Pneumatic cooperative type overwater ground effect aircraft

Abstract

The invention relates to the technical field of aircrafts, and provides a pneumatic cooperative type overwater ground effect aircraft which comprises a fuselage, a nose, wings, double hulls, a sliding plate, a vertical take-off paddle, a manta ray-shaped cavity, a nose duct, a thrust duct, a rear thrust paddle and a thrust paddle, the fuselage is of a flat streamline structure, and the fuselage and the wings are integrally formed; a cavity is formed in the lower portion of the machine body and covers 70% of the area of the lower surface of the machine body. High-speed airflow is actively injected into the inverted-U-shaped large-area cavity through the nose duct, a controllable high-pressure air cushion is formed, the water surface sliding resistance is greatly reduced, the initial lifting capacity is improved, and the aircraft can complete short-distance take-off and landing in a narrow water area or complex sea conditions; meanwhile, dynamic suppression of wave impact, turbulent flow and an asymmetric air field is achieved through vertical jet flow at the ends of the wings and adjustable flow guide of a fuselage thrust duct, so that the stability and the wind and wave resistance are remarkably enhanced, and the operation safety under the 3-5-level wind and wave environment is improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an aerodynamically coordinated water-based ground effect vehicle. Background Technology

[0002] As a new type of transportation between fixed-wing aircraft and watercraft, water-based ground effect vehicles can utilize the underwing ground effect to obtain significant lift gain during low-altitude, high-speed flight, thereby achieving high-efficiency, low-energy gliding on water and low-altitude flight.

[0003] Chinese Patent No. CN119117269A discloses a tiltrotor aircraft. The tiltrotor aircraft includes a fuselage, a vertical takeoff rotor, a main wing, a first tiltrotor assembly, a second tiltrotor assembly, and a third tiltrotor assembly. The vertical takeoff rotor is located at the nose of the fuselage, and the main wing is located at the tail of the fuselage. The first tiltrotor assembly is located on the vertical takeoff rotor, and the second and third tiltrotor assemblies are located on the main wing. The second tiltrotor assembly is located on the axis of the aircraft's center of mass. At least four tiltrotor assemblies from the first, second, and third tiltrotor assemblies, when projected onto a horizontal plane, form a parallelogram centered on the aircraft's center of mass. This invention, through the combination of a vertical takeoff rotor and four balanced tiltrotor assemblies, can improve the aircraft's flight performance and safety.

[0004] Prior art document 2 (CN107458572A) discloses a floating biomimetic flapping-wing aircraft, including a fuselage, flapping-wing mechanism, tail mechanism, and attitude adjustment device. The fuselage is designed to resemble the shape of a manta ray and is made of composite thin-film material filled with helium. The flapping-wing mechanism is symmetrically distributed on both sides of the fuselage and consists of a flapping-wing actuator, a flapping-wing rocker arm, a flapping-wing fixing frame, and flapping wings. The output shaft of the flapping-wing actuator is connected to a support rod via the flapping-wing rocker arm. The tail mechanism is located at the rear of the fuselage and consists of a tail wing actuator, a tail rocker arm, a tail fixing frame, and a tail wing. The output shaft of the tail wing actuator is connected to the tail wing via the tail rocker arm. The attitude adjustment device is mounted on the fuselage and consists of an attitude actuator, an attitude rocker arm, a connecting rod, an attitude fixing frame, and a weight. The attitude actuator moves the weight via the attitude rocker arm and connecting rod. Compared to other flapping-wing aircraft, this invention offers high safety, simple structure, high flight efficiency, and good maneuverability.

[0005] Existing technologies in the field of waterborne ground effect flight exhibit characteristics of "limited takeoff and landing, low aerodynamic efficiency, and insufficient coordination": takeoff and landing rely on long-distance runways, which have stringent requirements for sea conditions and water space, making it difficult to adapt to complex environments; the lift and propulsion system designs are disconnected, airflow control lacks dynamic adjustment capabilities, and there is an imbalance between ground effect utilization and energy consumption optimization; the aerodynamic structure and propulsion and floating body systems have low integration, making them susceptible to disturbances and resulting in insufficient stability, and there are obvious shortcomings in intelligence and environmental tolerance. Summary of the Invention

[0006] The purpose of this invention is to address the problems in the existing technology of waterborne ground effect flight, which are characterized by "limited takeoff and landing, low aerodynamic efficiency, and insufficient coordination": takeoff and landing rely on long-distance runways, have strict requirements on sea conditions and water space, and are difficult to adapt to complex environments; the lift and propulsion system designs are disconnected, the airflow control lacks dynamic adjustment capabilities, and the ground effect utilization and energy consumption optimization are unbalanced; the aerodynamic structure and propulsion and floating body systems have low integration, are easily disturbed and have insufficient stability, and have obvious shortcomings in intelligence and environmental tolerance.

[0007] To achieve the above objectives, the present invention employs the following technical solution: an aerodynamically coordinated waterborne ground effect vehicle, comprising: a fuselage, a nose, wings, a twin hull, a skid plate, a vertical takeoff propeller, retractable hydrofoils, a manta ray-shaped cavity, a nose duct, a thrust duct, and a rear thrust propeller and a thrust rotor. The fuselage adopts a flat, streamlined structure and is integrally formed with the wing; The lower part of the fuselage has a cavity that covers 70% of the lower surface area of ​​the fuselage; The lower part of the machine head is provided with 6 machine head ducts, whose axis is inclined downward at 20°; The duct at the front end is used to inject a high-speed airflow of 120 m / s into the cavity to form an active air cushion; The upper surface of the fuselage is provided with two rows of thrust ducts, which are used to spray a horizontal airflow of 200m / s to provide the main thrust; The technical advantages of adopting the above-mentioned further solutions are as follows: Through the integrated structure composed of fuselage-wing integration, manta ray-shaped cavity, nose duct, thrust duct, and twin hulls, efficient and stable aerodynamic performance can be maintained in all three phases of flight: water surface takeoff and landing, ground effect cruise, and aerial flight. The integration of active flow injection, ground effect utilization, and drag reduction structures enables the aircraft to have short takeoff and landing capabilities and significantly reduces water surface taxiing drag and overall energy consumption.

[0008] As a preferred implementation, the active air cushion generated by the nose duct works in conjunction to shorten the takeoff taxi distance.

[0009] The technical effects of adopting the above-mentioned further solutions are: the vertical takeoff propeller can achieve dynamic deflection of 0°-30°, enabling the aircraft to quickly pitch up during takeoff, shorten the taxiing distance, and provide precise pitch control during the cruise phase; the vertical takeoff propeller and the high-speed jet stream at the nose can work together to enhance the initial lift capability and improve the safety and controllability at low speeds.

[0010] In one preferred embodiment, the high-speed airflow ejected from the duct of the turbine head is introduced into the manta ray-shaped cavity below the turbine head, forming a high-pressure zone between the lower cavity and the water surface.

[0011] The technical effects of adopting the above-mentioned further solutions are as follows: high-speed airflow is injected into the cavity through the nose duct to form a high-pressure air cushion, which reduces the load by 30%-50% when the aircraft is gliding on the water surface, significantly reducing drag and improving takeoff efficiency. The active air cushion structure improves the instability problem of traditional ground effect aircraft that rely on the "natural ground effect" of the water surface, enabling reliable takeoff performance even in complex sea conditions.

[0012] In a preferred embodiment, the thrust duct is equipped with adjustable guide vanes to adjust the jet direction and jet volume of the left and right ducts, thereby achieving heading control and steering maneuvering through differential jet flow.

[0013] The technical advantages of adopting the above-mentioned further solution are: by adjusting the angle of the thrust duct guide vanes, differential jet flow is achieved, thereby enabling high-response, high-precision steering control. This method does not rely on control surfaces or traditional water rudders, improving maneuverability during high-speed gliding on water and low-altitude ground effect navigation, and enhancing control redundancy and safety. In one preferred embodiment, the retractable hydrofoil can be extended or retracted depending on the flight phase; it extends during takeoff to increase the effective wing area.

[0014] The technical effect of adopting the above-mentioned further solution is that the retractable hydrofoil can be retracted during high-speed cruise to reduce drag, while it can be extended during takeoff and low-speed phases to improve lift and attitude stability, thus achieving compatibility between the two requirements of low-speed lift enhancement and high-speed drag reduction, thereby improving overall aerodynamic efficiency.

[0015] In one preferred embodiment, the hull is symmetrically arranged on the lower part of the fuselage, and a sliding plate is provided at the bottom of the hull for water surface gliding bearing, attitude buffering and water exit transition, and together with the high-speed air cushion in the cavity, reduces water surface contact resistance.

[0016] The technical effects of adopting the above-mentioned further solutions are: the combination of the double hull and the skid plate can disperse the water surface contact pressure and improve the floating stability; the skid plate structure reduces water surface friction, improves the acceleration efficiency after leaving the water, and works with the cavity air cushion to reduce resistance, making the take-off and landing space requirements smaller and significantly reducing the restrictions on sea state.

[0017] In a preferred embodiment, the thrust duct serves as the main propulsion source, while the rear thrust propeller and the thrust propeller serve as auxiliary propulsion devices. The two can operate independently or in coordination to provide differentiated thrust and redundant power support in different flight phases.

[0018] The technical effects of adopting the above-mentioned further scheme are: the thrust duct and the rear thrust propeller work together to form a composite propulsion mode, which can automatically switch to the optimal power output mode according to the flight stage; the duct provides high-efficiency directional propulsion, and the propeller system provides redundancy and low-speed high thrust, making the overall propulsion performance more reliable and improving energy consumption optimization capabilities.

[0019] As a preferred implementation, its flight control system adjusts the working status of the nose duct, thrust duct, wingtip vertical jet and vertical takeoff propeller in real time based on data from attitude sensors, barometric pressure sensors and sea state monitoring modules, thereby achieving active wave resistance, attitude stabilization and optimized energy distribution.

[0020] The technical effects of adopting the above-mentioned further solutions are as follows: by monitoring attitude, air pressure and water surface disturbance parameters in real time and dynamically adjusting each jet component, active wave resistance, automatic stabilization and energy distribution optimization can be achieved, improving safety and stability in complex environments and significantly reducing the operator's workload.

[0021] As a preferred embodiment, the active jet ground effect composite structure composed of the nose duct, cavity and fuselage thrust duct enables the aircraft to have a thrust requirement that is 60% lower than that of conventional fixed-wing aircraft under the same load and speed conditions, and the unit energy consumption is significantly reduced.

[0022] The technical effects of adopting the above-mentioned further solutions are: the composite jet-ground effect structure enables the aircraft to maintain a smaller thrust requirement under the same load conditions, and the energy consumption is significantly lower than that of traditional fixed-wing or ground effect aircraft; the high-speed jet improves the air pressure distribution in the ground effect zone, which significantly improves the lift-to-drag ratio, and achieves longer range, lower energy consumption and better economy.

[0023] Compared with the prior art, the advantages and positive effects of the present invention are as follows: 1. In this embodiment of the invention, an aerodynamically coordinated waterborne ground effect vehicle is proposed. Through a multi-stage coordinated structure including an integrated fuselage-wing layout, a manta ray-inspired cavity structure, a vertical takeoff propeller-type nose deflection mechanism, a high-speed airflow duct assembly at the nose, a vertical jet system at the wingtips, a thrust duct cluster on the fuselage surface, and retractable hydrofoils, the aerodynamics, power, and structure are optimized in an integrated manner. This invention utilizes the nose duct to actively inject high-speed airflow into a large, inverted "U"-shaped cavity, forming a controllable high-pressure air cushion. This significantly reduces water surface drag and enhances initial lift, enabling the vehicle to complete short takeoffs and landings in confined waters or complex sea conditions. Simultaneously, through the adjustable guidance of the vertical jets at the wingtips and the thrust ducts at the fuselage, dynamic suppression of wave impacts, turbulence, and asymmetric air fields is achieved, thereby significantly enhancing stability and wind and wave resistance, and improving operational safety in wind and wave environments of force 3-5.

[0024] 2. In this embodiment of the invention, the deep integration of multi-source jet propulsion and ground effect utilization further enhances lift distribution and significantly reduces drag. Energy consumption per unit time is reduced by more than 60% compared to traditional fixed-wing aircraft, and energy consumption per unit payload is reduced to 37.6% of traditional models, demonstrating significant energy efficiency advantages. Simultaneously, the retractable hydrofoil, the twin-hull-skid combination, the composite propulsion system, and the intelligent control algorithm work synergistically to ensure the aircraft maintains high efficiency, stability, and controllability throughout the four phases of high-speed gliding on the water surface, lift-off, ground effect cruise, and low-altitude flight, achieving system-level innovation in structure, aerodynamics, propulsion, and control. This invention not only overcomes the problems of limited takeoff and landing, low aerodynamic efficiency, weak wave resistance, and insufficient system coordination in existing waterborne ground effect vehicles, but also possesses outstanding comprehensive advantages in new energy adaptation, low-noise operation, and adaptability to complex scenarios, demonstrating significant practical value and industrialization potential. Attached Figure Description

[0025] Figure 1 A three-dimensional structural schematic diagram of a pneumatically coordinated waterborne ground effect vehicle provided by the present invention; Figure 2 A top-view plan view of a pneumatically coordinated waterborne ground effect vehicle provided by the present invention; Figure 3 A top-view structural schematic diagram of an aerodynamic cooperative waterborne ground effect vehicle provided by the present invention; Figure 4 This is a frontal plan view of a pneumatically coordinated waterborne ground effect vehicle provided by the present invention.

[0026] Legend: 101. Fuselage; 102. Nose; 103. Wing; 105. Vertical takeoff propeller; 106. Nose duct; 107. Cavity; 108. Hull; 109. Skid plate; 110. Thrust duct; 111. Rear thrust propeller; 112. Retractable hydrofoil; 113. Connecting frame; 115. Thrust propeller. Detailed Implementation

[0027] 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 of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0028] Please see Figures 1 to 4 This embodiment provides a technical solution: an aerodynamically coordinated waterborne ground effect vehicle, comprising: a fuselage 101, a nose 102, wings 103, a twin hull 108, a skid plate 109, a vertical takeoff propeller 105, a retractable hydrofoil 112, a manta ray-shaped cavity 107, a nose duct 106, a thrust duct 110, a rear thrust propeller 111 and a thrust propeller 115, and a connecting frame 113. The fuselage 101 adopts a flat, streamlined structure and is integrally formed with the wing 103; A cavity 107 is provided at the lower part of the fuselage 101, covering 70% of the lower surface area of ​​the fuselage 101; The lower part of the head 102 is provided with 6 head ducts 106, whose axes are inclined downward at 20°. The nose duct 106 is used to inject a high-speed airflow of 120 m / s into the cavity 107 to form an active air cushion; The upper surface of the fuselage 101 is provided with two rows of thrust ducts 110, which are used to spray a horizontal airflow of 200m / s to provide the main thrust.

[0029] In operation, the integrated structure, comprised of the fuselage 101-wing 103, manta ray-shaped cavity 107, nose duct 106, thrust duct 110, and twin hulls 108, maintains highly efficient and stable aerodynamic performance during water takeoff and landing, ground effect cruise, and aerial flight. The integration of active flow injection, ground effect utilization, and drag reduction structures enables the aircraft to achieve short takeoff and landing capabilities while significantly reducing water surface drag and overall energy consumption.

[0030] like Figures 1 to 4As shown, in one embodiment, the vertical takeoff rotor 105 achieves dynamic deflection of 0°-30°, enabling the aircraft to quickly pitch up during takeoff, shorten the taxiing distance, and provide precise pitch control during the cruise phase; the vertical takeoff rotor 105, in conjunction with the high-speed jet stream of the nose 102, can enhance the initial lift capability and improve the safety and controllability in the low-speed range.

[0031] like Figures 1 to 4 As shown, in one embodiment, the high-speed airflow ejected from the nose duct 106 is guided into the manta ray-shaped cavity 107 below the nose 102, creating a high-pressure zone between the lower cavity of the cavity 107 and the water surface. The nose duct 106 injects high-speed airflow into the cavity 107 to form a high-pressure air cushion, reducing the load by 30%-50% when the aircraft is gliding on the water surface, significantly reducing drag and improving takeoff efficiency. The active air cushion structure improves the instability problem of traditional ground effect aircraft relying on the "natural ground effect" of the water surface, enabling reliable takeoff performance even in complex sea conditions.

[0032] like Figures 1 to 4 As shown, in one embodiment, the thrust duct 110 is equipped with adjustable guide vanes to adjust the jet direction and jet volume of the left and right ducts. Differential jet flow enables heading control and steering maneuvering. By adjusting the angle of the thrust duct 110 guide vanes, differential jet flow is achieved, thereby enabling high-response, high-precision steering control. This method does not rely on control surfaces or traditional water rudders, improving maneuverability during high-speed water taxiing and low-altitude ground effect navigation, and enhancing control redundancy and safety.

[0033] like Figures 1 to 4 As shown, in one embodiment, the retractable hydrofoil 112 can extend or retract depending on the flight phase; it extends during takeoff to increase the effective wing area.

[0034] like Figures 1 to 4 As shown, in one embodiment, the hull 108 is symmetrically arranged on the lower part of the fuselage 101. A sliding plate 109 is provided at the bottom of the hull 108 for water surface gliding bearing, attitude buffering and exit transition. Together with the high-speed air cushion of the cavity 107, it reduces water surface contact resistance. The combination of the double hull 108 and the sliding plate 109 can disperse water surface contact pressure and improve floating stability. The structure of the sliding plate 109 reduces water surface friction, improves exit acceleration efficiency, and works with the air cushion of the cavity 107 to reduce resistance, making the take-off and landing space requirements smaller and significantly reducing sea state restrictions.

[0035] like Figures 1 to 4As shown, in one embodiment, the thrust duct 110 serves as the main propulsion source, while the rear thrust propeller 111 and thrust propeller 115 serve as auxiliary propulsion devices. The two can operate independently or in coordination to provide differentiated thrust and redundant power support in different flight phases. The thrust duct 110 and the rear thrust propeller 111 work together to form a composite propulsion mode, which can automatically switch to the optimal power output mode according to the flight phase. The duct provides high-efficiency directional propulsion, while the propeller system provides redundancy and low-speed high thrust, making the overall propulsion performance more reliable and improving energy consumption optimization capabilities.

[0036] like Figures 1 to 4 As shown, in one embodiment, the flight control system equipped with it adjusts the working status of the nose duct 106, thrust duct 110, wingtip vertical jet and vertical takeoff propeller 105 in real time based on data from attitude sensors, air pressure sensors and sea state monitoring modules, to achieve active wave resistance, attitude stabilization and optimized energy distribution. By monitoring attitude, air pressure and water surface disturbance parameters in real time and dynamically adjusting each jet component, active wave resistance, automatic stabilization and optimized energy distribution can be achieved, improving safety and stability in complex environments and significantly reducing the pilot's operating burden.

[0037] like Figures 1 to 4 As shown, in one embodiment, the active jet-ground effect composite structure composed of the nose duct 106, cavity 107, and fuselage thrust duct 110 enables the aircraft to have a thrust requirement that is 60% lower than that of conventional fixed-wing aircraft under the same load and speed conditions, and significantly reduces unit energy consumption. The composite jet-ground effect structure enables the aircraft to maintain a lower thrust requirement under the same load conditions, and the energy consumption is significantly lower than that of traditional fixed-wing or ground effect aircraft. The high-speed jet improves the air pressure distribution in the ground effect zone, which significantly improves the lift-to-drag ratio, resulting in longer range, lower energy consumption, and better economy.

[0038] Working Principle: This aircraft adopts a manta ray-inspired, flat, streamlined fuselage 101. The fuselage 101 and wing 103 are integrated, creating a stable ground effect zone between the upper wing surface and the lower cavity 107. The lower part of the fuselage 101 has an inverted "U"-shaped manta ray-shaped cavity 107, covering 60%-70% of the fuselage 101 area. This cavity serves to receive the high-speed airflow from the nose 102 and form an active air cushion, significantly reducing surface friction at low speeds and improving takeoff and landing efficiency. The twin hulls 108 and skid plate 109 provide water gliding and landing cushioning, creating a highly integrated and coordinated system of structure, aerodynamics, and buoyancy. The nose section 102 of the aircraft integrates 6-8 nose ducts 106, with the duct axis tilted downwards at 15°-20°. During the takeoff preparation phase, it ejects a high-speed airflow of 80-120 m / s. This airflow is directed into the lower cavity 107, forming a high-pressure active air cushion within the inverted "U"-shaped structure. This significantly reduces the pressure on the hull 108, thereby shortening the taxiing distance, reducing water resistance, and providing an initial lift basis for subsequent nose-up and lift-off. Vertical takeoff rotors 105 are mounted on both sides of the nose 102. These rotors generate a positive pitching moment, causing the nose 102 to gradually lift. This, combined with the active air cushion of the nose duct 106, enables short-pitch nose-up and rapid water lift-off. Simultaneously, the vertical takeoff rotors 105 participate in attitude control, enhancing longitudinal and lateral stability during flight in turbulent environments. The fuselage 101 has two rows of four thrust ducts 110 arranged on its surface, ejecting a horizontal high-speed airflow of 150-200 m / s, which is the main source of propulsion during the aircraft's cruise phase. The ducts are equipped with adjustable guide vanes; by adjusting the direction and flow rate of the jet on one side, differential lateral torque can be generated to complete steering and lateral maneuvers. The rear thrust propellers 111 and 115 at the tail can provide auxiliary power during high-speed cruise and special conditions, achieving a redundant design for compound propulsion. The vertical jet channels at the wingtips can spray vertical airflow of 5000-8000Pa, which is used for additional lift compensation during takeoff and landing, and to counteract external turbulence and wave impact during flight, avoiding the risk of the aircraft hitting water due to water surface disturbance. Once the aircraft leaves the water and enters near-sea-level flight, the cavity 107, together with the airfoil geometry, forms a stable ground effect zone, significantly increasing lift and reducing induced drag. The main propulsion duct can maintain cruise with relatively low thrust, reducing the overall thrust requirement to only about 53.3% of that of a conventional fixed-wing aircraft, lowering energy consumption per unit time by 62.3%, and reducing energy consumption per unit payload to about 37.6% of that of conventional aircraft. This design provides significant energy-saving advantages for low- and medium-altitude ground effect flight. In sea states of 3-5, the aircraft actively suppresses wave impact, crosswind disturbance and pitch changes through the coordinated control of the nose duct 106, wingtip vertical jets, vertical takeoff rotors 105 and hull 108. The flight control system adjusts the jet distribution, duct thrust, vertical takeoff rotor angle and retractable hydrofoil position in real time according to sea state and attitude, so that the aircraft can maintain a stable heading and altitude in complex environments.

[0039] All standard parts used in this invention can be purchased from the market, and irregular parts can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art, and the circuit connection adopts conventional connection methods in the prior art. The contents not described in detail in this specification are existing technologies known to those skilled in the art.

[0040] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments that can be applied to other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A pneumatically cooperative waterborne ground effect vehicle, characterized in that, include: The fuselage (101), nose (102), wings (103), twin hulls (108), skid plate (109), vertical takeoff propeller (105), manta ray-shaped cavity (107), nose duct (106), retractable hydrofoil (112), thrust duct (110), rear thrust propeller (111) and thrust propeller (115), and connecting frame (113). The fuselage (101) adopts a flat, streamlined structure and is integrally formed with the wing (103); The lower part of the fuselage (101) is provided with a cavity (107) that covers 70% of the lower surface area of ​​the fuselage (101); The lower part of the head (102) is provided with 6 head ducts (106), whose axes are inclined downward at 20°; The nose duct (106) is used to inject a high-speed airflow of 120 m / s into the cavity (107) to form an active air cushion; The upper surface of the fuselage (101) is provided with two rows of thrust ducts (110) for injecting horizontal airflow of 200m / s to provide main thrust.

2. The aerodynamic cooperative water-based ground effect vehicle according to claim 1, characterized in that: The active air cushion generated by the nose duct (106) works in conjunction to shorten the takeoff taxi distance.

3. The aerodynamically coordinated waterborne ground effect vehicle according to claim 2, characterized in that: The high-speed airflow ejected from the duct (106) of the machine head is introduced into the manta ray-shaped cavity (107) below the machine head (102), forming a high-pressure zone between the lower cavity of the cavity (107) and the water surface.

4. The aerodynamic cooperative water-based ground effect vehicle according to claim 3, characterized in that: The thrust duct (110) is equipped with adjustable guide vanes to adjust the jet direction and jet volume of the left and right ducts, and to achieve heading control and steering maneuvering through differential jet flow.

5. The aerodynamic cooperative water-based ground effect vehicle according to claim 4, characterized in that: The hull (108) is symmetrically arranged on the lower part of the fuselage (101).

6. The aerodynamically coordinated waterborne ground effect vehicle according to claim 5, characterized in that: A sliding plate (109) is provided at the bottom of the hull (108).

7. A pneumatically cooperative water-based ground effect vehicle according to claim 6, characterized in that: The slide plate (109) is used for water surface gliding bearing, posture buffering and water exit transition, and together with the high-speed air cushion of the cavity (107) reduces water surface contact resistance.

8. A pneumatically cooperative water-based ground effect vehicle according to claim 7, characterized in that: The thrust duct (110) serves as the main propulsion source, while the rear thruster (111) and thruster (115) serve as auxiliary propulsion devices. They can operate independently or in coordination to provide differentiated thrust and redundant power support in different flight phases.

9. A pneumatically cooperative water-based ground effect vehicle according to claim 8, characterized in that: Its flight control system adjusts the working status of the nose duct (106), thrust duct (110), wingtip vertical jet and vertical takeoff propeller (105) in real time based on data from attitude sensors, barometric pressure sensors and sea state monitoring modules, so as to achieve active wave resistance, attitude stabilization and optimized energy distribution.

10. A pneumatically cooperative water-based ground effect vehicle according to claim 9, characterized in that: The active jet ground effect composite structure composed of the nose duct (106), cavity (107) and fuselage (101) thrust duct (110) enables the aircraft to have a thrust requirement that is 60% lower than that of conventional fixed-wing aircraft under the same load and speed conditions, and significantly reduces unit energy consumption.

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