Wing-in-ground effect aircraft having three aircraft bodies and low aspect ratio

Abstract

A wing-in-ground effect aircraft having three aircraft bodies and a low aspect ratio, comprising a middle aircraft body (10) extending longitudinally and left and right aircraft bodies (12, 14) respectively located on two sides of the middle aircraft body, wherein left and right air guide plates (22, 24) that engage the left and right aircraft bodies with the middle aircraft body each have an aspect ratio less than 1, upper and lower air ducts (120, 122, 140, 142) on the left and right sides are respectively cut and defined by the left and right air guide plates, and the longitudinal length of the left / right aircraft body is greater than the longitudinal length of the left / right air guide plate; left and right front blowers (32, 34) respectively disposed in front of the left and right air guide plates; left and right rear blowers (42, 44) respectively disposed above the rear sides of the left and right air guide plates; an attitude detector (52), used for detecting pitch and horizontal attitudes, generating attitude information, and receiving attitude information; and a processor (50), used for separately and independently driving and controlling the left and right front blowers and the left and right rear blowers. According to the wing-in-ground effect aircraft, the ground contact risk can be reduced, and the maneuverability and travelling efficiency are improved.

Description

A three-body, low-aspect-ratio wing-to-ground vehicle Technical Field

[0001] The present invention relates to a wing-to-ground aircraft, in particular to a wing-to-ground aircraft with three fuselages and a low aspect ratio. Background Art

[0002] Wing-in-Ground effect (WIG), also known as ground effect (GE), refers to the fluid dynamics effect of using the pressure difference between the airflow above and below the wing surface to generate an upward force. This can be used to keep an aircraft flying within a certain distance from the ground or water surface, thereby reducing the aircraft's fuel consumption. In addition, because aircraft that take off using the wing-in-ground effect can take off directly on the sea surface, they can switch between air and sea navigation modes while traveling. Their maneuverability is greater than that of traditional aircraft and ordinary ships. They do not need to be limited to long runways or ports for departure, docking, and cargo loading and unloading, and they have the advantages of both. Compared to ordinary aircraft, the ability of wing-in-ground aircraft to operate and take off at sea allows them to be designed with larger cabins similar to cargo ships, which can carry more items when transporting cargo. Compared to ordinary ships, they can reduce water resistance and friction by leaving the water surface, allowing them to operate at higher speeds.

[0003] In addition, the aspect ratio (AR) refers to the ratio of the square of the aircraft's wingspan to its wing area. If the wing area is the same, a wing with a larger aspect ratio will generate more lift under the same conditions, thereby reducing the aircraft's takeoff and landing distance. As shown in Figure 9, the Super Pelican wing-to-ground aircraft 9 designed and manufactured by Boeing is famous for its extremely wide wingspan of approximately 150m, which allows it to achieve a huge load capacity of thousands of tons. However, due to the limitation that the wing-to-ground effect can only occur at extremely low flight altitudes, such as several meters above the sea surface, when a single wing is about 75m away from the center of the fuselage, whether it is tilted due to turning or hit by waves, as shown in Figure 10, if the right wingtip 94 is lowered by 6m, it will hit the water surface and cause instantaneous huge resistance. Multiplying this by the 75m lever arm length, there will be a huge instantaneous torque. Using simple trigonometric calculations, we can see that tan -1(6 / 75) A mere 4.6° angle, or even just a 5° tilt of the fuselage, can cause severe rotational torque, placing an extremely severe strain on the wing structure; not to mention the potential hazard of wingtip impacts during land flight. Therefore, despite their excellent payload and range, these wing-to-ground aircraft remain limited to experimental aircraft, unable to achieve practical adoption. A relatively low aspect ratio can reduce an aircraft's induced drag, thereby lowering its lift-to-drag ratio and achieving high maneuverability. However, lift is limited by the wingspan, resulting in reduced lift. Therefore, even fighter aircraft, which require extreme dogfighting agility, typically only have an aspect ratio as low as, for example, three times the original length.

[0004] In addition, as shown in the passenger aircraft 8 of Figure 11, the wingtips of the two outwardly extending wings will generate wingtip vortices due to the pressure difference between the airflow on the upper and lower sides, resulting in a decrease in the lift of the aircraft, an increase in drag, and further increased fuel consumption and reduced maneuverability. Therefore, there is also a design of a wing-to-ground aircraft 9' as shown in Figure 12. In addition to having a smaller float 92' and 94' at the left and right wingtips, wingtip winglets 920' and 940' are also extended upward to reduce the effect of the wingtip vortices. However, the configuration of the wingtip winglets 920' and 940' will further expand the width of the entire aircraft, making the space required for docking larger, and also reducing the flexible control performance of the wing-to-ground aircraft 9'.

[0005] Therefore, how to provide an aircraft that properly utilizes the wing-ground effect, not only can it navigate on the sea or land, but also has a certain storage space, a high operating speed, high maneuverability, and a small space when docked to increase its flexibility, especially providing high stability when navigating on the sea or land, while saving energy, will be the problem that the present invention aims to solve. Summary of the Invention

[0006] In view of the above-mentioned deficiencies of the prior art, according to an embodiment of the present invention, it is hoped to provide a wing-to-ground aircraft, which aims to achieve the following invention purposes: (1) Utilizing the wing-to-ground effect and the design of low aspect ratio, it is ensured that the narrow wingspan will not easily touch the sea surface or the ground, thereby improving safety; (2) By virtue of the design of low aspect ratio, it is not necessary to rely on an aircraft runway for takeoff and landing, nor is it limited to large ports for mooring and loading and unloading of cargo, which effectively saves space utilization during docking and improves the flexibility of use in different use environments; (3) By virtue of the propeller that can be pivoted to adjust the direction, it is convenient to change the mode from driving on the water or land to flying off the water or the ground; (4) By utilizing the design of three bodies to provide an effective wind channel and provide better stability during navigation; (5) By utilizing the design of the three bodies and the position of the wind deflector, the energy consumption and lift reduction caused by the wingtip vortex are reduced; (6) By properly utilizing the wing-to-ground effect, it provides lower fuel consumption than ordinary ships or aircraft.

[0007] To achieve the above-mentioned objectives, the present invention provides a three-body, low-aspect-ratio wing-to-ground aircraft, comprising: a longitudinally extending middle body; two longitudinally extending left and right bodies, respectively located on either side of the middle body; wherein each of the left and right bodies is formed with an internal gas fuel tank, thereby providing additional buoyancy when the wing-to-ground aircraft is on the water surface; left and right wind deflectors, respectively connecting the left and right bodies to the middle body, each having an aspect ratio less than one, thereby limiting the lateral width of the wing-to-ground aircraft to a spacing corresponding to the spacing between the left and right bodies; and wherein the left and right wind deflectors, respectively, cut through the middle body and the left and right bodies. Upper / lower air ducts are defined on the left / right sides, wherein the longitudinal length of the left / right side body is greater than the longitudinal length of the left / right air guide plate; at least one pair of left / right front fans are symmetrically arranged in front of the left / right air guide plate; at least one pair of left / right rear fans are symmetrically arranged above the rear side of the left / right air guide plate, thereby respectively strengthening the airflow of the left / right upper air duct; at least one attitude detector is used to detect the pitch and horizontal attitude of the middle body and / or the left / right side body to generate attitude information; and at least one processor receives the attitude information and is used to independently drive and control the left / right front fan and the left / right rear fan.

[0008] By utilizing the aforementioned wing-to-ground aircraft, the present invention provides a wing-to-ground aircraft capable of operating on sea or land, without the need for runways, airports, or limited to docks or harbors. Furthermore, the three-hull design and the wind ducts defined by the left and right wind deflectors effectively provide a low-aspect-ratio design. This significantly reduces the risk of ground contact compared to conventional wing-to-ground aircraft during flight and also reduces unintended adverse effects such as wingtip vortices, resulting in a range and payload that surpasses aircraft and ships of equivalent weight. When carrying cargo, the wing-to-ground aircraft of the present invention can offer superior energy consumption compared to conventional ships while simultaneously providing higher transport speeds by flying above the water. The aspect ratio and three-hull design of the present invention can reduce induced drag during flight, exhibiting superior climbing performance, thereby increasing maneuverability and operating efficiency while also reducing the lift drag generated by wingtip vortices during flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] FIG1 is a perspective schematic diagram of a wing-to-ground aircraft according to a first preferred embodiment of the present invention.

[0010] FIG. 2 is a top view of the aircraft with wings for loading containers according to the embodiment of FIG. 1 .

[0011] 3 is a schematic side cross-sectional view of the aircraft with wings for loading containers along line aa of the embodiment of FIG. 2 , illustrating the airflow in the upper / lower air ducts on the right side.

[0012] FIG4 is a front cross-sectional view of the aircraft with wings for loading containers along line bb according to the embodiment of FIG2 , illustrating the upper and lower air ducts on the left and right sides.

[0013] 5 and 6 are a side view of the embodiment of FIG. 1 and a schematic diagram of loading and unloading the aircraft with wings for loading containers.

[0014] FIG. 7 is a side view of a second preferred embodiment of the present invention for a torpedo-equipped wing aircraft, illustrating the pivoting of the front / rear propellers.

[0015] FIG8 is a schematic diagram of a blower propeller for a ground-based aircraft according to a third preferred embodiment of the present invention.

[0016] Figure 9 is a three-dimensional schematic diagram of the Super Pelican wing ground-based aircraft developed by Boeing.

[0017] FIG10 is a front view schematic diagram of the wing-to-ground aircraft of FIG9 , illustrating the relationship between the tilt angle and the wingtip contact with the sea.

[0018] Figure 11 is a three-dimensional schematic diagram of a passenger plane taking off, illustrating the wingtip vortex effect.

[0019] FIG12 is a perspective schematic diagram of another conventional wing-to-ground aircraft, illustrating the wingtip winglet structure.

[0020] Among them: 10, 10' are the middle body; 12 is the left body; 100 is the predetermined waterline; 120 is the left upper air duct; 122 is the left lower air duct; 14, 14' are the right body; 140 is the right upper air duct; 142 is the right lower air duct; 22 is the left air deflector; 24 is the right air deflector; 30, 30" are the first transverse axis; 32 is the left front fan; 320 is the left front fan outer frame; 320" is the frame; 322 is the left front fan body; 322" is the blast blade; 324 is the left front guide vane; 34, 34' are the right front fan; 340 is the right front fan outer frame; 342 is the right front fan body; 344 is the right front guide vane; 40 is the second transverse axis; 42 is the left rear fan; 420 is the left rear fan frame; 422 is the left rear fan body; 424 is the left rear guide vane; 44 and 44' are the right rear fan; 440 is the right rear fan frame; 442 is the right rear fan body; 444 is the right rear guide vane; 50 is the processor; 52 is the attitude detector; 6 is a cargo container; 6' is a torpedo; 8 is a passenger plane; 9 is a Super Pelican wing-to-ground vehicle; 9' is a wing-to-ground vehicle; 90 is the fuselage; 92' and 94' are floats; 920' and 940' are wingtip ailerons; 94 is the right wingtip; 1 is a wing-to-ground vehicle; 60' is the magazine door; 71, 72, 73, 74 are airflows; 75, 76, 77, 78 are airflow components. DETAILED DESCRIPTION

[0021] The present invention will be further described below in conjunction with the accompanying drawings and specific examples. These embodiments should be understood to be merely illustrative of the present invention and not intended to limit the scope of protection of the present invention. After reading the contents described herein, those skilled in the art may make various changes or modifications to the present invention, and these equivalent variations and modifications also fall within the scope defined by the claims of the present invention.

[0022] The structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in this specification for the understanding and reading of those familiar with this technology. They are not used to limit the conditions for the implementation of the present invention and therefore have no substantial technical significance. Any structural modifications, changes in proportional relationships, or adjustments in size should still fall within the scope of the technical contents disclosed in this invention without affecting the effects and objectives that can be achieved by the present invention. At the same time, terms such as "one", "two", "on", etc. quoted in this specification are only used to facilitate the clarity of the description and are not used to limit the scope of the implementation of the present invention. Changes or adjustments in their relative relationships should also be considered as the scope of the implementation of the present invention without substantially changing the technical contents.

[0023] First preferred embodiment

[0024] As shown in Figures 1-6, the wing-to-ground aircraft provided in the first preferred embodiment of the present invention is described using the example of container transportation. The three bodies of the aforementioned wing-to-ground aircraft 1 are the middle body 10 and the left / right bodies 12 and 14 on both sides. The interior of the middle body 10 is mostly hollow and can accommodate items. In this embodiment, it is used to load containers. In order to facilitate the loading and unloading of containers by cranes, the middle body 10 in this embodiment can be opened from the top, as shown in Figure 6. After the container 6 is loaded, the middle body 10 is closed. A gas fuel tank is formed inside the left / right bodies 12 and 14 on both sides. In this embodiment, hydrogen is filled as an example, and a fuel cell can be used as an energy source. Hydrogen, as the lightest gas, can provide additional buoyancy to maintain the stability of the aforementioned wing-to-ground aircraft 1 when it is operating on the water or stagnating on the water. In addition, the three-body design not only increases the contact area with the water surface when sailing on the water, thereby increasing its stability and preventing it from capsizing due to strong winds and waves, but also provides a larger cabin space. For example, in this embodiment, the space outside the gas fuel tanks of the middle body 10 and the left / right bodies 12 and 14 can be used to load cargo.

[0025] Left and right wind deflectors 22 and 24, located on the left and right sides of the intermediate body 10, connect to the left and right fuselages 12 and 14, respectively, and define left upper and lower air ducts 120 and 122, and right upper and lower air ducts 140 and 142, respectively. These allow air to flow through from above and below, respectively, creating longitudinal airflows to increase travel speed and boosting the airflow to increase lift for the wing-type ground vehicle 1. The aspect ratio of the wing-type ground vehicle 1 is designed to be less than one, meaning that the ratio of the square of the wingspan formed by the left and right wind deflectors 22 and 24 and the left and right fuselages 12 and 14 to the wing surface area is less than one. This reduces the lift-to-drag ratio, increases the aircraft's climbing performance, and enhances its maneuverability and travel efficiency. In addition, the longitudinal length of the left / right fuselage 12, 14 is greater than the longitudinal length of the left / right air deflectors 22, 24. Thus, since the thinner side edges of the left / right air deflectors 22, 24 do not directly contact the air, the generation of wingtip vortices and drag on the outer edges of conventional wings can be avoided.

[0026] A pair of left / right front blowers are symmetrically positioned in front of the left / right air guides 22 and 24. In this embodiment, left / right front fans 32 and 34 are exemplified. They are located between the center housing 10 and the left / right housings 12 and 14, respectively. The left / right front fans 32 and 34 are positioned about a first transverse axis 30 perpendicular to the center housing 10 and the left / right housings 12 and 14. In this embodiment, the left / right front fans 32 and 34 can independently pivot along the first transverse axis 30. A pair of left / right rear blowers are also symmetrically positioned above and behind the left / right air guides 22 and 24, between the center housing 10 and the left / right housings 12 and 14. In this embodiment, left / right rear fans 42 and 44 are exemplified. They are mounted on a second transverse axis 40 perpendicular to the longitudinal direction and parallel to the first transverse axis 30. The left / right rear fans 42 and 44 can pivot along the transverse second transverse axis 40. Of course, for greater cost savings, the left / right front fans 32, 34 could be configured to have a fixed tilt angle along the first transverse axis 30, while the left / right rear fans 42, 44 could be configured to have a fixed tilt angle along the second transverse axis 40. Furthermore, the aforementioned wing-to-ground aircraft 1 is equipped with an attitude detector 52 for detecting the pitch and horizontal attitude of the center body 10 and / or the left / right bodies 12, 14, and transmitting the resulting attitude information to a processor 50. The processor 50 then uses this attitude information to independently drive and control the left / right front fans 32, 34 and the left / right rear fans 42, 44. Of course, even if the fan structure is simplified to a design that cannot pivot to further reduce costs, the operation of the wing-to-ground aircraft 1 can still be smoothly controlled by independently rotating the fans in both forward and reverse directions and controlling their speed.

[0027] With particular reference to Figures 3 and 4 , for ease of explanation, the wing-to-ground aircraft of Figure 2 is viewed and described along section lines aa and bb, respectively. Here, the area above the left wind deflector 22 between the left fuselage 12 and the middle fuselage 10 is defined as the left upper duct 120, and the area below the left wind deflector 22 is defined as the left lower duct 122. Between the right fuselage 14 and the middle fuselage 10, the area above the right wind deflector 24 is defined as the right upper duct 140, and the area below the right wind deflector 24 is defined as the right lower duct 142. Obviously, when the wing-to-ground aircraft of the present invention is resting on or moving over the water, since the left fuselage 12, the middle fuselage 10, and the right fuselage 14 are all submerged in water, the airflow 72 in the left lower duct 122 and the right lower duct 142 is completely enclosed within the duct and has no way of escaping from the wingtips, thereby completely eliminating the adverse effects of wingtip vortices. Conversely, the airflow 71 within the left and right upper air ducts 120, 140 will primarily flow along the ducts from front to back, and will not easily cross the upper edges of the left and right fuselages 12, 14. This maintains the air velocity differential above and below the deflectors, facilitating lift. In particular, the left and right deflectors have downwardly sloping bottom surfaces from front to back, ensuring a non-zero angle of attack for the forward-moving wing-to-ground vehicle, effectively providing lift.

[0028] Similarly, only the right front fan 34, right air deflector 24, and right rear fan 44 are used to illustrate airflow propulsion. The tilted rotation of the right front fan 34 generates a forward propulsion airflow 73 with an inclined angle. Because the first transverse axis is higher than the right air deflector 24, the ratio of the longitudinal airflow component 75 propulsed into the upper right air duct to the downwardly directed lifting airflow component 76 is altered. The second transverse axis is also higher than the right air deflector 24. The rearward propulsion airflow 74 with an inclined angle generated by the right rear fan 44 can be adjusted by pivoting the right rear fan 44 along the second transverse axis or changing its rotational speed, thereby varying the magnitude and ratio of the longitudinal airflow component 77 in the upper right air duct and the downwardly directed lifting airflow component 78. Because the right front / rear fans 34 and 44 are positioned higher than the right deflector 24, the longitudinal airflow components 75 and 77 primarily accelerate the airflow 71 in the upper right duct. The downward-propulsive airflow components 76 and 78 primarily provide a greater lift based on the law of reaction. As for the airflow 72 below the deflector, due to the low altitude of the wing-to-ground aircraft, it interacts with the water or ground, experiencing a more significant hysteresis. This creates a more pronounced pressure difference above and below the deflector, thereby increasing the upward lift. Thus, the wing-to-ground aircraft of the present invention can smoothly and gradually lift itself from the water or ground to an appropriate altitude, such as 5 to 10 meters above the water, while significantly reducing its wingspan. Of course, if the aircraft is to take off from the ground, landing gear and wheels will also need to be installed below the middle fuselage 10, the left fuselage 12, and the right fuselage 14.

[0029] Due to its extremely low aspect ratio, the wing-to-ground aircraft of the present invention has better flexibility, but its stability requires rapid adjustment and compensation to maintain. Therefore, when the attitude detector 52 detects any tilt of the wing-to-ground aircraft, it can be adjusted by increasing or decreasing the speed of each fan through the processor 50, or by pivoting the blowing direction of each fan. In this embodiment, the left / right front fans 32 and 34 further include at least one left front fan frame 320 and at least one right front fan frame 340, respectively disposed along at least the first transverse axis 30 between the left housing 12 and the central housing 10, and between the central housing 10 and the right housing 14; a left front fan body 322 and a right front fan body 342, respectively fixed to the left front fan frame 320 and the right front fan frame 340; and a left front guide vane 324 and a right front guide vane 344, respectively fixed to the left front fan frame 320 and the right front fan frame 340, and located behind the left front fan body 322 and the right front fan body 342, respectively.

[0030] Similarly, in this embodiment, the left / right rear fans 42 and 44 further include at least one left rear fan frame 420 and at least one right rear fan frame 440, respectively arranged along at least the second transverse axis 40 between the left body 12 and the central body 10, and between the central body 10 and the right body 14; a left rear fan body 422 and a right rear fan body 442 respectively fixed to the left rear fan frame 420 and the right rear fan frame 440; and a left rear guide vane 424 and a right rear guide vane 444 respectively fixed to the left rear fan frame 420 and the right rear fan frame 440 and located behind the left rear fan body 422 and the right rear fan body 442. In this way, the airflow of each of the above-mentioned blowers can be more accurately directed to blow in a predetermined direction, making control more convenient. Of course, as can be easily understood by those familiar with the technical field, although the guide wings in this embodiment are all fixed to the fan frame, the entire fan, i.e., the fan frame and the fan body, are rotated as a whole to change the airflow component. However, this structure can be changed to a control structure in which the guide wings can pivot relative to the fan frame as needed, thereby enhancing the effect of fine-tuning the wind direction. Furthermore, in this embodiment, the left front guide wing 324 and the aforementioned right front guide wing 344 respectively have an upper side surface including multiple curved surfaces with gradually changing curvatures, and a flat lower side surface; similarly, the left rear guide wing 424 and the right rear guide wing 444 respectively have an upper side surface including multiple curved surfaces with gradually changing curvatures, and a flat lower side surface, thereby also providing better lift.

[0031] In this embodiment, the left / right side fuselages 12 and 14 respectively have a predetermined waterline 100 extending longitudinally. That is, when the wing-to-ground aircraft is stationary on the water surface, and the internal gas fuel tanks of the left / right side fuselages 12 and 14 are filled with gas fuel and the fans are stationary, the portions of the left / right side fuselages 12 and 14 below the predetermined waterline 100 are located below the water surface, and the longitudinal length of the predetermined waterline 100 is greater than the wingspan width of the left / right wind deflectors. Thus, it can be ensured that before the wing-to-ground aircraft takes off from the water surface, the downwind ducts on the left and right sides can fully limit the direction of the airflow.

[0032] Because the lateral orientation of the wing-to-ground aircraft of the present invention eliminates the interference of wingtip vortices without the need for wingtip winglets, the lateral width of the wing-to-ground aircraft is limited to the distance corresponding to the distance between the left and right fuselages 12 and 14. This also allows the wing-to-ground aircraft of the present invention to adapt to the space requirements of narrow areas for operation and use, greatly increasing its flexibility. It can not only quickly climb in a short period of time, but also help improve the efficiency of switching between water and air modes. As mentioned above, since the wing-to-ground aircraft does not rely on an airport runway for takeoff and landing and can operate on land and sea, after loading the container, it is not limited to a port as a starting point or end point. Instead, it can take off directly from land, fly a certain distance, and then land at a location at sea where it needs to be resupplied. It does not require a large port for unloading, which clearly demonstrates the design advantage of the present invention based on its low aspect ratio.

[0033] Second preferred embodiment

[0034] As shown in FIG7 , the second preferred embodiment of the present invention provides a wing-to-ground aircraft, using the loading of torpedoes as an example. The components and steps of the wing-to-ground aircraft described in the first embodiment are applicable and will not be further elaborated. Because the torpedoes 6' are loaded into a container, unlike the first embodiment, the center cabin of the wing-to-ground aircraft in this embodiment is designed to be suspended from the bottom of the wing-to-ground aircraft, unlike the first embodiment, which opens from above. Since the wing-to-ground aircraft flies at a very low altitude, close to the sea surface and difficult to detect, the torpedoes can be quickly released by opening the magazine door 60'. To facilitate takeoff and landing, as shown by the dotted lines, the right front fan 34' and the right rear fan 44' can be tilted and even pivoted to a horizontal position, similar to a quadcopter, providing a vertical takeoff and landing mode.

[0035] Third preferred embodiment

[0036] Of course, as those skilled in the art will readily appreciate, the left / right front / rear blowers of the present invention are not limited to axial-flow propellers, nor are they necessarily required to be identical on the front and rear sides. As shown in FIG8 , a third preferred embodiment of the present invention, the blowers in this embodiment are exemplified as cycloidal propellers. Taking the left front blower as an example, this cycloidal propeller comprises two frames 320" on either side, each of which rotates about a first transverse axis 30". Within the frames 320", multiple pivotable blower blades 322" are pivoted along a common radius. The rotation of the frames 320" creates a variable-angle rearward and downward airflow. Therefore, as the angle of the blower blades 322" changes, the longitudinal airflow component and the downward lift component can be varied. Of course, if the aircraft is turning, the left and right blowers can be used to advance on one side and retreat on the other, further increasing operational flexibility. Furthermore, any blower, ion wind propeller, or the like can serve as equivalent alternatives and are equally encompassed within the scope of the present invention.

Claims

1. A three-body, low-aspect-ratio wing-to-ground aircraft, comprising: A longitudinally extending intermediate body: Two left and right fuselages extending longitudinally on either side of the central fuselage, respectively, wherein each of the left and right fuselages is formed with an internal gas fuel tank to provide additional buoyancy when the wing-to-ground vehicle is on the water surface; The left and right air deflectors connecting the left and right fuselages to the middle fuselage have an aspect ratio less than one, thereby limiting the lateral width of the wing-type aircraft to a distance corresponding to the spacing between the left and right fuselages. The left and right air deflectors define upper and lower air ducts on the left and right sides, respectively, through the middle fuselage and the left and right fuselages. The longitudinal length of the left and right fuselages is greater than the longitudinal length of the left and right air deflectors. At least one pair of left / right front blowers symmetrically arranged in front of the left / right air deflectors; At least one pair of left / right rear blowers symmetrically disposed above and behind the left / right air guide plates, respectively, to strengthen the airflow in the left / right upper air ducts; At least one attitude detector, configured to detect the pitch and horizontal attitude of the middle body and / or the left / right body, and generate attitude information; as well as At least one processor receives the aforementioned posture information and is used to independently drive and control the aforementioned left / right front blowers and the aforementioned left / right rear blowers.

2. The ground-based aircraft according to claim 1, wherein: The left / right front blower is at least one left / right front fan respectively arranged between the central body and the left / right side bodies along a first transverse axis perpendicular to the longitudinal direction.

3. The ground-based aircraft according to claim 2, wherein: The left / right front fans are configured to pivot along the first transverse axis, thereby changing the ratio of the longitudinal airflow component pushed to the left / right upper air duct and the lifting airflow component blown downward.

4. The ground-based aircraft according to claim 3, wherein: The left / right front fans further include: At least one left front fan outer frame and at least one right front fan outer frame are respectively disposed along at least the first transverse axis between the left body and the central body, and between the central body and the right body; A left front fan body and a right front fan body respectively fixed to the left front fan outer frame and the right front fan outer frame; and The left front guide vane and the right front guide vane are respectively fixed to the aforementioned left front fan outer frame and the aforementioned right front fan outer frame and are respectively located behind the aforementioned left front fan body and the aforementioned right front fan body.

5. The ground-based aircraft according to claim 4, wherein: The left front guide vane and the right front guide vane respectively have an upper side surface including a plurality of curved surfaces with gradually varying curvatures, and a flat lower side surface.

6. The ground-based aircraft according to claim 1, wherein: The left / right rear blower is at least one left / right rear fan respectively arranged between the central body and the left / right body along a second transverse axis perpendicular to the longitudinal direction.

7. The ground-based aircraft according to claim 6, wherein: The left / right rear fans are configured to pivot along the transverse axis, thereby changing the ratio between the longitudinal airflow component that accelerates the left / right upper air duct and the lifting airflow component that blows downward.

8. The ground-based aircraft according to claim 7, wherein: The left / right rear fans further include: at least one left rear fan outer frame and at least one right rear fan outer frame disposed at least along the second transverse axis between the left body and the central body, and between the central body and the right body; A left rear fan body and a right rear fan body respectively fixed to the left rear fan outer frame and the right rear fan outer frame; and The left rear guide vane and the right rear guide vane are respectively fixed to the aforementioned left rear fan outer frame and the aforementioned right rear fan outer frame and are respectively located behind the aforementioned left rear fan body and the aforementioned right rear fan body.

9. The ground-based aircraft according to claim 8, wherein: The left rear guide vane and the right rear guide vane respectively have an upper side surface including a plurality of curved surfaces with gradually varying curvatures, and a flat lower side surface.

10. The ground-based aircraft according to claim 1, wherein: The left / right side fuselage respectively has a predetermined waterline extending longitudinally, so that when the wing-to-ground aircraft is stationary on the water surface, the internal gas fuel tanks of the left / right side fuselage are filled with gas fuel, and the left / right front fans and the left / right rear fans are stationary, the portion of the left / right side fuselage below the predetermined waterline is located below the water surface, and the longitudinal length of the predetermined waterline is greater than the wingspan width of the left / right wind deflector; and the left / right wind deflector has a bottom surface that is downwardly inclined from front to rear, so that the angle of attack of the wing-to-ground aircraft is a non-zero acute angle when it moves forward.

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