Water low-altitude planing boat

Abstract

The utility model discloses an overwater low-altitude planing boat which comprises a boat body and a power propulsion system, boat wings are fixedly installed on the boat body, the boat wings are composed of boat main wings and boat tail wings, the boat main wings and the boat tail wings are arranged on the boat body in a front-back spaced mode, and a plurality of hydrofoils are connected to the bottom of the boat body; the power propelling system is arranged on the upper portion of the boat body and comprises a wing front power propelling device and a tail power propelling device. The length of the ship main wing and the length of the ship tail wing are both larger than the width of the ship body. The ship main wing and the ship empennage are both of a wing-shaped structure, and the ship main wing, the ship empennage, the multiple hydrofoils and the wing front power propelling device jointly form a lift force component. The wing front power propulsion device comprises a plurality of fans capable of being independently controlled and is used for providing vertical lift force and assisting the planing boat to achieve vertical take-off and landing, hovering and low-altitude flight.

Description

Technical Field

[0001] This utility model relates to the technical field of boats and vessels, specifically to a low-altitude planing boat for watercraft. Background Technology

[0002] With the development of marine transportation, marine resource development, and near-shore passenger transport, the demand for high-speed vessels is increasing daily. The design and development of high-speed vessels has become a hot topic and an inevitable trend in ship design. Due to their advantages such as high speed and low cost, high-speed vessels are mainly used in maritime rescue, rapid maritime transport, and marine environmental monitoring, playing a very important role.

[0003] Therefore, the industry has developed various high-speed surface vessels with the goal of increasing speed, improving maneuverability, and seakeeping. As technology continues to advance, the demands for high-performance vessels are also constantly increasing. In traditional planing boats, hydrofoils are installed at the bottom of the hull. When the speed increases, the hydrofoils generate lift, raising the hull above the water surface, thus significantly reducing drag and achieving high-speed navigation. To further reduce surface friction and improve the efficiency of planing boats, existing technologies, such as the planing boat structure disclosed in CN202243998U, involve installing adaptive wheels at the bottom of the hull that can roll on the water surface at high speeds. This rolling friction replaces sliding friction, theoretically further reducing drag and increasing speed. Adaptive wheels are equivalent to hydrofoils for gliding boats. However, such gliding boats have technical problems such as limited flight altitude, susceptibility to water surface waves, insufficient high-speed flight stability, and harsh take-off and landing conditions and weak wind and wave resistance of ground effect vehicles. These gliding boats mainly rely on adaptive wheels to reduce friction with the water surface, but the flight altitude is still limited, it is difficult to completely get rid of the influence of water surface waves, and cavitation may occur when sailing at high speed, affecting flight stability and speed.

[0004] Therefore, there is a need for a low-altitude planing boat that can increase navigation altitude and reduce the impact of waves. Utility Model Content

[0005] In order to overcome the technical defects of existing technologies, such as limited navigation altitude and susceptibility to wave effects, this utility model provides a low-altitude planing boat for water.

[0006] To solve the above problems, this utility model is implemented according to the following technical solution:

[0007] The present invention relates to a low-altitude planing boat for waterborne applications, comprising:

[0008] The hull has a fixedly mounted wing, which consists of a main wing and a stern wing. The main wing and the stern wing are arranged on the hull at intervals from front to back. Multiple hydrofoils are connected to the bottom of the hull.

[0009] A propulsion system is located on the upper part of the hull, and the propulsion system includes a forward propulsion device and a stern propulsion device.

[0010] The lengths of the main wing and the stern wing are both greater than the width of the hull; both the main wing and the stern wing are airfoil structures, and the main wing, the stern wing, multiple hydrofoils, and the forward propulsion device together constitute the lifting components; the forward propulsion device includes multiple independently controllable fans to provide vertical lift, assisting the planing boat in achieving vertical take-off and landing, hovering, and low-altitude flight.

[0011] Preferably, the tail-end propulsion device includes an air propeller mounted behind the tail fin;

[0012] At least one air propeller is provided at the stern of the hull. The air propeller is located behind the tail fin, and the nozzle direction of the air propeller is adjustable.

[0013] The wing-forward propulsion device includes left and right fans mounted tilted downward in front of the main wing of the ship, and the turning angle of the fans is adjustable.

[0014] The hull houses a generator, which is connected to the forward propulsion unit and the stern propulsion unit.

[0015] Preferably, the bottom of the hull is provided with a dual propeller drive device, the propellers of the dual propeller drive device are located below the air propeller thruster and are partially submerged in the water.

[0016] Preferably, the hull is connected to four hydrofoils, two of which are distributed and connected to the left side of the hull in a rear-to-rear interval, and the remaining two hydrofoils are distributed on the right side of the hull in a rear-to-rear interval.

[0017] Preferably, the hydrofoil is a flat wing plate structure or a float structure that is narrow at the front end and wide at the rear end, and the hydrofoil is fixedly connected to the hull by multiple connecting rods.

[0018] Preferably, the outer contour of the main wing is triangular or trapezoidal, and the width of the front end of the main wing is smaller than the width of the rear end.

[0019] Preferably, the lower part of the stern fin is provided with two mounting posts, and the two mounting posts are fixedly connected to the hull.

[0020] The tail fin is installed at an angle that is inclined relative to the horizontal plane.

[0021] Preferably, the fan of the wing-forward propulsion device is installed at an angle that is tilted backward relative to the vertical direction.

[0022] Preferably, the hull is a catamaran planing boat structure.

[0023] Compared with the prior art, the beneficial effects of this utility model are:

[0024] In this invention, the main wing and stern wing adopt an airfoil structure, which, driven by the propulsion system, generates upward lift. Combined with the hydrofoils, this lifts the hull during high-speed navigation on the water surface, effectively reducing water resistance, thereby increasing speed, reducing energy consumption, and improving navigation efficiency. The main wing and stern wing are distributed at intervals on the upper part of the hull, similar to the wing surface layout of an airplane or aircraft. This design, combined with the hydrofoils at the bottom of the hull, effectively improves the longitudinal and lateral stability of the planing boat during high-speed navigation on the water surface, reduces the impact of waves and currents on the hull's attitude, and enhances navigation stability and safety. The length of both the main wing and stern wing is greater than the width of the hull. This ratio of wing surface size to hull width ensures sufficient lift area while controlling the overall structural dimensions, resulting in a compact planing boat structure.

[0025] The propulsion system includes a forewing propulsion unit and a tail propulsion unit, which can flexibly adjust the power output according to different navigation conditions and needs. The forewing propulsion unit focuses more on providing lift and assisting takeoff, while the tail propulsion unit focuses more on providing horizontal thrust. Working together, they optimize the overall propulsion performance of the planing boat.

[0026] The lift system, consisting of the main wing, stern wing, multiple hydrofoils, and forward propulsion unit, allows the planing boat to not only travel at high speeds on the water but also to use the lift generated by the airfoil structure to achieve low-altitude gliding, making it easier to control and moor. Attached Figure Description

[0027] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, wherein:

[0028] Figure 1 This is a three-dimensional schematic diagram of the planing boat of this utility model;

[0029] Figure 2 This is a side view of the planing boat of this utility model;

[0030] Figure 3 This is a rear view of the planing boat of this utility model;

[0031] Figure 4 This is a bottom view of the planing boat of this utility model;

[0032] In the picture:

[0033] 10-Hull, 11-Air propeller, 12-Twin propeller drive unit;

[0034] 20-Owner wing;

[0035] 30 - Stern fin; 31 - Mounting post;

[0036] 40 - Hydrofoil, 41 - Connecting rod;

[0037] 50 - Fan. Detailed Implementation

[0038] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0039] like Figures 1-4 As shown, this utility model discloses a preferred structure of a low-altitude planing boat.

[0040] The present invention provides a low-altitude planing boat, comprising a hull 10 and a power propulsion system. A wing is fixedly installed on the hull 10, the wing consisting of a main wing 20 and a stern wing 30, the main wing 20 and the stern wing 30 being arranged at intervals on the hull 10, and multiple hydrofoils 40 connected to the bottom of the hull 10.

[0041] The propulsion system is located on the upper part of the hull 10, and includes a forward propulsion device and a stern propulsion device.

[0042] The main wing 20 and the stern wing 30 are both longer than the width of the hull 10. Both the main wing 20 and the stern wing 30 are airfoil structures. The main wing 20, the stern wing 30, multiple hydrofoils 40 and the forward propulsion device together constitute the lifting components. The forward propulsion device includes multiple independently controllable fans to provide vertical lift and assist the planing boat in achieving vertical take-off and landing, hovering and low-altitude flight.

[0043] In a specific embodiment of this utility model, the core design concept of the low-altitude planing boat lies in utilizing the coordinated action of the main wing 20, the stern wing 30, and the hydrofoils 40 to generate combined lift during high-speed navigation, thereby achieving the purpose of lifting the hull 10 out of the water and reducing drag. The design of the main wing 20 draws on mature airfoil theory in the aviation field, aiming to serve as the main source of lift. Its airfoil structure and large wingspan can effectively convert aerodynamics into lift, bearing most of the planing boat's weight. The stern wing 30, like an aircraft tail, mainly plays a role in stabilizing the boat's attitude and assisting in maneuvering, ensuring that the planing boat maintains excellent balance and handling responsiveness at high speeds. The multiple hydrofoils 40 located at the bottom of the hull 10 and the forward propulsion device installed below the leading edge of the main wing 20 provide hydrodynamic lift during the planing boat's start-up phase and low-speed navigation, and assist in attitude control during high-speed planing.

[0044] Forward propulsion system: includes two wind turbines 50, symmetrically distributed on both sides of the centerline of the hull 10;

[0045] Tail-mounted propulsion system: located 30 mm behind the stern fin, with adjustable nozzle direction.

[0046] In this embodiment, the forewing propulsion device is configured as follows:

[0047] 1. Balance and stability:

[0048] Symmetrical distribution ensures that the planing boat maintains good balance during acceleration and planing. Uneven propulsion can cause the boat to veer or tilt, affecting maneuverability and safety.

[0049] By symmetrically arranging two wind turbines, the lateral moments generated by each other can be counteracted, maintaining the stability of the hull along the longitudinal axis.

[0050] 2. Improved handling:

[0051] Optionally, differential thrust control can be achieved by independently controlling the speed or thrust of the two fans, thereby assisting the planing boat in turning.

[0052] When a rapid turn is required, the thrust of one fan is increased and the thrust of the other fan is reduced to generate a turning torque, allowing the planing boat to turn flexibly.

[0053] 3. Lift Assist:

[0054] The airflow generated by the wind turbine can increase the airflow speed in front of the main wing, thereby increasing the lift of the main wing and helping the planing boat to leave the water surface more quickly.

[0055] Symmetrical distribution ensures that the increased lift is evenly distributed and does not cause the ship to tilt.

[0056] The design of the fan affects the thrust efficiency. Axial flow fans are usually used, which can generate a larger thrust for the same diameter.

[0057] The materials used for wind turbine blades are usually high-strength composite materials to ensure strength and reduce weight.

[0058] In a preferred embodiment, the forewing propulsion device includes two axial flow fans 50.

[0059] 1. Parameters of the forewing propulsion system

[0060] The fan's steering mechanism allows for adjustment of the fan axis's deflection angle in the vertical direction, with an adjustment range of ±45° (the left and right fan deflection directions can be adjusted independently).

[0061] Pitch angle adjustment range: -15° to +30° (used to adjust the lift vector direction)

[0062] Angle adjustment accuracy: ≤0.5°

[0063] 2. Parameters of the tail-end propulsion system

[0064] Horizontal steering range: ±30°

[0065] Vertical pitch adjustment: 0°-15°

[0066] The design of the fan affects the thrust efficiency. Axial flow fans are usually used, which can generate a larger thrust for the same diameter.

[0067] The materials used for wind turbine blades are usually high-strength composite materials to ensure strength and reduce weight.

[0068] In practical application scenarios, the low-altitude gliding boat of this invention, with its unique advantages of high speed and stability, can be applied to the following fields:

[0069] 1. Maritime Rescue: The planing boat of this invention is designed to provide high-speed navigation, making it a rapid response tool in emergency situations. In maritime rescue missions, rapid arrival at the accident scene is a key factor for successful rescue. The design of the main wing 20 and stern wing 30 provides better stability, enabling the planing boat to maintain good maneuverability even at high speeds, ensuring safety.

[0070] 2. High-speed maritime transport: The design of planing boats allows them to glide quickly across the water, providing high-speed maritime transport capabilities. This is highly advantageous for applications requiring rapid transport of people or goods, such as emergency supplies transport or rapid maritime traffic.

[0071] 3. Marine Environmental Detection: The high speed of planing craft allows them to quickly cover large areas of the ocean for monitoring and surveying the marine environment. This is crucial for detecting marine pollution, observing ocean dynamics, and conducting scientific research. Planing craft can be equipped with various marine detection devices, such as sensors and measuring instruments, to support diverse scientific research and monitoring missions.

[0072] In a preferred embodiment of this invention, the hull 10 is made of lightweight, high-strength composite materials, such as carbon fiber reinforced composite materials or glass fiber composite materials, to minimize the weight of the hull 10 and improve gliding performance and fuel economy. Regarding the propulsion system, a high-efficiency gasoline or diesel engine can be used to drive the forward blower 50 and the tail propeller, enabling control and optimization of power output.

[0073] Furthermore, to enhance the planing boat's adaptability in complex sea conditions, the hydrofoil 40 can adopt an adjustable design. For example, the angle of attack or retraction status of the hydrofoil 40 can be adjusted via hydraulic or electric mechanisms, optimizing hydrodynamic performance in real time according to speed and sea conditions to improve navigation stability and comfort. Simultaneously, the airfoil design of the main wing 20 and the stern wing 30 can also be adjusted according to actual needs, such as using airfoils with higher lift coefficients or airfoils with better high-speed performance to meet the performance requirements of different application scenarios.

[0074] During actual operation, when the planing boat reaches the predetermined speed, the main wing 20 generates aerodynamic lift based on principles similar to those of an aircraft wing, while the stern wing 30 works in conjunction with it to assist in controlling the longitudinal balance of the hull 10 and improve handling response. Simultaneously, multiple hydrofoils 40 arranged at the bottom, under hydrodynamic action, form a combined lift system with the main wing and stern wing, causing part of the hull 10 to lift off the water surface, thereby significantly reducing the contact area and drag between the hull 10 and the water surface.

[0075] Furthermore, the propulsion system in this embodiment, through the coordinated operation of the fore and aft propulsion devices, ensures the thrust required for the planing boat during acceleration and stable operation, enabling the hull 10 to smoothly transition from a hydrodynamic support state to a planing state primarily driven by aerodynamic lift. It is worth noting that in this specific implementation, the hull 10 adopts a catamaran structure design with continuous air-water channels at the bottom. This design primarily relies on hydrodynamics to maintain buoyancy at low speeds, while at high speeds, gas enters the bottom through the channels to create a high-pressure zone, further providing aerodynamic lift and thus achieving a more efficient drag reduction effect.

[0076] Preferably, the tail-mounted propulsion device includes an air propeller 11 mounted behind the tail fin 30.

[0077] At least one air propeller 11 is provided at the stern of the hull 10. The air propeller 11 is located behind the tail fin 30, and the nozzle direction of the air propeller 11 is adjustable.

[0078] The wing-forward propulsion system includes left and right fans 50 mounted tilted downward in front of the main wing 20, and the steering angle of the fans 50 is adjustable.

[0079] The hull 10 houses a generator, which is connected to the forward propulsion system and the stern propulsion system.

[0080] like Figure 1 and 2 As shown, the planing boat of this utility model is a hull structure with air propeller propulsion, including a hull 10, a forward propulsion device and a stern propulsion device.

[0081] The stern-mounted propulsion system includes an air propeller 11 mounted behind the stern fin 30. Specifically, at least one air propeller 11 is located at the stern of the hull 10, behind the stern fin 30, to provide forward propulsion. In this embodiment, the air propeller 11 employs an electrically driven structure, and its blades are made of composite materials to reduce weight and improve corrosion resistance.

[0082] The wing-mounted propulsion system includes two wind turbines 50 mounted inclined downwards on either side in front of the main wing 20. Each wind turbine 50 is fixed to the hull structure 10 via a mounting bracket, and its tilt angle is adjustable to adapt to different navigation requirements. In this embodiment, the impellers of the wind turbines 50 are made of high-strength alloy material and are equipped with protective covers to prevent foreign objects from entering and affecting operation.

[0083] A generator is installed inside the hull 10, which is electrically connected to the forward propulsion system and the stern propulsion system to provide a stable power output. In this embodiment, the optional generator is a diesel generator set, which can provide continuous power during long-term voyages.

[0084] Preferably, the bottom of the hull 10 is provided with a dual propeller drive device 12, the propellers of the dual propeller drive device 12 are located below the air propeller thruster 11 and are partially submerged in the water.

[0085] During navigation, the underwater propeller provides additional propulsion, especially at low speeds or when the water surface is undulating, improving the stability and maneuverability of the vessel. In this embodiment, the propeller is made of a corrosion-resistant alloy material, offering high durability, and is equipped with a protective net to prevent foreign objects from becoming entangled and affecting normal operation.

[0086] The twin propeller drive unit 12 is connected to a generator inside the hull 10, which provides electricity for the drive and can flexibly adjust the power output according to navigation requirements. When the hull is in the water-surface gliding mode, the twin propeller drive unit 12 can work independently, while in high-speed mode, it can work in conjunction with the air propeller thruster 11 to provide stronger propulsion.

[0087] Preferably, there are four hydrofoils 40, with two hydrofoils 40 being connected to the left side of the hull 10 in a rear-to-rear manner, and the remaining two hydrofoils 40 being distributed on the right side of the hull 10 in a rear-to-rear manner.

[0088] like Figure 2 and Figure 4 As shown, the hull 10 of this embodiment is connected to four hydrofoils 40 to improve the stability and navigation efficiency of the hull.

[0089] In a preferred embodiment, the hydrofoil 40 is a flat wing plate structure, and the hydrofoil 40 is fixedly connected to the hull 10 by multiple connecting rods 41. The wing plate adopts a composite sandwich structure, with the outermost layer being a metal material.

[0090] Hydrofoil 40, as a highly efficient hydrodynamic component, is widely used in high-speed vessels. The selection of its airfoil parameters directly affects the drag performance of the wing-gliding boat. The lift generation mechanism of the hydrofoil 40 is similar to that of an airfoil, consisting of two parts: the pressure difference caused by the different flow velocities on the upper and lower surfaces, and the reaction force generated by the downward pressure of the fluid at an angle of attack. Since the density of fluids in the ocean is 800 times that of air, the size of the hydrofoil 40 can be much smaller than that of an aircraft, and its proportion of total weight will also be much smaller. Therefore, using the hydrofoil 40 in high-speed vessels offers extremely high cost-effectiveness. Compared to conventional planing boats, wing-gliding boats exhibit significant hull lift at sufficiently high speeds and are less affected by wave-making.

[0091] The main advantages of a planing boat equipped with hydrofoils 40 are:

[0092] 1. Low drag at high speeds. When the hydrofoil 40 boat is in wing-wing mode, the hull 10 is lifted out of the water by the hydrofoil 40, and the underwater components are only the hydrofoil 40, rudder, and shafting. Therefore, water resistance is greatly reduced, and the speed can be greatly increased.

[0093] 2. Good seakeeping performance. Since the hull 10 is lifted off the water surface when in wing-wing mode, the disturbance of waves to the hydrofoil 40 is reduced, thus the swaying motion of the hydrofoil 40 in wind and waves is reduced, and its seakeeping performance is greatly improved.

[0094] 3. Small waves are generated during high-speed navigation. Because only the hydrofoil, rudder, and other components are in the water during wing-wing navigation, the waves generated are very small.

[0095] 4. Good maneuverability. When the hydrofoil 40 is in wing-mounted mode, the combined action of flaps and rudder allows the hull 10 to produce a safe inward turn, thus exhibiting good maneuverability.

[0096] Preferably, the hydrofoil 40 is a flat wing plate structure or a float structure that is narrow at the front end and wide at the rear end. The hydrofoil 40 is fixedly connected to the hull 10 by multiple connecting rods 41.

[0097] In a preferred embodiment, the hydrofoil 40 is a float that is narrow at the front end and wide at the rear end. It is made of strong and tough high-molecular-weight polyethylene and other materials, which has good weather resistance and impact resistance. It can prevent ultraviolet rays, freeze, and seawater chemical stains and other corrosion.

[0098] Preferably, the outer contour of the main wing 20 is triangular or trapezoidal, and the width of the front end of the main wing 20 is smaller than the width of the rear end.

[0099] The outer contour of the main wing 20 can be triangular or trapezoidal, with its front width being smaller than its rear width. This allows the main wing 20 to reduce leading-edge drag during navigation, while optimizing airflow distribution and improving lift efficiency.

[0100] Specifically, the airfoil structure of the main wing 20 adopts a composite structure that combines the features of a delta wing and an aircraft airfoil. The leading edge of the main wing 20 is designed as a delta wing structure with a large angle of attack to provide high lift and good maneuverability at low speeds; the trailing edge adopts a streamlined structure similar to an aircraft airfoil to reduce air resistance and improve stability and lift efficiency at high speeds.

[0101] To further optimize aerodynamic performance, the surface of the main wing 20 of this invention is made of a smooth, low-drag material, and reinforcing ribs are provided in key areas to improve overall rigidity and prevent excessive deformation during high-speed navigation. The main wing 20 design of this embodiment not only effectively improves navigation efficiency but also enhances overall handling stability, enabling the hull 10 to maintain good dynamic performance in different navigation modes.

[0102] Preferably, the lower part of the stern wing 30 is provided with two mounting posts 31, which are fixedly connected to the hull 10.

[0103] The stern fin 30 is installed at an angle that is inclined relative to the horizontal plane.

[0104] In this embodiment, the stern fin 30 adopts an inclined mounting structure to optimize aerodynamic performance and improve the navigation stability of the hull 10. The lower part of the stern fin 30 is provided with two mounting posts 31, both of which are fixedly connected to the hull 10, so that the stern fin 30 can be securely mounted and ensure that it does not sway or deviate during high-speed navigation.

[0105] Specifically, the mounting posts 31 are made of high-strength alloy materials to ensure sufficient load-bearing capacity, and their outer surfaces are treated with anti-corrosion coatings to adapt to seawater or freshwater environments. The spacing and height of the two mounting posts 31 are optimized so that the stern fin 30 can be mounted on the hull 10 at an appropriate angle and has good wind resistance.

[0106] The stern fin 30 is installed at an angle relative to the horizontal plane, and this angle can be adjusted according to actual navigation requirements. In this embodiment, the trailing edge of the stern fin 30 is relatively high and the leading edge is relatively low, so that the stern fin 30 provides additional downforce during high-speed navigation, improves the stability of the hull 10, and reduces turbulence and sideslip during navigation.

[0107] In practice, both the main wing 20 and the stern wing 30 adopt a skin-frame structure, which is composed of components such as wing spars, longitudinal walls, stringers, wing ribs, and skin. The basic load-bearing components include the longitudinal frame along the wingspan, the transverse frame (perpendicular to the wing spars along the airflow direction), and the skin.

[0108] In another implementation, a sandwich-type wing can be used, primarily employing sandwich panels as the skin, with even the longitudinal walls and wing ribs made of sandwich materials. The sandwich panels rely on the inner and outer panels to bear the load, while the lightweight core provides support. Compared to a single-layer skin of the same weight, a sandwich skin has greater strength and stiffness, can withstand larger local aerodynamic loads, and has a better aerodynamic shape. The upper and lower panels can be made of metal or composite materials. The interior typically uses honeycomb or foam plastic sandwich layers. The sandwich material is filled with air and insulation materials, providing good thermal insulation and protecting the internal equipment. When the wing height is small, a full-height filled solid sandwich structure can be used. This structure has fewer load-bearing components, is simple to construct, and meets the needs of planing boats.

[0109] Specifically, the main wing 20 is fixed to the top of the ship's cockpit, and the main wing 20 can be installed by bolting and then welding.

[0110] Preferably, the fan 50 of the wing-forward propulsion device is installed at an angle that is tilted backward relative to the vertical direction.

[0111] The wing-mounted propulsion system in this embodiment includes left and right fans 50 installed in front of the main wing 20 of the hull 10. To optimize propulsion and aerodynamic performance, the fans 50 are installed at a certain angle to the rear relative to the vertical direction.

[0112] Specifically, the wind turbine 50 is fixed to the hull 10 structure by a mounting bracket. The angle of the mounting bracket is adjustable, allowing the wind turbine 50 to tilt backward at a certain angle relative to the vertical direction. In this embodiment, the tilt angle is preferably between 10° and 30° to accommodate thrust requirements under different navigation conditions.

[0113] When the hull 10 is sailing at low speed or taking off, the tilt angle of the wind turbine 50 helps to provide additional lift, allowing the hull 10 to enter a high-speed state more quickly; while during high-speed sailing, the rearward tilting layout of the wind turbine 50 can reduce the resistance of the airflow in front to the hull 10, improve the overall propulsion efficiency, and at the same time reduce the energy consumption of the wind turbine 50 during operation.

[0114] In a preferred embodiment, the wind turbine 50 employs a high-efficiency blade structure and is equipped with a fairing to optimize airflow direction and reduce turbulence, thereby improving propulsion stability. This embodiment's design enables the forewing propulsion system to provide optimal thrust distribution at different stages of navigation, enhancing the handling performance and navigation efficiency of the hull 10.

[0115] Implementation, for example Figure 1 As shown, preferably, the hull 10 is a catamaran planing boat structure.

[0116] It should be noted that the design of catamaran planing boats, due to the central through-channel design of the hull, means that at low speeds, most of the channel is below the waterline, and the planing boat operates in a displacement mode, with buoyancy primarily driven by hydrodynamics. As speed increases, air rushes into the channel from the bow, causing the bow to rise and the hull to tilt noticeably backward. This increases the air intake in the channel, creating high pressure inside and generating upward lift, which reduces the contact area between the hull and the water, thus reducing drag. At sufficiently high speeds, the channel is completely above the waterline, and the hull enters a planing state. The gas and water in the channel mix to form a high-speed gas-liquid mixture, which adheres to the hull surface and the water, reducing water resistance. Simultaneously, the generated aerodynamic lift further reduces the hull's draft, lowering overall drag.

[0117] The working principle of this utility model of a low-altitude watercraft is as follows:

[0118] 1. Initial Stage - Low-Speed ​​Navigation

[0119] When sailing at low speeds, the hull 10 relies mainly on the buoyancy of the water for support, similar to the state of an ordinary ship.

[0120] At this time, the hydrofoils 40 at the bottom of the hull 10 are partially submerged in the water, providing a certain amount of hydrodynamic lift, which helps to reduce the contact area between the hull 10 and the water surface, thereby reducing water resistance.

[0121] The two wind turbines 50 of the forward propulsion system start up to provide forward thrust and assist the hydrofoil 40 in generating lift.

[0122] The twin propeller drive unit 12 is located at the bottom of the hull 10 and provides additional propulsion, especially enhancing stability during start-up and low-speed navigation.

[0123] 2. Acceleration phase - transition to gliding state

[0124] As speed increases, the lift of the hydrofoil 40 gradually increases, and part of the hull 10 is lifted off the water, reducing the area submerged in water and thus further reducing water resistance.

[0125] The main wing 20 and the stern wing 30 begin to function, using aerodynamic lift to support the hull 10 and reduce reliance on hydrodynamics.

[0126] The forward propulsion unit adjusts its angle to optimize propulsion efficiency, while the stern propulsion unit provides greater forward thrust to the air propeller 11, helping the hull 10 to quickly enter a gliding state.

[0127] 3. High-speed gliding phase - mainly relying on aerodynamic lift.

[0128] Once the hull 10 reaches the predetermined taxiing speed, the main wing 20 becomes the primary source of lift. Its airfoil structure can effectively convert aerodynamic forces, enabling the hull 10 to lift further.

[0129] The stern fin 30 is responsible for adjusting the attitude of the hull 10, providing stability and maneuverability, and preventing pitch or lateral instability.

[0130] The hydrofoil 40 remains partially submerged in water to provide additional lift and assist in the attitude control of the hull 10.

[0131] The tail-mounted propulsion unit, an air propeller, serves as the main propulsion system, providing continuous thrust to keep the hull 10 gliding at high speed.

[0132] Dynamic adjustment and adaptability to complex sea conditions

[0133] Hydrofoil 40 is adjustable: The angle of attack of the hydrofoil 40 can be adjusted by hydraulic or electric mechanisms to adapt to different speeds and sea conditions, improving stability and comfort.

[0134] Power system coordination: The thrust distribution of the forewing fan 50, the tail air propeller, and the bottom underwater propeller can be dynamically adjusted according to the speed and operating status to ensure optimal sailing performance.

[0135] Catamaran structure and air-water passage: The hull 10 adopts a catamaran structure with an air-water passage at the bottom. During high-speed navigation, airflow enters the passage to form a high-pressure zone, which further enhances lift, reduces navigation resistance, and improves fuel economy.

[0136] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model in any way. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present utility model without departing from the technical solution of the present utility model shall still fall within the scope of the technical solution of the present utility model.

Claims

1. A low-altitude planing boat for waterborne applications, characterized in that, include: The hull (10) is fixedly equipped with a wing, which consists of a main wing (20) and a stern wing (30). The main wing (20) and the stern wing (30) are arranged on the hull (10) at intervals from front to back. Multiple hydrofoils (40) are connected to the bottom of the hull (10). The propulsion system is located on the upper part of the hull (10), and the propulsion system includes a forward propulsion device and a stern propulsion device. The lengths of the main wing (20) and the stern wing (30) are both greater than the width of the hull (10); the main wing (20) and the stern wing (30) are both airfoil structures; the main wing (20), the stern wing (30), multiple hydrofoils (40) and the wing-forward propulsion device together constitute the lifting component; the wing-forward propulsion device includes multiple independently controllable fans, which are used to provide vertical lift and assist the planing boat in achieving vertical take-off and landing, hovering and low-altitude flight.

2. The low-altitude planing boat according to claim 1, characterized in that, The tail-end propulsion device includes an air propeller (11) installed behind the tail fin (30). At least one air propeller (11) is provided at the stern of the hull (10), the air propeller (11) is located behind the tail fin (30), and the nozzle direction of the air propeller (11) is adjustable. The wing-forward propulsion device includes left and right side fans (50) installed at an angle downward in front of the main wing (20), and the turning angle of the fans (50) is adjustable; The hull (10) has a built-in generator, which is connected to the forward propulsion device and the stern propulsion device.

3. A low-altitude planing boat according to claim 2, characterized in that, The fan (50) of the wing-forward propulsion device is installed at an angle that is tilted backward relative to the vertical direction.

4. A low-altitude planing boat according to claim 1, characterized in that, The bottom of the hull (10) is provided with a dual propeller drive device (12), the propeller of the dual propeller drive device (12) is located below the air propeller thruster (11) and is partially submerged in the water.

5. A low-altitude planing boat according to claim 1, characterized in that, The number of the multiple hydrofoils (40) is four, of which two hydrofoils (40) are distributed and connected to the left side of the hull (10) in a back-to-back manner, and the remaining two hydrofoils (40) are distributed on the right side of the hull (10) in a back-to-back manner.

6. A low-altitude planing boat according to claim 5, characterized in that, The hydrofoil (40) is a flat wing plate structure or a float structure that is narrow at the front end and wide at the rear end. The hydrofoil (40) is fixedly connected to the hull (10) by multiple connecting rods (41).

7. A low-altitude planing boat according to claim 1, characterized in that, The outer contour of the main wing (20) is triangular or trapezoidal, and the front width of the main wing (20) is smaller than the rear width.

8. A low-altitude planing boat according to claim 1, characterized in that, The lower part of the stern wing (30) is provided with two mounting posts (31), which are fixedly connected to the hull (10). The stern wing (30) is installed at an angle relative to the horizontal plane.

9. A low-altitude planing boat according to any one of claims 1 to 8, characterized in that, The hull (10) is a catamaran planing boat structure.

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