Multiple-Mode Wing-in Ground Effect Vehicle

The invention relates in general to ground-effect vehicles, and in particular to high-speed vehicle capable of multiple mode operation as both a water-contacting vehicle and as an aircraft (e.g., a Wing-In Ground Effect vehicle).

The invention includes a high-speed air-supported vehicle capable of multiple mode operations as both a water-contacting vehicle and an aircraft includes an aero roll-stabilizing plan form, a stabilizing ski/hydrofoil below a planing surface of a hull portion of the aero roll-stabilizing plan form for providing stabilization and lift to the plan form in at lest one mode of operation, the ski-hydrofoil being mounted to a front underside of a hull portion of the aero roll-stabilizing plan form and being mounted forward to a center of gravity of the plan form, whereby a leading edge of said plan form is kept at a substantially constant level with respect to a surface of water during at least one mode of operation. A flexible ski mount is provided for mounting the stabilizing ski to the aero roll stabilizing plan form. Trim flaps are provided for altering the direction of the plan form, and turning vanes are provided to reduce turbulence originating near the edge of the tip plates.

The foregoing and other objects, features, and advantages of the invention will be apparent from the following more particular description of preferred embodiments as illustrated in the accompanying drawings, in which reference characters refer to the same parts throughout the various views. The drawings are not necessarily to scale, emphasis instead being placed upon illustrating principles of the invention.

FIG. 1 illustrates a perspective view of the vehicle according to the invention.

FIG. 2 shows a side view illustrating operation of the airfoil and stabilizing ski of the invention during three low-speed modes of operation.

FIG. 3 shows a side view illustrating operation of the airfoil and stabilizing ski of the invention during two low-speed modes of operation.

FIG. 4 shows aside view illustrating means for aerodynamically trimming the vehicle of the invention.

FIG. 5 shows the air/water brake of the invention in first and second modes of operation.

FIGS. 6-8 show side views illustrating an advanced Air-Cushion Landing System (ACLS) of the invention.

FIGS. 9 and 10 show bottom and front views, respectively, illustrating the turning vanes of the invention according to a preferred embodiment.

FIGS. 11a, 11b, and 11c show side, front, and bottom views, respectively, of a non-snagging ski and ski mount of the invention.

FIG. 12 shows a cross-sectional side view illustrating a novel suction slot means of the invention.

FIG. 13 shows a pressure diagram of the top of the wing shown in FIG. 12.

FIG. 14 shows a blue print illustrating the invention according to a preferred embodiment.

FIG. 15 shows a front view illustrating an alternative means for cancelling couples.

FIGS. 16 and 17 show cross-sections of alternate aircraft carrier embodiments of the invention.

FIG. 18 shows a pleasure boat embodiment of the invention.

FIG. 19 shows an improved air/water brake according to an embodiment of the invention.

FIG. 20 illustrates an alternate embodiment of the invention as illustrated in FIG. 4.

FIGS. 21a and 21b illustrate further detailed top and profile views of the in board profile shown in FIG. 14.

FIG. 1 shows a perspective drawing illustrating the vehicle of the invention according to a preferred embodiment. An aero roll-stabilizing plan form 3 comprises sharply swept leading edges and low-aspect ratio. A turning vane 5a is provided on a bottom and front portion of each wing tip plate. A stabilizing ski 9 serves to provide stabilization and lift in certain modes of operation, which is discussed in more detail below. A further benefit of the ski is that it prevents the vehicle from taking-off when the vehicle is at rest or moving slowly in high winds. The stabilizing ski 9 has a non-snagging shape and is connected to the hull of the vehicle via a non-snagging, flexible ski mount 7, 8. The preferred embodiment can turn by dragging its tip plate in the water, which can cause yaw (that must be carefully controlled) and side force. The embodiment of FIG. 1 preferably has high heave stiffness. Lift reduces rapidly as the tip plates rise above the water. This results in heave stiffness, a safety feature in that is assists in keeping the vehicle off the water, and is also a performance feature in that it keeps the vehicle's prop or jet intake in the water.

FIG. 2 shows a side view illustrating operation of the airfoil, which includes "lifting body," and stabilizing ski 9 during three low-speed modes of operation. The airfoil is shown at 10a in a "displacement" mode, during which it is operating at a stand still or very low speed. In this mode, the hull of the vehicle is partially submerged below a water line 55. The ski 9a is fully submerged, and its flexible mount is at rest. During the displacement mode, the ski 9a provides little or no lift or stabilization.

The airfoil is shown at 10b in a hydrofoil/planing mode, wherein the airfoil has an upward angle of attack, with its bow portion being above the water line 55 and its stern portion being below the water line 55. During this mode, the ski 9b acts as a hydrofoil that provides some lift and reduces the wetted area of the hull. As shown in the drawing, the airfoil's changing angle of attack can be seen as a pivoting motion around a pivot point 101. That is, the stern portion of the airfoil preferably remains in the water as the vehicle moves through its low-speed modes of operation.

The airfoil is shown at 10c in a planing/planing mode, wherein the hull is planing with minimum wetted area. During both the hydrofoil/planing and the planing/planing modes, the primary benefit of the ski 9b, 9c is to provide reduced hull wetted area and increased angle of attack for more aero lift.

FIG. 3 shows a side view illustrating operation of the air foil and stabilizing ski 9 during two high-speed modes of operation, in which a large part of the lift is provided aerodynamically. The airfoil is shown at 10d in an air-lubricated mode, wherein significant amounts of air pass under the trailing edge (or transom) of the airfoil. From a low vantage point, the vehicle may appear to be "flying" but actually a significant amount of lift is provided by water contact with the ski and hull.

The airfoil is shown at 10e in a still-higher-speed mode of operation where the aero surfaces of the hull have lost contact with the water and the hull is truly flying. At these speeds (and higher), the primary function of the ski is to provide pitch stability. The center of gravity (CG) is placed well-ahead of the aerodynamic center of pressure of the vehicle, resulting in substantial static stability in flight. The resulting moment is "trimmed-out" by the ski, which is forward of the CG and lifts part of the weight of the vehicle. As speed increases, the vehicle has no tendency to lift entirely off the surface of flat water. Instead, the ski maintains contact and the hull lifts up slightly as is shown by 10e in comparison to 10d. As a result, venting areas under the trailing edge, and perhaps the tip plates ›FIG. 1, 6a!, become larger and the angle of attack becomes smaller. Both reduce the coefficient of lift sufficiently to keep total lift equal to weight.

The ski also plays an important safety role. One function is to protect the crucial center part of the hull from contact with waves or objects floating in water. The ski contacts the object first, pushing it downward and raising the bow of the vehicle. This raising increases lift and subsequently raises the rest of the vehicle. A further safety function of the ski is that it allows the vehicle to be operated or anchored in a very high wind, even if wind speed is far above the normal takeoff speed. If the vehicle is anchored or moving slowly through the water, the ski will not lift the nose out of the water and the aero lift will be greatly reduced preventing take-off.

A forward ski that contacted the water in the event the plane was flown into the water at high speed was developed by Lockheed, but their ski was not effective at takeoff, did not trim the vehicle, and was not normally in contact with the water. Instead, they had a much larger "ski" that was below the CG of the vehicle and acted as a retractable "step" as found on seaplanes.

FIG. 4 shows means for aerodynamically trimming the vehicle. In combination with the front ski, it makes it possible to maintain relatively constant ride height independent of speed. 105a shows "down" trim in the aircraft sense but, because of the ski and the forward CG, it increases weight on the ski and raises the hull, which is a benefit at certain speeds. 105c shows "up" trim in the aircraft sense but as long as the ski supports part of the weight of the vehicle it has the effect of lowering the hull and taking weight off the ski, which is desirable at high speeds. When the speed and aero trim are sufficient, the ski lifts off the water and the vehicle becomes an aircraft that flies with stability in or out of ground effect. 105b shows neutral, or zero, trim.

FIG. 5 shows the air/water brake in first and second modes. Each mode will now be described.

Mode I (simple). The upper trim flap 63 rotates about point 68 from position 63a to position 63b. The lower trim flap 64 rotates about point 66 from position 64a to position 64b. The geometry is selected to provide progressive amounts of aerodynamic drag while maintaining pitch control. Part of the vehicle may be put in contact (or increased contact) with the water to provide water drag.

Mode II (with vent). In Mode II, a vent is created between the high pressure area below the wing and the low pressure area above, beside, or behind the wing. This is accomplished either by the movement of the trim flaps 63 and 64, or by a vent 65, or both. The vent allows more aggressive use of the lower trim flap 64 and a more aggressive reduction in lift which results in increased water drag. The vent could in some cases, e.g., if the vents were at the sides, be used independently of the trim flaps. Various combinations are possible by using the flaps 63, 64 and the vent 65 either together or separately.

A common problem for WIGS is the tendency to pitch forward as the surface is approached, due, e.g., to a rearward shift in the center of pressure. Means have been provided in the prior art for counter-acting this tendency, but all have disadvantages. In the present invention, however, the plan form itself acts as a means to counter this tendency. FIG. 5 also shows a novel mechanism which may be provided for causing the center of pressure or lift to move forward as the surface of the water is approached by the vehicle. A small downward turn 69 of the lower surface 64 of the wing near its trailing edge can cause a forward shift as the surface is approached so that the vehicle noses up. This provides an additional means to avoid water contact.

FIGS. 6-8 illustrate an advanced Air-Cushion-Landing-System (ACLS) that utilizes the underside of the wing for lift, is retractable, and increases the thickness, curvature and leading-edge radius of the wing. The benefit of this approach is less water drag on take off and more aero lift as compared to other ACLS's which are separate from the wing and are retractable or are permanently in a low-speed configuration. FIG. 6 shows the vehicle operating in air cushion mode. Air is blown into the cavity under the hull, lifting it clear of the water, in much the same manner as a hovercraft or surface-effect ship. Forward shift of the leading edge can reduce tuck under, which is a problem for hovercraft with forward CG. In the preferred embodiment, forward placement of a front seal 52, and the resulting force vector angle 57, reduces the risk of tuck under, which would otherwise be a problem due to the forward placement of the CG. At high hovercraft speeds where tuck under is a problem, the exposed upper surface of the seal will be pulled up by aero forces, also reducing tuck under. Aero lift can also be increased by the suction slot 51a. Also, as shown in FIG. 4, the trim can be raised from 105a to 105b or 105c to control tuck under. FIG. 6a shows an alternate front seal.

FIG. 7 shows the vehicle operating in low-speed W.I.G. mode. Leading edge radius can be large. Thickness and camber can be increased. Cord can be increased. All are means to increase aero lift. Blowing from a jet 52a on the front seal 52 can also limit the increase in effective camber and further increase effective thickness by "filling in" the odd-shaped volume 56 behind the front seal. A suction slot 51a, 51b (FIGS. 6 and 7) runs near the leading edge and skims off the turbulent boundary layer. This is especially important in hovercraft mode where a considerable amount of low energy air escapes from under the front seal 52. Both the front seal and the suction slot increase aero lift, thereby lowering the speed at which the vehicle transitions from ACV to WIG mode and reducing the likelihood of stalling and reducing the force of wave impacts.

FIG. 8 shows the vehicle operating in high-speed W.I.G. mode with the front seal retracted.

FIGS. 9 and 10 illustrate the turning vanes of the invention according to a preferred embodiment. The turning vanes 73a and 73b are relatively thin pieces of the forward or under edges of the tip plates 71a and 71b that are turned toward the direction that the wind approaches them in order to minimize turbulence. The turning vanes 73a and 73b can be shaped to contact the water in such a way as to direct resulting hydrodynamic forces in such a way as to eliminate inappropriate roll (tripping) or yaw (snagging).

Dihedral effect is so named because the effect on this vehicle is similar to the effect of dihedral on an airplace, e.g. yaw causes the vehicle to bank into a turn. It is an aerodynamic analog to the yaw-induced roll found in a v-bottom planing hull that results from hydro-dynamic forces. Yaw-induced roll, or in some cases the absence of yaw-induced adverse roll, is an important feature of high-speed water craft.

In part, dihedral effect here is caused by the swept-back leading edge of the hull. This is a well-known effect for airplane wings. The invention according to a preferred embodiment combines a sharp sweep angle with a separator 72 that divides the air flow beneath the hull into left and right channels to obtain the desired effect. It will be recognized by those skilled in the art that a third, center channel could also be established by providing a second separator. In such case, the leading edge need not be swept back in the center portion of the hull between the two separators.

Even though the separation is unlikely to be perfect (because air will pass under the separator), it greatly enhances the pressure differential under the up-wind side of the hull in comparison to the down-wind portion. The resulting roll couple prevents tripping even if the relevant, i.e., up wind, notrip (see notrips 73a and 73b, FIG. 10) is small and not generally in contact with the water.

FIGS. 11a, 11b, and 11c show side, front, and bottom views, respectively, of a non-snagging ski plus mount that also flexes as a result of slamming (verticle) forces or impact (longitudinal) forces. It is comprised of a ski or hydrofoil 81 with a swept leading edge, a strong strut 82 that flexes somewhat under impact forces, and spring means 83 that can flex easily under slamming or impact loads. The leading edges of the entire assembly can be shaped to promote riding over or around obstacles without snagging on them, thereby minimizing impact forces and the likelihood of an unplanned stop. Flexing of the strut 82 further minimizes impact forces without resulting in adverse (negative) pitch changes to the ski. If desired, pitch change can be positive. Flexible spring means 83 reduce slamming loads in two ways: first, by yielding with the blow (ski moves upward), and second, by changing the angle of attack of the ski (reducing pitch) which reduces the lift of the ski. The slamming force is actually a sudden increase in lift as the ski or hull slams down on the water. Flexible spring means 83 also reduces impact loads by reducing angle of attack.

FIGS. 12 and 13 illustrate a novel suction slot means for providing laminar flow over large bodies with high Reynolds Numbers. FIG. 12 shows a cross-sectional side view of a body with a suction slot, while FIG. 13 shows the pressure diagram of the top of the body. This concept may be applied to any large surface that is rapidly moving through air or other fluids. In FIG. 12, the suctions lot invention is applied to the top side of an airplane wing or an airfoil-shaped vehicle. Two features would be noted. The first is a suctions lot running across the flow of the fluid, e.g., transverse. The second feature is panels 97, 98 that produce a pressure diagram shown in FIG. 13 that rises continuously to a maximum negative pressure at station 94 as the surface of the front panel 97 disappears into the suction slot 91. In the preferred embodiment, the curve is concave upward so that the pressure gradient becomes more and more favorable as the air flows over the panel.

At station 94, the attachment point for the speed panel 98, pressure is positive but quickly becomes negative and rises to a maximum at station 95. Regions between 92 and 94 on the first panel 97 and between 93 and 95 on the second panel 98 may have laminar flow at very high Reynolds numbers. The region between 95 and 96 is a recovery zone of turbulent flow. At still higher Reynolds numbers, multiple slots my be required.

FIG. 14 shows a two-dimensional CAD blue print showing certain features of an embodiment of the invention.

FIG. 15 illustrates an aft-view showing certain features of an embodiment of the invention. If the water fins 91a and 91b and air fins 92a and 92b are configured as shown, the vehicle can be set up so that, at high speeds, cross winds will cause neither yaw nor roll. A pair of water fins 91a and 91b are provided on the underside of the hull and a pair of air fins 92a and 92bare provided on the top side of the hull. See also FIGS. 9 and 10. When the vehicle is yawed relative to the air and water, these provide additional roll moment and lift. Both reduce the risk of tripping. In cross winds, a common problem for W.I.G., aero and hydro yaw are in opposite directions. The resulting force vector 95 and 96 and roll moments 93 and 94 can cancel one another. Combining these features causes the vehicle to be relatively unaffected by cross winds. Lift is generally increased, but this effect can be controlled. FIG. 15 shows an example in which the cross-wind of the aero fins 92 and the height difference between 95 and 96 results in roll-couple to the left whereas the resulting side force against the water results in a countering roll couple of similar magnitude. When added together, the two sum to approximately zero and there is little or no tendency to roll. A similar approach can also cancel yaw moments. Yaw is controllable by the fore-aft placement of the air and water centers of pressure.

Several alternative embodiments of the invention are specifically contemplated. The vehicle of the invention may have soft skirts provided around all sides of the hull's lower portion to create an amphibious boat. The vehicle of the invention may have a much larger overall width than shown here; if such an embodiment includes an aircraft-type means for propulsion, it could fly out of ground effect efficiently for extended periods of time. In one preferred embodiment much of the added width is in the horizontal tails.

FIG. 16 illustrates an aircraft carrier embodiment of the invention. Air flow is indicated by a dotted line. An air intake a is opened via a pivot d. A blower b blows air counter to the natural back flow. A blowing slot c is provided for re-attaching the boundary layer. In this embodiment, most of the lift is maintained, extra drag is minimized, the wind is minimized in the cavity/slot c.

FIG. 17 illustrates a second aircraft carrier embodiment. Air flow re-attached forward of the pivot d to provide a relatively flat surface from d to b with relatively undisturbed air flow over part of it so that a plane or other aircraft can alight while maintaining air flow over its wings and other important surfaces.

FIG. 18 illustrates a pleasure craft embodiment of the invention. This embodiment comprises a boat or WIG that utilizes its upper surface for lift and has a large opening to create an open top or convertible effect. This embodiment may include various features described above with respect to other embodiments. Blowing and/or suction may be provided to minimize noise and buffeting inside the boat and to raise the maximum open top speed.

FIG. 19 illustrates an improved air/water brake according to an embodiment of the invention. A flexible membrane 101 is mounted on the underside of the hull 84 of a wing-in-ground-effect vehicle. In normal WIG-mode operation the membrane 101 is deflated and is flush with the underside of the hull 84. When braking is desired during WIG mode, the membrane 101 may be inflated by a suitable pump means, shown in block form at 103, such that the membrane 101 extends below the lower surface of the ski/hydrofoil 9, as shown. This creates a venturi effect whereby the hull 84 is pulled into contact with the water surface 55. Once in contact with the water surface, the inefficient shape of the hull 84 and membrane 101 produces down thrust (suction) which further lowers the vehicle, producing further drag.

FIG. 20 illustrates an alternate embodiment of the invention as illustrated in FIG. 4. A single upper trim flap 111 provides a trim, tun, and brake means. The upper trim flap 111 pivots about a pivot point 113 at or near the upper transom of the hull 84 of a wing-in-ground-effect vehicle.

FIGS. 21a and 21b illustrate further detailed top and profile views of the inboard profile shown in FIG. 14. A coil/shock 131 is provided for permitting pivoting of the ski/hydrofoil, whereby the ski/hydrofoil is flexibly mounted to the hull. Appropriate propeller 121, strut 123, and engine mounts 127 may be provided. An engine 125 with an appropriate reduction gear (e.g., 1.66:1) may be provided. A high-speed dripless shaft seal, as shown at 129, may further be provided.

While the invention has been particularly shown and described with reference to a preferred embodiment thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.