Motor vehicles – Surface effect vehicles – Having propulsion or control means
Reexamination Certificate
1999-03-02
2001-05-15
Johnson, Brian L. (Department: 3618)
Motor vehicles
Surface effect vehicles
Having propulsion or control means
C180S126000, C114S06700A, C114S273000, C114S283000, C244S02300R
Reexamination Certificate
active
06230835
ABSTRACT:
FIELD OF THE INVENTION
The invention relates to a ground-effect vehicle with a hull body that has downwardly directed lateral legs as well as support wings on both sides.
BACKGROUND OF THE INVENTION
Such ground-effect vehicles are known from German 4,405,152. As described there, in order to start a ground-effect vehicle an aerostatic lift is first used that is produced in that air is forced through a drive unit into a generally closed space under the supporting lower surface of the hull so that its super-atmospheric pressure creates lift. Once the ground-effect vehicle is moving forward the air pressure forces up the flaps of the wings so that the forwardly directed inlet opening allows air into the space between the bottom of the vehicle and the water or land. Since the sides and rear of this space remain closed, the forward movement of-the vehicle causes a buildup of the aerodynamically created air pressure and the overpressure that creates the aerodynamic ground-effect lift. According to the known ground-effect vehicles there is nonetheless the problem that to produce a dynamic air cushion sufficient to lift the vehicle out of the water a starting velocity dependent on the surface loading is required. Since, relative to air, water is some 800 times more dense, there is about 2 to 2.7 times greater resistance opposed to resistance when in the air, and this increases as the lift speed increases. In order to achieve this, the surface loading must be maintained relatively low which leads to large wing sizes (spans). In order to limit the necessary excessive drive load needed for starting as compared to that needed for flying, lateral wings are provided as end plates underneath a relatively large hull body and these serve also as outrigger floats like on a catamaran float. The rear of the pressure space is closed by the support wing rear edges that are set against the flow direction. A common problem of all ground-effect vehicles is that the increase in lift created by the ground effect with simultaneous reduction in resistances is only usable when there is a relatively small space between the support surface and the ground or water. This spacing which can be considered the flying altitude can only be maintained when there are no obstructions to fly over. This creates the risk that the ground-effect vehicle is stalled as a result of actuating the elevators, which makes recovery like an aircraft impossible due to the limited flying altitude. In addition when the elevators are lowered there is the danger that the wings of greater span while turning actually touch the water or ground. For this reason one must not use the maximum wing span that is most useful for starting, which is also a problem as a result of the larger space and the increased weight, the limited maneuverability when docking, entering a port, and the limited usability in rivers, canals, docks, and the like. In addition the necessary power for starting cannot be used as in an airplane to increase the travel speed. Since the angle is smaller with increasing air speed, the leading surface relative to the trailing surface is increasingly smaller at the rear edge so that the increased lift is lost as well as the automatic altitude stability. This is needed for the safe use of ground-effect vehicles in order to avoid touching the water when flying.
OBJECTS OF THE INVENTION
It is an object of the present invention to improve on the described ground-effect vehicle in that the surface loading at starting is minimized by the greatest possible surface in order to achieve a smaller water-leaving speed, while increasing same in flight.
SUMMARY OF THE INVENTION
This object is achieved by the ground-effect vehicle with a hull and on each side a wing of having an outer part that can be pivoted up about a respective rotation axis relative to a respective inner part closer to the hull so that as a result of the pivoting a surface loading corresponding to the current speed is maintained with an optimum setting angle and where each inner wing part has rear flaps that are selectively controllable relative to a hull longitudinal axis, the wing and flaps being such that a vertical altitude change can be established without changing the hull position and that rear flaps on the outer wing parts are effective as ailerons, side rudders, and air brakes. The outwardly arranged parts of the wings are pivotal upward, preferably through an angle up to 90°. In this manner the surface loading can be adjusted to the current operating conditions by changing the support surface producing the lift. In order to increase the usable speed span, according to the invention the supporting surface can be reduced while in flight so that the necessary positive setting angle can also be maintained even at high speed. The rotation axis is selected such that when pivoted up there is minimal resistance near zero. A further advantage is that the wing span can be reduced for entering ports or traveling in rivers, canals, or locks so that even narrow waterways can be negotiated. In order to increase the maneuverability of the ground-effect vehicle, in particular to avoid collision with obstacles such as ships, islands, land masses, bodies floating in the water, icebergs, and the like, it is desirable to have a small turning radius and rapid altitude changes. To this end the rear-edge flaps on the hull and on the wings, ma be individually controllable symmetrically or asymmetrically to the vehicle longitudinal axis. Separate rear-edge flaps can be differently deflected in order to assume an inclined position for coordinated turning flight. For example the flaps on the inner part that is formed only by the hull or the hull and the inner wing parts, can be operated identically to the landing flaps on aircraft so that the lift and the altitude can be suddenly increased without increasing the angle of incidence. The angular position of the hull and therefore of the passengers remains the same. Furthermore this eliminates stalling that is caused by too large an angle of incidence. This is a particular problem with a low flight where there is no room to recover. Furthermore it is not necessary to actuate an elevator to level out when landing. The necessary altitude control and the level-control elevator and its controls can be eliminated. As a result of the decreased cost of control of the ground-effect vehicle special training and licenses for the pilot are not needed. The wing and flap arrangement is so selected that altitude changes of the ground-effect vehicle can be made without changing the angle of the hull which greatly increases passenger comfort. This is achieved by positive or (preferably) negative sweepback which compensates for the moments about the center of mass of the ground-effect vehicle. The flap arrangement can be combined with the rear-edge flaps of the outer wing parts so that the altitude and the angle are jointly controlled. By coupling the wing and hull inner flaps with the wing outer flaps one can simultaneously ascend while turning so that the outer flaps will not hit the water. The rear flaps arranged on the outer wing parts are in particular so controlled and pivoted that they act as ailerons, side rudders, and/or as air brakes. Appropriate rear-edge flaps on the outer wing parts allow a brake effect to be achieved by pivoting them inward so that the flow over the upstream support surface is disturbed and lift is reduced and one descends more quickly to the water. As a result of this braked sudden dropping of the ground-effect vehicle the overall stopping distance to water contact is decreased. The pivot axis of the outer wing parts is set at an angle such that when tipped up the effective angle of incidence is so small that the thus produced angle produces the least resistance. There is thus a reduction without further production of lift that is neither necessary nor desirable in these conditions.
Rear edge flaps are arranged on the hull and/or on the wings which are pivotal about horizontal axes. Such rear edges are known basically in aircraf
Fischer Hanno
Matjasic Klaus
Dubno Herbert
Fischer Flugmechanik
Johnson Brian L.
Lerner Avraham H.
Wilford Andrew
LandOfFree
Ground effect vehicle does not yet have a rating. At this time, there are no reviews or comments for this patent.
If you have personal experience with Ground effect vehicle, we encourage you to share that experience with our LandOfFree.com community. Your opinion is very important and Ground effect vehicle will most certainly appreciate the feedback.
Profile ID: LFUS-PAI-O-2551193