CN1974323A - Ground effect flyer - Google Patents

Abstract

The invention discloses a large-scale high-speed ground-effect aircraft flying in a ground-effect flight area. The present invention comprises fuselage, wing and engine, and described aircraft tail is provided with cruising engine, and both sides of fuselage head are provided with take-off engine, and fuselage middle section two side wings are provided with booster air cavity, and this booster air cavity is formed by The lower part of the middle section of the fuselage, the lower surface of the main wing, the partitions below the two ends of the main wing and the flaps on the lower side of the trailing edge of the main wing form a closed cavity. In the invention, the jet flow of the take-off engine is introduced into the booster air chamber through the turning nozzle, and the kinetic energy of the airflow is converted into pressure energy to generate a larger pad lift; And the elevator with adjusting plate on the empennage and horizontal tail not only ensures the reasonable matching between the angle of attack focus and the height focus, but also ensures the balance of the force of the elevator and rudder during long-term flight, and realizes the balance and balance in the longitudinal plane. Maneuver to ensure the aircraft is flying stably in the air close to the water surface.

Description

ground effect aircraft

technical field

The invention relates to an aircraft, in particular to a large-scale high-speed ground-effect aircraft with high-efficiency power-up effect and flying in a ground-effect flight area.

Background technique

High-efficiency power-lift ground-effect aircraft is a high-speed transportation tool. When the aircraft flies close to the ground or water surface, the air flows through the narrow passage between the wing and the ground or water surface to generate additional power-lift effect. The height at which the ground lift effect exists is called the ground effect zone, and its height is approximately equivalent to the length of the wingspan. The closer to the ground, the stronger the ground effect. The ground effect aircraft is a new type of transportation tool developed by using the aerodynamic ground effect principle to fly over the ground or over the sea. Because the ground-effect aircraft has the same high speed as an airplane, although it can fly close to the ground in theory, it can only fly over the surface of rivers, lakes, and seas without surface obstacles. Therefore, the ground-effect aircraft is also called the ground-effect wing. Boat. The basic flight principle and design and manufacturing technology of ground-effect aircraft mainly belong to aviation technology, but its use and use environment involve the field of ship and navigation technology.

The main defective of prior art is as follows

1. Aircraft of general aircraft type

(1) Economy: The cost of manufacture, use and maintenance is relatively high, a large number of airports need to be built, and its communication, navigation, and air-ground support conditions are relatively high, so the total operating cost is relatively high.

(2) Safety: If an ordinary aircraft has engine shutdown or other serious failures, it will often cause catastrophic consequences.

(3) Comfort: It will be affected by the ups and downs of the updraft at high altitude, and the sudden change of air pressure during take-off and landing will cause discomfort.

(4) Airworthiness: It is restricted by air control, and cannot fly in tidal flats, ice layers, and swamps.

2. Ships (including hovercraft and hydrofoils)

(1) The speed of navigation is slow, which is not conducive to improving the efficiency of maritime transportation.

(2) Affected by the ups and downs of sea wind and waves, the ride comfort is poor.

(3) It is necessary to build a wharf with a large draft and corresponding facilities, and the seaworthiness is not good.

3. Existing small-scale ground-effect aircraft, such as the disclosed small-scale ground-effect aircraft of Chinese Patent Application No. 02115191.1, has a small tonnage and scale (5 tons, a wingspan of 9.8 meters, and a total length of 16 meters), and a low speed (150 km/h ), small passenger capacity (only more than ten people), and low wind and wave resistance (the height of take-off and landing waves does not exceed 1 meter, and the cruise flight height does not exceed 1.5 meters). Generally, it can only be used in inland rivers and lakes.

Contents of the invention

The purpose of the present invention is to provide a ground-effect aircraft that can make full use of the high-efficiency power lift effect, so that it can fly stably in the air close to the water surface, and can increase lift and reduce drag.

In order to achieve the above object, the present invention adopts the following technical solutions: a ground-effect aircraft, including a fuselage, wings and engines, the tail of the aircraft is provided with a cruise engine, both sides of the head of the fuselage are provided with take-off engines, and the middle section of the fuselage has two A lift-increasing air cavity is provided under the side wings, and the lift-increasing air cavity is composed of a closed cavity formed by the lower part of the fuselage middle section, the lower airfoil of the main wing, the partitions below the two ends of the main wing, and the flaps at the lower edge of the main wing.

The take-off engine of the present invention is provided with a driving device that deflects the nozzle up and down.

The driving device for the deflection of the elevator of the flap, the take-off engine nozzle and the trailing edge of the horizontal tail outer wing of the aircraft tail is respectively equipped with a hydraulic steering gear that makes the three deflect synchronously according to the coordinated control of the fly-by-wire control system.

The wing of the invention is composed of a main wing, an outer wing transition section and an outer wing with a large aspect ratio.

The main wing of the present invention is a trapezoidal wing whose area is 70-80% of the total area of the wing, preferably 76%; its dihedral angle is 1-2°, preferably 1.5°.

The outer wing transition section of the present invention is a trapezoidal wing with a leading edge sweep angle of 47° to 53°, preferably 50°, a tip chord length of 5.75 to 6.75 meters, preferably 6.25 meters, and an anhedral angle of 4° to 6°. Preferably it is 5°.

The total area of the horizontal tail of the aircraft tail of the present invention is 30%～33% of the total area of the wing, preferably 31.2%, and the distance from the horizontal reference plane is 2.5 times of the horizontal tail chord length; There is a pair of elevators used to control the longitudinal flight attitude and realize longitudinal balance, and the rudder surface is provided with adjustment pieces.

The fuselage of the present invention is made up of front fuselage, middle section of fuselage and rear fuselage, and the bottom of described fuselage cross-section adopts the knuckle-shaped profile with certain ramp-up angle α similar to planing boat, and ramp-up angle is gradually from head to tail. get smaller.

The bottom of the fuselage of the present invention is a multi-step layout, and the multi-step layout includes the main step of the front section of the fuselage and several sub-steps and stern steps behind the main step. The step and the stern step are multi-step structures; and the trailing edge of each step is distributed on a straight line with a certain inclination angle to the horizontal datum.

The aircraft of the present invention is provided with a water skid device at the bottom of the fuselage at the center of gravity of the whole machine, and the water skid device is composed of a water skid, two buffer actuators and a rubber air bag.

Because the present invention adopts the reasonable configuration between the booster air cavity designed under the wing and the take-off engine steering nozzle, the jet flow of the take-off engine is introduced into the booster air cavity through the steering nozzle, and the kinetic energy of the airflow is converted into pressure energy, so that Generate greater pad lift. In addition, the high T-shaped tail at the rear of the aircraft is equipped with a cruise engine; the tail and the elevator with adjustment plates on the tail stabilizer not only ensure a reasonable match between the focus of the angle of attack and the focus of the height, but also ensure the long-term The trimming of the elevator stick force during time flight realizes the balance and maneuvering in the longitudinal plane, and ensures the stable flight of the aircraft in the air close to the water surface.

The large-scale marine passenger-cargo ground-effect aircraft provided by the present invention can increase flight lift and reduce drag by designing a reasonable aerodynamic configuration, and the ground-effect aircraft that makes full use of the high-efficiency power-increasing effect has the characteristics of being able to fly stably in the air close to the water surface.

Structure and working principle of the present invention are described in detail below in conjunction with accompanying drawing:

Description of drawings

Fig. 1 is a three-dimensional structural appearance diagram of the present invention.

Fig. 2-1, Fig. 2-2 and Fig. 2-3 are side view, front view and top view of the present invention respectively.

Fig. 3 is a schematic diagram of a three-dimensional exploded structure of the present invention.

Fig. 4 is a compartment arrangement diagram of the all-passenger ground-effect aircraft of the present invention.

Fig. 4-1, Fig. 4-2, Fig. 4-3, Fig. 4-4, and Fig. 4-5 are respectively A-A, B-B, C-C, D-D and E-E sectional views of Fig. 4 .

Fig. 5 is a compartment arrangement diagram of the passenger-cargo ground-effect aircraft of the present invention.

Fig. 5-1, Fig. 5-2, Fig. 5-3, Fig. 5-4, and Fig. 5-5 are respectively A-A, B-B, C-C, D-D and E-E sectional views of Fig. 5 .

Fig. 6 is a cabin arrangement diagram of the ferry-type ground-effect aircraft of the present invention.

Fig. 6-1, Fig. 6-2, Fig. 6-3 and Fig. 6-4 are A-A, B-B, C-C and E-E sectional views of Fig. 6 respectively.

Fig. 7 is a schematic diagram of the jet flow of the take-off engine leading into the lift-increasing air chamber of the present invention.

Fig. 8 is a schematic diagram of the hydrodynamic layout of the fuselage of the present invention.

Detailed ways

The present invention as shown in Fig. 1 Fig. 2 Fig. 3 comprises fuselage middle section 2, main wing 6, take-off engine 12 and nozzle thereof. The middle section of the fuselage 2, the main wing 6, the partition plate 14, and the flap 4 on the downward deflection of the trailing edge of the wing form a closed air chamber 18 for increasing lift. The jet flow of the take-off engine is introduced into the booster air cavity 18, and the air flow is blocked in the cavity, and the kinetic energy is converted into pressure energy, and the additional pressure acting on the lower surface of the main wing 6 produces additional cushioning lift. The pad lift can lift the aircraft, reducing the area where the aircraft is in contact with water, thereby reducing the sliding resistance of the aircraft. Above-mentioned air cavity 18 of increasing lift is the cavity that is made up of 2 bottoms of fuselage middle section, main wing 6 lower aerofoils, dividing plate 14 below main wing 6 two ends and main wing 6 trailing edge flap 4, wherein flap 4 is provided with and can make It is a driving device for deflecting downwards along the trailing edge of the main wing 6 . The above-mentioned take-off engine 12 is provided with a driving device that deflects the nozzle up and down.

When the nozzle deflection of the flap 4 and the take-off engine 12 will cause the change of the longitudinal moment of the whole machine, it is necessary to deflect the elevator 11 on the trailing edge of the central horizontal wing 7 and the horizontal tail outer wing 8 to keep the longitudinal balance of the whole machine. Above-mentioned elevator 11 is provided with the driving device that makes it easy to deflect up and down. As shown in Figure 7, the driving devices for the deflection of the above-mentioned flaps 4, take-off engine 12, and elevator 11 are all hydraulic steering gears, which are uniformly controlled by the driver through the fly-by-wire control system, that is, the deflection of the three is carried out synchronously. . The above-mentioned power boost system can make the ground-effect aircraft leave the water and transition to the cruising state smoothly, and the whole process is easy to operate and the flight attitude is stable. Above-mentioned flap 4 is rectangular, and its swing angle is 0-20 ° adjustable.

As shown in Figure 2, the above-mentioned main wing 6 is a trapezoidal wing with an aspect ratio of 1.9, a leading edge sweep angle of 12 ° 42 ', a root chord length of 17.2 meters, an area of 76% of the total area of the wing and an anhedral angle of 1.5 °. The outer wing transition section 19 is a trapezoidal wing with a leading edge sweep angle of 50°, a tip chord length of 6.25 meters, and an anhedral angle of 5°. The main wing 6, the outer wing transition section 19 and the outer wing 5 with a large aspect ratio form a wing. The wing has a total aspect ratio of 5 and a total span of 55.1 meters. The rear edge of the outer wing 5 is provided with a deflectable auxiliary wing 15 . Such composite wing layout and geometric parameters have the characteristics of simple structure, strong ground effect and reasonable matching. Above-mentioned T-shaped tail comprises the horizontal tail and vertical tail 9 that central horizontal wing 7, horizontal tail outer wing 8 form. In order to reduce the wash flow interference of the wing to the empennage, the horizontal tail adopts a setting with a high setting and a large area. The total area of the flat tail is 31.2% of the total area of the wing, and the distance from the horizontal reference plane is 2.5 times of the chord length of the flat tail. The trailing edge of the above-mentioned flat tail is provided with a pair of elevators 11 for controlling the vertical flight attitude and realizing longitudinal balance along the left and right sides, and its rudder surface is provided with an adjusting plate 17 . The above mentioned elevator 11 mainly provides the longitudinal control torque to ensure the longitudinal moment balance of the high-efficiency power-in-ground effect aircraft, and realize the maneuvering of the high-efficiency power-in-ground effect aircraft in the longitudinal plane. Different from ordinary aircraft, when the high-efficiency power-lifting ground-effect aircraft flies in the ground-effect area, it has two focal points, namely the angle of attack focal point and the height focal point. Judging from the longitudinal motion stability of the high-efficiency power-enhancing ground-effect aircraft, the longitudinal motion of the high-efficiency power-enhanced ground-effect aircraft is stable only when the angle of attack focus, height focus, and the center of gravity of the ground-effect aircraft are properly configured. However, the high-mounted T-shaped tail and the reasonable configuration of other components can have good stability within the specified speed range and ensure a reasonable match between the focus of the angle of attack and the focus of the altitude. The trailing edge of the above-mentioned vertical tail 9 is provided with a deflectable directional control rudder 10 .

As shown in Figure 3 and Figure 4, the front fuselage 1, the middle section of the fuselage 2 and the rear fuselage 3 form the fuselage. The bottom of the fuselage cross-section adopts a knuckle-shaped section with a certain slope angle α similar to a planing boat. The ramp angle gradually decreases from the bow to the tail. The bottom of the fuselage is a multi-step layout. The multi-step layout includes a main step 112 at the front section of the fuselage and several sub-steps 111 and stern steps 113 behind the main step 112 . The main step 112, several sub-steps 111 and the stern step 113 form a multi-step structure, and the trailing edge of each step is required to be distributed on a straight line with a certain inclination to the horizontal datum. In this layout, the water-skiing surface will be divided into multiple water-skiing surfaces in the longitudinal direction, which increases the aspect ratio of the water-skiing surface, reduces frictional resistance, improves hydrodynamic performance, and enhances the stability of motion; with multiple steps, multiple water-skiing surfaces appear , to disperse the impact of hydrodynamic force on the structure, and improve the stress state of the structure; adopt multiple steps to ensure that the ground-effect aircraft leaves the water at the same pitch angle of the line connecting the trailing edges of each step, and transitions the ground-effect aircraft to the cruising state Flying offers advantages.

The shape of the water-skiing surface at the bottom of the dividing plate 14 is similar to the bottom of the fuselage. Dividing plate 14 water-skiing surfaces are except playing the same effect with fuselage water-skiing surface, because it is far away from fuselage at main wing two ends, also play the lateral stability effect when greatly improving ground effect aircraft water-skiing navigation of the present invention.

As shown in Figures 4, 5, and 6, the cross section of the bottom of the sliding body of the above-mentioned fuselage and the bottom of the partition plate 14 is a knuckle-shaped section with a transverse ramp angle α. Reasonable bottom lateral slope angles at the bottom of the fuselage and the bulkhead 14 enable the left and right sliding surfaces to generate appropriate righting moments when the high-efficiency power-increasing ground-effect aircraft is in the taxiing state, ensuring that the high-efficiency power-increasing ground-effect aircraft has a good lateral sliding stability.

When the ground-effect aircraft lands on the water surface, the impact force of the waves on the ground-effect aircraft can be several times its own weight. As shown in Fig. 3 and Fig. 8, in order to slow down the impact of the hydrodynamic load on the structure of the ground-effect aircraft during landing, a water skid device 16 is provided at the bottom of the fuselage at the center of gravity of the entire aircraft. The water skid device is made up of water skid 20, two buffer cylinders 21 and some rubber air bags 22. The rubber airbag is located between the fuselage structure and the water skid structure, and plays the role of buffering and sealing to avoid direct contact between the two. When the water skid 20 hits the water, the buffer actuator 21 quickly absorbs the hydrodynamic impact load on the water ski 20, and in the floating state after the ground effect vehicle lands, the buffer actuator 21 slowly releases the stored energy. released, thus greatly reducing the impact of hydrodynamic loads on the structure. Water ski 20 appearance is similar to the very little sliding water board of width. Water skid 20 will be adjusted to a fixed angle when hitting the water, so that it hits the water evenly. The shape of the water skid 20 makes the hydrodynamic impact load mainly act on the vicinity of the pillars connected to the buffer cylinder 21, and at the same time keeps the aircraft sailing stably in the taxiing stage when the fuselage and the partition 14 have not touched the water after the water skid 20 hits the water, and makes the Fuselage and dividing plate 14 bottom skid surfaces evenly hit the water. The water skid 20 hits water first and also delays the time when the clapboard 14 and the fuselage touch the water, reduces the water-touch speed of the clapboard 14 and the fuselage, and reduces the impact of the hydrodynamic load.

The actual operation process of the present invention is realized like this: after ground-effect aircraft berths on the dedicated passenger and cargo dual-purpose floating wharf similar to the airport, after passenger and cargo boarding are completed, cruise engine 13 is started and taxis to the take-off point. During taxiing, the "thrust difference" of the left and right engines can be used to control the turning. First take off on the dedicated taxiway in the harbor. If the length of the harbor taxiway is insufficient or the conditions do not permit, it is also possible to taxi to a specially designated position in the open sea to take off. During taxiing, the takeoff engine 12 is turned on and warmed up, and the water ski 20 is in the stowed position. After starting to take off, cruise engine 13 and take-off engine 12 all drive to maximum state. Simultaneously, the flap 4 is deflected downward, and the nozzle of the take-off engine 12 is turned, and the jet flow of the engine is directed to the underwing to generate lift. When the effect aircraft accelerates to the water-leaving speed, the body lifts out of the water. After completing the transition flight state, the take-off engine 12 is closed, the flaps 4 are retracted, and the cruising flight state in the ground effect height is transferred to.

During the entire transitional flight stage of the ground-effect aircraft from takeoff to cruising flight, the pilot He implements a coordinated synchronous operation on the hydraulic steering gear of the takeoff engine 12 steering nozzle, flap 4 and elevator 11 through the fly-by-wire control system, which can Make the ground effect aircraft transition from the take-off state to the cruising flight state smoothly, and the whole process is simple and reliable.

Under the normal cruising flight state, three cruising engines 13 all work. When one cruise engine fails, the two cruise engines can continue to fly. If wind and waves occur, one or two take-off engines 12 that are always in autorotation can be supplemented. When two cruise engines fail one after another, one cruise engine and two take-off engines can continue to fly.

During the flight, if there is an obstacle, the ground effect aircraft can climb high and fly out of the ground effect area to a height of 150 meters to overcome the obstacle.

After arriving at the destination, put down the flap 4, the ground effect vehicle slows down, and put down the water ski 20 simultaneously. When the speed of the aircraft drops to the water landing speed, the water skid 20 first hits the water surface to absorb the impact, and the body gradually submerges into the water and enters the water gliding stage. After the water ski 20 touches the water, the flaps 4 are gradually retracted, and the cruise engine 13 enters the idle state to slide the aircraft to the mooring dock.

The ground-effect aircraft of the present invention can fly stably in the air close to the water surface, and can increase the lift force and reduce the resistance. Its maximum take-off weight can reach 390 tons, the passenger capacity is 500 people, and the cruising speed is 500 km/h.

Claims (10)

1. a ground-effect aircraft, comprising a fuselage, wings and a motor, is characterized in that: the tail of the aircraft is provided with a cruise engine (13), the fuselage head both sides are provided with a take-off engine (12), and the middle section of the fuselage (2) under the two side wings, there is an air chamber for increasing the lift (18). The plate (14) and the flap (4) on the lower edge of the main wing (6) form a closed cavity. 2. The ground-effect aircraft according to claim 1, characterized in that: the take-off engine (12) is provided with a driving device that deflects the nozzle up and down. 3. ground effect aircraft according to claim 2, is characterized in that: the elevator (11) deflection of the horizontal stabilizer outer wing (8) trailing edge of described flap (4), take-off engine (12) spout and aircraft tail Each of the driving devices is equipped with a hydraulic steering gear that is coordinated and controlled by the fly-by-wire system to make the three deflect synchronously. 4. The ground-effect aircraft according to claim 1, characterized in that: the wing is composed of a main wing (6), an outer wing transition section (19) and an outer wing (5) with a large aspect ratio. 5. ground effect vehicle according to claim 4, is characterized in that: described main wing (6) is trapezoidal wing, and its area is 70～80% of wing total area, is preferably 76%; Its anhedral angle is 1-2°, preferably 1.5°. 6. The ground-effect aircraft according to claim 4, characterized in that: the outer wing transition section (19) is a trapezoidal wing with a leading edge sweep angle of 47° to 53°, preferably 50°, and a tip chord length 5.75-6.75 meters, preferably 6.25 meters, dihedral angle 4°-6°, preferably 5°. 7. The ground-effect aircraft according to claim 1, characterized in that: the total area of the horizontal tail at the tail of the aircraft is 30% to 33% of the total area of the wing, preferably 31.2%. It is 2.5 times of the chord length of the flat tail; the above-mentioned horizontal tail rear end is provided with a pair of elevators (11) for controlling the vertical flight attitude and realizing longitudinal balance along the left and right sides, and its rudder surface is provided with a trim piece (17). 8. ground effect aircraft according to claim 1, is characterized in that: described fuselage is made up of front fuselage (1), fuselage midsection (2) and rear fuselage (3), and described fuselage cross section The bottom adopts a knuckle-shaped section similar to a planing boat with a certain slope angle α, and the slope angle gradually becomes smaller from the bow to the tail. 9. The ground effect aircraft according to claim 1, characterized in that: the bottom of the fuselage is a multi-step layout, and the multi-step layout includes a main step 112 at the front section of the fuselage and a main step 112 located at the bottom of the fuselage. After several fault steps 111 and stern fault steps 113, the main fault step 112 and several secondary fault steps 111 and stern fault steps 113 have a multi-step structure; on a straight line. 10. ground effect aircraft according to claim 1, is characterized in that: described aircraft is provided with water skid device (16) at the fuselage bottom at whole machine center of gravity place, and water skid device is made of water skid (20), two Buffer cylinder (21) and rubber air bag (22) form.

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