CN117262214B - Amphibious short-distance take-off and landing ground effect aircraft - Google Patents

Abstract

The invention relates to the technical field of aviation, in particular to an amphibious short-distance take-off and landing ground effect aircraft, which comprises: the main wings are arranged on two sides of the machine body and form a preset included angle with the machine body; the pontoons are arranged at two ends of the main wing, and wingtip winglets are arranged on the pontoons; the flap and the aileron are arranged on the main wing in parallel; the tail wing is arranged at the tail part of the fuselage and provided with a tail wing control surface; the two outer ducts are symmetrically arranged on the machine body, and a main engine and a main rotor wing are arranged in the outer ducts; the two air inlet ducts are arranged in the machine body, one end of each air inlet duct is of an air inlet structure, the other end of each air inlet duct is of an air injection structure, and an auxiliary engine is arranged on each air inlet duct; the laser range finder is arranged at the bottom of the machine body. The vertical maneuverability and the horizontal maneuverability of the aircraft are higher, small obstacles can be effectively leaped, and large obstacles can be avoided through steering, so that the application scene of the ground effect aircraft is greatly expanded, and the ground effect aircraft is more practical.

Description

Amphibious short take-off and landing ground effect vehicle

Technical Field

The present invention relates to the field of aviation technology, and in particular to an amphibious short take-off and landing ground-effect vehicle.

Background technique

The existing means of transportation with the ability to transport across the sea at high speed mainly include rotorcraft, fixed-wing aircraft, and high-speed watercraft such as hovercraft and hydrofoil. However, the power load of rotorcraft is generally low, about 30-60N/kW, with a small load and low transportation efficiency; conventional fixed-wing aircraft are too fast, have high requirements for take-off and landing conditions, cannot take off and land in complex terrain, and their scope of use is severely limited; fixed-wing aircraft with vertical take-off and landing capabilities are generally small in size, and their transportation efficiency is even lower than that of rotorcraft; fixed-wing seaplanes have high requirements for the take-off and landing environment, and cannot take off and land in short distances or in the sea with strong winds and waves; high-speed watercraft such as hovercraft and hydrofoil are in direct contact with the water surface, have large friction resistance, low speed, and do not have vertical maneuverability, cannot cross obstacles, and are difficult to use normally on land.

The ground effect is an aerodynamic effect produced when a fixed-wing aircraft flies close to a solid or liquid surface. It can increase the pressure difference between the upper and lower surfaces of the wing, while reducing the induced drag, significantly improving the lift-to-drag ratio of the fixed-wing aircraft in this state. As the theory of ground effect gradually matures, ground effect vehicles have gradually been put into practical use. Ground effect vehicles are a special type of fixed-wing aircraft with a low cruising altitude. Their advantages include high load-bearing capacity, high speed, and high transportation economy. Their carrying capacity can reach 50% of their own weight, far exceeding the 20% of conventional fixed-wing aircraft, and their cruising speed is about ten times that of ordinary ships.

The most significant disadvantage of existing ground effect vehicles is that the fuselage is bulky, resulting in poor vertical maneuverability; after the flight altitude is increased and the lift is not enough to maintain the weight after leaving the ground effect area, the existing ground effect vehicles have a low cruising altitude, which easily causes the wingtips to touch the water when turning at a large angle, so the turning radius is large and the horizontal maneuverability is poor. Due to the poor vertical and horizontal maneuverability, it is difficult for existing ground effect vehicles to avoid obstacles, so the requirements for the flight environment are high, so most of the current ground effect vehicles can only sail on the sea surface and do not have the ability to sail on land, which greatly restricts their use scenarios. At the same time, due to the poor vertical maneuverability, the take-off and landing performance of existing ground effect vehicles is also poor, and it is difficult to achieve short-distance take-off and landing, so the requirements for take-off and landing conditions are high. Due to the weak wave resistance, there are safety hazards if taking off and landing on the sea surface with large winds and waves, and they can only take off and land on the sea surface with small winds and waves, which further limits the scope of application.

At present, in view of the above shortcomings, in the prior art, a rocket engine or an aircraft engine is usually installed as an auxiliary engine at a lower position on the outside of the fuselage, and the engine nozzle is directed to the lower surface of the wing. During takeoff and climbing, the flaps are deflected downward, and the auxiliary engine is turned on at the same time to make the airflow blow to the lower surface of the wing to increase a certain lift. However, there are still many problems with this design. Although this auxiliary engine layout can increase lift to a certain extent and shorten the take-off distance, since the auxiliary engine nozzle is facing backward, it will accelerate the aircraft when it is turned on, so it cannot shorten the landing distance, and the use scenario is still limited. In addition, if the auxiliary engine uses a conventional aircraft engine, due to the low installation position, seawater will be poured into the engine when the wind and waves are strong, which poses a safety hazard and seriously affects the engine life; if a rocket engine is used, it is not compatible with the main engine fuel, logistics maintenance is inconvenient, reliability is not high, life is short, and efficiency is low, endurance is short, and vibration is large, and passenger comfort is low.

Summary of the invention

Therefore, the technical problem to be solved by the present invention is to overcome the problem that although the auxiliary engine layout in the prior art can improve lift to a certain extent and shorten the take-off distance, since the auxiliary engine nozzle is facing backward, it will accelerate the aircraft when turned on, and therefore cannot shorten the landing distance, and the usage scenarios are still limited, thereby providing an amphibious short take-off and landing ground effect aircraft.

In order to solve the above technical problems, the present invention provides an amphibious short take-off and landing ground effect vehicle, comprising: a fuselage, main wings are arranged on both sides of the fuselage, and the main wings are arranged at a preset angle with the fuselage; floats are arranged at both ends of the main wings, and winglets are arranged on the floats; flaps and ailerons are arranged in parallel on the main wings; a tail wing is arranged at the tail of the fuselage, and a tail wing control surface is arranged on the tail wing; two outer ducts are symmetrically arranged on the fuselage, and a main engine and a main rotor are arranged in the outer ducts; two air intake ducts are arranged in the fuselage, one end of the air intake duct is an air intake structure, and the other end is a jet structure, and an auxiliary engine is arranged on the air intake duct; a laser rangefinder is arranged at the bottom of the fuselage.

Furthermore, the preset angle between the main wing and the fuselage is 4°.

Furthermore, the auxiliary engine is provided with an auxiliary engine rotor and a plurality of auxiliary engine supports, the plurality of auxiliary engine supports connect the air intake duct and the auxiliary engine, and the auxiliary engine rotor is located at one end of the auxiliary engine.

Furthermore, the air intake structure includes: an air intake hatch cover, which is arranged on the top of the fuselage, and the air intake hatch cover is connected to the air intake hydraulic rod; an air intake motor connecting rod, which is arranged in the air intake duct, and the air intake motor connecting rod is connected to the air intake hydraulic rod.

Furthermore, the jet structure includes: a jet port hatch cover, which is arranged at the bottom of the fuselage and connected to the jet port hydraulic rod; a jet port motor connecting rod, which is arranged in the jet duct and connected to the jet port hydraulic rod.

Furthermore, it also includes a front landing gear, which is arranged in the fuselage, and a front cabin cover hydraulic rod is provided on the front landing gear, and a front landing gear cabin cover is provided on the front cabin cover hydraulic rod, and the front landing gear cabin cover is located at the bottom of the fuselage.

Furthermore, it also includes a rear landing gear, which is arranged in the fuselage, and a rear hatch hydraulic rod is provided on the rear landing gear, and a rear landing gear hatch cover is provided on the rear hatch hydraulic rod, and the rear landing gear hatch cover is located at the bottom of the fuselage.

Furthermore, the front landing gear and the rear landing gear both include a landing gear hydraulic rod and a landing gear connecting rod, a landing gear buffer rod, and a landing gear wheel. The landing gear connecting rod is arranged between the landing gear hydraulic rod and the landing gear buffer rod, and the landing gear wheel is arranged at the bottom of the landing gear buffer rod.

Furthermore, a main engine support is provided on the main wing, and the main engine is arranged on the main engine support.

Furthermore, the main engine is provided with an outer duct support, and the outer duct is arranged on the outer duct support.

The technical solution of the present invention has the following advantages:

The invention provides an amphibious short take-off and landing ground-effect vehicle, comprising: a fuselage, main wings are arranged on both sides of the fuselage, and the main wings are arranged at a preset angle with the fuselage; floats are arranged at both ends of the main wings, and winglets are arranged on the floats; flaps and ailerons are arranged in parallel on the main wings; a tail wing is arranged at the tail of the fuselage, and a tail wing control surface is arranged on the tail wing; two outer ducts are symmetrically arranged on the fuselage, and a main engine and a main rotor are arranged in the outer ducts; two air intake ducts are arranged in the fuselage, one end of the air intake duct is an air intake structure, and the other end is a jet structure, and an auxiliary engine is arranged on the air intake duct; a laser rangefinder is arranged at the bottom of the fuselage.

By setting the main wing and the V-shaped tail wing on the top, the head of the fuselage is equipped with a windshield, wherein the main body of the fuselage is a conventional wide-body configuration, and the lower part of the fuselage is a ship-shaped. This setting method can effectively reduce the resistance of the aircraft when gliding in the water; at the same time, the airfoil of the main wing adopts an airfoil with a slightly downward trailing edge, with a preset angle. After simulation verification, it can produce a good ground effect within the range of the height from the ground less than the chord length of the wing, improve the lift coefficient, and reduce the drag coefficient. In addition, the trailing edge of the main wing is equipped with flaps and ailerons, the middle part of the lower side of the main wing is equipped with a laser rangefinder, the outer side of the main wing is connected to the buoy, the buoy is equipped with a wingtip winglet, and the trailing edge of the tail wing is equipped with a tail rudder.

Compared with conventional fixed-wing aircraft, this amphibious short take-off and landing ground effect aircraft has the advantages of large load capacity and high flight efficiency, and can transport more goods/personnel at a lower cost. When flying at a cruising speed (about 200km/h) in the ground effect area, the lift-to-drag ratio reaches 20-30, which is much higher than that of conventional fixed-wing aircraft;

Compared with surface vehicles such as hovercraft and hydrofoil vessels, the ground effect vehicle has the advantage of high speed and can transport goods/personnel with higher efficiency.

Compared with existing ground effect vehicles, this aircraft has higher vertical and horizontal maneuverability, and can efficiently fly over small obstacles and turn to avoid large obstacles, allowing the aircraft to fly normally in environments where conventional ground effect vehicles cannot fly, such as plains, swamps, coasts, gentle hills, and seas with strong winds and waves. This greatly expands the application scenarios of ground effect vehicles and makes them more practical. The auxiliary engine is used to spray air downward to create an air cushion effect between the ground/water surface to supplement the lift generated by the wing surface, thereby increasing the total lift. The aircraft can fly at a lower speed and achieve short-distance takeoff and landing, reducing the restrictions on the use of aircraft under take-off and landing conditions.

This Summary is provided to introduce a selection of concepts in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the disclosure, nor is it intended to limit the scope of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

FIG1 is a schematic structural diagram of an amphibious short take-off and landing ground-effect vehicle provided by the present invention;

FIG2 is a perspective view of an amphibious short take-off and landing ground-effect vehicle provided by the present invention;

FIG3 is a front view of an amphibious short take-off and landing ground-effect vehicle provided by the present invention;

FIG4 is a bottom view of the amphibious short take-off and landing ground effect vehicle provided by the present invention;

FIG5 is a top view of an amphibious short take-off and landing ground effect vehicle provided by the present invention;

FIG6 is a schematic diagram of an air intake duct of an amphibious short take-off and landing ground-effect vehicle provided by the present invention;

FIG7 is a schematic diagram of an auxiliary engine of an amphibious short take-off and landing ground effect vehicle provided by the present invention;

FIG8 is a schematic diagram of an air intake structure of an amphibious short take-off and landing ground-effect vehicle provided by the present invention;

FIG9 is a schematic diagram of the jet structure of an amphibious short take-off and landing ground effect vehicle provided by the present invention;

FIG10 is a diagram of a front landing gear hatch of an amphibious short take-off and landing ground effect vehicle provided by the present invention;

FIG11 is a diagram of a rear landing gear hatch of an amphibious short take-off and landing ground effect vehicle provided by the present invention;

FIG12 is a schematic diagram of the landing gear of the amphibious short take-off and landing ground effect vehicle provided by the present invention;

FIG. 13 is a pressure cloud diagram of the MH114 airfoil of the amphibious short take-off and landing ground-effect vehicle provided by the present invention under simulation conditions.

Description of reference numerals:

1. Fuselage; 2. Main wing; 3. Tail; 4. Windshield; 5. Flaps; 6. Ailerons; 7. Laser rangefinder; 8. Floats; 9. Winglets; 10. Tail control surfaces; 11. Main engine; 12. Main engine support; 13. Duct; 14. Duct support; 15. Main rotor; 16. Air intake duct; 17. Air intake hatch; 18. Air intake hydraulic rod; 19. Air intake motor connecting rod ; 20. Jet hatch cover; 21. Jet hatch hydraulic rod; 22. Jet hatch motor connecting rod; 23. Auxiliary engine rotor; 24. Auxiliary engine; 25. Auxiliary engine support; 26. Front landing gear hatch cover; 27. Front hatch cover hydraulic rod; 28. Rear landing gear hatch cover; 29. Rear hatch cover hydraulic rod; 30. Landing gear hydraulic rod; 31. Landing gear connecting rod; 32. Landing gear buffer rod; 33. Landing gear wheel.

Detailed ways

In the following, only some exemplary embodiments are briefly described. As those skilled in the art will appreciate, the described embodiments may be modified in various ways without departing from the spirit or scope of the present disclosure. Therefore, the drawings and descriptions are considered to be exemplary and non-restrictive in nature.

In the description of the present disclosure, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the present disclosure and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present disclosure. In addition, the terms "first" and "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present disclosure, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

In the description of the present disclosure, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present disclosure can be understood according to specific circumstances.

In the present disclosure, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply means that the first feature is lower in level than the second feature.

The disclosure below provides many different embodiments or examples to implement different structures of the present disclosure. In order to simplify the disclosure of the present disclosure, the components and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present disclosure. In addition, the present disclosure can repeat reference numbers and/or reference letters in different examples, and this repetition is for the purpose of simplicity and clarity, which itself does not indicate the relationship between the various embodiments and/or settings discussed. In addition, the present disclosure provides various specific examples of processes and materials, but those of ordinary skill in the art can be aware of the application of other processes and/or the use of other materials.

The preferred embodiments of the present disclosure are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present disclosure, and are not used to limit the present disclosure.

Referring to FIGS. 1 to 13 , the present invention provides an amphibious short take-off and landing ground effect vehicle, comprising: a fuselage 1, main wings 2 are arranged on both sides of the fuselage 1, and the main wings 2 are arranged at a preset angle with the fuselage 1; buoys 8 are arranged at both ends of the main wings 2, and winglets 9 are arranged on the buoys 8; flaps 5 and ailerons 6 are arranged in parallel on the main wings 2; a tail wing 3 is arranged at the tail of the fuselage 1, and a tail wing control surface 10 is arranged on the tail wing 3; two outer ducts 13 are symmetrically arranged on the fuselage 1, and a main engine 11 and a main rotor 15 are arranged in the outer duct 13; two air intake ducts 16 are arranged in the fuselage 1, one end of the air intake duct 16 is an air intake structure, and the other end is a jet structure, and an auxiliary engine 24 is arranged on the air intake duct 16; a laser rangefinder 7 is arranged at the bottom of the fuselage 1.

By arranging the main wing 2 and the tail wing 3 of the V-shaped structure on the top, the head of the fuselage 1 is equipped with a windshield 4, wherein the main body of the fuselage 1 is a conventional wide-body configuration, and the lower half of the fuselage 1 is a ship shape. This arrangement can effectively reduce the resistance of the aircraft when gliding in the water;

At the same time, the airfoil of the main wing 2 adopts an airfoil with a slightly downward-biased trailing edge and a preset angle. After simulation verification, it can produce a good ground effect within the range of height above the ground less than the chord length of the wing, thereby increasing the lift coefficient and reducing the drag coefficient.

In addition, the trailing edge of the main wing 2 is equipped with a flap 5 and an aileron 6, a laser rangefinder 7 is installed in the middle of the lower side of the main wing 2, the outer side of the main wing 2 is connected to a buoy 8, a wingtip winglet 9 is installed on the buoy 8, and a tail rudder 10 is installed at the trailing edge of the tail 3.

Compared with conventional fixed-wing aircraft, this amphibious short take-off and landing ground effect aircraft has the advantages of large load capacity and high flight efficiency, and can transport more goods/personnel at a lower cost. When flying at a cruising speed (about 200km/h) in the ground effect area, the lift-to-drag ratio reaches 20-30, which is much higher than that of conventional fixed-wing aircraft;

Compared with surface vehicles such as hovercraft and hydrofoil vessels, the ground effect vehicle has the advantage of high speed and can transport goods/personnel with higher efficiency.

Compared with existing ground effect vehicles, the aircraft has higher vertical and horizontal maneuverability, can efficiently fly over small obstacles and turn to avoid large obstacles, so that the aircraft can fly normally in plains, swamps, coasts, gentle hills and seas with large winds and waves where conventional ground effect vehicles cannot fly, greatly expanding the application scenarios of ground effect vehicles and making them more practical; the auxiliary engine 24 is used to spray air downward to generate an air cushion effect between the ground/water surface to supplement the lift generated by the wing surface, thereby increasing the total lift. The aircraft can fly at a lower speed and achieve short-distance takeoff and landing, reducing the restrictions on the use of the aircraft under take-off and landing conditions.

In some optional embodiments, the preset angle between the main wing 2 and the fuselage 1 is 4°. The setting of the preset angle can produce a good ground effect, improve the lift coefficient, and reduce the drag coefficient within the range of the height above the ground less than the chord length of the wing, and the MH114 airfoil is finally selected after optimization.

In some optional embodiments, the auxiliary engine 24 is provided with an auxiliary engine rotor 23 and a plurality of auxiliary engine supports 25 , the plurality of auxiliary engine supports 25 connect the air intake duct 16 and the auxiliary engine 24 , and the auxiliary engine rotor 23 is located at one end of the auxiliary engine 24 .

The auxiliary engine rotor 23 is installed in front of the auxiliary engine 24 , and the auxiliary engine 24 is connected to the inside of the air intake duct 16 through the auxiliary engine support 25 .

In some optional embodiments, the air intake structure includes an air intake hatch cover 17, an air intake hydraulic rod 18, and an air intake motor connecting rod 19; wherein, the air intake hatch cover 17 is arranged at the top of the fuselage 1, and the air intake hatch cover 17 is connected to the air intake hydraulic rod 18; the air intake motor connecting rod 19 is arranged in the air intake duct 16, and the air intake motor connecting rod 19 is connected to the air intake hydraulic rod 18.

Among them, the air intake hatch cover 17 is arranged on the top of the fuselage 1 and is located on both sides of the windshield 4. The air intake hatch cover 17 is connected to the air intake hydraulic rod 18 and the air intake motor connecting rod 19, so that the air intake motor connecting rod 19 and the air intake hydraulic rod 18 are controlled by the motor arranged in the fuselage 1, thereby driving the air intake hatch cover 17 to rotate.

The jet structure includes a jet hatch cover 20, a jet hydraulic rod 21, and a jet motor connecting rod 22; wherein, the jet hatch cover 20 is arranged at the bottom of the fuselage 1, and the jet hatch cover 20 is connected to the jet hydraulic rod 21; the jet motor connecting rod 22 is arranged in the jet duct, and the jet motor connecting rod 22 is connected to the jet hydraulic rod 21.

Among them, the jet hatch cover 20 is arranged at the bottom of the fuselage 1, and the jet hatch cover 20 is connected to the jet hydraulic rod 21 and the jet motor connecting rod 22, so that the jet motor connecting rod 22 and the jet hydraulic rod 21 are controlled by the motor arranged in the fuselage 1, thereby driving the jet hatch cover 20 to rotate.

The amphibious short take-off and landing ground effect vehicle also includes a front landing gear and a rear landing gear; wherein the front landing gear is arranged in the fuselage 1, and a front hatch hydraulic rod 27 is provided on the front landing gear, and a front landing gear hatch cover 26 is provided on the front hatch hydraulic rod 27, and the front landing gear hatch cover 26 is located at the bottom of the fuselage 1; the rear landing gear is arranged in the fuselage 1, and a rear hatch hydraulic rod 29 is provided on the rear landing gear, and a rear landing gear hatch cover 28 is provided on the rear hatch hydraulic rod 29, and the rear landing gear hatch cover 28 is located at the bottom of the fuselage 1.

Specifically, the front landing gear and the rear landing gear each include a landing gear hydraulic rod 30 and a landing gear connecting rod 31, a landing gear buffer rod 32, and a landing gear wheel 33, wherein the landing gear connecting rod 31 is arranged between the landing gear hydraulic rod 30 and the landing gear buffer rod 32, and the landing gear wheel 33 is arranged at the bottom of the landing gear buffer rod 32.

In some optional embodiments, a main engine support 12 is provided on the main wing 2 , and the main engine 11 is arranged on the main engine support 12 ; an external duct support 14 is provided on the main engine 11 , and the external duct 13 is arranged on the external duct support 14 .

The main engine 11 is connected to the main wing 2 through the main engine support 12 , the duct 13 is connected to the main engine 11 through the duct support 14 and is connected to the main wing 2 at the same time, and the main rotor 15 is installed in front of the main engine 11 .

The actual use method of the amphibious short take-off and landing ground effect vehicle is as follows:

During the taxiing takeoff, the two main engines 11 operate at maximum power to generate thrust to accelerate the aircraft; the flaps 5 are deflected downward to increase lift; the air inlet hydraulic rod 18 and the jet outlet hydraulic rod 21 are extended to push the air inlet hatch cover 17 and the jet outlet hatch cover 20 out of the fuselage 1, and then the motor drives the air inlet motor connecting rod 19 and the jet outlet motor connecting rod 22 to rotate, so that the air inlet and the jet outlet are fully opened;

When the auxiliary engine 24 is turned on, the high-speed wake generated blows directly toward the ground/water surface to produce an air cushion effect, and the aircraft obtains vertical upward lift through the reaction force. At the same time, the lower part of the fuselage 1, the main wing 2, the pontoon 8 and the downward-biased flap 5 form a closed air chamber, and the high-speed wake accumulates here to form a high-pressure area, further strengthening the air cushion effect and greatly improving the lift, so that the aircraft can fly off the ground at a relatively low speed (about km/h) and achieve short-distance takeoff.

After takeoff, the flap 5 returns to the horizontal position; the landing gear hydraulic rod 30 is shortened, driving the landing gear connecting rod 31 to retract the landing gear buffer rod 32 and the landing gear wheel 33 into the fuselage 1; the front hatch hydraulic rod 27 and the rear hatch hydraulic rod 29 are shortened, driving the front landing gear hatch cover 26 and the rear landing gear hatch cover 28 to close (if taking off on water, the front and rear landing gear hatch covers 28 are fully closed, and the front and rear landing gears remain in a folded state); the auxiliary engine 24 is turned off to stop the vertical downward jet of air; the motor drives the air inlet motor connecting rod 19 and the jet motor connecting rod 22 to rotate, so that the air inlet hatch cover 17 and the jet hatch cover 20 rotate back to their original positions, and then the air inlet hydraulic rod 18 and the jet hydraulic rod 21 are shortened, so that the air inlet and the jet are completely closed, so that the surface of the aircraft is flat during level flight and the resistance is reduced.

During level flight, the laser rangefinder 7 is turned on, and the measured height above the ground is fed back to the computer, which controls the adjustment of the flaps 5, ailerons 6 and tail fin control surfaces 10 to enable the aircraft to achieve constant altitude cruising.

When flying over an obstacle, the flap 5 is deflected downward to increase lift; the air inlet hatch 17 and the jet hatch 20 are opened, and the auxiliary engine 24 is turned on, and the high-speed wake generated is blown directly to the ground/water surface, so that an air cushion effect is generated between the fuselage 1 and the ground/water surface, which greatly increases the lift and enables the aircraft to climb quickly to avoid the obstacle; after flying over the obstacle, the auxiliary engine 24 is turned off, and the air inlet hatch 17 and the jet hatch 20 are closed; the computer again combines the data measured by the laser rangefinder 7 to return the aircraft to the predetermined altitude, and continues to maintain the cruising state at the altitude before flying over the obstacle.

When turning, the flap 5 is deflected downward to increase lift; the air inlet cover and the jet cover are opened, and the auxiliary engine 24 is turned on to increase the flight altitude, and then the aileron 6 and the tail rudder 10 are deflected to enable the aircraft to turn with a smaller turning radius; the rotation speed of the two main engines 11 is controlled to produce a differential, thereby obtaining a certain steering torque, further improving the steering efficiency of the aircraft; after turning, the auxiliary engine 24 is turned off, and the air inlet hatch 17 and the jet hatch 20 are closed.

When preparing for landing, the main engine 11 is turned off to slow down the aircraft; the flaps 5 are lowered to significantly increase the resistance and further slow down the aircraft; at the same time, the air inlet cover and the jet cover are opened, and the auxiliary engine 24 is turned on to compensate for the lift loss caused by the speed reduction with the increased lift of the auxiliary engine 24, so that the aircraft can significantly slow down in the air while still maintaining its flight altitude.

After arriving at the destination, the front hatch cover hydraulic rod 27 and the rear hatch cover hydraulic rod 29 extend, driving the front landing gear hatch cover 26 and the rear landing gear hatch cover 28 to open (if taking off from water, the front and rear landing gear hatch covers 28 are fully closed, and the front and rear landing gears remain in a folded state); the landing gear hydraulic rod 30 extends, driving the landing gear connecting rod 31 to extend the landing gear buffer rod 32 and the landing gear wheel 33 out of the fuselage 1; the power of the auxiliary engine 24 is gradually reduced to reduce the lift and lower the flight altitude until the aircraft lands smoothly.

Obviously, the above embodiments are merely examples for the purpose of clear explanation, and are not intended to limit the implementation methods. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the implementation methods here. The obvious changes or modifications derived therefrom are still within the protection scope of the invention.

Claims (7)

1. An amphibious short take-off and landing ground effect aircraft, comprising:

the device comprises a machine body (1), wherein main wings (2) are arranged on two sides of the machine body (1), and the main wings (2) and the machine body (1) are arranged at a preset included angle;

the pontoons (8) are arranged at two ends of the main wing (2), and wingtip winglets (9) are arranged on the pontoons (8);

a flap (5) and an aileron (6) arranged in parallel on the main wing (2);

The tail wing (3) is arranged at the tail part of the fuselage (1), and a tail wing control surface (10) is arranged on the tail wing (3);

The two outer ducts (13) are symmetrically arranged on the machine body (1), and a main engine (11) and a main rotor wing (15) are arranged in the outer ducts (13);

The two air inlet ducts (16) are arranged in the machine body (1), one end of each air inlet duct (16) is of an air inlet structure, the other end of each air inlet duct is of an air injection structure, and an auxiliary engine (24) is arranged on each air inlet duct (16);

The laser range finder (7) is arranged at the bottom of the machine body (1);

An auxiliary engine rotor wing (23) and a plurality of auxiliary engine supports (25) are arranged on the auxiliary engine (24), the plurality of auxiliary engine supports (25) are connected with the air inlet duct (16) and the auxiliary engine (24), and the auxiliary engine rotor wing (23) is positioned at one end part of the auxiliary engine (24);

The air intake structure includes:

The air inlet hatch cover (17) is arranged at the top of the machine body (1), and the air inlet hatch cover (17) is connected with the air inlet hydraulic rod (18);

The air inlet motor connecting rod (19) is arranged in the air inlet duct (16), and the air inlet motor connecting rod (19) is connected with the air inlet hydraulic rod (18);

The air injection structure includes:

The air jet cabin cover (20) is arranged at the bottom of the machine body (1), and the air jet cabin cover (20) is connected with an air jet hydraulic rod (21);

the jet motor connecting rod (22) is arranged in the jet duct, and the jet motor connecting rod (22) is connected with the jet hydraulic rod (21).

2. Amphibious short take-off and landing ground effect aircraft according to claim 1, characterized in that the preset angle of the main wing (2) to the fuselage (1) is 4 °.

3. An amphibious short take-off and landing ground-effect aircraft according to claim 2, further comprising a nose landing gear arranged in the fuselage (1) and provided with a nose hatch cover hydraulic ram (27), the nose hatch cover hydraulic ram (27) being provided with a nose landing gear hatch cover (26), the nose landing gear hatch cover (26) being located at the bottom of the fuselage (1).

4. An amphibious short take-off and landing ground effect aircraft according to claim 3, further comprising a rear landing gear arranged in the fuselage (1) and provided with a rear hatch cover hydraulic lever (29), the rear hatch cover hydraulic lever (29) being provided with a rear landing gear hatch cover (28), the rear landing gear hatch cover (28) being located at the bottom of the fuselage (1).

5. An amphibious short take-off and landing ground effect aircraft according to claim 4, wherein the nose landing gear and the rear landing gear each comprise a landing gear hydraulic rod (30) and a landing gear link (31), a landing gear buffer rod (32), and a landing gear wheel (33), the landing gear link (31) being provided between the landing gear hydraulic rod (30) and the landing gear buffer rod (32), the landing gear wheel (33) being provided at the bottom of the landing gear buffer rod (32).

6. An amphibious short take-off and landing ground effect aircraft according to any one of claims 1 to 5, wherein a main engine support (12) is provided on the main wing (2), the main engine (11) being provided on the main engine support (12).

7. Amphibious short take-off and landing ground effect aircraft according to claim 6, characterized in that the main engine (11) is provided with an outer duct support (14), the outer duct (13) being provided on the outer duct support (14).