology

[0002] Currently, there are 128,000 registered low-altitude economy enterprises nationwide. One can imagine how prosperous the national aviation industry will be once these enterprises have developed into a large-scale, mature sector. (Currently, theoretically, low-altitude economic resources are very limited. Globally, geofences and dynamic airspace are defined, with altitudes generally ranging from 150 to 1000 meters, while my country's maximum is 1000 meters. Regulations stipulate that provincial governments can apply for the designation of drone logistics channels and urban air traffic corridors. In the United States, low-altitude authorization is divided into only about 6,000 network units nationwide, each marked with maximum permissible flight altitude and restrictions. The core contradiction in my country's policy design lies in the trade-off between safety redundancy and operational efficiency. For example, implementing a "one-size-fits-all" no-fly zone in densely populated areas, while ensuring safety, restricts commercial applications.) Therefore, the development of the low-altitude economy nationwide and even globally hinges on safety redundancy, operational efficiency, fairness and justice, allowing flights only where possible, and green low-altitude development. (Simultaneous and systematic breakthroughs in various bottlenecks such as carbon) With the massive increase in the number of aircraft in urban and rural areas across the country and the surge in the number of people with low-altitude piloting or drone operation skills, the low-altitude economy sector of the whole society, especially under the circumstances of complying with the "Basic Rules of Flight of the People's Republic of China" and avoiding all "risk-sensitive areas and no-fly zones" that are increasing day by day, must not occupy too much land, but also conserve existing low-altitude resources, and take into account the basic system of safety, greenness, service, order, fairness, sharing, speed, efficiency, and energy conservation. In particular, the energy consumption ratio of flight to rail transport is 25:1, and this ratio should be reduced as much as possible. It is also necessary to improve and improve the relevant systemic innovations as soon as possible, so that it can strengthen and complement the current extensive long-distance and short-distance passenger and freight transport networks such as highways and railways, and improve the efficiency, speed, energy conservation and other indices of the low-altitude economy of the whole society in all aspects. Summary of the Invention

[0003] The purpose of this invention is to address the fundamental needs of the low-altitude economy, including safety, environmental friendliness, service, order, fairness, sharing, speed, efficiency, and energy conservation, by constructing multiple elevated flight paths over highways, railways, and major urban and rural roads. These elevated paths will be equipped with two to several layers of super-ground effect troughs and air shafts, creating a flight path that occupies minimal land resources. Furthermore, the two to several layers will differentiate between different types of aircraft and their weights, achieving a "super-ground effect" that significantly reduces fuel consumption. In particular, by dividing all manned and unmanned aircraft within the future low-altitude economic airspace into two to several layers of dedicated flight paths for multiple aircraft, this invention will enable safe and reliable takeoffs and landings, green and low-carbon operations, optoelectronic flight, hovering refueling, universal flight capability, fair takeoffs, rapid and efficient flight for all, and energy and fuel savings of over 70%. It will also allow for tenfold or hundredfold development and utilization of low-altitude resources, achieving a globally leading level of low-altitude economic modernization.

[0004] The objective of this invention is achieved as follows:

[0005] First, a multi-layered elevated flying road is constructed above highways, railways (national and provincial highways and urban main roads), with a grid of bridge pillars and roadbeds. The elevated road has two to several layers (and extends to hundreds of branches, each flying or changing for thousands of kilometers). The load-bearing bridge piers are spaced 50 to 100 meters apart (to facilitate the entry and exit of aircraft in urban and rural areas along the route, which can be ordered to enter and exit the main line, recharge, hover and refuel, deliver express packages, store goods, ground maintenance, passenger boarding and alighting, air-to-land cargo exchange, and conveniently disconnect or change lines at interchanges, etc.) for thousands of kilometers, with branches extending to all parts of the country. Furthermore, the flight path base of each level is covered with a trough-type air bearing shaft surface (the entire surface is made of weathering steel plate stamped into a streamlined surface with a large 'U' concave and a small 'n' convex shape, with each block being 30-100 meters wide in two dimensions). On the trough-type surface, a row of 1-5m high air bearing shafts is erected on each corresponding "small 'n' convex" horizontal beam (the shafts cover the entire flight path on each level of the elevated structure, providing a uniform under-fuselage shock-absorbing leg rack auxiliary rail for all aircraft to maintain a "skating" style of rolling and towing with the weight carried by the fins, with one fin spanning ten shafts). In addition, each city-level facility is equipped with a complete set of air bearing shafts. The system includes a ground effect, eddy current reflection, and force-gathering air cushion system for both long- and short-haul flights of rotary-wing and turbofan aircraft, as well as dedicated airports with eight to several pairs of takeoff and landing aids (including undisturbed access bridges, flight pathside express storage, flight charging, hovering refueling, flight control altitude and height limits, infrared adjustment and limiting systems, and multi-dimensional coupling with the aircraft's collision avoidance system for security). It also features a multi-layered, energy-saving flight process with a fin-assisted, load-bearing air shaft follow-up engineering system called "ground effect, eddy current reflection, and fin-assisted" system, further redundant with each other to form a comprehensive security system ensuring absolute safety through "access takeoff and landing, mutual induction flight, and integrated collision avoidance."

[0006] In this way, when aircraft begin to take off from the "long- and short-haul flight (managed) airport," they are continuously and seamlessly guided up the flight path (by rotorcraft or turbofan aircraft classified according to flight weight, or by one or more corresponding air shafts on the flight path) through the "undisturbed flight aid channels." Because of the variable-frequency high-speed fan groups in the eight to several pairs (one for takeoff and one for landing) flight aid channels, the upward (landing) and downward assist (lifting) forces constantly counteract or quell the "turbulent vortex" and collectively obtain a sustainable comprehensive lift, allowing them to safely enter and exit the air shaft and utilize the super-ground effect air cushion. The tracking-type multi-formation ultra-energy-efficient flight (eliminating the need to consider time intervals for "turbulence calming"); when the same type of aircraft are in tracking formation flight, due to the "large 'U' concave and small 'n' convex streamline" curved surface, each groove receives the downward force from the rotors and wings of the entire preceding and following aircraft group, and the combined air cushion formed by the variable frequency high-speed fans on both sides of the flight path is a quasi-closed force. The reaction force can only be converted into "vortex reflection upward air cushion lift" within the groove. Except for the frictional force consumed in the vortex process, most of the thrust is converted into the flight lift of the aircraft group and is used efficiently (this is called the "vortex reflection working principle"). According to the force decomposition, the buoyancy acting on the aircraft during suspended flight is almost the same as the force acting on the entire surface of the air dam. The buoyancy generated by the combined force of the fan and the reflective air cushion along the entire flight path is roughly equal to the total lift required by the aircraft. The only variables are the small portion of the force consumed by the high-speed fans on both sides of the flight path ("diagonally upward output") and the aircraft ("horizontally"). Its energy-saving effect will be around 90%, far exceeding that of the "ground effect" mode (hence the name "super-ground effect"). Furthermore, based on the 70-80% energy saving of the super-ground effect, it is further supplemented by the auxiliary air cushion. The shaft system servo engineering constitutes a low-altitude economic ground effect fin-assisted flight path system. The load-bearing fin carries about 80% of the flight weight on the flight path of the air bearing shaft assembly. The flight weight is converted into rolling friction of the air bearing system, and the energy consumption is reduced by 1 / 25 to carry the flight. The flight returns to the state of "overcoming 'air' resistance and being damped by 'air'", but the energy consumption is reduced by several times. (However, considering the problem of excessive inertia, in addition to grouping the aircraft with long flight weight and long distance in the middle row, in special circumstances, this invention suggests that the relevant or adjacent turning line aircraft fly away from the slot assembly surface and turn to the sides for proper handling.)

[0007] As described above, along the entire flight path of the air shafts on each level of the elevated structure, both sides are subject to unified national air traffic control and unified coordination among provincial and municipal districts. Each aircraft wishing to "depart and return" is automatically guided according to the "Aircraft Flight Takeoff, Turning, and Landing Node Route Map" for national low-altitude passage, ensuring punctual and timely entry or exit from long and short-distance flights. This includes the entire flight path of the air shafts on each level of the elevated structure, enabling medium, high, and large aircraft to travel in parallel without conflict (again, unified). All systems benefit from the stable and constant "ground effect, trough surface reflection, force-gathering air cushion" and the "fin-assisted load-bearing air shaft follow-up engineering" of the fin-shaft sliding and rolling, which saves energy by about 90% in total. This constitutes a green and low-carbon benefit for all long and short-haul aircraft in the low-altitude economic field nationwide, ensuring "safe take-off and landing, green and low-carbon operation, charging and refueling, all aircraft can fly, fair take-off, rapid and efficient operation for all citizens." The "fin-shaft sliding transformation rolling friction" further improves the low-altitude economic modernization, which saves about 90% in total energy.

[0008] Regarding flight safety of this invention, all air shaft surfaces of the flight deck are equipped with an active sensing and passive three-dimensional coupling collision avoidance and obstacle limiting system, as well as a flight control altitude and low limit instrument to ensure no loopholes.

[0009] The "90% energy saving" of all aircraft along the flight path is due to the traditional advantage of the "ground effect - up to 70% fuel saving" of this invention, combined with the combined effect of the lateral fans working in opposite directions to form a "force-gathering air cushion - reverse and reflected lift," which maximizes the "ground effect + trough surface reflection + force-gathering air cushion" working process of all aircraft along the flight path. From the turbulence-free flight aid channel of the approach bridge, to the variable frequency high-speed fan air-gathering system for boosting lift, to the lateral variable frequency high-speed fan air cushion collision avoidance device, and the combined force of the lateral variable frequency high-speed fans on both sides of the flight path to gather force on the aircraft's rotor or turbofan wings, the gathering force is superimposed on the "wing-ground effect, fan-gathering vortex, and comprehensive air cushion" and the "webbed shaft load," forming a super-ground effect multi-dimensional integration, a green and low-carbon technology and working principle that achieves 90% energy saving in comprehensive flight assistance.

[0010] Regarding safe takeoff and landing and flight: First, there is standardized public safety and a highly organized order. From the centralized management and ground service of "long- and short-haul flight (centralized management) airports" to third-party loading and unloading, and then to flight or hovering, all become parallel and orderly offline collective flights that are integrated into the trunk line. As for the safety of individual aircraft, from the fan-assisted flight system with variable frequency high-speed fan distribution in the flight aid channel (20) to the combined force system of the channel side wall (integrated in the charging, refueling, express delivery, warehousing, emergency repair, and catering comprehensive service functional area system), Then, the lateral variable frequency high-speed fan combines with the aircraft rotor or turbofan wing to form a "force-gathering air cushion" system. Combined with the roadside standard road control infrared height and low limit fine-tuning machine-road coupling intelligent control system and the aircraft's collision avoidance device, it forms a "layered" safety system of active and passive mutual inductance coupling collision avoidance and obstacle limit devices, which serves as backups for each other. This system minimizes the probability of risks from thermal, dynamic, and clear-air turbulence vortexes, achieving "absolute safety of the passageway, take-off and landing, mutual inductance flight, and coupling collision avoidance." This comprehensive safety and security technology and working principle ensures "absolute safety of the passageway, take-off and landing, mutual inductance flight, and coupling collision avoidance."

[0011] Regarding the combined lift of the air cushion, the combined lift is achieved by the combined force of the high-speed variable frequency fans distributed within the flight aid channel and the side walls of the channel. This force constantly counteracts or quells the "turbulent vortex" and generates a combined lift of "reaction and reflection air cushion". In addition, the combined lift is achieved by the force exerted by the rotors of the entire aircraft group flying forward and following each other, combined with the "vortex reflection upward thrust" transformed by the high-speed variable frequency fans on both sides of the path and the vortex U-shaped grooves. This forms a closed air cushion composite lift. Apart from the friction loss due to vortex and air cushion, most of this force is converted into a significant reduction in the aircraft's load capacity. This constitutes the flight path engineering technology and working principle that not only concentrates the flight aid to greatly save energy and improve efficiency and speed, but also increases the utilization rate of low-altitude economic resources by ten or a hundred times.

[0012] Regarding the fin-assisted load-bearing air shaft follow-up engineering, considering that air transport energy consumption is approximately 25 times that of an equivalent amount of rail transport energy consumption, this invention, on the entire surface of the air shafts on each level of the elevated flight path, erects a row of 1-5m high air shafts on each corresponding "small n" protrusion of the crossbeam. This is a highly energy-efficient technological innovation system for all aircraft, featuring a single fin spanning ten shafts, a "skating" style follow-up flight carrying weight, and is uniformly matched with the under-fuselage shock-absorbing leg frame auxiliary rail-type rolling drag fin. In other words, this is equivalent to the auxiliary rail-type rolling drag fin bearing 70-80% of the aircraft's weight, and achieving "fin-assisted load-bearing air..." The shaft-driven engineering utilizes the "web-shaft sliding and rolling friction" load-bearing follow-flight principle. The web-shaft further enhances energy conservation, enabling "rolling on the web-shaft track" and "sub-altitude flight." The aircraft only needs to "expend 5 / 25 of its energy consumption" for towed flight, thus achieving even greater energy savings. However, due to excessive flight density and inertia, the aircraft must be strictly ordered to "suddenly ascend and brake, and change course at high altitude" to break away from the formation before operating the emergency brake (the "web-shaft load-bearing and sliding energy-saving" web-assisted control technology and braking and course-changing working principle of the aircraft's "suddenly ascend and brake, and change course at high altitude" emergency brake) to ensure absolute flight safety.

[0013] Regarding the weight categories, formation density, and speed of aircraft on the flight path: Generally speaking, small-weight or short-range aircraft whose energy-saving issues are negligible do not need to be on the flight path. However, long-range aircraft with a weight exceeding 5kg, especially those of various types, need assistance to further save energy. The greater the weight and the longer the distance, the more necessary it is to be on the flight path. If the current energy consumption ratio of air transport to rail transport is approximately 9.8:1.3, then the energy consumption ratio index at a speed of 100-150km / h on the flight path of this invention will not exceed "1.0". This is approximately 20% better than rail transport (precisely because of the systematic and comprehensive breakthrough of various bottlenecks in the low-altitude economy, this invention will bring exponentially increasing development opportunities to the national low-altitude economy market in the future); based on the characteristics of the flight path of this invention at the "artificial or near-artificial" level and the unidirectional dense formation flight of the entire route, compared with the flight at "150-300 km / h" speed, if the greater air resistance can be overcome (undiscussed here), the energy consumption rate will not increase significantly proportionally. It can be said with certainty that the density of a formation of aircraft on the flight path of this invention can be as high as possible. If necessary, "elastic detachment four-pronged" connections can be added between each aircraft, ensuring that all aircraft strictly adhere to "fin-assisted control technology and braking and lane-changing principles," and can disconnect or connect without obstacles during "sudden ascent and braking, high-altitude lane-changing," thereby maximizing the density, efficiency, safety, and energy saving of aircraft on the flight path.

[0014] By adopting the above-mentioned solution: This invention provides elevated, multi-level flight paths over existing high- and low-speed railways, highways, and urban and rural trunk lines, allowing aircraft to fly according to their weight and speed. With a complete set of standard systems including air shafts, fins, and security services, it achieves a unified low-altitude economic multi-level flight path across all major flight routes nationwide, balancing safety, environmental friendliness, service, order, fairness, sharing, efficiency, speed, and energy conservation. This ensures seamless "channel takeoff and landing, mutual inductance flight, and coupling collision avoidance" for all long- and short-haul aircraft nationwide. The system integrates comprehensive safety and redundancy, along with ground effect, surface reflection, and air cushion, as well as the fin-assisted load-bearing air shaft follow-up engineering "fin-shaft sliding" for energy saving of approximately 90%. This comprehensive multi-faceted approach to flight assistance is integrated into a single innovative system. Under the premise of ensuring safety, redundancy, green, low-carbon, energy-saving, high-efficiency, and fast transportation functions and usage value, it promotes the modernization of the low-altitude economy, ensuring fairness and justice so that all vehicles that should fly can fly. Attached Figure Description

[0015] The present invention will now be further described with reference to the accompanying drawings.

[0016] Figure 1 This is a schematic structural diagram of the cross-section of the elevated two-story trough-jointed surface of the first embodiment of the present invention, showing the air shaft shaft of the elevated flight path.

[0017] Figure 2 This is the second flight embodiment of the present invention, a schematic structural diagram of the cross-section of an elevated flight road four to several stories high, built above highways and railways connecting cities across the country.

[0018] Figure 3 The diagram shows a flight (management) airport system that provides comprehensive services such as ultra-energy-saving approach bridges, flight access channels, and ground support for take-off and landing aircraft, as well as ground handling, in two embodiments of the present invention.

[0019] Figure 4 This is a schematic diagram of the cross-sectional structure of the air shaft roller of the elevated multi-layer flight path extending in all directions according to an embodiment of the present invention.

[0020] Figure 5 The diagram shows a side view of the roadbed surface of this invention, consisting of a "large 'U' concave and small 'n' convex" grooved panel, with each "n" convex section representing a three-layer road surface assembly of an air bearing roller assembly.

[0021] Figure 6 ,yes Figure 4 Top view of the structure (illustrative).

[0022] Figure 7The image shown is a top view of the flight path surface blocks with variable frequency high-speed fans evenly distributed at the bottom of the "unobstructed flight aid channel" according to an embodiment of the present invention, where the variable frequency high-speed fan vents are assembled into a single surface block.

[0023] Figure 8 This is a side view structural diagram of the grooved convex stamping block with "large 'U' concave and small 'n' convex streamline" groove in an embodiment of the present invention.

[0024] Figure 9 A schematic diagram of the structure of the main legs that tow the load-bearing fins under the belly of all aircraft, which bear the weight on the flight path rollers.

[0025] Figure 10 A side view schematic diagram of the S-shaped elastic shaft four-part structure of the front and rear aircraft's randomly elastically detachable four shafts.

[0026] 1. Roads and railways (national and provincial highways, and urban and rural main roads) (referred to as main road and railway roads); 2. One to several layers of low-altitude flight bridges extending for thousands of miles, used for multiple aircraft to track ground effect flight. Each bridge has a pair of left and right piers every 50-100 meters, with symmetrically arranged hyperbolic steel beams on the piers, forming horizontal steel grid base beams for the load-bearing surface of each flight path. Each base beam row is topped with a low-altitude elevated structure (referred to as layer-level load-bearing elevated structure); 3. The first layer for aircraft to fly in scientific formations with reasonable intervals, with widths and heights of 60 / 50 meters or lower shear strength standards. 4. Low-to-medium speed flight path (referred to as the first-level low-to-medium speed flight path); 5. Variable frequency high-speed fan power system, safety and energy-saving system, and comprehensive service area with charging, refueling, express delivery, warehousing, emergency repair, catering, etc. on both sides of the flight path (referred to as the fan power system on both sides of the flight path or service area); 6. Variable frequency high-speed fan relative air cushion power, infrared adjustment and limiting system, and multi-dimensional integration with the four-sided collision avoidance device on the aircraft for security, intelligent control of the aircraft collision avoidance, height and low limit infrared active and passive mutual inductance coupling intelligent control system (referred to as flight control height and low limit system); 7. Special limited parking or light (heavy) airport apron (referred to as airport apron). 7. The second-level low-to-medium speed flight path with a width and height of 60 / 60 meters for each heavy aircraft in a scientifically arranged formation at reasonable intervals (referred to as the second-level low-to-medium speed flight path); 8. The third-level high-speed flight path with a width and height of three to several columns of each heavy aircraft in a scientifically arranged formation at reasonable intervals (referred to as the third-level high-speed flight path); 9. Rigidly braced steel beams and steel columns bearing wind-resistant and earthquake-resistant stability system (referred to as the steel beam and steel column bearing system); 10. The fourth-level high-speed flight path with a reasonable interval of three to several columns of each heavy aircraft in a scientifically arranged formation (referred to as the fourth-level high-speed flight path); 11. The two sides 12. Other low-altitude resource areas that can utilize urban public / railway ring roads (hereinafter referred to as other low-altitude resource areas); 13. Low-shear strength standard load-bearing bridges and bridge column steel mesh structures with overall wind and earthquake resistant structures extending hundreds of miles on a two- to several-layer steel mesh "artificial horizontal or quasi-horizontal" base surface; 14. Straight flight road; 15. Flight left-turn road; 16. 17. Flight left turn route; 18. Flight right turn route; 19. Flight right turn route; 20. Comprehensive multi-functional service area (centralized management) airport for long and short-haul flights, including takeoff and landing assistance, warehousing, and ground handling (referred to as centralized management airport); 21. A ramp with a width and height of 50 / 40 meters, featuring an upward and downward "force-cushion + wing-ground effect" turbulence-free takeoff and landing assistance flight channel (referred to as flight assistance channel); 22. Large gate for aircraft, cargo, personnel, and vehicles (referred to as main gate); 23. Warehousing and distribution building; 24. Parking and ground handling workshop; 25. Variable frequency (inductive self-controlled force-regulating) high-speed fan; 26. Fan inlet;26. U-shaped groove end plate sealing and blocking (referred to as blocking); 27. Bottom variable frequency high-speed fan flight aid channel (referred to as inclined flight aid bottom channel) (under the channel force-gathering take-off and landing technology and working principle); 28. Stamped U-shaped reflective groove large concave vortex curved surface (referred to as large concave vortex streamline curved surface); 29. ​​Vortex U-shaped groove (referred to as groove); 30. Stamped n-shaped small convex streamline curved surface (referred to as small convex streamline curved surface); 31. Weathering steel base plate is stamped into a continuous streamline shape of "large 'U' concave and small 'n' convex" in one piece. Each "n" convex ... 32. The variable frequency high-speed fan at the bottom of the "unobstructed flight path" is used to assist takeoff and landing. 33. The piers of the load-bearing elevated road have a 50-100 meter gap between them, allowing urban and rural aircraft along the route to descend or enter the flight path at any time under the "National 6G Intelligent Unified Air Traffic Control Dispatch" system. 34. The vortex and air cushion system saves 70-80% energy, and the fin-bearing flight path saves another 70-80% energy. 35. An "n"-shaped convex top is placed on a high foot (1-5 meters). A track support bearing frame is installed along the foot, supporting several independent units of long coaxial parallel air bearing roller system. 36. Four-corner cross bracing between the high feet (referred to as high foot bracing); 37. Air bearing roller assembly with several grooves, each with a width equal to the length of the flight path, divided into three to several independent air bearing roller standard units, each unit with standard groove spacing, and air bearing and high foot thick plate welded rivet bolt support sleeve shaft frame rigid fixed axis (referred to as air bearing roller assembly); 38. Air bearing roller high feet (referred to as air bearing high feet) prepared under the fuselage of each aircraft, reinforced with thick load-bearing plates or hollow load-bearing rigid bodies to a height of one to five meters; 39. Steel beam net flight path roadbed surface (referred to as base surface); 40. Load bearing width of the main legs dragging under the fuselage of the aircraft (equal to the projected area of ​​the aircraft, automatically folding and unfolding thickened strong "snow"). 41. Load-bearing fin ankle; 42. Rigidly reinforced radial triangular thick steel bar ankle back; 43. Load-bearing elastic shock-absorbing radial spring sleeve telescopic side leg (referred to as load-bearing elastic shock absorption); 44. Aircraft fin load column box-hidden hanging leg (referred to as load leg); 45. Aircraft reinforced belly plate; 46. Groove spliced ​​air shaft shaft surface; 47. Retractable grooved double wheel anti-slip bolt under the fin (referred to as double wheel bolt); 48. Electrically retractable lateral stress anti-slip clip rolling lateral double wheel protrusion under the fin (referred to as double wheel protrusion); 49. The standard groove spacing between air bearings and the groove spacing corresponding to the double wheel protrusion under the fin under the aircraft belly (referred to as groove).50. A large, rigid, universal, double-layered, open-air flight path (referred to as an integrated large-frame double-layered elevated structure or all-purpose elevated structure) built above highways, railways, and urban and rural main roads, extending in all directions for thousands of miles, integrating multiple functions such as service areas, airports, and ground support along the route; 51. Variable frequency high-speed fans with a combined force-gathering air cushion system (referred to as variable frequency high-speed fan air cushion system) are installed on both sides of the flight path, corresponding to the rotor reaction force and vortex reflection force. 52. Elevated bridge piers; 53. Four-way flexible couplings for high-density formation of aircraft (referred to as flexible couplings); 54. Rear tilt control; 55. Front tilt control; 56. Front tilt control; 57. Bolts; 58. Front tilt control; 59. Rubber U-shaped bushings. Detailed Implementation

[0027] exist Figure 1 In the middle, a double-layer general-purpose elevated structure 50 is built above the main railway-highway 1, with a double-layered, open flight path 34. Each layer of the flight path 34 has an airport-like apron 6. Each layer of the flight path 34 is integrally structured and flatly laid on the steel beam network flight path base surface 39. It is made of weather-resistant steel single sheet mother plate stamped into "large 'U' concave and small 'n' convex streamline" blocks riveted and welded into large concave vortex streamline curved surface 28 and small convex streamline curved surface 30 sine wave progressively extending in the direction of the flight path. In the blocks, the vortex splicing groove 29 of the U-shaped large concave streamline curved surface 28 and the n-shaped small convex streamline curved surface 30 are connected to the mother plate and end plugs 26 are provided at the ends, and are uniformly laid on the steel beam and steel column load-bearing system 9, forming a fixed-width two-dimensional spliced ​​extended groove splicing surface 31 of the vortex air cushion system. Service area 6, flight control altitude and low limit instrument system 5, and variable frequency high-speed fan air cushion system 51 are provided on both sides of surface 31; on surface 31, each corresponding n-shaped small convex streamline curved surface 30 is vertically erected with air bearing shaft height foot 38 of equal width, and on foot 38, the air bearing shaft roller system 35 is connected in a row of air bearing shafts 35 and air bearing shaft roller assembly 37 are provided; the flight path 34 or is set on a multi-level elevated structure 13, each layer is provided with a flight path side fan power system 4, flight control altitude and low limit instrument system 5, variable frequency high-speed fan air cushion system 51, airport apron 6, and flight aid passage 20; the bearing shafts of the assembly 37 are provided with a guide groove 49 that corresponds to the double wheel protrusion 47 under the panel of the spare load skid fins 40 of all aircraft on the flight path 34, so that they slide and roll on the air bearing shaft roller assembly 37.

[0028] exist Figure 2In the middle, along the main high-speed and low-speed railway and highway 1, there is a multi-level elevated structure 13 with left and right symmetry. The structure 13 is reinforced with a steel beam and steel column load-bearing system 9. The horizontally laid is a trough-jointed surface 31 with four to several layers of steel beam and steel column load-bearing systems 4. From bottom to top, the first layer of trough-jointed surfaces 31 for each flight path 3, the second layer of trough-jointed surfaces 31 for each flight path 7, the third layer of trough-jointed surfaces 31 for each flight path 8, and the fourth layer of trough-jointed surfaces 31 for each flight path 10 are arranged in sequence. On the left and right sides of the flight path 34 of each trough-jointed surface 31 or non-full surface 31, there are fan air collection systems, flight control altitude and low limit instruments 5 and air cushion collision avoidance instruments 11, and a cut-off line 33 for urban and rural aircraft is provided.

[0029] exist Figure 3 In the middle, for the flight routes 34 of various flight weights, there are centralized services such as aircraft parking, ground protection, warehousing, cargo distribution, charging or refueling, and flight assistance. A city-level all-area rotor (turbofan) aircraft long and short flight centralized management airport 19 is set up, which has eight to several pairs of flight assistance channels 20.

[0030] exist Figure 4 In the middle, the entire elevated flight path of the road surface is on the straight flight path 14. According to the urban interval, each level is appropriately extended with flight left turn path 15, flight right turn path 17, flight left turn path 16, and flight right turn path 18. The flight paths are uniformly laid on the 9-layer network frame of the steel beam and steel column support system 31. Moreover, as needed, there are various types of aircraft from all directions, urban and rural aircraft, and fair and fast access routes 33.

[0031] exist Figure 5 In the middle, the elevated section 50 (or elevated section 13) is equipped with a double-layer flight path 34. The flight path 34 is an integral structure that lies flat on the steel beam network flight path base surface 39. It is formed by riveting and welding "large 'U' concave and small 'n' convex streamline" blocks stamped from weathering steel single sheet into segments or blocks with large concave vortex streamline curved surfaces 28 and small convex streamline curved surfaces 30 with sinusoidal wave amplitude perpendicular to the flight path direction. The blocks are equipped with vortex splicing grooves 29 of the U-shaped large concave streamline curved surfaces 28. The n-shaped small convex streamline curved surface 30 extends from the same mother plate and has a slotted splicing plate 26 at the end edge. It extends horizontally for thousands of miles and is uniformly covered on the multi-layer network rigid elevated structure of the steel beam and steel column load-bearing system 9. The slotted splicing surface 31 is a fixed-width and fixed-length two-dimensional splicing of the vortex air cushion. Each surface 31 corresponds to the n-shaped small convex streamline curved surface 30. The air bearing shaft height foot 38 is vertically raised on the surface 31. The air bearing shaft roller assembly 37 of the entire air bearing shaft system 35 is connected on the foot 38.

[0032] exist Figure 6In the middle, in the grooved assembly 13, the n-shaped small convex streamlined surface 30 and the U-shaped large concave streamlined surface 28, the large concave and small convex surfaces are formed by one-time stamping of the same weathering steel mother plate. The blocks are assembled and riveted or welded together to form an integral surface. The edge of the integral surface is provided with a grooved clamping plate 26 with side end sealing groove plug 29, which extends to the grooved assembly 31 of hundreds of miles. Each surface 31 corresponds to the n-shaped small convex streamlined surface 30 and is vertically raised with an air bearing shaft height foot 38. The foot 38 is connected to the air bearing shaft system 35 and the air bearing shaft roller assembly 37. The assembly 37 is provided with several clamping grooves 49 for load-bearing webs 41. The double wheel anti-slip bolts 47 under the plate are aligned with the grooves 49 and dragged along with the load.

[0033] exist Figure 7 In the middle, the take-off flight channel 20 of the inclined approach bridge (no turbulence) has a fan air inlet 25 evenly distributed on the bottom of the fan air inlet 32. Each inlet 25 is equipped with a "human-gathering air cushion + wing-ground effect" flight assistance system with a variable frequency high-speed fan 24.

[0034] exist Figure 8 In the process, weathering steel single sheet mother plate is stamped to form "large 'U' concave and small 'n' convex streamline" blocks. These blocks are then riveted and welded together with fixed width and length two-dimensional splicing grooves 31 to form large concave vortex streamline curved surfaces 28 and small convex streamline curved surfaces 30 sinusoidal amplitude blocks. Within the blocks, the vortex splicing grooves 29 of the U-shaped large concave streamline curved surface 28 and the n-shaped small convex streamline curved surface 30 are connected to the mother plate and have groove splicing clamps 26 at the ends. The horizontal plane extends for thousands of miles, and the groove splicing grooves 31 are uniformly laid on the multi-layer network rigid elevated structure of the steel beam and steel column load-bearing system 9.

[0035] exist Figure 9 In the middle, for use in any flight path 34, the underside of the belly plate 45 of the aircraft is provided with one or more adjustable air bearing shaft feet 38, which are connected to the load-bearing fins 40 by load-bearing fin ankles 41, rigid back ankles 42 and load-bearing elastic shock absorbers 43. The bottom surface of the fins 40 is provided with two or more rows of double wheel protrusions 47. Every ten or more rows of the fins 40 are coupled to the grooves 49 in the air bearing shaft roller assembly 37 where the air bearing shaft 35 is located, and move along the tracks of the double wheel protrusions 47 as the aircraft slides on the shaft 35.

[0036] exist Figure 9 In the middle, the four flexible connecting shafts 53 are the rear tilt shaft 54, the rear pitch fixed shaft 55, the front pitch fixed shaft 58, and the front tilt shaft 56, plus the bolts 57 and the rubber U-shaped plugs 59 that are attached to the fixed shaft 58 and the front and rear fixed shafts 55 of the aircraft.

Claims

1. A low-altitude economic ground effect fin-assisted flight route system elevated above highway and railway trunk lines, selected above highways, railways, national highways, provincial highways, and urban and rural main roads, constructing a flight layer road network (13) for several types of aircraft to connect and fly in multiple rows along one level of road surface to ground effect, and simultaneously connecting and flying in multiple rows along another level of road surface to ground effect, with bridge columns and bridge grid roadbeds as flight layer elevated (13) nationwide low-altitude economic flight route network, characterized by: The piers (13) or all-purpose elevated bridges (50) along the main railway and highway (1) are arranged at intervals of 50 to 100 meters on each pair of load-bearing elevated piers (52), with two to several layers. Symmetrical hyperbolic symmetrical bridge columns are erected on the piers (52) and horizontal beams are erected to form a multi-layered flying road load-bearing base (39). Each layer of the piers (39) is made of steel grid layers of piers (13, 50), and each layer of the piers is covered with corresponding troughs to form a flying road (34). Each city-level city is equipped with an integrated large square frame elevated bridge (50), or a two-to-several-layer elevated bridge (13), and the piers (13) are equipped with flying bridges. The airport (19) is equipped with eight to several pairs of flight aid channels (20). The bottom of the channel (20) is a variable frequency high-speed fan flight aid surface (32). Each slotted surface (31) flight path (34) is equipped with a variable frequency high-speed fan air cushion and anti-collision instrument system (11), a flight control altitude and low limit instrument system (5) and a fan force system (4) on both sides. The slotted surface (31) flight path (34) of each layer of the elevated (50, 13) is integrally structured and flatly covered on the steel beam network flight path base surface (39). It is formed by stamping a single sheet of weathering steel with a "large 'U' concave and a small 'n'". The "protruding streamline" surface (31) is a block, which is welded and riveted into a segment or block with a large concave vortex streamline curved surface (28) and a small convex streamline curved surface (30) with a sinusoidal amplitude perpendicular to the flight path direction. The block is formed by U-shaped large concave streamline curved surface (28) vortex splicing groove (29) and n-shaped small convex streamline curved surface (30) being stamped as a whole with the same mother plate and the end edge is provided with a groove splicing plate (26) extending for thousands of miles; each of the surfaces (31) has an upward-facing air bearing shaft height foot (38) corresponding to the n-shaped small convex streamline curved surface (30), and the foot (38) is connected to the horizontal air bearing shaft (35) for bearing load. The fins (40) and the double wheel protrusions (48) below them follow the groove (49) across the ten shafts (35) to carry the load and fly at low altitude. The "ground effect, groove surface reflection, and force-gathering air cushion" combined with the "fin shaft sliding" and the fin-assisted load-bearing air shaft follow-up engineering saves energy again and again. It achieves ten times and a hundred times the development and utilization of low-altitude resources in the country and the world, and is coordinated under the premise of "safety, redundancy, green, low-carbon, energy saving, consumption reduction, high efficiency and speed, etc., transportation functions and use value are "superior to all current traditional highways and railways". It is a low-altitude economic ground effect fin-assisted flight route system that can be flown by all who should fly, under the premise of "safety, redundancy, green, low-carbon, energy saving, consumption reduction, high efficiency and speed".

2. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: in The flight path is elevated to several levels (13). Each flight path (34) has a roadbed (39) covered with a grooved surface (31). From bottom to top, the grooved surface (31) of the first flight path (3), the surface (31) of the second flight path (7), the high-altitude heavy-duty flight path (8), and the high-altitude heavy-duty flight path (10) are arranged in sequence. Each flight path (34) of each level (31) is equipped with a lateral thrust variable frequency high-speed fan (24) air collection system on both sides, as well as a comprehensive service function area (4), an air cushion collision avoidance device (11), and a flight control altitude and low-altitude limit instrument system (5). Each small convex streamline curved surface (30) of the surface (31) has a vertical air bearing shaft height foot (38) on each side. Each foot (38) is connected to an air bearing shaft (35) for the load-bearing fins (40) to form a super-super-ground effect load-bearing low-altitude economic ground effect fin-assisted flight path.

3. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: From the flight aid channel (20), to the fan force system (32) and the integrated service area (4), and then to the side-converter high-speed fan anti-collision device (11), their combined force with the rotor wing reaction force forms "wing-ground effect, eddy reflection, and force-forming air cushion". In addition, there is the flight control altitude and low limit instrument system (5), which gives the aircraft the probability of minimizing thermal, dynamic, clear-air turbulence and vortex risks, as well as the comprehensive safety and security technology and working principle of "channel 'take-off and landing, mutual induction flight, and coupled anti-collision 'absolute safety'".

4. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: The multi-layered trough assembly (31) aircraft coming from one layer to another are all in the direction of the straight flight path (14). Each layer of the flight path (34) is planned to branch out the flight left turn path (15) or flight right turn path (17), flight left turn path (16), flight right turn path (18) to turn into the flight path (34) and lead to the low-altitude economic ground effect assisted flight path system in all directions.

5. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: The weathering steel single sheet is stamped to form a "large 'U' concave and small 'n' convex continuous streamline" into a large concave vortex streamline curved surface (28) and a small convex streamline curved surface (30) sinusoidal amplitude block. The blocks are riveted and welded to form a two-dimensional grooved and assembled surface (31). The groove (29) and plug (26) of the curved surface (28) in the surface (31) block correspond to the height of each vertical air bearing shaft (38) on the curved surface (30). Each foot (38) is connected to the air bearing shaft (35) for the sliding and rolling process and structure of the load-bearing pry bar (40).

6. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: The inclined approach bridge provides a flight aid channel (20) for takeoff and landing without turbulence. The bottom of the channel (20) is equipped with a fan. The entire surface (32) is evenly distributed with fan inlets (25). Each inlet (25) is equipped with a variable frequency high-speed fan (24) or another channel (32) for landing aircraft. The "wing-ground effect-cohesion air cushion" channel is used to assist the aircraft's takeoff and landing technology and working principle.

7. The low-altitude economic ground effect fin-assisted flight path system according to claim 2, characterized in that: The superimposed vortex reflection lift of the slotted surface (31), the side-directed variable frequency high-speed fan (24) and the reaction force of the rotor or fixed wing to form a "force-gathering air cushion - vortex reflection", and the left and right walls of the flight aid channel (20) and the bottom fan flight aid surface (32) all give the aircraft the same "ground effect, slotted surface reflection, force-gathering air cushion" and the multi-dimensional energy-saving and energy-saving technology and working principle of "fin-assisted load-bearing air shaft follow-up engineering 'fin-shaft sliding roll'" for take-off, flight and landing on the aircraft channel (20) and flight path (34).

8. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: All aircraft transported on the flight path (34) possess the capability of "ground effect, groove surface reflection, and force-gathering air cushion". The combined force of the fans distributed in the fan (24) of the flight aid channel (20) and the side wall of the channel (20) is gathered by the fans (5) on both sides of the flight path (34) and the combined force of the fans (5) on the side of the flight path (34) and the reaction force of the aircraft rotor or turbofan wing. In addition, it also obtains the "fin-shaft slip-transformation rolling friction" load-bearing and flight-following fin assistance. This constitutes the flight path engineering technology and working principle that not only provides concentrated flight assistance but also greatly saves energy, improves efficiency and speed, and increases the utilization rate of global low-altitude economic resources by ten or a hundred times.

9. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: The air bearing shaft height foot (38) is equipped with a bracket on the whole section to connect the shaft roller assembly (37), which provides the fins (40) to slide the roller and the double wheel convex (48) below it to the groove (49) of the shaft (35) for load-bearing flight and the "fin shaft load-bearing and sliding energy saving" emergency braking of the aircraft during "sudden rise braking and high flight change" flight path fin-assisted control technology and aircraft braking change working principle.

10. The low-altitude economic ground effect fin-assisted flight path system according to claim 1, characterized in that: The structure of the four essential safety components for high-density, high-speed flight, including the aircraft's rear tilt pivot (54), rear pitch pivot (55), front pitch pivot (58), and front tilt pivot (56), plus bolts (57) and rubber plugs (59) for fixing the front and rear pivots (55) and pivots (58) to the aircraft, and the working principle of high-density, high-speed safety protection.

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