Tilting rotor type vertical take-off and landing ground effect aircraft

Abstract

The invention relates to the technical field of ground effect aircrafts, in particular to a tilt rotor type vertical take-off and landing ground effect aircraft. Comprising a fuselage, gull-shaped wings are symmetrically arranged on the two sides of the fuselage, empennages are arranged on the rear portion of the fuselage, winglets are arranged at the side ends, away from the fuselage, of the gull-shaped wings, and buoys are arranged below the joints of the gull-shaped wings and the winglets; the multi-rotor synchronous tilting mechanism penetrates through the gull-shaped wings and the interior of the fuselage. By arranging the tilting rotors and the gull-shaped wings with the small aspect ratio, more stable airflow distribution can be formed in the flight process, the flight response is good under various meteorological conditions on the sea, and during low-speed flight, the design of the gull-shaped wings can effectively reduce the induced resistance of the wings and increase the lift force, so that the stability and maneuverability of the aircraft are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ground effect vehicles, in particular to a tilt-rotor vertical take-off and landing ground effect vehicle. BACKGROUND

[0002] The current ground effect flight technology is relatively mature, and the influence of waves on the attitude of the traditional ground effect vehicle during take-off and landing stage is great, and the passengers can feel obvious bumps, and the riding comfort is very poor. In severe cases, it will also affect the attitude control of the vehicle during take-off and landing, and even cause flight safety accidents.

[0003] During the ground effect cruising stage, when the pilot controls the vehicle to roll and turn, it is easy to over-control, which causes the wing tip of one side of the vehicle to be too close to the water surface, affecting the flight safety, and even causing the wing tip to enter the water, resulting in the destruction of the aircraft and the death of the passengers.

[0004] When the traditional vertical take-off and landing vehicle flies forward, it is through the low head of the vehicle to make the rotor disc produce forward flight drag, the faster the flight, the larger the low head angle, and the high-speed flight, the passenger's view and comfort are both very poor.

[0005] At the same time, the existing ground effect vehicle needs a dock to load and unload passengers and goods, and cannot reach some cliff islands where it is impossible to build a dock.

[0006] Nowadays, small and medium-sized ground effect vehicles have accumulated rich experience in design and manufacturing, but there are still many technical obstacles. Such vehicles are not only affected by ground effect, but also affected by many random factors such as sea conditions and wave height. During the entire voyage, the flight parameters (such as speed, attitude, lift, drag, etc.) of the vehicle change significantly with time, rather than maintaining a constant unstable state. The principle of aerodynamics is very complex, and it brings great difficulty to the control and manipulation of the flight characteristics of the vehicle and the design of the manipulation surface. It is the existence of the above unknown or uncertain factors that threaten safety and comfort, which brings great challenges to the design of ground effect vehicles.

[0007] CONTENT The purpose of the present application is to overcome the shortcomings of the prior art, and provide a tilt-rotor vertical take-off and landing ground effect vehicle. By setting the tilt-rotor and the gull wing with small aspect ratio, a more stable airflow distribution can be formed during flight, and the flight response is good under various weather conditions at sea. When flying at low speed, the design of the gull wing can effectively reduce the induced drag of the wing and increase the lift, thereby improving the stability and maneuverability of the aircraft, to meet the urgent needs of domestic sea rescue, island transportation, tourism, environmental monitoring, sea monitoring and privateering, etc. market for vertical take-off and landing ground effect vehicles.

[0008] The technical solution of the present application is as follows: A tiltrotor vertical takeoff and landing ground effect vehicle includes a fuselage, gull-shaped wings symmetrically arranged on both sides of the fuselage, and a tail fin arranged at the rear of the fuselage. The vehicle is characterized in that: winglets are provided at the side ends of the gull-shaped wings away from the fuselage, floats are provided below the connection between the gull-shaped wings and the winglets, and a multi-rotor synchronous tilting mechanism is provided inside the fuselage and the gull-shaped wings, the multi-rotor synchronous tilting mechanism passing through the interior of the gull-shaped wings and the fuselage. The multi-rotor synchronous tilting mechanism is connected to a rotor assembly, which includes a power motor. The power output end of the power motor is connected to a motor connecting rod, and the motor connecting rod is connected to a propeller. The rotor assembly can tilt through the multi-rotor synchronous tilting mechanism. The multi-rotor synchronous tilting mechanism includes a stepper motor installed inside the fuselage. The power output end of the stepper motor is connected to a tilting transmission rod via a main synchronous belt. A front-driven synchronous belt and a rear-driven synchronous belt are connected to the tilting transmission rod. The multi-rotor synchronous tilting mechanism also includes a front rotating shaft installed at the front of the fuselage, a middle rotating shaft installed on both sides of the tilting transmission rod, and a rear rotating shaft installed at the rear of the fuselage. The stepper motor drives the tilting transmission rod through the main synchronous belt, thereby driving the central rotating shaft to rotate. At the same time, the tilting transmission rod drives the front and rear rotating shafts to rotate synchronously through the front and rear driven synchronous belts, so as to realize that each rotor assembly rotates at the same angle. The power motor is provided in six units and is evenly distributed around the circumference of the machine body, including two sets of first motors, two sets of second motors and two sets of third motors.

[0009] Preferably, both ends of the front rotating shaft extend out of the front of the fuselage and are connected upward to the first motor. The power output end of the first motor is connected to a first motor connecting rod, and the upper part of the first motor connecting rod is connected to a first propeller.

[0010] Preferably, the tilting drive rod is located inside the fuselage, and the central rotating shaft is connected to both sides of the tilting drive rod via a first universal joint. The central rotating shaft is a segmented structure connected by one or more second universal joints, and the bending angle of the central rotating shaft is adapted to the gull wing.

[0011] Preferably, a gear pair is provided at the tip of the gull-shaped wing away from the fuselage, and a third universal joint is provided at the outer end of the central rotating shaft. The third universal joint is connected to the gear pair to convert rotational power into rotation of the gear pair. The gear pair passes through the fuselage and is connected upward to the second motor. The power output end of the second motor is connected to a second motor connecting rod, and a second propeller is connected to the upper part of the second motor connecting rod.

[0012] The tilting drive rod transmits torque to the central rotating shaft through the first universal joint. The second universal joints of the central rotating shaft adapt to the structural bends of the fuselage and gull-wing to smoothly transmit torque to the third universal joint, thereby driving the gear pair to rotate, which in turn drives the motor to rotate, thus achieving rotor tilting.

[0013] Preferably, both ends of the rear rotating shaft extend out of the rear of the fuselage and are connected upward to the third motor. The power output end of the third motor is connected to a third motor connecting rod, and the upper part of the third motor connecting rod is connected to a third propeller.

[0014] Preferably, the gull-wing is a low-aspect-ratio trapezoidal wing with an aspect ratio (AR) of 4–5, positioned on both sides of the fuselage, with the tail fin vertically positioned on the upper rear of the fuselage. Given that this application is a six-rotor configuration, its aspect ratio is typically concentrated between 4–6. However, considering the flight modes of this application, such as vertical takeoff and landing (VTOL) and ground effect cruise, VTOL requires the wing to generate high lift at low speeds, necessitating an AR of 3–5. This range enhances turbulence resistance and prevents turbulence caused by unsteady flight conditions. In ground effect cruise, the wing utilizes ground effect, and a low aspect ratio reduces wingtip vortex diffusion, with an AR of 4–6. This range balances induced drag and lift. Therefore, the optimal AR for this application is 4–5, which enhances turbulence resistance while balancing induced drag and lift.

[0015] Preferably, the upper half of the fuselage has a streamlined layout with a semi-circular cross-section, while the lower half of the fuselage has three stepped transition structures with increasing cross-sectional height along the nose to the tail, forming a three-step, V-shaped fuselage with a bilge. The three steps are connected with rounded corners. The three-step design gradually reduces the water surface contact area. The bilge uses an arc-shaped transition design to improve hydrodynamic performance and reduce turbulence and drag. Rounded corners are used at the edges of adjacent steps to avoid stress concentration. The bilge uses a large-radius arc (e.g., radius R ≥ 0.5 meters) to ensure smooth water flow and reduce eddy current generation. The V-angle of the bottom cross-section is 20°–30°, gradually flattening from the nose to the tail. The V-shape at the nose is sharper for wave breaking and slightly flatter at the rear for gliding. The V-shaped fuselage reduces the contact area between the aircraft and the water surface in ground effect mode, thus reducing flight drag. The fuselage houses airborne electronic equipment, as well as other equipment or payloads such as crew members or cargo.

[0016] Preferably, the float adopts a V-shaped hull section structure with two steps and a bilge bend, and the connection between the two steps is provided with a rounded transition. This structure is used for gliding on the water surface while reducing the contact area between the aircraft and the water surface in ground effect mode, thereby reducing flight drag.

[0017] Preferably, the two sets of first motors, two sets of second motors, and two sets of third motors are evenly distributed around the fuselage circumference. The downward deflection angle of the six motors ranges from 0 to 30°, with a 0° in-situ vertical position. When all six motors are deflected at 0°, the aircraft can enter vertical takeoff and landing mode, providing lift for takeoff and landing. When ground effect mode is required, all six rotor assemblies tilt synchronously by 25°. The rotor speed is adjusted by electronic speed controllers (ESCs) according to the ground effect flight state, providing forward propulsion for level flight and maintaining a stable flight state. The first two rotors tilt by 25° to guide airflow through the gull-wing to the ground or water surface, generating ground effect during operation. The last four rotor assemblies tilt synchronously by 25° to provide forward propulsion for level flight and maintain a stable flight state.

[0018] The gear pair includes a gear seat rigidly connected to the end of the wing and a first gear shaft. The first gear shaft is connected to the lower part of the gear seat through a first bearing, and a main gear is mounted on the gear shaft. A motor seat is hinged above the gear seat, and a second gear shaft is hinged below the motor seat. A driven gear is mounted on the second gear shaft. The main gear and the driven gear mesh in a meshing relationship. A second motor is fixedly connected above the motor seat.

[0019] The tilting transmission rod is a stepper motor transmission component connected to the main synchronous belt.

[0020] Floats are used for aircraft to take off and land on water, and to form a barrier between the float and the bottom of the outer wing to block the spread of airflow.

[0021] The winglets are fixedly connected to the side of the wing structure away from the fuselage on both sides and are connected to the floats. They are used to reduce wingtip vortices generated during flight, thereby effectively reducing induced drag and increasing lift and thrust.

[0022] The float and winglet are integrated into a single design to form a barrier between the float and the bottom of the wing, which blocks the spread of airflow and reduces wingtip vortices generated during flight, thereby effectively reducing induced drag and increasing lift and thrust.

[0023] The multi-rotor synchronous tilting mechanism is used to tilt the rotor and switch flight modes.

[0024] The fuselage supports the main structure and equipment of the aircraft. The propeller provides lift during takeoff and landing and forward propulsion during level flight.

[0025] A second motor base is provided below the second motor. The gear pair cooperates with the second motor base to convert the power transmitted from the central rotating shaft into the tilting of the second motor.

[0026] The unique shape of the gull wing allows it to form a more stable airflow distribution during flight, resulting in good flight performance under various weather conditions at sea. At low speeds, the gull wing design can effectively reduce induced drag and increase lift, thereby improving the aircraft's stability and maneuverability, making it more suitable for low-speed flight missions such as reconnaissance and patrol.

[0027] The aircraft controls the speed of each rotor component's motor by differential control, thereby controlling the speed of each propeller to achieve turning maneuvers, achieve different attitude control, and avoid wingtip contact with water.

[0028] The beneficial effects of this application are: The tiltrotor vertical takeoff and landing (VTOL) ground effect vehicle described in this application possesses the functional characteristics of both multi-rotor and fixed-wing aircraft. Its takeoff and landing do not require any runway and can be completed in open areas on land and sea. Furthermore, this aircraft can fly at altitudes ranging from 0 to 2000 meters, adapting to various complex terrains and sea conditions. It offers higher safety compared to mainstream tiltrotor helicopters.

[0029] 1. Improved passenger comfort: Traditional ground effect vehicles (GEVs) experience significant turbulence and wave-induced attitude changes during takeoff and landing due to the large impact of waves on their attitude. Tiltrotor vertical takeoff and landing GEVs, on the other hand, utilize a vertical takeoff / landing method, eliminating the need for a runway and greatly improving passenger comfort during these phases.

[0030] 2. Reduced Flight Safety Risks: During the ground effect cruise phase, pilots are prone to over-controlling when maneuvering the aircraft to roll and turn, causing one wingtip to get too close to the water surface, affecting flight safety, and even resulting in wingtip water ingress and crash. Tiltrotor vertical takeoff and landing ground effect vehicles reduce the risk of wingtip collisions with the water / ground surface during lateral maneuvers such as turns by controlling the differential speed of each rotor component and installing floats on both sides of the wing, thus improving safety.

[0031] 3. Expanding Application Areas: Existing ground effect vehicles (GEVs) require docks to pick up and drop off passengers and cargo, making them unable to reach certain cliffs and islands where docks cannot be built. Tiltrotor-type vertical takeoff and landing GEVs can take off and land directly on buildings and islands without docks, significantly expanding their application areas.

[0032] 4. Improved High-Speed ​​Flight Performance: Traditional vertical takeoff and landing (VTOL) aircraft generate forward thrust by tilting the rotor disc when flying forward. The faster the aircraft flies, the greater the tilt angle, resulting in poor passenger visibility and comfort at high speeds. Tiltrotor VTOL ground effect vehicles utilize a tiltable propulsion rotor system to provide forward thrust while suppressing the aircraft's pitch moment, keeping the pitch angle within 5°. This allows for attitude transition control from hovering mode to ground effect cruise mode.

[0033] 5. Solving the problem of poor adaptability of take-off and landing devices: Existing take-off and landing devices generally suffer from poor adaptability during landing. The vertical take-off and landing ground effect vehicle's adaptive take-off and landing capability in complex terrain solves this problem.

[0034] 6. Overcoming the limitations of auxiliary engine layout: While existing auxiliary engine layouts can improve lift and shorten takeoff distance to some extent, the rearward-facing nozzles cause the aircraft to accelerate when activated, thus limiting landing distance and application scenarios. Tiltrotor-type vertical takeoff and landing (VTOL) ground effect vehicles utilize their tilt angle to project airflow downwards, creating an air cushion effect with the ground / water surface to supplement lift generated by the wing surface, increasing total lift. This allows the aircraft to fly at lower speeds, achieving short takeoff and landing in ground effect mode and reducing the limitations imposed by takeoff and landing conditions. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of the structure of this application.

[0037] Figure 2 This is a schematic diagram of the structure from a low angle in this application.

[0038] Figure 3 This is a schematic diagram of the main view structure of this application.

[0039] Figure 4 This is a top view of the present application.

[0040] Figure 5 This is a schematic diagram of the multi-rotor synchronous tilting mechanism of this application.

[0041] Figure 6 This is a structural schematic diagram of the gear pair in this application.

[0042] Among them, 1-fuselage, 2-gull wing, 3-tail fin, 4-float, 5-winglet, 6-power motor, 7-motor connecting rod, 8-propeller, 9-stepper motor, 10-main synchronous belt, 11-tilt drive rod, 12-front driven synchronous belt, 13-rear driven synchronous belt, 14-front rotating shaft, 15-middle rotating shaft, 16-rear rotating shaft, 17-first motor, 18-second motor, 19-third motor, 20-first motor connecting rod, 21-first propeller, 22-first universal joint, 23-second universal joint, 24-gear pair, 25-third universal joint, 26-second motor connecting rod, 27-second propeller, 28-third motor connecting rod, 29-third propeller, 30-gear seat, 31-first gear shaft, 32-main gear, 33-motor seat, 34-driven gear, 35-bearing seat. Detailed Implementation

[0043] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of this application.

[0044] Example 1 A tiltrotor vertical takeoff and landing ground effect vehicle includes a fuselage 1, gull-shaped wings 2 symmetrically arranged on both sides of the fuselage 1, a tail 3 arranged at the rear of the fuselage 1, winglets 5 arranged at the side ends of the gull-shaped wings 2 away from the fuselage 1, a float 4 arranged below the connection between the gull-shaped wings 2 and the winglets 5, and a multi-rotor synchronous tilt mechanism arranged inside the fuselage 1 and the gull-shaped wings 2, the multi-rotor synchronous tilt mechanism passing through the interior of the gull-shaped wings 2 and the fuselage 1; The multi-rotor synchronous tilting mechanism is connected to a rotor assembly, which includes a power motor 6. The power output end of the power motor 6 is connected to a motor connecting rod 7, and the motor connecting rod is connected to a propeller 8. The rotor assembly can tilt through the multi-rotor synchronous tilting mechanism. The multi-rotor synchronous tilting mechanism includes a stepper motor 9 installed inside the fuselage 1. The power output end of the stepper motor 9 is connected to a tilting transmission rod 11 via a main synchronous belt 10. A front-driven synchronous belt 12 and a rear-driven synchronous belt 13 are connected to the tilting transmission rod 11. The multi-rotor synchronous tilting mechanism also includes a front rotating shaft 14 installed at the front of the fuselage 1, a middle rotating shaft 15 installed on both sides of the tilting transmission rod 11, and a rear rotating shaft 16 installed at the rear of the fuselage 1. Stepper motor 9 drives tilt transmission rod 11 through main synchronous belt 10, thereby driving the central rotating shaft 15 to rotate. At the same time, tilt transmission rod 11 drives front rotating shaft 14 and rear rotating shaft 16 to rotate synchronously through front driven synchronous belt 12 and rear driven synchronous belt 13, so as to realize that each rotor assembly rotates at the same angle. The power motor 6 is equipped with six motors and is evenly distributed around the body 1, including two sets of first motors 17, two sets of second motors 18 and two sets of third motors 19.

[0045] The tilting drive rod 11, the front rotating shaft 14, the middle rotating shaft 15, and the rear rotating shaft 16 are rotatably mounted inside the fuselage 1 or the gull wing 2 via multiple sets of bearing seats. The specific fixing structure can utilize existing technology and will not be elaborated further in this application. The bearing seat 35 can be... Figure 6 As shown in the image.

[0046] Both ends of the front rotating shaft 14 extend out of the front of the fuselage 1 and are connected upward to the first motor 17. The power output end of the first motor 17 is connected to the first motor connecting rod 20, and the upper part of the first motor connecting rod 20 is connected to the first propeller 21.

[0047] The tilting drive rod 11 is installed inside the fuselage 1. The central rotation shaft 15 is connected to both sides of the tilting drive rod 11 through the first universal joint 22. The central rotation shaft 15 is a segmented structure connected by one or more second universal joints 23. The bending angle of the central rotation shaft 15 is adapted to the gull wing 2.

[0048] A gear pair 24 is provided at the end of the gull-shaped wing 2 away from the fuselage 1. A third universal joint 25 is provided at the outer end of the central rotating shaft 15. The third universal joint 25 is connected to the gear pair 24 to convert rotational power into gear pair rotation. The gear pair 24 passes through the fuselage 1 and is connected upward to the second motor 18. The power output end of the second motor 18 is connected to the second motor connecting rod 26, and the upper part of the second motor connecting rod 26 is connected to the second propeller 27. The tilting transmission rod 11 transmits torque to the central rotating shaft 15 through the first universal joint. The sets of second universal joints 23 of the central rotating shaft 15 smoothly transmit torque to the third universal joint 25 by adapting to the structural bends of the fuselage 1 and the gull-shaped wing 2, thereby driving the gear pair 24 to rotate, thereby driving the rotor assembly to rotate by an angle, realizing tilting. The bending angle of the central rotating shaft matches the radius of curvature of the gull-shaped wing, and the bending radius is R≥0.5m.

[0049] Gear pair 24 is located at the end of the gull-shaped wing and is used to convert rotational motion into tilting motion.

[0050] Both ends of the rear rotating shaft 16 extend out of the rear of the fuselage 1 and are connected upward to the third motor 19. The power output end of the third motor 19 is connected to the third motor connecting rod 28, and the upper part of the third motor connecting rod 28 is connected to the third propeller 29.

[0051] Gullwing 2 is a trapezoidal curved wing with an aspect ratio AR of 4. Gullwing 2 is located on both sides of fuselage 1, and tail 3 is vertically located on the upper rear of fuselage 1. The aspect ratio AR of gullwing 2 can also be adjusted between 4 and 5.

[0052] The upper half of fuselage 1 features a streamlined layout with a semi-circular cross-section. The lower half of fuselage 1, along the bottom of the hull, has three stepped transition structures with increasing cross-sectional height from the bow to the stern, forming a three-step, V-shaped hull with a bilge. The three steps are connected by rounded corners. The bilge uses an arc-shaped transition design. Adjacent steps have rounded edges, and the bilge has a large-radius arc. The V-shaped angle of the bottom cross-section gradually changes from 20° to 30° from the bow to the stern. The interior of fuselage 1 is used to house avionics, as well as other equipment or loads such as crew or cargo.

[0053] Float 4 adopts a V-shaped bottom cross-section structure with two steps and bilge bend, and the connection between the two steps is provided with rounded corner transition.

[0054] Two sets of first motors 17, two sets of second motors 18, and two sets of third motors 19 are evenly distributed around the fuselage 1 in a circumferential direction; the two sets of first motors 17, two sets of second motors 18, and two sets of third motors 19 have a downward deflection angle range of 0°–30° relative to the horizontal plane, and the vertical state is the original 0° state.

[0055] When all six motors are deflected at 0°, the aircraft can enter vertical takeoff and landing (VTOL) mode, providing lift for takeoff and landing. When ground effect mode is required, all six rotor assemblies tilt synchronously by 25°. The rotor speed is adjusted by electronic speed controllers (ESCs) according to the ground effect flight conditions, providing forward propulsion for level flight and maintaining a stable flight state. The first two rotors tilt 25° to guide airflow between the gull-wing 2 and the ground or water surface, creating a ground effect during flight. The last four rotor assemblies tilt synchronously by 25° to provide forward propulsion for level flight and maintain a stable flight state.

[0056] The gear pair 24 includes a gear seat 30 rigidly connected to the end of the wing and a first gear shaft 31. The first gear shaft 31 is connected to the lower part of the gear seat through a first bearing, and a main gear 32 is provided on the gear shaft. A motor seat 33 is hinged above the gear seat 30, and a second gear shaft is hinged to the lower part of the motor seat 33. A driven gear 34 is provided on the second gear shaft. The main gear 32 and the driven gear 34 are meshed. A second motor 18 is fixedly connected above the motor seat.

[0057] The tilting transmission rod 11 is a transmission component that connects to the stepper motor 9 via the main synchronous belt 10.

[0058] The winglets 5 are fixedly connected to the side of the wing structure away from the fuselage on both sides and are connected to the floats 4.

[0059] The float 4 and the winglet 5 are integrated into one design.

[0060] The multi-rotor synchronous tilting mechanism is used to tilt the rotor and switch flight modes.

[0061] A base for the second motor 18 is provided below the second motor 18. The gear pair cooperates with the base for the second motor 18 to convert the power transmitted from the central rotating shaft 15 into the tilting of the second motor 18.

[0062] The aircraft controls the speed of each propeller by differentially controlling the motor speed of each rotor component, thereby achieving turning maneuvers and different attitude controls.

[0063] Vertical takeoff and landing and hovering capabilities: It can take off and land vertically and hover even without a runway, which allows it to take off and land flexibly in complex environments such as between urban high-rise buildings, in narrow spaces, and on offshore platforms, providing great convenience for urban air traffic and offshore operations.

[0064] High-speed level flight performance: During level flight, the rotor can tilt to a certain position and generate lift using the wings, just like a fixed-wing aircraft, thereby achieving higher flight speeds and longer ranges, improving flight efficiency and mission execution capabilities.

[0065] Maneuverability and flexibility: Through the tilt and differential control of the rotor, the aircraft can perform flexible maneuvering in the air, such as rapid turns, side flight, and inverted flight, to adapt to various complex flight missions and environments.

[0066] Innovative aerodynamic layout: The unique hull-fuselage-plus-gull-wing-plus-6-rotor coupled aerodynamic layout helps to improve aerodynamic efficiency, reduce aerodynamic interference, and enhance flight stability and anti-stall characteristics.

Claims

1. A tilt-rotor vertical take-off and landing ground effect vehicle, comprising a fuselage, gull wings symmetrically arranged on both sides of the fuselage, and a tail wing arranged at the rear of the fuselage, characterized in that: The gull wing side end away from the fuselage is provided with wing tip winglet, the connection place of gull wing and wing tip winglet is provided with float under, the fuselage and gull wing are provided with multi-rotor synchronous tilting mechanism inside, the multi-rotor synchronous tilting mechanism is throughout in gull wing and fuselage inside; The multi-rotor synchronous tilting mechanism is connected with rotor assembly, the rotor assembly includes power motor, the power motor power output end is connected with motor connecting rod, the motor connecting rod is connected with propeller, the rotor assembly can be tilted through multi-rotor synchronous tilting mechanism; The multi-rotor synchronous tilting mechanism includes step motor arranged in the fuselage interior, the step motor power output end is connected with tilting transmission rod through main synchronous belt, the tilting transmission rod is connected with front from synchronous belt and rear from synchronous belt;The multi-rotor synchronous tilting mechanism also includes front rotating shaft arranged in the front of fuselage, middle rotating shaft arranged on both sides of tilting transmission rod and rear rotating shaft arranged in the rear of fuselage; The step motor drives tilting transmission rod through main synchronous belt, thereby drives middle rotating shaft rotation, simultaneously, the tilting transmission rod drives front rotating shaft and rear rotating shaft synchronous rotation through driving front from synchronous belt and rear from synchronous belt, to realize each rotor assembly same angle rotation; The power motor is arranged with six sets of and around fuselage circumferentially uniform distribution, including two groups of first motor, two groups of second motor and two groups of third motor.

2. The tilt-wing, vertical take-off and landing hovercraft aircraft according to claim 1, wherein: The both ends of front rotating shaft pass through the front of fuselage and are connected with first motor upward, the first motor power output end is connected with first motor connecting rod, the upper part of first motor connecting rod is connected with first propeller.

3. The tilt-wing, vertical take-off and landing hovercraft aircraft according to claim 1, wherein: The tilting transmission rod is arranged in the fuselage, the middle rotating shaft is connected on both sides of tilting transmission rod through first universal joint, the middle rotating shaft is segmented structure connected through more than one second universal joint, the bending angle of middle rotating shaft is adapted to gull wing.

4. The tilt-wing, vertical take-off and landing hovercraft aircraft of claim 1, wherein: The end of middle rotating shaft is provided with third universal joint, the third universal joint is connected with gear pair to convert rotary power into gear pair rotation;The gear pair passes through the fuselage and is connected with second motor upward, the second motor power output end is connected with second motor connecting rod, the upper part of second motor connecting rod is connected with second propeller.

5. The tilt-wing, vertical take-off and landing hovercraft aircraft of claim 1, wherein: The both ends of rear rotating shaft pass through the rear of fuselage and are connected with third motor upward, the third motor power output end is connected with third motor connecting rod, the upper part of third motor connecting rod is connected with third propeller.

6. The tilt-wing, vertical take-off and landing hover-career according to claim 1, wherein: The gull wing is small aspect ratio trapezoidal curved wing, AR range 4-5 gull wing is arranged on both sides of fuselage, the tail wing is vertically arranged in the upper rear of fuselage.

7. The tilt-wing, vertical take-off and landing hovercraft aircraft of claim 1, wherein: The upper half of fuselage is streamline layout of semicircular section, the lower half of fuselage is provided with three stepped transition structures of increasing height along the direction from nose to tail, forming three broken steps, V-shaped bottom fuselage with bilge bend, the connection place of three broken steps is provided with round corner transition.

8. The tilt-rotor, vertical take-off and landing, ground effect vehicle of claim 1, wherein: The float adopts two broken steps, V-shaped bottom section structure with bilge bend, the connection place of two broken steps is provided with round corner transition.

9. The tilt-rotor, vertical take-off and landing, ground effect vehicle of claim 1, wherein: The downward deflection angle range of the two groups of first motors, the two groups of second motors and the two groups of third motors relative to the horizontal plane is 0-30°, and the vertical state is the original 0° state.

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