A water surface effect vehicle

Abstract

This invention relates to the field of transportation engineering technology and discloses a waterborne ground effect vehicle (WAEV), comprising a fuselage, wings, a limiting ring, and an adjustment plate. During takeoff, the extended wings extend from the hydrofoils to increase the contact area, providing additional hydrodynamic lift and reducing wave resistance. A hydraulic rod adjusts the hydrofoil's water entry depth and angle in real time, shortening the takeoff distance and reducing takeoff power. After takeoff, the hydrofoils automatically retract, reducing aerodynamic drag. During landing, the hydrofoils deploy and adjust their angle to form a buffer lift zone, reducing water impact. The flight control system adjusts the hydrofoil attitude in real time, providing additional underwater torque to improve attitude controllability, shorten the takeoff distance, reduce energy consumption, and enhance stability. When switching to wing-boat mode, aerodynamic propulsion is shut off, and the drive shaft drives the underwater propeller to propel the vehicle under low power operation. When adjusting direction, the direction of the propeller is changed by rotating a first worm gear. This design allows for rapid mode switching, significantly reducing energy consumption and expanding application scenarios.

Description

Technical Field

[0001] This invention relates to the field of transportation engineering technology, specifically to a water-based ground effect vehicle. Background Technology

[0002] Ground effect vehicles (GEVs), as a new type of high-speed transport vehicle that combines the characteristics of aircraft and ships, have shown extremely broad application prospects in recent years due to their unique ground effect principle. These vehicles can fly at low altitudes close to the ground or water surface, fully utilizing the additional lift generated by the ground effect to achieve efficient transportation and rapid maneuverability. Their speed is far higher than that of traditional ships, and they possess strong carrying capacity, giving them significant advantages in both military and civilian fields. Militarily, they can be used for amphibious landing operations and rapid material delivery; civilianly, they can be applied to scenarios such as maritime tourism, emergency rescue, and island / reef material transport.

[0003] Existing ground effect vehicles (GEVs) have several key problems: during takeoff, they rely heavily on the high-power thrust of the engine to propel them across the water. Due to the lack of initial ground effect and insufficient wing lift, the takeoff distance is long and energy consumption is high. Furthermore, they are prone to turbulence and instability on uneven water surfaces such as waves, posing safety hazards. During landing, when cutting into the water at high speed, if there are errors in wave height prediction, improper angle of attack control, or airflow disturbances, the aircraft is prone to attitude instability, threatening the structural safety of the aircraft and the safety of personnel. Most existing aircraft only have aerodynamic propulsion mode. When it is necessary to switch the aircraft to hydrofoil operation mode, aerodynamic propulsion in this low-power mode not only wastes fuel but also makes the aircraft mode switching inconvenient. Summary of the Invention

[0004] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a waterborne ground effect vehicle that solves the problems of long takeoff distances, high energy consumption, easy attitude imbalance during landing, and inconvenient mode switching in existing ground effect vehicles.

[0005] (II) Technical Solution To achieve the above objectives, the present invention provides the following technical solution: a water-based ground effect vehicle, comprising a fuselage, wings, a limiting ring, and an adjustment plate, wherein an adjustment assembly is installed below the adjustment plate, and an auxiliary assembly for underwater propulsion is installed below the fuselage. The adjustment assembly includes two adjustment frames symmetrically mounted on the lower surface of the adjustment plate. Each adjustment frame has a groove, and a slide block is slidably connected within the groove. A buffer spring is fixedly connected within the groove and is adapted to the slide block. A connecting shaft is rotatably connected within the slide block. A rotating shaft is installed between the two connecting shafts. A hydrofoil is fixedly connected to the end of the connecting shaft away from the rotating shaft. An extension wing is slidably connected within the hydrofoil. Multiple bone plates are uniformly fixedly connected within the extension wing. A rotary motor is fixedly connected to the end of the hydrofoil near the adjustment frame. A threaded rod is fixedly connected to the output end of the rotary motor, and the threaded rod is threadedly connected to the bone plate. The auxiliary component includes a sleeve rotatably connected within a limiting ring. A first worm gear and a propulsion tube are fixedly connected to both ends of the sleeve. A drive shaft is rotatably connected inside the sleeve, and a first rotating frame is fixedly connected to one end of the drive shaft near the propulsion tube.

[0006] Preferably, an output shaft is rotatably connected inside the propulsion tube, and a drive propeller and a second rotating frame are fixedly connected to both ends of the output shaft.

[0007] Preferably, the machine body has a second cavity, and two lifting slots are symmetrically opened in the second cavity. A slider is slidably connected in the lifting slot, and the slider is fixedly connected to the adjusting plate.

[0008] Preferably, a hydraulic rod is fixedly connected inside the second cavity, and the output end of the hydraulic rod is fixedly connected to the adjusting plate.

[0009] Preferably, the machine body has a first cavity, a mounting frame is fixedly connected in the first cavity, a rotating rod is rotatably connected in the mounting frame, and the rotating rod is fixedly connected to the arc-shaped end of the limiting ring, and a support plate is fixedly connected between the two adjusting frames.

[0010] Preferably, a fixing plate is fixedly connected to both sides of the machine body, and multiple engines are fixedly connected to the fixing plate.

[0011] Preferably, a fixing frame is fixedly connected to the upper surface of the support plate, and a servo motor is fixedly connected to the fixing frame.

[0012] Preferably, the adjusting plate has an installation groove at one end near the second cavity, and a sealing ring is fixedly connected in the installation groove.

[0013] Preferably, a worm gear is fixedly connected to the output end of the servo motor, and a second worm wheel is fixedly connected to the outer wall of the rotating shaft, with the teeth of the worm gear meshing with the teeth of the second worm wheel.

[0014] Preferably, both the first and second rotating frames are rotatably connected to a cross shaft, and a double universal joint is installed between the two cross shafts.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. This invention addresses the problems of long takeoff distances, high energy consumption, and easy attitude instability during landing of ground effect vehicles (GEVs) through the designed adjustment components. During takeoff, the extendable wing extends from within the hydrofoil to increase the contact area, providing additional hydrodynamic lift in the initial stage of takeoff and reducing wave drag. The hydraulic rod adjusts the hydrofoil's water entry depth and angle in real time to match lift and thrust, achieving a shorter takeoff distance and lower takeoff power. After takeoff, the hydrofoil automatically retracts, reducing aerodynamic drag during flight. During landing, the hydrofoil's deployment and angle control create a buffer lift zone, reducing water entry impact. Combined with the flight control system's real-time automatic adjustment of the hydrofoil's attitude and the provision of additional underwater torque, the airframe's attitude controllability is improved, the takeoff distance is shortened, energy consumption is reduced, and the airframe stability is effectively enhanced with the assistance of the extendable wing and hydrofoil.

[0016] 2. This invention solves the problem of inconvenient mode switching for ground effect vehicles by incorporating auxiliary components. When switching the vehicle to wingboat mode, the aerodynamic propulsion mode is turned off, and the vehicle operates in a low-power mode as a wingboat. The drive shaft rotates, driving the underwater propeller, which in turn propels the vehicle. When directional adjustment is needed, the first worm gear is driven to rotate, adjusting the direction of the propeller and thus the vehicle's direction. This design enables rapid mode switching, significantly reduces energy consumption, and broadens the application scenarios of the device. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of a waterborne ground effect vehicle according to the present invention; Figure 2 This is a schematic cross-sectional view of the fuselage of a water-based ground effect vehicle according to the present invention; Figure 3 This is a cross-sectional structural diagram of the adjustment frame of a water-based ground effect vehicle according to the present invention; Figure 4 This is a schematic cross-sectional view of the hydrofoil section of a water-based ground effect vehicle according to the present invention; Figure 5 This is a schematic diagram of the limiting ring structure of a waterborne ground effect vehicle according to the present invention; Figure 6 This is a schematic cross-sectional view of the casing of a water-based ground effect vehicle according to the present invention; Figure 7 This is a cross-sectional structural diagram of the propulsion tube of a waterborne ground effect vehicle according to the present invention.

[0018] In the diagram: 1. Airframe; 2. Fixing plate; 3. Mounting bracket; 4. Rotating rod; 5. Engine; 7. Propulsion pipe; 8. Hydrofoil; 9. Extended wing; 10. Adjustment bracket; 11. Support plate; 12. First cavity; 13. Second cavity; 14. Wing; 15. Limiting ring; 16. Adjustment plate; 17. Lifting groove; 18. Sliding block; 19. Hydraulic rod; 20. Mounting groove; 21. Sealing ring; 22. Slide groove; 23. 24. Slide; 25. Rotary shaft; 26. Buffer spring; 27. Bone plate; 28. Threaded rod; 29. ​​Rotary motor; 20. First worm gear; 30. Drive shaft; 34. First rotating frame; 35. Cross shaft; 36. Double universal joint; 37. Second rotating frame; 38. Output shaft; 39. Second worm gear; 40. Connecting shaft; 41. Sleeve; 42. Drive propeller; 43. Fixed frame; 44. Servo motor; 45. Worm. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] refer to Figures 1-7The image shows a water-based ground effect vehicle, including a fuselage 1, wings 14, a limiting ring 15, and an adjustment plate 16. An adjustment assembly is installed below the adjustment plate 16, and an auxiliary assembly for underwater propulsion is installed below the fuselage 1. The adjustment assembly includes two adjustment frames 10 symmetrically mounted on the lower surface of the adjustment plate 16. Each adjustment frame 10 has a groove 22, and a slide block 23 is slidably connected within the groove 22. A buffer spring 25 is fixedly connected within the groove 22 and is adapted to the slide block 23. A connecting shaft 40 is rotatably connected within the slide block 23. A rotating shaft 24 is installed between the two connecting shafts 40. A hydrofoil 8 is fixedly connected to the end of the connecting shaft 40 away from the rotating shaft 24. An extension wing 9 is slidably connected within the hydrofoil 8, and multiple rib plates 26 are evenly fixedly connected within the extension wing 9. A rotary motor 28 is fixedly connected to the end of the hydrofoil 8 near the adjustment frame 10, and a threaded rod is fixedly connected to the output end of the rotary motor 28. 27, and the threaded rod 27 is threadedly connected to the bone plate 26; a second cavity 13 is provided on the body 1, and two lifting grooves 17 are symmetrically provided in the second cavity 13. A slider 18 is slidably connected in the lifting groove 17, and the slider 18 is fixedly connected to the adjusting plate 16. A hydraulic rod 19 is fixedly connected in the second cavity 13. The output end of the hydraulic rod 19 is fixedly connected to the adjusting plate 16. An installation groove 20 is provided at one end of the adjusting plate 16 near the second cavity 13. A sealing ring 21 is fixedly connected in the installation groove 20. Fixed plates 2 are fixedly connected to both sides of the body 1. Multiple motors 5 are fixedly connected to the fixed plates 2. A fixed frame 43 is fixedly connected to the upper surface of the support plate 11. A servo motor 44 is fixedly connected to the fixed frame 43. A worm gear 45 is fixedly connected to the output end of the servo motor 44. A second worm wheel 39 is fixedly connected to the outer wall of the rotating shaft 24, and the teeth of the worm gear 45 mesh with the teeth of the second worm wheel 39.

[0021] To shorten takeoff distance, reduce energy consumption, and improve the stability of the airframe 1, this invention incorporates an adjustment mechanism. During takeoff, the extendable wing 9 extends from within the hydrofoil 8 to increase the contact area, providing additional hydrodynamic lift in the initial takeoff phase and reducing wave drag. The hydraulic rod 19 adjusts the water entry depth and angle of the hydrofoil 8 in real time to match lift and thrust, achieving a shorter takeoff distance and lower takeoff power. After takeoff, the hydrofoil 8 automatically retracts, reducing aerodynamic drag during flight. During landing, the deployment and angle control of the hydrofoil 8 create a buffer lift zone, reducing water entry impact. Combined with the flight control system's real-time automatic adjustment of the hydrofoil 8's attitude and the provision of additional underwater torque, this improves the airframe 1's attitude controllability, shortens takeoff distance, reduces energy consumption, and effectively enhances the stability of the airframe 1 with the assistance of the extendable wing 9 and the hydrofoil 8.

[0022] Specifically, firstly, the hydrofoil 8 and the extended wing 9 are symmetrically arranged streamlined lifting wings with optimized camber distribution. Both the hydrofoil 8 and the extended wing 9's airfoil structures meet the condition of maximizing lift-to-drag ratio. The aircraft's control system consists of an onboard flight control unit (FCU), a hydraulic control module, position sensors, pressure sensors, and an attitude calculation module. The system achieves automatic extension / retraction control and status recognition through multi-sensor fusion (IMU + pressure sensor + stroke feedback). The airfoil's angle of attack range is designed from 0 to 12 degrees to ensure stable lift during water surface taxiing and prevent flow separation. Both the hydrofoil 8 and the extended wing 9's fuselage utilize carbon fiber reinforced composite materials or a titanium alloy frame + composite skin structure, with internal hollow reinforcing ribs to reduce weight and improve bending stiffness. An array of hydrodynamic pressure sensors is arranged inside the wing body to monitor the distribution of water flow impact force and lift changes in real time, which is used for attitude correction and automatic retraction / extension determination. During takeoff, the engine 5 provides thrust, and the drive system of the rotating rod 4 drives the rotating rod 4 to rotate, retracting the drive propeller 42 into the first cavity 12 to reduce flight drag. After the aircraft's control system automatically detects that the takeoff acceleration has reached a threshold, the aircraft's actuator drives the hydraulic rod 19 to extend and push the adjustment plate 16 to slide along the lifting groove 17 to adjust the height of the hydrofoil 8 and the extender 9. The hydraulic rod 19 is monitored in real time through the stroke limit sensor and the strain monitoring unit. The adjustment plate 16 has a mounting groove 20, and the sealing ring 21 in the mounting groove 20 blocks water from entering the second cavity 13. The rotary motor 28 drives the threaded rod 27 to rotate, causing the extender 9 to extend from the hydrofoil 8, increasing the height of the hydrofoil 8. The water contact area is adjusted by the rotation of the servo motor 44, which drives the worm gear 45 to rotate, which in turn drives the second worm wheel 39 to rotate. Under the drive of the second worm wheel 39, the connecting shaft 40 rotates, adjusting the angle of the extender wing 9 and the hydrofoil 8. The control algorithm maintains the angle of attack corresponding to the maximum point of the optimal lift coefficient range to obtain the shortest takeoff distance. When the altitude sensor detects that the aircraft 1 has left the water surface, the system automatically controls the hydraulic rod 19 to retract the adjusting plate 16 along the lifting groove 17 into the second cavity 13. At the same time, the rotary motor 28 drives the threaded rod 27 to rotate in the opposite direction, causing the extender wing 9 to retract back into the hydrofoil 8. Simultaneously, the servo motor 44 rotates, which drives the worm gear 45 to rotate, which in turn drives the second worm wheel 39 to rotate. Under the drive of the second worm wheel 39, the connecting shaft 40 rotates, adjusting the angle of the extender wing 9 and the hydrofoil 8. This reduces drag while providing lift for the aircraft's flight, making the aircraft's flight more stable.

[0023] Secondly, during landing, the control system controls the extension of the extender 9 according to the flight speed. When the aircraft speed drops to the threshold, the execution unit controls the rotary motor 28 to drive the threaded rod 27 to rotate, so that the extender 9 extends from the hydrofoil 8. The servo motor 44 rotates again to drive the worm gear 45 to rotate, which in turn drives the second worm wheel 39 to rotate. Under the drive of the second worm wheel 39, the connecting shaft 40 rotates to adjust the angle of the extender 9 and the hydrofoil 8. The angle of attack of the extender 9 and the hydrofoil 8 is automatically adjusted in real time according to the descent speed to ensure the balance between the buffer lift and the descent force. In addition, all the aircraft components that come into contact with the water are waterproofed. After contact with the water surface, the slide 23 moves along the slide groove 22 to compress the buffer spring 25, which can absorb the pulsating load generated by the impact, ensure the stability of the aircraft during landing, and avoid damage to the aircraft due to excessive impact.

[0024] refer to Figures 1-7 The auxiliary components include a sleeve 41 rotatably connected within a limiting ring 15. A first worm gear 29 and a propulsion tube 7 are fixedly connected to both ends of the sleeve 41. A drive shaft 30 is rotatably connected inside the sleeve 41. A first rotating frame 34 is fixedly connected to one end of the drive shaft 30 near the propulsion tube 7. An output shaft 38 is rotatably connected inside the propulsion tube 7. A drive propeller 42 and a second rotating frame 37 are fixedly connected to both ends of the output shaft 38. A cross shaft 35 is rotatably connected inside both the first rotating frame 34 and the second rotating frame 37. A double universal joint 36 is installed between the two cross shafts 35. A first cavity 12 is opened inside the body 1. A mounting frame 3 is fixedly connected inside the first cavity 12. A rotating rod 4 is rotatably connected inside the mounting frame 3, and the rotating rod 4 is fixedly connected to the arc-shaped end of the limiting ring 15. A support plate 11 is fixedly connected between the two adjusting frames 10.

[0025] To improve the ease of switching between device modes, this invention includes an auxiliary component. When switching the aircraft to wingboat operation mode, the aerodynamic propulsion mode is turned off, and the aircraft operates in a low-power mode as a wingboat. The drive shaft 30 rotates, driving the underwater drive propeller 42 to rotate, thereby propelling the aircraft. When directional adjustment is needed, the first worm gear 29 is driven to rotate to adjust the direction of the drive propeller 42, thereby adjusting the aircraft's direction. This design enables rapid switching of aircraft modes, significantly reduces device energy consumption, and broadens the application scenarios of the device.

[0026] Specifically, when the aircraft needs to be switched to wingboat operation mode, engine 5 stops working to save energy. The drive system associated with the rotating rod 4 drives the rotating rod 4 to rotate, causing the drive propeller 42 to extend from the first cavity 12. The rotating rod 4 is fixedly connected to the surface of the limiting ring 15, so as not to affect the rotation of the internal components of the limiting ring 15. The execution unit controls the rotary motor 28 to drive the threaded rod 27 to rotate, causing the extended wing 9 to extend from the hydrofoil 8, increasing the contact area with water and maintaining the stability of the aircraft during movement. The execution unit controls the operation of the power unit associated with the drive shaft 30, controlling the rotation of the drive shaft 30. The drive shaft 30 transmits power to the output shaft through the double universal joint 36. 38, and the limiting ring 15 here is fixedly connected to the contact end of the first cavity 12. The output shaft 38 drives the drive propeller 42 to rotate underwater to drive the aircraft to operate at low power. When it is necessary to change direction, the first worm gear 29 rotates under the drive of the power device matched with the first worm gear 29 to adjust the direction of the drive propeller 42. And while the direction of the drive propeller 42 is adjusted, it will not affect the drive of the drive shaft 30 to the drive propeller 42. By integrating the drive component and the direction adjustment component of the aircraft together, the volume of the component is effectively reduced, the usable space of the aircraft is increased, the application range of the aircraft is effectively broadened by the quick switching of modes, and the convenience of switching is also improved.

[0027] The working principle of this invention is as follows: During takeoff, the aircraft's control system automatically detects that the takeoff acceleration has reached a threshold. The aircraft's actuator drives the hydraulic rod 19 to extend, pushing the adjustment plate 16 to slide along the lifting groove 17, adjusting the height of the hydrofoil 8 and the extender wing 9. The hydraulic rod 19 is monitored in real time by a travel limit sensor and a strain monitoring unit. The adjustment plate 16 has a mounting groove 20, and a sealing ring 21 within the mounting groove 20 prevents water from entering the second cavity 13. The rotary motor 28 drives the threaded rod 27 to rotate, causing the extender wing 9 to extend from the hydrofoil 8, increasing the contact area with water. Servo motor 44 rotates, driving worm gear 45 to rotate, which in turn drives second worm wheel 39 to rotate. Under the drive of second worm wheel 39, connecting shaft 40 rotates, adjusting the angle of extender 9 and hydrofoil 8. The control algorithm maintains the angle of attack corresponding to the maximum point of the optimal lift coefficient range to obtain the shortest takeoff distance. When the altitude sensor detects that the fuselage 1 has left the water surface, the system automatically controls hydraulic rod 19 to retract adjusting plate 16 along lifting groove 17 into second cavity 13. At the same time, rotary motor 28 drives threaded rod 27 in the opposite direction to rotate, causing extender 9 to retract back into hydrofoil 8. Simultaneously, servo motor 44 rotates, driving worm gear 45 to rotate, which in turn drives second worm wheel 39 to rotate. The second worm gear 39 rotates, driving the connecting shaft 40 to rotate, adjusting the angle of the extender 9 and hydrofoil 8. This reduces drag while providing lift for the aircraft, making flight more stable. During landing, the control system controls the extension of the extender 9 based on the flight speed. When the aircraft speed drops to a threshold, the actuator again controls the rotary motor 28 to drive the threaded rod 27 to rotate, causing the extender 9 to extend from the hydrofoil 8. The servo motor 44 then rotates again, driving the worm gear 45 to rotate, which in turn drives the second worm gear 39 to rotate. Under the drive of the second worm gear 39, the connecting shaft 40 rotates, adjusting the angle of the extender 9 and hydrofoil 8. The angle is adjusted, and the angle of attack of the extended wing 9 and hydrofoil 8 is automatically adjusted in real time according to the descent speed to ensure the balance between the buffer lift and the sinking force. After contact with the water surface, the slide 23 moves along the slide groove 22 to compress the buffer spring 25, which can absorb the pulsating load generated by the impact and ensure the stability of the aircraft during landing. When it is necessary to switch the aircraft to the wingboat operation mode, the aerodynamic propulsion mode is turned off, and the aircraft operates in wingboat mode in low power mode. The drive shaft 30 rotates to drive the underwater drive propeller 42 to rotate, thereby driving the aircraft. When it is necessary to adjust the direction, the first worm gear 29 is driven to rotate to adjust the direction of the drive propeller 42, thereby adjusting the direction of the aircraft.

[0028] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A waterborne ground effect vehicle, comprising a fuselage (1), wings (14), a limiting ring (15), and an adjustment plate (16), characterized in that, An adjustment assembly is installed below the adjustment plate (16), and an auxiliary assembly for underwater propulsion is installed below the body (1). The adjustment assembly includes two adjustment frames (10) symmetrically installed on the lower surface of the adjustment plate (16). The adjustment frame (10) has a sliding groove (22) in it. A slide seat (23) is slidably connected in the sliding groove (22). A buffer spring (25) is fixedly connected in the sliding groove (22) and is adapted to the slide seat (23). A connecting shaft (40) is rotatably connected in the slide seat (23). A rotating shaft (24) is installed between the two connecting shafts (40). A hydrofoil (8) is fixedly connected to the end of the connecting shaft (40) away from the rotating shaft (24). An extension wing (9) is slidably connected in the hydrofoil (8). Multiple bone plates (26) are evenly fixedly connected in the extension wing (9). A rotary motor (28) is fixedly connected to the end of the hydrofoil (8) near the adjustment frame (10). A threaded rod (27) is fixedly connected to the output end of the rotary motor (28), and the threaded rod (27) is threadedly connected to the bone plate (26). The auxiliary component includes a sleeve (41) rotatably connected within a limiting ring (15), with a first worm gear (29) and a propulsion tube (7) fixedly connected at both ends of the sleeve (41), and a drive shaft (30) rotatably connected inside the sleeve (41). A first rotating frame (34) is fixedly connected at one end of the drive shaft (30) near the propulsion tube (7). The body (1) has a second cavity (13) with two symmetrical lifting slots (17) inside. A slider (18) is slidably connected inside the lifting slot (17), and the slider (18) is fixedly connected to the adjusting plate (16). A hydraulic rod (19) is fixedly connected inside the second cavity (13), and the output end of the hydraulic rod (19) is fixedly connected to the adjusting plate (16).

2. The water-based ground effect vehicle according to claim 1, characterized in that: An output shaft (38) is rotatably connected inside the propulsion tube (7), and a drive propeller (42) and a second rotating frame (37) are fixedly connected to both ends of the output shaft (38).

3. A water-based ground effect vehicle according to claim 1, characterized in that: The body (1) has a first cavity (12) inside, and a mounting frame (3) is fixedly connected inside the first cavity (12). A rotating rod (4) is rotatably connected inside the mounting frame (3), and the rotating rod (4) is fixedly connected to the arc end of the limiting ring (15). A support plate (11) is fixedly connected between the two adjustment frames (10).

4. A water-based ground effect vehicle according to claim 1, characterized in that: The body (1) is fixedly connected to two sides of a fixing plate (2), and multiple engines (5) are fixedly connected to the fixing plate (2).

5. A water-based ground effect vehicle according to claim 3, characterized in that: A fixing frame (43) is fixedly connected to the upper surface of the support plate (11), and a servo motor (44) is fixedly connected to the fixing frame (43).

6. A water-based ground effect vehicle according to claim 1, characterized in that: The adjustment plate (16) has an installation groove (20) at one end near the second cavity (13), and a sealing ring (21) is fixedly connected in the installation groove (20).

7. A water-based ground effect vehicle according to claim 5, characterized in that: The output end of the servo motor (44) is fixedly connected to a worm (45), and the outer wall of the rotating shaft (24) is fixedly connected to a second worm wheel (39), and the teeth of the worm (45) mesh with the teeth of the second worm wheel (39).

8. A water-based ground effect vehicle according to claim 2, characterized in that: Both the first rotating frame (34) and the second rotating frame (37) are rotatably connected to a cross shaft (35), and a double universal joint (36) is installed between the two cross shafts (35).

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